Recently, the National Development and Reform Commission and four other departments issued a notice on announcing the first batch of pilot projects for large-scale application of vehicle to network interaction (V2G). After expert review, 9 cities including Shanghai, Changzhou, Hefei, Huaibei, Guangzhou, Shenzhen, Haikou, Chongqing, Kunming, as well as 30 projects including the "Beijing Pilot Project for Collaborative Regulation of Vehicle to Network Interaction Based on New Energy Storage" were included in the scope of the first batch of V2G pilot projects for large-scale application. Against the backdrop of accelerating the global energy revolution, vehicle network interaction, as a key technology connecting transportation and energy systems, has become an important lever for China to promote the construction of a new power system and achieve the "dual carbon" goal. The establishment of pilot projects for large-scale application of vehicle network interaction in multiple cities marks the official entry of China's vehicle network interaction field into a new stage of large-scale application. So, how to activate this "mobile energy storage treasure trove" has become a major issue related to energy security and a key force in reconstructing the future new ecology of the industry. The new energy vehicle industry in China is showing an explosive development trend by relying on large-scale applications to solve the problem of "difficult charging". As of the end of 2024, the number of new energy vehicles in China has reached 31.4 million, and the total number of charging facilities has reached 12.818 million, a year-on-year increase of 49%; The annual charging capacity exceeded 110 billion kilowatt hours, with a year-on-year growth rate of 38%. This set of data intuitively presents the trend of resonance growth between new energy vehicles and charging facilities. From a macro perspective, the construction of charging networks can basically match the expansion speed of new energy vehicles. However, at the micro level, issues such as resource mismatch and overallocation cannot be ignored. Taking Shenzhen as an example, this city with 1.08 million new energy electric vehicles has 360000 public charging stations and 550 supercharging stations. The density of charging stations is leading in the country, but the average utilization rate of charging stations is less than 8%. The contradiction between the difficulty of charging and the idle charging stations highlights the urgency of efficient configuration and utilization of charging and swapping facilities. To solve this problem, CarNet Interactive has emerged. Vehicle network interaction refers to the technology that provides innovative solutions for the flexibility of the power system and the consumption of new energy through the bidirectional energy flow between vehicles and the power grid. During peak electricity consumption, the electric energy in the battery is transmitted back to the grid to provide power support. Through orderly charging and reverse discharging technologies, the vehicle grid interaction achieves spatiotemporal differentiation guidance of charging and swapping needs, effectively improving the utilization efficiency of charging facilities. Hu Zechun, Deputy Director of the Electric Power System Research Institute at Tsinghua University, believes that developing large-scale vehicle grid interaction within the urban power grid can reduce the peak valley difference of the urban power grid and reduce the corresponding investment in the power grid and power sources. Therefore, it can become an important resource for ensuring the safe and stable operation of the power system. At present, the centralized charging of new energy vehicles coincides highly with the peak period of residential electricity consumption, leading to the continuous expansion of the peak valley difference in the power grid. Vehicle network interaction technology can transfer a certain proportion of charging capacity to off peak periods through intelligent regulation, effectively smoothing the load curve of the power grid. In essence, the technological logic of vehicle network interaction is to alleviate the impact of electric vehicles on the stability of the power grid. The first batch of pilot notices pointed out that promoting the integration and interaction between new energy vehicles and the power grid is to support the construction of new energy systems and new power systems. According to information released by the Urban Energy Research Office of State Grid Energy Research Institute Co., Ltd., new energy vehicles are expected to maintain rapid growth during the "15th Five Year Plan" period, with sales penetration rate expected to reach over 70% and ownership penetration rate accounting for 30% by 2030. During the 15th Five Year Plan period, it is necessary to make adequate reserves in terms of technology, mechanisms, and policies for vehicle network interaction to support possible normalized applications in the future. Through vehicle network interaction technology, combined with corresponding policies and pricing mechanisms, the power grid can influence the charging behavior of electric vehicle users, thereby determining the charging and discharging time of electric vehicles and effectively responding to peak electricity consumption Liu Kai, Deputy Director of the Technology Department of the China Association of Automobile