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Overview
EnergyHub helps utilities manage distributed energy resources with a DERMS platform that uses artificial intelligence to optimize control of grid-edge resources like solar, EVs, and other DERs. A key feature is Managed Charging for EVs, which lets utilities coordinate EV charging to match renewable supply, shift load to off-peak times, and protect distribution networks. This approach reduces the need for costly infrastructure investments while improving grid reliability and customer satisfaction. EnergyHub differentiates itself through an extensive partner ecosystem (including EV manufacturers and smart-home providers) and its status as an independent subsidiary of Alarm.com, leveraging its parent company’s cloud and smart-home capabilities. The company’s goal is to help utilities operate cleaner, more distributed energy systems, meet grid objectives, ensure regulatory compliance, and enable a smoother transition to a DER-rich grid.
About EnergyHub
Industries
Data & Analytics
Energy
Enterprise Software
AI & Machine Learning
Company Size
201-500
Company Stage
Grant
Total Funding
$34.8M
Headquarters
New York City, New York
Founded
2007
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Simplify's Take
What believers are saying
- July 2026 Massachusetts V2G pilot expanded EnergyHub's utility-facing vehicle-grid integration visibility.
- EnergyHub's February 2026 Rivian partnership broadened North American managed-charging program access.
- Colorado's Platte River launch targets late summer 2026 thermostats, then EV charging later this year.
What critics are saying
- Utilities can replace EnergyHub after platform pilots, especially when program enrollment stays weak.
- Managed charging still lacks standardized data-sharing, slowing scaling across automakers, chargers, utilities, and regulators.
- If OEM access weakens, EnergyHub loses enrollment leverage and VPP growth stalls by 2027.
What makes EnergyHub unique
- September 2026 Bridge to Renewables gives EnergyHub direct OEM telematics integrations.
- EnergyHub powers 170+ utilities, 2.5M DERs, and 3.5 GW flexible capacity.
- June 2026 Platte River chose EnergyHub for an edge DERMS and VPP deployment.
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Funding
Total Funding
$34.8M
Meets
Industry Average
Funded Over
7 Rounds
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Health Insurance
401(k) Retirement Plan
401(k) Company Match
Flexible Work Hours
Paid Parental Leave
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Growth & Insights and Company News
6 month growth
↑ 27%1 year growth
↑ 27%2 year growth
↑ 27%Active managed charging programs shift 95 percent of EV load off peak hours, and vendor-commissioned Brattle Group modeling projects downward rate pressure for all ratepayers on the same distribution grid. The plug goes in around six in the evening, right when the grid is already straining under air conditioning and cooking loads. Every car on the block does the same thing. Across an entire neighborhood, the local transformer feels every one of them. That evening spike is what utilities have spent a decade trying to solve. The answer is already sitting in millions of driveways. So how does a software layer actually move the load, and who ends up paying less? How managed charging physically moves the load, and why timing is everything. An active managed charging system works by placing a software layer between the car and the wall outlet. Algorithms read the driver's departure time, the vehicle's current state of charge and the grid's real-time price signal, then schedule the actual flow of electricity for the cheapest, least-stressed hours of the night. The typical driver covers only about 30 miles a day, requiring roughly two hours of charging. A car plugged in at 6 p.m. does not actually need to start drawing power for hours. That gap is the opportunity. By actively managing many cars across neighborhoods, the system distributes demand throughout the night. People leave for work at different times, batteries vary in size, and some cars are nearly empty while others only need to top up. So instead of a sharp demand spike at plug-in time, the grid sees a long, flat ramp across the small hours. The key is that algorithms handle complex rate schedules while still guaranteeing every vehicle is full by the chosen departure time. The grid benefit and the driver benefit run in the same direction, which is rare in energy management. The numbers from a real-world trial that used actual driver data. The performance figures being cited across the industry come from a Washington state dataset that used