V2H refers to the process of using a bidirectional EV charger to transfer energy (electricity) from an electric vehicle’s battery to a home or perhaps another type of structure. This is accomplished via a DC to AC converter mechanism, which is often built within the EV charger.
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reversible charging
Range is fantastic, however if charging your EV takes a while, it is of little use. Fortunately, the Hyundai Ioniq 5 has a few extra tricks under its neatly styled sleeves and the automaker’s most recent version of fast-charging technology.
The Ioniq 5 can quickly recharge at up to 350 kW when connected to a DC fast-charger using the common J1772 combined charging system (CCS) connection, enabling it to go from 10% to 80% in just 18 minutes. For a rapid boost of 62 miles of range—enough for most people to go around town for a day—plug in for only 5 minutes. It’s likely that slower Level 2, 240-volt, and 110-volt home charging will also be supported, although the charge times for those configurations haven’t been determined yet.
Thanks to a function known as Vehicle-to-Load charging, the Ioniq 5 may not only be charged but also be the charger. With V2L, you can connect other items to the 5, which has a total power of around 3.6 kW and can be recharged using the car’s battery, such as computers, electric cycles, or camping gear. While the ignition is turned on, a port beneath the back seats is activated, and high-power devices can be put into the Ioniq 5’s exterior bidirectional charging port using an adaptor even when the car is off.
For example, the Ford F-150 hybrid’s 2.1 kW Pro Power Onboard inverter, which I recently put to the test while tailgating, has around 70% more output than the Hyundai’s 3.6 kW, but it is only half as powerful as the Ford’s big-boy 7.2 kW upgraded unit. The Ioniq 5 also doesn’t produce any energy, so any power you use to go home comes from the battery’s storage and the EV’s range, albeit a little amount of charging output might be compensated for by the glass solar panels on the roof.
Bidirectional Charging: What Is It?
Bidirectional charging, as the name suggests, is EV charging that works in two directions: drawing power from the grid to charge the EV’s battery and dispensing electricity as needed for other loads from the battery. With bidirectional charging, an EV can assist in powering a building, a company, the utility grid, another car, or particular loads.
The Nissan Leaf can currently charge in both directions, but to use this power for household purposes, a power supply center must be installed. The Ford 150 Lightning, which will be released in 2022, can supply 9.6 kW of electricity to a home through the electrical panel for a number of days. Ford’s Charge Station Pro and a 100-amp circuit are required for this setup. Additionally, the Hyundai Ioniq 2022 can supply 3.6 kW of electricity and power loads.
Are V2G and bidirectional charging equivalent?
Even though the terms “vehicle-to-grid” and “bidirectional charging” are sometimes used interchangeably, there is a small technical distinction.
- Two-way charging is referred to as bidirectional charging (meaning charge and discharge).
- A charging method known as V2G enables a one-way energy transfer from an automobile battery back to the grid (from the vehicle to the grid).
Having said that, no one will object if you use the terms interchangeably because it is V2G technology that makes bidirectional charging feasible.
How does it function?
Unlike a standard unidirectional EV charger that charges using AC power, a bidirectional charger is a sophisticated EV charger capable of two-way charging. While this might sound reasonably straightforward, it involves a complex power conversion procedure from AC power to DC (direct current) (alternating current).
Bidirectional chargers, which function more like inverters than ordinary EV chargers, convert AC to DC during charging and the other way around for discharging. However, only vehicles that are capable of two-way DC charging can use bidirectional chargers. Unfortunately, there are currently very few electric vehicles (EVs) that can charge in both directions. Since bidirectional chargers use sophisticated power conversion devices to control the energy flow to and from the car, they are significantly more expensive than conventional EV chargers.
In order to regulate the loads and island a home from the grid during a blackout, bidirectional chargers used to power homes also need additional hardware. A bidirectional EV charger’s fundamental operating concept is remarkably similar to that of a bidirectional inverter-charger, which has been utilized for grid-tied energy storage systems for more than ten years. Given the significant advances in battery storage, this is not surprising.
Hyundai Mobis Creates a Two-Way EV Charger, a Key Component for V2G
In order to deploy V2G, Hyundai Mobis declared that it was the first company in Korea to create the bi-directional on board charger (OBC) for electric vehicles (Vehicle To Grid).
V2G is the use of idle electricity while plug-in hybrid and electric vehicles (EV and PHEV) are parked and linked to the grid. The electricity that is still available after the day’s use is sent (and/or discharged) back to the grid while the electric vehicle is still plugged into the power grid for charging. A moving Energy Storage System is effectively created by the electric car (ESS).
Vehicle-generated electricity can be used in homes and cities as backup power during emergencies. Energy that can power 20 households for a day can be provided by four electric automobiles. The surplus electricity can be acquired and widespread blackouts may be avoided if there are more cars available. In Korea, blackout-related losses to industries are projected to be KRW 650 billion annually.
According to industry estimates, if V2G is implemented on 100,000 vehicles, 500MW of power—the amount needed to run a thermoelectric power plant—will be secured. According to experts, it will be very effective since “In general, automobiles are being utilized less than 20% of the time, and they are parked in the remaining time.” Pilot V2G initiatives are currently being actively conducted in China, Japan, Denmark, the US, and Japan.
