{"id":148027,"date":"2021-01-27T16:56:21","date_gmt":"2021-01-27T15:56:21","guid":{"rendered":"https:\/\/www.electrive.com\/?p=148027"},"modified":"2024-05-31T08:10:05","modified_gmt":"2024-05-31T06:10:05","slug":"vw-pide-mas-cooperacion-para-la-v2g","status":"publish","type":"post","link":"https:\/\/www.electrive.com\/es\/2021\/01\/27\/vw-calls-for-more-cooperation-for-v2g\/","title":{"rendered":"Martin Roemheld VW pide m\u00e1s cooperaci\u00f3n para el V2G"},"content":{"rendered":"

Volkswagen acaba de anunciar en una charla con electrive<\/em> que desarrollar\u00e1 funciones Vehicle2Grid para sus veh\u00edculos el\u00e9ctricos. VW pidi\u00f3 una cooperaci\u00f3n mucho m\u00e1s estrecha entre la industria automovil\u00edstica, el sector energ\u00e9tico y los pol\u00edticos para que la carga bidireccional sea un \u00e9xito.<\/p>\n

Con el lanzamiento al mercado de los primeros modelos de volumen basados en el MEB, Volkswagen quiere conseguir unas elevadas ventas de unidades de coches el\u00e9ctricos. Volkswagen ha tenido dudas sobre la movilidad el\u00e9ctrica durante mucho tiempo, pero ahora le est\u00e1 dando mucha ca\u00f1a con el ID.3, el ID.4 y otros modelos MEB. Aunque la plataforma MEB se ha desarrollado desde cero expl\u00edcitamente para los coches el\u00e9ctricos, los coches el\u00e9ctricos MEB han sido hasta ahora bastante convencionales en lo que respecta a la carga. Actualmente no hay funciones innovadoras en este sentido y el temor a que la red el\u00e9ctrica se resienta por el r\u00e1pido aumento del n\u00famero de coches el\u00e9ctricos sigue arraigado en la mente de mucha gente.<\/p>\n

En la fase de ampliaci\u00f3n de la oferta, sin embargo, hay movimiento en materia de carga: El responsable de carga de VW, Martin Roemheld, ha anunciado que el grupo est\u00e1 trabajando en funciones de carga bidireccionales para sus veh\u00edculos. \"Ya estamos desarrollando la tecnolog\u00eda para nuestros veh\u00edculos. Pero tambi\u00e9n necesitamos redes inteligentes, precios flexibles de la electricidad, una reducci\u00f3n de los impuestos y grav\u00e1menes y, sobre todo, el marco regulador adecuado. Por tanto, el sector energ\u00e9tico, la industria automovil\u00edstica y la pol\u00edtica deben colaborar estrechamente, mucho m\u00e1s de lo que lo han hecho hasta ahora\", exigi\u00f3 Roemheld en la conferencia en l\u00ednea electrive.net EN VIVO<\/em>. \"Alemania puede por fin marcar el camino a nivel internacional. Deber\u00edamos aprovecharlo\".<\/p>\n

La pregunta principal de la conferencia fue \"\u00bfQuo vadis de la electromovilidad 2021?\". La respuesta de Roemheld es sencilla: \"El coche el\u00e9ctrico est\u00e1 en auge y, con el veh\u00edculo conectado a la red, la pr\u00f3xima gran revoluci\u00f3n est\u00e1 ya a la vuelta de la esquina\", afirma el responsable de carga de VW. \"En el futuro, la energ\u00eda del veh\u00edculo ser\u00e1 vers\u00e1til\". En otras palabras, el objetivo de Volkswagen este a\u00f1o ya no es poner en la carretera los veh\u00edculos el\u00e9ctricos MEB en el mayor n\u00famero posible, sino integrar estos veh\u00edculos en la red el\u00e9ctrica de la mejor manera posible. A finales de a\u00f1o, los coches el\u00e9ctricos de VW deber\u00edan ser compatibles con Plug&Charge, pero Roemheld no dio un plazo para las aplicaciones V2X (veh\u00edculo a todo).<\/p>\n