Manufacturers and Director of the China Charging Alliance, stated that this not only helps solve the charging problem of electric vehicles, but also allows users to obtain profits through electricity market transactions, further promoting the popularization of new energy vehicles. Exploring diverse innovative practice paths for the development of vehicle network interaction technology relies on the joint efforts of energy central enterprises, automobile companies, and charging infrastructure enterprises. State Grid and Southern Power Grid, among other energy state-owned enterprises, have taken the lead in exploring the practical application of vehicle grid interaction. Guangzhou Automobile Group Co., Ltd. (hereinafter referred to as "GAC Group"), NIO Group (hereinafter referred to as "NIO") and other enterprises have been producing new energy vehicles with vehicle network interaction functions since around 2020, and actively participating in the construction of vehicle network interaction demonstration projects. Special Electric Power New Energy Co., Ltd. (hereinafter referred to as "Special Electric Power") and other charging infrastructure enterprises actively promote bidirectional charging and discharging equipment and photovoltaic storage charging and discharging flexible mutual aid microgrid systems, providing strong support for the large-scale application of vehicle network interaction technology. In the first batch of pilot cities, Guangzhou leverages the collaborative advantages generated by the Guangzhou Power Supply Bureau of Southern Power Grid and Guangzhou Automobile Group to fully leverage the chain main effect of power infrastructure and new energy vehicle industry. It also collaborates with key application units such as Guangzhou Public Transport Group to create a leading "car+power" dual chain collaborative V2G city level demonstration project, striving to achieve commercial scale application of four key scenarios: community private V2G, park unit V2G, public transportation V2G, and public charging and swapping station V2G. Shanghai, relying on the cooperation between Shanghai Automotive Group Co., Ltd. and CATL New Energy Technology Co., Ltd., has launched a demonstration project of "battery swapping station+power grid". This project has achieved rapid response to the demand for fast battery swapping and grid frequency regulation through standardized battery pack design and construction of battery swapping stations. Hefei relies on enterprises such as NIO to establish an interactive operation platform for the car network and launch the "Car Network Benefit" model. The government's special policies provide rewards and subsidies for the construction of new V2G charging piles, participation in reverse discharge, and other behaviors, while creating a demonstration project of "integrated light storage and charging+vehicle network interaction" in the municipal government center. On March 28th, Southern Power Grid held its first large-scale inter provincial vehicle network interaction event nationwide, attracting over 100000 new energy vehicles from 63 cities in five provinces including Guangdong, Guangxi, Yunnan, Guizhou, and Hainan, with an interactive power output of 500000 kWh. It is reported that since the launch of vehicle network interaction in May last year, the Southern Power Grid Business Zone has cumulatively promoted the consumption of 8 million kilowatt hours of new energy electricity, bringing more than 5 million yuan in revenue to participating entities such as virtual power plant operators and electric vehicle owners. It is expected that by the end of this year, the annual valley filling response power of vehicle network interaction in the five provinces within the operating area of Southern Power Grid will exceed 10 million kilowatt hours, and the V2G discharge power will exceed 3 million kilowatt hours. Southern Power Grid actively explores a development path of "government enterprise collaboration, industry integration, and market driven" vehicle network interaction through the full chain collaborative innovation of "vehicle pile network", activating the collaborative development vitality of the upstream and downstream of the industrial chain, and injecting new momentum into the construction of an independent and controllable modern industrial chain. Of course, technological innovation is the foundation of the development of car network interaction. Currently, technological innovation in this field is focused on two major routes. On the one hand, virtual power plant technology aggregates distributed energy resources such as new energy vehicles to achieve flexible regulation and support for the power grid, providing new guarantees for the stable operation of the power grid. On the other hand, the swapping mode achieves rapid swapping and quick response to grid frequency regulation needs through standardized battery pack design and swapping station construction. The relevant person in charge of NIO introduced to the reporter that each NIO battery swapping station is a "charging and swapping integrated station". Through flexible allocation of station pile power, NIO battery swapping stations can automatically follow the site electricity price, actively carry out off peak charging, save operating electricity costs, and help the power grid peak shaving and valley filling. In 2024, NIO battery swapping stations will transfer nearly 310 