This is informed speculation, but here goes.
The CCS Standard had a provision for bi-directional charging. The J3400 standard (NACS) currently does not.
THe Ford F150 came out with bi-directional charging before the big announcement and the industry switchover to NACS. The F150 exported power on the DC pins,a dn, the F150 still has a CCS port,even though Ford has happily embraced NACS.
THe Cybertruck is supposed to support bi-directional charging, uses NACS,a ND will export AC power.
I strongly suspect we are going to see zero headway on bi-directional charging until the SAE has a J3400 standard compliant with bi-directional charging. THe standard doesn't necessarily have to be released before manufacturers use it, but, the standard does have to largely agreed to be interested parties. And I also strongly suspect a pissing match over AC/DC.
Isn't V2H inherently an AC coupling issue? There aren't a lot of people out there who have DC powered houses...maybe a few people in the woods, but domestic use would be mostly AC. The only V2H DC that I can think of that would make sense would be to dump power from your car to a house backup battery. I guess I could imagine having very high voltage batteries in a home setup that would allow for DC/DC fast charging of car or house from car....but I don't know of any product like that. Solar systems seem to be gravitating toward 48V batteries. I see LG makes a high voltage battery kit and a few others do, but I see no fast DC charging coming out of them. Tesla's powerwall 3 is, I believe, AC coupled ONLY.
I'm going to need to rewatch the Wunderbox video and try to understand what Lucid's original vision was, but if I recall correctly, they were talking about V2G and not so much about V2H. The difference is subtle, and I admit that I don't understand it, but I *think* the idea is that V2G might be simpler in that it would allow backfeeding of power from the Lucid to the grid at 220/240Volts, but would not have the neutral wire transformer. This would work when the grid is up and the user has an interconnect agreement that allows the power to flow back to the grid, matching the sinewave provided by the grid.
The first problem to implementing V2H in the US at least (but I think many places) is that one needs to comply with a standard IEEE 1547:2018, which governs grid-home interconnects, and the ability to switch off the connection when the grid is down whenever a non-central (distributed) energy resource (DER) such as a Car or a generator or solar is connected to the house in a way that they energy could bleed back to a grid. So the microgrid interconnect device (MID) serves as this auto shutoff whenever the grid is truly down, and it is basically mandatory before for any V2H solution.
The second problem in the US is that for V2H or any other kind of AC coupling coming off a battery to work, something in the set-up needs to provide a neutral wire to handle split phase and provide a pure sine wave that is 180 degrees between the two legs. This requires (as far as I understand it) a big hunk of metal that can dissipate the heat required for transforming 10s of Kwatts at a time.
The third and fourth problems are intercommunications between all this. I do think we might be slowly getting standards and technology to match. In my understanding j3400/2 is largely a communication standard that allows for charging capacity AC as well as DC,but that it links up with ISO 15118-20, which allows for the two way communications over NACS. Correct me if I'm wrong, but I think these two standards are the magic combo for EVSE side of this.
Then there is a communication standard for telling the MID to close off the grid to the house and to fire up the neutral transformer piece. This is called "intentional islanding" or "microgrid formation" and is almost certainly going to come from the solar industry. I think something like the GridBoss or SolarArk inverters have "pass through" ports that can serve as a DC coupled solar MID device, and they have an (quasi) standard (CAN Bus) that is really for battery managment, but it can be used to throw the MID. Tesla and now Enphase elegantly use meter collars to put MID outside of the DER distrubition system and this has huge benefit of allowing home backup batteries (and I assume EV bidirectional chargers when they come) to not be right next to the main breaker panel and service entry port. I unfortunately have no idea whether Tesla and Enphase's model (through meter collars) follows any standard at all, and whether or not the EV industry is really communicating with them in a way that would allow interoperability between devices that need to comply with the MID and grid formation/neutral transformer needs.
I probably have some of this completely wrong, but would love it if anyone on here knew whether there is an emerging communication standard for the V2H issues. I'd also really love to know if some of the demos (e.g. Ford) had solar equipment involved in making V2H work. All of this isn't really Lucid specific, but it's certainly true that IF what I say is basically right, I would be very interested in knowing whether Lucid might be able to get a simple (uncoupled) V2L solution of the sort that Hyundai/Kia have where we could plug in smaller 110/220 loads in a socket right on car. The Wunderbox is pretty amazing tech, but I am not all that interested in V2G,am very interested in V2H, but if we have to wait several more years for the latter, it would be really nice to have simple V2L sooner rather than later.
That's as best as I understand it. I know there are some people on this board who understand these things far better than I, and would be delighted to learn more.