real EV owners rather than simulations. A report from The Brattle Group, an economics and energy consultancy, was prepared for EnergyHub, a managed-charging technology developer, and used real-world data from a cohort of 58 drivers in an EnergyHub program in Washington state to demonstrate the approach's potential for both utilities and drivers. The trial showed active management can deliver 95 percent of charging off-peak, handling complex time-of-use rate schedules and substantially reducing a driver's EV charging bill compared to a flat residential rate. The analysis found system savings of up to $400 per EV each year in higher-cost utility systems, with a base-case saving of around $245 per EV. Beyond driver savings, the system avoids costs by shifting load to cheap wholesale hours and reduces peak demand enough to cut generation capacity costs. Additional savings come from reducing the need for load-driven transmission upgrades, and the report projects distribution grid costs falling by around $200 per EV per year in the long run by deferring capital expenditures that would otherwise be built into future rate cases. What the evidence says about costs, and where the data is sourced. Those deferral savings compound at the distribution level, letting utilities delay costly upgrades. The modeling suggests that by enabling utilities to meet additional electricity demand using existing infrastructure, managed charging spreads fixed costs over a higher volume of electricity sales, lowering the cost per kilowatt-hour and putting downward pressure on rates. It flows to every customer on the same distribution system, not just EV drivers, at least in the modeled scenarios. The Brattle Group report's co-author described the savings as "a really important affordability lever not just for EV drivers but also for utility ratepayers." That distinction matters enormously for how regulators decide to fund and mandate these programs. For context on how rate pressure already hits customers, see GCN's coverage of demand charges eating 23 to 85 percent of a public fast charger's running bill, a cost structure that managed charging is specifically engineered to undercut. Where the model runs into friction, and who is losing ground. The technology works. The enrollment numbers do not yet match the promise. Exploiting the full potential requires standardized data-sharing protocols that have so far proven elusive, because without a common language between chargers, vehicles, utility systems and grid operators, every program becomes a bespoke integration. Utilities can increase enrollment through clear messaging, strong incentives, smooth user experiences and robust outreach. Most programs have not yet pulled all four levers at once. Flat-rate residential customers have almost no financial signal pushing them to switch, so the savings stay theoretical. San Diego Gas & Electric has put some of the sharpest price signals in the country on residential EV charging, pricing super-off-peak electricity at 13.1 cents per kilowatt-hour and on-peak power at 80.2 cents under its EV-TOU-5 tariff, effective August 1, 2026. That roughly sixfold price gap is designed to redirect EV load away from the hours the grid strains most. Utilities without a comparable spread are leaving load-shifting potential on the table, and grid-connection queues that already stretch two years at some US utilities will lengthen if peak demand keeps rising unchecked. What shifts from here, and what the industry is still working out. The near-term winners are fleet operators and commercial depot managers. Their vehicles are predictably stationary for long overnight windows, so managed programs deliver the largest per-vehicle savings. A depot plugged in at 6 p.m. but needing nothing until 7 a.m. can push all charging into the cheapest hours while guaranteeing every vehicle is full. Residential customers on flat rates are the short-term losers. They absorb peak-driven cost increases without sharing in the deferral savings that managed-charging enrollees generate. Regulators in multiple states are now trying to formalize the trade-off through time-of-use mandates and program incentives. The longer horizon depends on vehicle-to-grid technology crossing from pilots into standard retail products. When parked EVs can also discharge back to the grid, the savings calculus tips further still, and the ratepayer benefit that managed charging already delivers in modeling becomes even harder to argue against. Hugo Rojas is the editor of GCN. With a Master of Science in Engineering, he specializes in technology, data, and science, and brings a human-centered perspective informed by psychology.
