A sustainability transition in mobility is dependent on a transition away from a fossil fuel-based automobility regime. Smart charging, in the form of vehicle-to-grid (V2G) has been presented as one—or even the—key technology in facilitating a sustainability transition in the automobility regime. With the large global increase in battery electric vehicles (BEVs) combined with a rapid increase in the production of wind and solar energy, V2G may indeed become a key technology to enable the balancing of electricity grids worldwide. Thus far, however, the large-scale introduction of BEVs in Norway has been implemented without the use of commercial V2G systems; indeed, it has only recently been implemented in commercial smart charging stations, and then only in the less-radical form of grid-to-vehicle (G2V) systems. The Norwegian experience is contrary to expectations in the sustainability transitions literature and, therefore, merits further investigation. This article details how and why this outcome unfolded and considers the relative strength of the automobility and electricity regimes as a possible explanation. Specifically, it asks: can the absence of commercial V2G charging in Norway be explained by the structure of the existing regimes? And, if so, is this generalisable? To answer the research question, the study employed an exploratory two-stage case study approach, drawing on 36 expert interviews. The first stage included 27 interviews with key actors, including stakeholder organisations. These were followed by nine in-depth interviews with key actors in smart charging. The interviews were analysed using a multi-level perspective (MLP) framework. The study finds that the relative strength of the involved regimes influences how the challenge is framed and which solutions are presented. Cases in point: regime actors use smart charging (G2V) as an add-on to their existing services, while start-ups without the same ties to the established regime present and promote solutions that conflict with the existing regime. This article finds that the solutions presented by regime actors have thus far been more commercially successful, compared with solutions presented by start-ups. This finding is in line with previous research that suggests that actors with strong ties to the existing regime present less-radical solutions with lower transformational potential, while niche actors without these ties present more-radical solutions. Still, the absence of V2G and the relative low market penetration of other advanced smart charging solutions have not prevented the introduction of BEVs from reaching the acceleration phase. This means that V2G is not necessary for large-scale BEV introduction, in all cases. By extension, this suggests that V2G mainly addresses issues with the electrical grid, highlighted by BEVs. BEVs may be successfully introduced at scale, where the pre-existing grid is well-developed, with sufficient balancing capacity. If this precondition is not met, the transition to BEVs may be contingent on smart charging or costly grid extensions. This can be the case at specific locations in Norway, but it may be more prevalent in other locations.

中文翻译：

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向没有 V2G 的纯电动汽车过渡：强电力体制和弱汽车体制可以解释这一结果吗？

交通领域的可持续转型取决于对基于化石燃料的汽车体制的转变。以车辆到电网 (V2G) 形式的智能充电已被视为促进汽车体制可持续转型的一项甚至是一项关键技术。随着全球纯电动汽车 (BEV) 的大幅增长，加上风能和太阳能产量的快速增长，V2G 确实可能成为实现全球电网平衡的关键技术。然而，到目前为止，挪威大规模引入纯电动汽车尚未使用商用V2G系统；事实上，它最近才在商业智能充电站中实施，而且只是在不太激进的电网到车辆 (G2V) 系统中实施。挪威的经验与可持续转型文献中的预期相反，因此值得进一步研究。本文详细介绍了这一结果的发生方式和原因，并考虑了汽车和电力制度的相对优势作为可能的解释。具体来说，它提出了这样的问题：挪威缺乏商业 V2G 收费是否可以用现有制度的结构来解释？如果是这样，这是否具有普遍性？为了回答这个研究问题，该研究采用了探索性的两阶段案例研究方法，采访了 36 名专家。第一阶段包括对关键参与者（包括利益相关者组织）的 27 次访谈。随后对智能充电领域的主要参与者进行了九次深度采访。使用多层次视角（MLP）框​​架对访谈进行分析。研究发现，所涉及制度的相对强度影响着如何提出挑战以及提出哪些解决方案。相关案例：政权参与者使用智能充电（G2V）作为其现有服务的附加功能，而与现有政权没有相同联系的初创企业则提出并推广与现有政权相冲突的解决方案。本文发现，迄今为止，与初创企业提出的解决方案相比，政权参与者提出的解决方案在商业上更为成功。这一发现与之前的研究一致，即与现有政权有密切联系的行动者提出的解决方案不太激进，变革潜力较低，而没有这些联系的利基行动者则提出了更激进的解决方案。仍然，V2G的缺失以及其他先进智能充电解决方案的市场渗透率相对较低，并没有阻止纯电动汽车的引入进入加速阶段。这意味着在所有情况下，大规模 BEV 引入都不需要 V2G。推而广之，这表明 V2G 主要解决纯电动汽车所强调的电网问题。如果现有电网发达且具有足够的平衡能力，纯电动汽车可能会成功大规模引入。如果不满足这一先决条件，向纯电动汽车的过渡可能取决于智能充电或昂贵的电网扩展。这种情况可能发生在挪威的特定地点，但在其他地点可能更为普遍。这意味着在所有情况下，大规模 BEV 引入都不需要 V2G。推而广之，这表明 V2G 主要解决纯电动汽车所强调的电网问题。如果现有电网发达且具有足够的平衡能力，纯电动汽车可能会成功大规模引入。如果不满足这一先决条件，向纯电动汽车的过渡可能取决于智能充电或昂贵的电网扩展。这种情况可能发生在挪威的特定地点，但在其他地点可能更为普遍。这意味着在所有情况下，大规模 BEV 引入都不需要 V2G。推而广之，这表明 V2G 主要解决纯电动汽车所强调的电网问题。如果现有电网发达且具有足够的平衡能力，纯电动汽车可能会成功大规模引入。如果不满足这一先决条件，向纯电动汽车的过渡可能取决于智能充电或昂贵的电网扩展。这种情况可能发生在挪威的特定地点，但在其他地点可能更为普遍。如果不满足这一先决条件，向纯电动汽车的过渡可能取决于智能充电或昂贵的电网扩展。这种情况可能发生在挪威的特定地点，但在其他地点可能更为普遍。如果不满足这一先决条件，向纯电动汽车的过渡可能取决于智能充电或昂贵的电网扩展。这种情况可能发生在挪威的特定地点，但在其他地点可能更为普遍。