High potential for home bidirectional charging to support the grid
What happens to the electricity grid if more and more electric cars not only demand power but also feed it back (V2G)? This is the main question ElaadNL researchers set out to answer. They focused on charging and discharging at home, where they expect the fastest growth of V2G. The conclusion is promising: if nearly all cars are eventually equipped with V2G capability, and the necessary ICT systems are well in place, electric vehicle batteries could become a major source of flexible capacity. This flexibility would allow cars not just to avoid adding to peak demand but to actively reduce it, helping to ease pressure on the grid.
The report “Bidirectional Charging: Which Way Is It Going?” was published on August 7, 2025, and presented in a webinar. In this report, ElaadNL researchers examine the current state of bidirectional charging and its potential to support the electricity grid. Additionally, a “bidirectional charging dashboard” has been developed to provide more insight into V2G charging profiles. An interactive map visualizes the impact at the neighborhood level.
To quantify the potential of bidirectional charging, or vehicle to grid (V2G), the researchers examined passenger cars and vans charged and discharged on household property. According to the study, this form of V2G is expected to see the fastest adoption. An estimated 19% of charging demand for passenger cars will be charged using a home charger, and 9% for vans. Assuming that people using V2G at home want to minimize costs, V2G charging profiles will emerge. In these profiles, vehicles charge when electricity is cheapest, discharge power back to the grid when prices are high, and maximize the use of self-generated solar power. This creates clear differences compared to non-V2G profiles: on average, vehicles supply energy back to the grid during the evening peak, while the charging peak shifts to the quieter nighttime hours, which is generally beneficial for the local power grid. On average, V2G at home provides to 1 to 2 kilowatts of power per household during peak hours (see Figure 1). For an individual household, this can be as much as 11 kilowatts.
By combining several factors such as expected share of home charging, expected charging profiles, forecast for number of electric vehicles, and 100% adoption of V2G in 2050, the researchers outline the potential impact of home-based bidirectional charging. The researchers estimate that by 2050, bidirectional home charging points could provide up to 4.5 gigawatts (GW) of flexible capacity to the electricity grid. To put this into perspective: the Netherlands’ current daily peak demand is about 22 GW. By 2050, this is projected to increase to 46.9 – 61.7 GW, depending on the scenario (Netbeheer Nederland).
Possibilities and limitations
In addition, there are opportunities with other modes and locations, such as public chargers and fleets of delivery vans on business parks that can provide additional flexible power. Initial results from a fleet of 50 bidirectional shared cars in Utrecht show peaks of almost 200 kW of power supply. This demonstrates that the technology works and can support the grid. It also shows that with high simultaneity of charging through specific control, V2G power supply can be considerably higher than the average from this report.
In the short term, the absence of standards and protocols seem to hinder large-scale adoption of V2G, but this is expected to be resolved by 2030. This will eliminate the issue of interoperability between vehicle, charger, and back office. Standardized communication between vehicle, charging station, and other energy-intensive devices in and around the home, such as heat pumps and solar panels, is crucial. Home Energy Management System (HEMS) can play a central role in solving interoperability issues. ElaadNL, together with partners, is actively working on standardization and interoperability.
Harmonization
Regulatory harmonization is another key factor for successful rollout of V2G. For example, it’s crucial that each component of the V2G chain (vehicle, charging station, etc.) clearly defines its role and responsibilities, and that these are documented. When a car not only demand electricity but also feeds it back into the grid, a different regulatory framework applies. Currently, the European regulations for supplying electricity to the grid, the Requirements for Generators (RfG), and the grid code haven’t yet been finalized, causing (some) companies to postpone their development and market launch. Without clear policy direction or strong consumer demand, manufacturers are likely to wait until they have assurance that their investments are secure and that products will not need costly adjustments later. While the potential of V2G remains significant, researchers at ElaadNL conclude that several steps still need to be taken before this technology can be rolled out on a large scale.
The ElaadNL data research team has released the report “Bidirectional Charging: Which Way Is It Going?” The full report is available in Dutch. For more information, please contact Nazir Refa.