The solution to the power grid's woes might just be sitting in your driveway. You can't tell when you're passing one on the highway, but an electric vehicle may well have a superpower. It charges by plugging into the electric grid, of course, but it might also be able to send energy back into it. For a growing number of EVs, this vehicle-to-grid technology, or V2G, creates a revenue stream for drivers, who utilities pay to tap into their batteries when demand on the grid spikes. Utilities across the country are pursuing pilot projects for the tech, figuring out how to coordinate hundreds, thousands, and eventually millions of EVs. To that end, today a coalition of companies - Eversource, National Grid, EnergyHub, Sunrun, and the Mobility House - is launching an early test of the technology in Massachusetts so utility customers can give it a try. Lessons learned here and elsewhere could drive the technique into the mainstream, making the grid more reliable and electricity cheaper, even if you don't own an EV. "It's great to have Massachusetts stepping into the lead here and doing this because these learnings are what's going to allow this technology to scale," said Chip Silverman, director of grid services at Sunrun, a solar and battery company. In the new system, participants hook into an existing program called ConnectedSolutions, which allows homes to run off their residential batteries, among other things. Then when there's a "demand response" event, like during a heat wave, EV batteries can help the grid keep up. Participants are compensated for this, just like some homeowners who provide energy from their solar panels. "It's really kind of a small number of hours per year that you're discharging the battery," said Russell Vare, vice president of vehicle-grid integration at the Mobility House North America, a provider of charging infrastructure. "It's not necessarily like a daily discharge. It's just during those peak times the events are called." Utilities like V2G because they're dealing with escalating, overlapping challenges. For one, the demand for electricity is growing as more power-hungry data centers come online and people switch from internal combustion cars to EVs and from gas furnaces to heat pumps. At the same time, utilities are trying to ditch gas and coal in favor of renewables like wind and solar. These clean technologies, though, are intermittent, in that the wind isn't always blowing and the sun isn't always shining. Utilities need ways to bank energy for later use, which is why they're building storage facilities and even using the Earth itself as a giant battery. Already, Americans are struggling with skyrocketing energy prices for a variety of reasons. Utility shareholders are reaping profits, for instance, and customers are footing the bill for improvements, like burying power lines so they don't spark wildfires or come down in a storm. Building battery facilities and stringing transmission lines will add still more costs - the inevitable price to pay for a cleaner, more reliable grid. Except some of that spending may indeed be avoidable: The promise of V2G is that it can make electricity cheaper. While participants need a bidirectional charger to send energy back to the grid, a utility doesn't need to reinvent the system as a whole. EV batteries are an existing, widespread, and reliable source of backup energy to tap into in times of high demand, like during the summer when everyone is running their air conditioning. "It's the cheapest cost of flexible energy storage that will be available for the grid," Vare said. The hotter the planet gets, the more enticing V2G looks for utilities. People need additional AC to stay healthy, but the appliances require lots of power to run. If that energy isn't coming from renewables, it's causing even more warming and increasing demand for AC, and on and on. In a V2G system, vehicles that follow predictable schedules, like school buses and municipal fleets, will be especially useful, in addition to their batteries being enormous stores of energy. Even a typical EV battery, though, has around six times the capacity as a backup unit mounted outside a house.
Massachusetts EV owners will earn money by selling battery power. AI data centers are straining the grid. EVs can help mitigate that load. Jul 24, at 2:13pm ET * A new pilot program in Massachusetts will pay electric vehicle owners for supporting the grid. * They may be able to earn hundreds of dollars depending on the time and the grid's energy needs. * Several utility and technology companies have teamed up to make this happen. Dozens of electric vehicle owners in Massachusetts will start earning money by sharing the energy stored in their EV batteries with the local electricity grid in times of need, Heatmap News reported on Thursday. For a long time, the idea of EV drivers earning money by sharing battery power sounded cool in theory but hadn't necessarily materialized. But a growing number of pilot programs across the U.S. have now brought this concept to the real world, helping utilities keep up with surging electricity demand from things like AI data centers and increasingly common extreme heat waves due to climate change. Massachusetts Clean Energy Center, the state's economic development division, is funding the program and will install 60 bidirectional charging systems in participants' homes. While the process sounds simple in theory, it requires specialized equipment installation, including a bidirectional home EV charger and an energy management system to communicate with the grid. Several companies have teamed up to make this happen, including utilities Eversource and National Grid along with EnergyHub, Sunrun, and The Mobility House, which will provide the software and grid-integration technology. Residents will earn an unspecified sum just for participation to encourage more drivers to sign up, and they will earn up to $275 per kilowatt over the summer for sharing electricity from their EV batteries, per the report. The list of compatible vehicles is also limited, at least for now. Only owners of the Nissan Leaf, Kia EV9, Polestar 3, Volvo EX90 and the now-discontinued Ford F-150 Lightning will be able to participate, as these EVs already come with vehicle-to-grid support baked in from the factory. A couple of Teslas - the Cybertruck and the Model Y Performance - now come with bidirectional charging capability, but they're not included. (Heatmap reports that this is because Teslas build their DC-to-AC converter into the vehicle, while other vehicles rely on a wall charger to do that work.) What do you think? This isn't the only program in the country experimenting with vehicle-to-grid power sharing. General Motors is working with Pacific Gas & Electric to connect 52,000 of its EVs to the grid by the end of the decade. And early this year, PG&E and Tesla announced that they would use Cybertrucks for a residential vehicle-to-everything program in California, so customers can seamlessly power homes using their EV batteries during outages and also power the grid during peak consumption periods.
