> Aren't people wary about using their very expensive car batteries for the grid?
As an EV owner, no.
We need to own a car due to having kids, we happen to have gotten one with a pretty large battery so we can easily use it for road trips too. Also because there was only one choice for battery size with the model that suited us (Ioniq 5)
But I live close to work. I fully cycle the battery maybe 2-4 times a month. I could easly double that and still not wear out the battery in the lifetime of the car. If not more.
This is in Norway, so I get that others wouldn't buy an EV with a large battery in that situation. But as EVs/batteries become cheaper in general, this will be the norm elsewhere.
And then you can flip the question on its head: if you expect to only use half of the life cycles of the battery within the lifetime of the car itself, isn't it incredibly stupid and waste of valuable batteries to NOT use it for V2G?
I suspect the cost equation will be benifical for car rental companies too, since they can get economies of scale when replacing the batteries.
> so if its lifetime will be shortened from I don't know, say 10 years, to 3 years
Uh, 3 years? Even my previous EV, a 2015 Kia Soul EV, with a pretty bad battery chemistry, only air cooling, and high cycling rate since the battery was small, is still in very good condition after 7 years. Even Leaf batteries without cooling have lasted 10 years.
First gen Nissan Leafs and Kia Souls are borderline unusable once their battery degrades to 75%, but new EVs with large batteries should still have useful range with 75% degradation, so using up the rated battery cycles (generally specified at the point where degradation reaches 80%) doesn't mean the car is dead.
Do the newer batteries even degrade past 50%? The first 10% happens pretty fast, but then the curve seriously flattens. I am not sure I could get to 75% degradation before the battery just gives up and dies of old age.
As an EV owner, no.
We need to own a car due to having kids, we happen to have gotten one with a pretty large battery so we can easily use it for road trips too. Also because there was only one choice for battery size with the model that suited us (Ioniq 5)
But I live close to work. I fully cycle the battery maybe 2-4 times a month. I could easly double that and still not wear out the battery in the lifetime of the car. If not more.
This is in Norway, so I get that others wouldn't buy an EV with a large battery in that situation. But as EVs/batteries become cheaper in general, this will be the norm elsewhere.
And then you can flip the question on its head: if you expect to only use half of the life cycles of the battery within the lifetime of the car itself, isn't it incredibly stupid and waste of valuable batteries to NOT use it for V2G?
I suspect the cost equation will be benifical for car rental companies too, since they can get economies of scale when replacing the batteries.
> so if its lifetime will be shortened from I don't know, say 10 years, to 3 years
Uh, 3 years? Even my previous EV, a 2015 Kia Soul EV, with a pretty bad battery chemistry, only air cooling, and high cycling rate since the battery was small, is still in very good condition after 7 years. Even Leaf batteries without cooling have lasted 10 years.
First gen Nissan Leafs and Kia Souls are borderline unusable once their battery degrades to 75%, but new EVs with large batteries should still have useful range with 75% degradation, so using up the rated battery cycles (generally specified at the point where degradation reaches 80%) doesn't mean the car is dead.