Vehicle-to-Everything (V2X): How Bidirectional Solid-State Transformers Enable EVs as Mobile Battery Resources for Homes, Buildings, and the Grid

Vehicle-to-grid (V2G) operation discussed in earlier mgrid coverage is one element of a broader vehicle-to-everything (V2X) architecture in which an electric vehicle’s onboard battery functions as a mobile, dispatchable battery storage resource. V2X includes V2G (vehicle-to-grid), V2H (vehicle-to-home), V2B (vehicle-to-building), and V2L (vehicle-to-load). Bidirectional solid-state transformer (SST) architectures at the EV-charging interface enable each of these use cases without requiring separate equipment for each.

The V2H use case is the most commercially developed of the V2X variants today. A Ford F-150 Lightning, a Hyundai Ioniq 5, a Nissan Leaf, a Kia EV9, or a General Motors Hummer EV equipped with bidirectional charging capability can power a residential home through a properly configured wall-mounted charger and a transfer switch. The Ford Charge Station Pro with the Home Integration System is the most-deployed V2H reference product in the US market. Most V2H installations today use AC bidirectional charging at residential service voltage rather than the medium-voltage SST architectures that fleet and commercial applications require.

The V2B use case scales V2H to commercial buildings. An office building with 20 to 100 EV parking spaces equipped with bidirectional chargers can use the aggregate parked-vehicle battery capacity as the building’s emergency or peak-shaving battery storage system. The architectural pattern is identical to a conventional building BESS plus solar PV system, with the vehicles substituting for the static battery installation. SST architectures at the building-utility interface allow the aggregated bidirectional flow to be presented to the utility as a single load source with controllable real-power and reactive-power characteristics.

The V2L use case is the simplest: the vehicle provides AC power output directly to portable loads (camping equipment, construction tools, emergency response equipment, off-grid worksite power). V2L is commercially available on most current-generation EV models with 1.5 to 9.6 kilowatt AC output ratings depending on vehicle. V2L does not directly involve SST architectures because the load is small enough that the conventional inverter inside the vehicle handles the conversion.

The aggregate V2X market opportunity for the SST industry is at the V2G and V2B segments where the bidirectional flow exceeds the capability of conventional residential-grade equipment. Industry forecasts of V2X-enabled vehicle deployment suggest 50 to 200 million V2X-capable EVs globally by 2035, with V2G/V2B-relevant aggregated battery capacity in the tens of gigawatt-hours. SST-based bidirectional charging infrastructure at fleet, depot, building, and curbside-level installations represents an estimated $3 billion to $8 billion annual addressable market by 2030.

Why It Matters

For utilities and building owners, bidirectional SSTs at the charging interface enable the full V2X stack, V2G, V2H, V2B, and V2L, from one piece of equipment rather than separate hardware for each use case. Consolidating those functions is what makes fleet EVs a practical distributed resource, and V2H is the nearest-term commercial case that could pull the architecture into the field first.

Critical Perspective

Editorial correction: This post is part of MGRID’s Solid-State Transformer industry coverage. As of May 2026, that body of work systematically framed manufacturer announcements, funding rounds, and laboratory demonstrations as commercial deployments. The reality is that field-deployed commercial-class SST in revenue service globally is measured in single digits, and almost every product cited in this series is at “announced” or “funded” stage, not “operational.” Readers should treat the specific claims in this post against the standards documented in our SST Industry Reality Check (the per-claim audit table maps marketing language to verifiable deployment status). The corrective article is the canonical reference for SST industry reality; this post remains published with its original framing so the editorial drift is traceable.

Related Coverage

• Enphase Energy Enters the Solid-State Transformer Race With a GaN Bidirectional Switch-Based Distributed Power Platform: Enphase enters solid-state transformer race with bidirectional GaN switch
• Eaton Closes Acquisition of Resilient Power Systems to Bring Medium-Voltage Solid-State Transformers In-House: Eaton acquires Resilient Power Systems for medium-voltage SSTs
• GE Vernova’s Quiet Solid-State Transformer Roadmap: From McMurray’s 1968 Patent to a 2027 Commercial Product: GE Vernova’s roadmap for commercial solid-state transformers
• Hitachi Energy’s 110-Year Vaasa Transformer Heritage Sits Under the 2025 $1.5 Billion Solid-State Transformer Capacity Expansion: Hitachi Energy’s solid-state transformer capacity expansion