The four concepts
| Term | Energy goes to | What must support it |
|---|---|---|
| V2L | Portable appliances through a vehicle-provided outlet/adapter | Vehicle’s designed V2L function and rated connection |
| V2H | A building electrical system | Compatible bidirectional vehicle, charger/power converter, changeover/control and compliant installation |
| V2G | Public distribution network | Compatible vehicle/charger plus grid connection, metering, controls and commercial arrangement |
| Removed-pack stationary storage | Dedicated battery inverter/charger | Repurposed pack controls, protection and compatible stationary inverter; vehicle is no longer involved |
Connector does not prove capability
CHAdeMO has supported bidirectional projects, including UK trials with Nissan Leaf vehicles. CCS-family bidirectional capability is developing, but a connector shape alone says nothing about a specific vehicle, firmware, charger, supplier or UK service. Never assume an arbitrary EV can power a home.
Why V2L is not V2H
V2L normally supplies isolated appliance loads within the vehicle manufacturer’s power and connection rules. Connecting that output into household fixed wiring creates different changeover, earthing, protection and backfeed questions. A socket adapter does not turn V2L into an approved house supply.
V2H and V2G boundaries
Bidirectional power conversion may sit in the vehicle or charge point. V2H coordinates with the building; V2G also exports to the network. The GOV.UK smart-charging action plan describes V2X as the umbrella and notes that most smart charging was one-way while bidirectional availability was expected to grow. Availability must therefore be verified at purchase time.
Model EV demand and stationary storage separately.
A vehicle battery is not always home storage.
Sources
- GOV.UK Electric Vehicle Smart Charging Action Plan: V2X definitions and UK trial context.
- GOV.UK smart charge-point regulations.
- ENA energy-storage connection guidance.