The current transition towards electric mobility implies that a significant portion of electricity is drawn by and stored in the electric vehicle’s (EV) batteries. Vehicle-to-grid (V2G) technologies can potentially give distribution system operators access to such energy to provide ancillary services, while remunerating the vehicle owners for their availability to participate. Although the benefits of stabilization and grid efficiency improvements are clear, is it appealing and lucrative for the vehicle owners to participate in such services? In this work, we answer this question by modelling the V2G system and performing economic projections of the possible benefits for EV owners. In particular, we present a novel way of parametrizing the electric vehicle driving profile and the V2G energy transfer to compute battery degradation costs. A profit model is developed to evaluate the profit earned by the vehicle owners offering their batteries. The profit is estimated on the basis of the owner’s inclination to buy and sell energy from the grid based on the electricity price. Using data of the German electricity market, we estimate a profit of 662 €/EV/Year for a vehicle with 100 kWh capacity, 95% battery round trip efficiency and driving 52 km per day. The remuneration is meaningful and can have the potential to encourage EV owners to participate in V2G service.

中文翻译：

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作为配电网电池的电动汽车：现实检验

当前向电动汽车的过渡意味着很大一部分电力由电动汽车 (EV) 的电池吸收和存储。车辆到电网 (V2G) 技术可以潜在地让配电系统运营商获得此类能源以提供辅助服务，同时为车主的参与提供报酬。尽管稳定和提高电网效率的好处显而易见，但车主参与此类服务是否有吸引力和有利可图？在这项工作中，我们通过对 V2G 系统建模并对电动汽车车主可能带来的好处进行经济预测来回答这个问题。特别是，我们提出了一种对电动汽车驾驶配置文件和 V2G 能量传输进行参数化以计算电池退化成本的新方法。开发了一种利润模型来评估提供电池的车主所赚取的利润。利润是根据所有者根据电价从电网购买和出售能源的倾向来估计的。使用德国电力市场的数据，我们估计容量为 100 kWh、电池往返效率为 95% 且每天行驶 52 公里的车辆的利润为 662 欧元/EV/年。报酬是有意义的，可以有潜力鼓励电动车车主参与 V2G 服务。对于容量为 100 kWh、电池往返效率为 95% 且每天行驶 52 公里的车辆，我们估计其利润为 662 欧元/EV/年。报酬是有意义的，可以有潜力鼓励电动车车主参与 V2G 服务。对于容量为 100 kWh、电池往返效率为 95% 且每天行驶 52 公里的车辆，我们估计其利润为 662 欧元/EV/年。报酬是有意义的，可以有潜力鼓励电动车车主参与 V2G 服务。