Platte River signs contract with virtual power plant vendor. Posted on June 16, 2026 Partnership key to enabling customer participation in the energy transition FORT COLLINS, Colo., - Platte River Power Authority, the community-owned, wholesale power provider for Estes Park, Fort Collins, Longmont and Loveland, selected EnergyHub to help design and deploy a virtual power plant, or VPP. Platte River has long planned for a VPP as part of its strategy to provide dispatchable, or on demand, power to support its increasingly renewable energy portfolio. "We're pleased to formalize the partnership between Platte River and EnergyHub as we continue to make progress on the VPP," says Paul Davis, director of distributed energy resources for Platte River. "Their experience with developing accessible and impactful customer programs aligns well with the programs that have served our owner communities for over 20 years." EnergyHub is a leading provider of clean energy software and services that unlock the full potential of distributed energy resources (DERs) for utilities and their customers. With the EnergyHub platform, utilities can enroll and manage DERs like thermostats, EVs, and batteries in VPPs that deliver grid flexibility and reliability. "Platte River has built deep, decades-long trust with the communities it serves, and that's the ideal foundation for a successful VPP," said Kelley Coats, senior director, client services at EnergyHub. "We're proud to bring EnergyHub's platform to Platte River through Efficiency Works, giving customers in Estes Park, Fort Collins, Longmont, and Loveland simple, meaningful ways to support a cleaner grid while keeping comfort and convenience front and center." A VPP isn't a physical power plant, but rather a system that links many small, customer owned devices so they can work together as a flexible energy resource. While individual adjustments may be small - such as shifting when a device runs or adjusting a thermostat by a degree or two - the combined effect across thousands of homes and businesses helps manage costs for consumers and for the utility. While Platte River and EnergyHub signed a formal agreement earlier this month, the teams - along with staff from the owner communities - have been working together since last year to develop the first VPP programs. "A massive amount of work has been going on behind the scenes to develop effective programs for customers," says Bryce Brady, manager of distributed energy solutions for Platte River. "Collaboration has been key to expand the Efficiency Works(TM) program and services, and we appreciate the engagement by owner community program staff with our team to approach these programs thoughtfully and intentionally to produce the best outcome." The first VPP program, planned for late summer 2026, will focus on smart thermostats, with an EV charge management program to follow later in 2026. These offerings will be available through Efficiency Works, the long-standing collaboration between Platte River and the owner communities, that helps residential and commercial customers use energy effectively through assessments, programs and product rebates. Customer programs are only one part of the VPP environment. EnergyHub is also providing a system called an "edge" distributed energy resource management system (or "edge DERMS"). The edge DERMS is a software system that tracks energy demand across thermostats, EVs, and batteries, enables customers' devices to respond to utility signals, and connects behind-the-meter DERs to the wider grid and energy markets. In addition, utilities will increasingly rely on advanced software known as a "grid DERMS" to help them manage increasingly complex interactions between the customers' resources and the local electric distribution system. With these tools, grid operators can actively signal customers to shift energy use, taking advantage of times when renewable power is abundant and conserving when demand rises and supply tightens. As Platte River and the owner communities continue building the systems that will support the full VPP, customers will begin to see new opportunities to participate through Efficiency Works. These programs will allow customers simple ways to support the grid, make the most of renewable energy and manage their electricity use. Efficiency Works is a regional utility collaboration that provides guidance and resources to enable customers to use energy more effectively, work toward a noncarbon energy future and build strong, resilient communities for customers served by Platte River Power Authority and its owner communities. More information about Efficiency Works, including DER technologies, is available at The Learning Center on the Efficiency Works website at efficiencyworks.org/learning-center-technologies/. Accessibility notice: Per the Americans with Disabilities Act (ADA), Platte River Power Authority will provide reasonable accommodation to qualified individuals with a disability who need assistance. Please email Platte River Power Authority at [email protected] or call 970-226-4000. "Walk-in" requests for auxiliary aids and services may be honored to the extent possible but can be unavailable if advance notice is not provided.
