 Bidirectional Charging
There are the incorrigible ones, no, not out of ignorance. They have dire economic hardships, 7,300 employees worldwide, 80 percent of whom are obviously working on combustion engines. Of course, their adapting to the
new direction of technology is a problem. There are the incorrigible ones, no, not out of ignorance. But is this solved by closing our eyes to reality?
And then the Chamber of Industry and Commerce, which is forced upon us small business owners, publishes their opinions unabashedly, even though they are constantly demanding that politicians streamline the
bureaucracy, although no one has yet begun to do the Sisyphean work behind this.
But of course it's not because of entrepreneurship that Germany isn't becoming 'faster, more efficient and more competitive'. But that's also the reason when you e.g. read further back how the boss of the company
mentioned above is allowed to reveal his views on bidirectional charging.
That couldn't work at all, because if all the '48 million cars registered in Germany', he probably means passenger cars, 'were Teslas, bidirectional charging could cover Germany's electricity needs for about a day'. The
question is whether the professor has dealt sufficiently with vehicles of this make.
Because it's so easy to calculate if you know all the zeros: 500,000,000,000 kWh divided first by 48,000,000 cars and then by 365 days/year equals 28.5 kWh, even with the standard Windows calculator. Which Tesla should
that be?
In general, why should one tap a good portion of the electricity from Germany's electric cars for a whole day? Is that the real point of bidirectional charging? Certainly not, because an electric car can only generate electricity
through recuperation, but you have to have brought it in beforehand.
Bidirectional charging, once the grid has been given the necessary capabilities one day, is intended to help smooth out the peaks, for example overnight, when the wind turbines may have generated more electricity than
necessary and thus have available the amounts of electricity required in the morning or at midday.
That means, Mr. Professor, only partial quantities are needed, never the whole thing. And this can continue throughout the day. Requirements: As many electric cars as possible would have to be connected to the network,
including those owned by tenants, for example. Just not the ones that are just being used, apparently quite a small percentage in Germany.
But it gets even better, because of course openness to technology will be demanded again quite soon. That is of course fundamentally true, the only question is who pays for it. University employees always have a tendency
to name the taxpayer. No good solution.
Anyone who subsidizes different research on the same problem should at some point decide which one is most promising and switch off all the others if possible. And we're talking about cars here, where e-fuels are
probably totally out.
So if the professor has his research on e-fuels carried out on his own account, that is completely fine. He sees a market, 'because 1.4 of the world's 1.6 billion cars with combustion engines will be on the road in the world
even after a planned EU ban and will need to be refueled'.
So the owners obviously don't have enough money to pay, say, double the price for a (leased or then used) electric car, but yet the very conservatively estimated four to five times the price for e-fuels compared to petroleum
products? Or do they then cry out for subsidies again?
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