Adem\u00e1s de la tecnolog\u00eda, hay que crear otros requisitos previos. \"Ver\u00e1 que las gamas que quieren los clientes van mucho m\u00e1s all\u00e1 de las necesidades diarias\", dijo Roemheld. \"Debemos aprovechar este potencial en t\u00e9rminos de capacidad de almacenamiento\". Pero para que esto ocurra, los coches no s\u00f3lo deben estar conectados a la red la gran mayor\u00eda del tiempo, sino que el cliente tambi\u00e9n debe estar dispuesto a renunciar a parte de su autonom\u00eda (en forma de rango). \"Aqu\u00ed nosotros y el mercado tenemos que hacer ofertas para que el cliente ponga su veh\u00edculo a disposici\u00f3n del mercado energ\u00e9tico\", dijo Roemheld al hablar con electrive<\/em>. Para que el mercado pueda hacer las ofertas correspondientes, dijo, es necesario el marco regulador mencionado.<\/p>\n

La idea de vehicle-to-grid o V2G para abreviar es bien conocida y ya se ha demostrado en muchas ocasiones<\/a>: En caso de fluctuaciones o cuellos de botella en la red el\u00e9ctrica local, los coches el\u00e9ctricos conectados a una estaci\u00f3n de carga correspondiente pueden devolver a la red la electricidad de su bater\u00eda de tracci\u00f3n y estabilizar as\u00ed la red.<\/p>","protected":false},"excerpt":{"rendered":"

Volkswagen acaba de anunciar en una charla con electrive que desarrollar\u00e1 funciones Vehicle2Grid para sus veh\u00edculos el\u00e9ctricos. VW abog\u00f3 por una cooperaci\u00f3n mucho m\u00e1s estrecha entre la<\/p>","protected":false},"author":24,"featured_media":148158,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[9933],"tags":[16771,3701,16822,22307,10174,17394,3682,22306,4205,17403,15015,17177,567],"class_list":["post-148027","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-energy-infrastructure","tag-background","tag-bev","tag-bidirectional-charging","tag-cem-ozdemir","tag-charging-stations","tag-martin-roemheld","tag-p3","tag-v2d","tag-v2g","tag-v2h","tag-v2x","tag-vda","tag-volkswagen"],"acf":{"inhalt_teil2":"

So far, so good. But VW backs this up with new figures: Roemheld calculates that with ten million e-cars, “around 400-gigawatt hours of storage capacity” would be available. “This could be used to compensate for fluctuations in wind and solar energy, among other things,” says the VW manager. “E-car drivers, therefore, accelerate the energy transition and benefit financially at the same time.”<\/p>\n

With a bidirectional wallbox, however, one’s own home could also be supplied with energy from the car battery – called Vehicle2Home or V2H. This would allow the car to temporarily store the electricity from its own photovoltaic system. Or, with an appropriate electricity tariff, it could charge the battery during periods of low-cost electricity or when there is a particularly large amount of renewable energy in the grid, and then later use the green electricity to supply the house when there is less renewable energy available.<\/p>\n

On an English-speaking note, you may want to check our interview with Roemheld<\/a> in 2019, where he already outlined some of the ideas presented today.<\/p>\n

Experts see no disadvantages<\/h3>\n

If the car can not only store electricity but also release it, other applications will become possible – not necessarily grid-serving, but practical for the customer: Vehicle2Device or V2D. With the electricity from the battery, all kinds of devices can be operated independently of the grid and sockets, such as tools on the construction site, the computer in the mobile office, the electric barbecue at a picnic.<\/p>\n

The advantages of V2X are clear, but users also worry about disadvantages. In addition to the aforementioned sacrifice of some range when power has just been drawn from the battery to stabilise the grid, some fear that the battery itself will age more quickly. The constant charging and discharging in bi-directional operation would put a strain on the battery in the long run. This is a fear that Markus Hackmann, Managing Director E-Mobility at the consultancy P3 automotive, counters: “A few years ago, battery developers were still heavily focused on ensuring that the battery had a guaranteed service life in the vehicle,” says the eMobility expert. “Today, they are much bolder when it comes to service life; bidirectional charging is no longer a challenge there.”<\/p>\n

