To solve the complex problems that the large-scale implementation of EVs poses to the EES, several researchers propose the use of EVs far beyond their transport function and also be used as system load regulation during off-peak hours. As EVs integrate batteries, they propose to use them for the benefit of the EES, temporarily storing excess energy at a certain time, which will be returned to the grid when it is needed [2]. This concept implies direct and centralized control of EVs and is called vehicle-to-grid (V2G), wherein EVs serve several other purposes, in addition to transport and pollution reduction objectives [2]. However, to achieve this, they must be connected to the grid whenever they are not in circulation. In this mode, a centralized and intelligent control system is required to manage loading/unloading [19]. According to [20], in V2G mode, it is not only possible to eliminate the problems resulting from charging EVs in NC operating mode, but several other advantages are made possible. The main advantages are [16] using EVs as auxiliary service providers; as an energy storage system (desirab renewable) or as a system load regulator during off-peak (charge) and peak hours (discharge); in voltage and frequency regulation; in addition to possible economic benefits resulting from the balance of the EV's energy exchange with the grid (charging when the price is lower, and selling when it is higher). According to [21], this mode also can bring great economic benefits to grid operators. In this operating mode, all EVs are considered and managed as a virtual electricity production plant [22]. One of the disadvantages of the V2G operating mode is the fact that the control does not directly involve the EV owner when it is connected to the system, so \"EV owners are quite reticent, as if there is an emergency they may not have autonomy in the vehicle to move around\" [17]. This raises complex ethical questions, as the owner has no control over their EV and is not called upon to decide on the system's actions. Another disadvantage of V2G mode is the possible damage to EV batteries due to the successive and additional charging and discharging that this mode of operation involves [17; 23]. This additional degradation can cause environmental impacts, causing additional CO\({}_{2}\) emissions due to the degradation and additional replacement of batteries that this method may involve [17]. The main challenge of the V2G mode of operation is the need for a large investment in complex infrastructures to promote communication (and control) between system components; for data processing and storage; and for the flow of energy, which is intended to be bidirectional. Some communication, automation, control, and information infrastructures, as well as those associated with the power flow, will have to have specific characteristics and are still in the development phase. Another mode of operation proposed in the literature is with charging control, but decentralized, which is called grid-to-vehicle (G2V). This avoids the problem of the EV owner not having control over the vehicle itself, as control and authority over the use of the vehicle remains with its owner [24], but in a partial way. As a consequence, it becomes difficult to use EVs as auxiliary services, in frequency control, or to regulate the load during off-peak hours. An increase in load during peak hours, overloads, or transformer temperatures [24] is also expected. The problems with this mode of operation result from the unpredictability of EVs (as a load) being connected to the grid and the grid not having full control over them, which increases the risk of line limits being exceeded. In addition to the advantage regarding ownership of the EV, the G2V mode has the advantage of requiring less communication and control infrastructure, as only the analysis of system security issues is at stake (e.g., if any cable exceeds limits). However, with this mode, much of the added value derived from V2G mode is lost [24].