As EV load grows, utilities use managed charging to harness flexibility, lower costs. Active managed charging can delay costly system upgrades while saving customers money, utilities, automakers and aggregators say, but a lack of standardized data-sharing is slowing adoption. Published April 9, 2026 The 7.2 million electric vehicles in the United States are simultaneously driving the need for grid upgrades and providing utilities with a powerful tool to defer those expenses. U.S. utilities are working with third-party software providers and automakers to develop and scale managed charging programs that can spread out the EV charging load and avoid creating peaks that stress local systems, helping to defer infrastructure upgrades that drive up rates. Manufacturers including General Motors, Ford and Rivian also have seen value in these programs and are partnering with distributed resource service providers like EnergyHub, WeaveGrid and Chargescape to improve customer experience and access to these programs. Despite federal policy changes in 2025 that withdrew support for EVs, sales have so far remained more or less consistent. The battery electric vehicle share of U.S. car sales in March was estimated to be 5.2%, sustaining the 5% share that segment has averaged since November 2025, S&P Global reported. Even before the U.S.-Israeli war against Iran spiked gas prices, EV load was expected to grow significantly in the coming years. Managed charging - commonly referred to as V1G to indicate the one-way flow of energy from the grid to the vehicle - is already being used to shift load from peak demand hours. But exploiting its full potential for reliability and cost savings will require standardized data-sharing protocols that have so far proven elusive for the industry, stakeholders told Utility Dive. "There is still work to do," said Zach Woogen, executive director of the Vehicle-Grid Integration Council. But by "growing partnerships" among automakers, utilities and aggregators, utilities can learn how to use managed charging "to make their systems more reliable and address the affordability crisis," he said. Seth Frader-Thompson, president of EnergyHub, a leading aggregator that partners with GM, Rivian, Toyota and Tesla on managed charging programs, offered a similar perspective. "Grid-aware managed charging ensures EVs can serve as a resource to manage the load growth we are seeing across the country," he said. From passive to active managed charging. "The technology of managed charging, or smart charging, is quite mature, and there are no technological hurdles," said Dave McCreadie, director of EV-grid services at Ford. "Communications between utilities, automakers, aggregators and their vehicles has been demonstrated over and over across many utility programs and has worked well." In addition to avoiding demand peaks through managed charging, EVs can be integrated into the grid as bidirectional assets that not only store power for driving but also provide backup power to homes (which is called V2H, vehicle to home) and export energy to the distribution system (V2G, vehicle to grid) or any other external system (V2X, vehicle to everything). But the first step is moving from passive to active managed charging, industry sources said. In 2025, legislative or regulatory efforts in 32 states and Puerto Rico addressed improving residential access to managed charging, according to the North Carolina Clean Energy Technology Center's annual state electric vehicle policy review. Many utilities already offer "passive" managed charging programs that use time-of-use rates to encourage customers to charge during off-peak hours, but the utilities still rely on customers to manage their own charging schedules. As the technology has matured, utilities are increasingly turning to "active" managed charging, whereby the customer largely turns over charging capabilities to the utility or service provider, which can adjust the load in real time based on system conditions. Regulators approved nine new active managed charging programs last year, according to the state EV policy North Carolina Clean Energy Technology Center's review. "Utilities see the millions of EVs in their territories as flexible load that they can tap into just when data center demand is placing strain on their systems." Joseph Vallone CEO of Chargescape, which aggregates Ford, BMW, Honda, Nissan, Tesla, Stellantis and Rivian vehicles for over a dozen power utilities. Experts say active managed charging can avoid some of the unintended consequences that have plagued passive programs. For example, in California, passive managed charging has led to a secondary peak right after midnight, when the rate drops.
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About EnergyHub
Industries
Data & Analytics
Energy
Enterprise Software
AI & Machine Learning
Company Size
201-500
Company Stage
Grant
Total Funding
$34.8M
Headquarters
New York City, New York
Founded
2007
EnergyHub is Hiring for 17 Jobs on Simplify!
Find jobs on Simplify and start your career today