Slow1 wrote: edatoakrun wrote:
IMO, high battery costs mean the economic use of batteries for the foreseeable future is in integrating BEV batteries with the grid, both while they are in the vehicle and afterward, as I posted previously:
There are two major future applications for BEV batteries in grid stabilization/load balancing.
The first is using the BEV batteries while they are in the vehicle.
This requires widespread installation of DC charger/Vehicle to grid devices at useful locations, mostly homes and workplaces.
I disagree here - we do NOT need V2G devices in order to use BEV batteries while in the vehicle. To advocate for putting V2G everywhere is to add unnecessary complexity to the solution. Use batteries in the cars to propel the vehicle - if the battery pack is too large for this, buy a smaller battery pack...
Everyone wants a BEV with the single charge range to meet the majority of their regular needs, not just the daily average.
Which means, on most days, every BEV has a significant capacity surplus.
I rarely use more than ~10 kWh (less than 50% of my battery pack's present available capacity) in my usual daily driving of 50-55 miles, but I certainly wouldn't want to drive a BEV with only ~10 kWh total available capacity.
It will probably always be impractical to remove surplus batteries from your vehicle on those days you don't need all of them for a long trip.
It could be
very practical to use a V-to-G/G-to-V site to discharge the surplus energy your BEV battery pack holds, especially when the discharge can be timed to meet peak demand, providing a significant financial incentive more than covering the cycling costs.
You don't want or need V-to-G "everywhere".
For example, I doubt anyone is going to regularly stop at a highway DC charge site just to make ~ a fast buck by selling a few kWh.
You want V-to-G wherever you will regularly
have a significant energy surplus in your battery during periods of peak grid demand, producing the highest priced bid for your excess kWh, such as at those homes and at workplaces where regular parking patterns make the discharge/recharge cycle practical and profitable.