million kilowatt hours of electricity during peak periods. From the perspective of the current business models of car network interaction technology that have been practiced on the front line of the industry, they also exhibit diversified characteristics, with three mainstream models. One is the peak valley electricity price difference profit model, which utilizes the peak valley electricity price difference to achieve "car maintenance" and effectively reduces user charging costs; The second is the subsidy income model, which stimulates market participation enthusiasm by providing subsidies and rewards to users and operators who participate in car network interaction through the government and enterprises; The third is the revenue model of power grid regulation services, which provides revenue through the vehicle network interaction platform, providing a new way for the commercial application of vehicle network interaction technology. Zhang Xiang, a visiting professor at Huanghe University of Science and Technology, believes that with the continuous development and gradual expansion of vehicle network interaction technology, it will have a profound impact on the value chain of the automotive industry. The vehicle network interaction technology will also promote the deep integration of multiple fields such as energy, transportation, and information, providing new impetus for the energy revolution and the transformation and upgrading of the automotive industry. Although pilot projects in multiple regions have shown initial results, in order to achieve large-scale application, it is still necessary to bridge the "last mile" of technology, standards, market mechanisms, and infrastructure. The core of vehicle network interaction lies in the bidirectional energy flow between electric vehicles and the power grid, but the maturity of technology remains the primary obstacle to its promotion. On the one hand, high-frequency charging and discharging pose higher requirements for the cycle life and safety of power batteries. Although battery technology has significantly improved, consumers are still concerned that participating in car networking interactive projects will accelerate battery degradation. On the other hand, the intelligence level of charging facilities is insufficient, and private charging piles generally lack intelligent regulation functions, making it difficult to adapt to the dynamic load adjustment needs of the power grid. In addition, the communication protocols and data interfaces of different manufacturers have not been unified, resulting in low efficiency of vehicle, pile, and network collaboration. At a battery swapping station in Guangzhou, Ms. Yang, a citizen, told reporters that she purchased a pure electric vehicle with a range of 670km a year ago to support discharging into the power grid. She usually charges at 0.3 yuan/kWh at night, spending 18 yuan per 60 kWh of electricity; She has also participated in discharge activities, subsidizing 40 degrees of discharge with 3.5 yuan/degree, and benefiting 140 yuan for 90 minutes. But she stated that she will not continue to participate as the discharge time is longer, unless the time is shortened and the venue is more convenient. Another pure electric vehicle owner, Mr. Chen, believes that the discharge benefits are not cost-effective, and the increase in battery charging and discharging times affects maintenance, which is detrimental to the health of the vehicle battery. At the same time, vehicle network interaction spans multiple industries such as automobile manufacturing, power, and communication, but there are significant gaps in the current standard system. For example, the vehicle network interaction function has not yet been included in the mandatory standards for new energy vehicles and charging facilities, and the rules for power grid connection and metering have not fully considered the demand for bidirectional charging and discharging. The asynchronous development process of industry standards results in poor technical compatibility and limited application scenarios. During an interview with reporters, Gong Chengming, Vice President of Telephone, stated that "there are four major challenges that need to be addressed in order to continue promoting vehicle network interaction: first, the issue of independent metering in power supply scenarios, promoting the participation of meter resources in the electricity market and expanding the scope of participation; second, the improvement of policies, standards, and markets, promoting the scale, standardization, and commercialization of vehicle network interaction; third, researching information channels for new entities to interact with the power grid, achieving safe and efficient access of massive distributed resources to the grid; fourth, creating a good atmosphere for vehicle network interaction, increasing the willingness of car owners to participate, and promoting the sustainable and healthy development of vehicle network interaction." Currently, the launch of the first batch of pilot projects for large-scale application of vehicle network interaction marks a new stage of integration between new energy vehicles and the power grid in China. The sentence is:. In the future, with a three pronged approach of policy guidance, technological innovation, and model exploration, it is expected to build a coordinated development of "vehicle pile network"