Hyundai Mobis claims that a number of components, such as plug-in environment-friendly cars, bi-directional OBCs, bi-directional charging stations, and the discharge rate system, are required to execute V2G. One of them, “bi-directional OBC,” which is essential for power conversion, is a next-generation component that is not easily accessible globally and has never been mass-produced outside of trial projects.
The bi-directional OBC was created by Hyundai Mobis as part of the “V2G test bed project,” which Korea Electronic Power Corporation (KEPCO) has been running since 2015. Hyundai Mobis is the first company in Korea to integrate the bi-directional OBC into eco-friendly cars, assess its safety capabilities, and advance it to the point of commercialization through a test bed project.
For bi-directional dc-to-ac conversion, the “bi-directional OBC” has bi-directional power control circuits, such as the bi-directional ac-dc converter and the step-up/down converter. Hyundai Mobis actively began with vehicle testing linked to KEPCO’s real-time power data this month after beginning the testing of vehicles in accordance with the virtual power scenario earlier in the year.
A specialized charging station diagnoses the car’s power level, including battery capacity and efficiency, before the actual vehicle certification process can begin. The best V2G schedule is then produced based on the analysis of the power supply, cost, and load for several fictitious scenarios. Following a predetermined timetable, vehicles repeat charging and draining after receiving this data signal.
Many electric vehicles will be charged simultaneously in future smart cities. V2G is necessary to lower the ensuing power demand. Hyundai Mobis was able to respond more quickly to the worldwide V2X (Vehicle To Everything, including V2G) market, which is anticipated to reach KRW30 trillion ($26.7 billion) by 2025, because to the successful development of the bi-directional OBC.
What charging technology does Hyundai employ?
In comparison to a gas vehicle, the cost of operating a Hyundai EV is very low. Hyundai owners can currently take advantage of a new program being offered by Electrify America to further lower charging costs and improve access to charging stations.
The United States is being covered by a massive charger network being built by Electrify America. As of right now, the network consists of 410 stations spread across 42 states and 17 major cities. They anticipate having about 800 charging stations by the end of 2021, for a total of 3,500 chargers spread over 45 states and 29 metropolitan areas. The CCS (Combined Charging System) chargers used by Hyundai electric vehicles will be available at all stations.
Every CCS charger for Electrify America offers Tier 1, Tier 2, and Tier 3 charging speed ranges. The charge speed and cost per minute increase as the tier level does. The vehicle determines the maximum charging speed. Both the Kona EV and the Ioniq EV can charge at maximum rates that are in the Tier 2 range, and they will do so automatically. Normally, Tier 2 billing is $0.69/minute plus $1.00 for each session.
Which charging cord is included with the Hyundai Kona?
The CCS charging standard, which has a mixed AC and DC intake port, is used by the Hyundai Kona Electric. The Type 2 connector, which is used while charging at home or at public slow and fast AC ports, fits into the top portion of the inlet. When a CCS connector is used for quick DC charging, high power is transported through the lower part below the Type 2 input. Behind a flap of what would typically be a car’s grille is where the CCS inlet for the Hyundai Kona Electric is located.
Depending on the network and kind of charge unit, Hyundai’s Kona Electric can be charged from public outlets slowly, quickly, or quickly. Fast charging often requires a Type 2-to-Type 2 cable, and slow charging typically calls for a 3-pin-to-Type 2. Both cables are typically included with the car. The necessary CCS connector is connected to the charging unit in order to facilitate quick charging.
When charging on AC or DC, the EV driver must insert the connections into the proper input. The car then communicates with the charging unit to verify that there is power available, that there are no problems, and that it is safe to begin charging. The vehicle then begins charging automatically if charging at a private home or business charge point.
An activation procedure is needed to start charging on a public charger. Depending on the network provider, this can call for the usage of an RFID card or smartphone app, frequently connected to a previously created account. On more recent devices, contactless pay-as-you-go units are also becoming increasingly prevalent. The devices will do additional connection and account checks after activation before they begin to charge the car.
What is quick two-way charging?
Starting with the appearance, both Redmi power bank models share a blocky shape with straight lines going down the borders for improved grip. It has a Micro-USB output port, a USB Type-C output port, and two USB Type-A input ports. The 10,000mAh Redmi Power Bank’s maximum power output is 10W, while the 20,000mAh model offers up to 18W of fast charging output.
Lithium polymer batteries are said to be safer and more effective than Li-ion batteries, and the charging accessory is said to include 12-layer circuit protection hardware. Notably, the Redmi power bank supports two-way rapid charging, so it can be charged while another device is being charged at the same time. Additionally, there is a low-power mode that can charge gadgets like a Bluetooth headset or a fitness band and is accessed by double-tapping the power button.
Is the Poco X2 the new top smartphone under 20,000 rupees? This topic was covered on our weekly technology podcast Orbital, which you can subscribe to via Apple Podcasts or RSS, download, or simply play below.