Volkswagen is not the only company working on integrating V2X applications: Hyundai had presented details of its Electric Global Modular Platform (E-GMP) in December. One important development is an Integrated Charging Control Unit, which replaces the classic onboard charger. This unit will not only enable AC charging with up to 11 kW, but will also be bidirectional.<\/p>\n

Hyundai to unveil model with bidirectional charging soon<\/h3>\n

According to the Hyundai announcement, this will make it possible to map all those functions that Roemheld has also outlined. Feeding electricity back into the grid, supplying one’s own home with energy, but also supplying appliances and tools with alternating current via a socket or a corresponding adapter. In addition, there is a function that VW has not mentioned so far: The Hyundai development is also supposed to be designed for Vehicle2Vehicle (V2V) and thus be able to directly charge another electric car.<\/p>\n

Another difference between Hyundai and VW: while the German carmaker is still working on the necessary technologies for this, according to Roemheld, the S.Korean company will present the first model with these functions in a few weeks with the Ioniq 5<\/a>. One thing is clear: if not only one manufacturer works on such functions, but two globally very important e-car platforms are designed for them, V2X applications will spread much faster than with proprietary solutions.<\/p>\n

Even the German Vehicle Association, the VDA, which has long been reticent about electromobility, has now recognised the change and is addressing the expansion of the charging infrastructure as one of the most important topics in 2021. “We can see how the number of vehicles has grown in recent years, the momentum – a tripling of registrations in 2020 – is very remarkable,” said Joachim Damasky, Managing Director Vehicle Technology & Eco-System at the VDA, during his conference appearance. “Of course, we must not allow further growth to be slowed down by the charging infrastructure. The ratio of vehicles to charging points is increasingly unravelling.”<\/p>\n

VDA calls for more intelligent charging solutions<\/h3>\n

Damasky is first and foremost concerned about the quantity of charging points, but he is also worried about the quality of the charging processes. Here, the VDA managing director alludes to the amendment to the German Energy Industry Act, especially section 14a. A draft presented in December would have made it possible to temporarily disconnect “controllable consumer devices” such as wallboxes and heat pumps in buildings from the grid by remote control. And this for up to two hours a day, if there was otherwise a risk of local overloading of the grid. Then a few days ago, it became clear from a number of reports in the German media that the “working level draft” had not found the “minister’s approval” and was thus withdrawn by the German Federal Ministry of Economic Affairs.<\/p>\n

This is a decision that Damasky welcomes and links to a demand for “more intelligent solutions”. “We are of course happy to have the discussion with politicians and energy suppliers,” Damasky said. “It is necessary to talk together about smarter models and not simply cap peaks. This can be done via price incentives or intelligent load management.”<\/p>\n

That politicians and the industry should put their focus on battery-electric cars and the necessary framework conditions for them is also demanded by the chairman of the transport committee in the German Parliament, Green politician Cem \u00d6zdemir. “I strongly advise speaking the truth openly: Hydrogen and synthetic fuels are very exciting. Because of the drama of climate change, we will also need all of it, but not all of it everywhere,” \u00d6zdemir told electrive.net LIVE.<\/em> “We need to invest our money well and should not ignore physics: In the case of passenger cars, battery-powered mobility has prevailed.”<\/p>\n

With a view to the upcoming federal elections this year – probably also hoping for a Green government participation – \u00d6zdemir added: “This will also be the stance of the next German government. I advise everyone to orientate themselves on this. Anyone who says otherwise no longer wants the German car.”<\/p>\n

Sebastian Schaal, reporting from electrive.net LIVE<\/em>, Germany.<\/p>\n"},"_links":{"self":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/148027","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/users\/24"}],"replies":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/comments?post=148027"}],"version-history":[{"count":1,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/148027\/revisions"}],"predecessor-version":[{"id":223206,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/148027\/revisions\/223206"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/media\/148158"}],"wp:attachment":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/media?parent=148027"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/categories?post=148027"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/tags?post=148027"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}