Techno-Economic Potential of V2B in a Neighborhood, Considering Tariff Models and Battery Cycle Limits

Abstract

To limit climate change, decarbonization of the transportation sector is necessary. The change from conventional combustion vehicles to vehicles with electric drives is already taking place. In the long term, it can be assumed that a large proportion of passenger cars will be battery–electric. On the one hand, this conversion will result in higher energy and power requirements for the electricity network; on the other hand, it also offers the potential for vehicles to provide energy for various systems in the future. Battery–electric vehicles can be used to shift grid purchases, optimize the operation of other components and increase the self-consumption rate of photovoltaic systems. An LP model for the optimal energy management of the neighborhood consisting of buildings with electricity and heat demand, a PV system, a BEV fleet, a heat pump and thermal storage was formulated. The potential of the BEV fleet to provide energy via V2B in the neighborhood was investigated, considering electricity tariff models and individual charging/discharging efficiencies of vehicles and stochastic mobility profiles. The vehicle fleet provides between 4.8kWh−1sqm−1a (flat-fee) and 25.3kWh−1sqm−1a (dynamic tariff) per year, corresponding to 6.7, 9.5% and 35.7% of the annual energy demand of the neighborhood. All tariff models lead to optimization of self-consumption in summer. Dynamic pricing also leads to arbitrage during winter, and a power price tariff avoids peaks in grid draw. Due to individual charging efficiencies, the power supplied by the fleet is distributed unevenly among the vehicles, and setting limits for additional equivalent full cycles distributes the energy more evenly across the fleet. The limits affect the V2B potential, especially below the limits of 20 yearly cycles for flat and power tariffs and below 80 cycles for a dynamic tariff.