China has the world's largest electric vehicle market, and disorderly charging will bring greater pressure to the power grid. The most practical function of new energy vehicles is vehicle-network interaction, which can reduce the cost of using the car and earn income for electric vehicle owners. For charging pile operators, new operation models such as charging stations participating in the grid demand-side response and power ancillary service market can be explored to effectively increase revenue.
The dream of buying an electric car and making money while lying at home is becoming a reality. The National Development and Reform Commission, the National Energy Administration and other departments recently issued the "Implementation Opinions on Strengthening the Integration and Interaction of New Energy Vehicles and Power Grids", proposing to vigorously cultivate a new industrial ecology of vehicle-network integration and interaction, and carry out large-scale pilot demonstrations of vehicle-network interaction in the Yangtze River Delta, Pearl River Delta, Beijing-Tianjin-Hebei, Shandong, Sichuan-Chongqing and other regions, and strive to build more than 5 demonstration cities and more than 50 two-way charging and discharging demonstration projects by the end of 2025. Under the new policy, electric vehicle owners may start a new "selling electricity" experience.
With the popularity of electric vehicles, the most familiar scenario for electric vehicle owners is to use charging piles to charge their cars. In this process, the relationship between the EV and the grid is a passive, one-way input. Vehicle-network interaction is to improve the two-way interaction ability of the two, through intelligent and orderly charging, two-way charging and discharging, etc., so that electric vehicles and the power grid system can establish a closer connection and achieve deep integration.
Autonomous driving, intelligent voice, large-screen display ......The functions of new energy vehicles are becoming more and more dazzling, but the most practical may be the interaction between the car and the network. For electric vehicle owners, vehicle-to-network interaction can reduce the cost of using the car and earn revenue. If the charging pile is installed with an intelligent communication module, the charging time and charging power of the electric vehicle can be dynamically regulated, and the owner can automatically charge during the period when the electricity price is low by scanning the code on the mobile phone to make an appointment for the charging mode and departure time. If the charging pile has a two-way charging and discharging function, you can also choose to send the electric energy stored in the on-board battery to the grid during the peak period of electricity consumption, so as to obtain the profit from the price difference.
For charging pile operators, new operation models such as charging stations participating in the grid demand-side response and power ancillary service market can be explored to effectively increase revenue. Taking the first demonstration project of optical storage, charging and discharging integration in Huangshi, Hubei Province as an example, in the past two years of operation cycle, a total of 1.61 million yuan of new operating income has been added through various methods such as charging and discharging of electric vehicles, photovoltaic surplus power grid, and energy storage peak and valley arbitrage.
More importantly, vehicle-network interaction can improve the access capacity of the distribution network, awaken the "sleeping" energy storage peak shaving potential of electric vehicles, and support the construction of a new energy system. China has the world's largest electric vehicle market, and with the increasing number of electric vehicles, disorderly charging will bring greater peak regulation pressure to the power grid. Every electric vehicle is actually a large "power bank", if the electric vehicle is reasonably guided to charge in the trough of electricity consumption, discharge at the peak of electricity consumption, and further match with the characteristics of new energy power generation, it can not only reduce the cost of power grid transformation, improve power quality, but also help new energy consumption, and provide important support for the efficient and economical operation of the new power system.
From the perspective of feasibility, according to **, the number of electric vehicles in China will reach 300 million in 2040, with an average power of more than 65 kWh per vehicle, and a total capacity of more than 20 billion kWh of on-board energy storage, which is close to the daily electricity consumption of the whole society at that time. At the same time, the current power battery life cycle can basically support 500,000 kilometers of battery life, and for private cars, an average of 200,000 kilometers is enough for ordinary families, and the battery has a large surplus capacity, which can be used as a two-way charging and discharging application. And most personal cars are parked for a long time and can be connected to the grid at any time for calling. It can be seen that the interaction between the car network has great potential and needs to be paid enough attention.
In recent years, China has made positive progress in the formulation and promotion of charging peak and valley time-of-use electricity prices, the aggregation of vehicle-network interactive resources to participate in auxiliary services and the pilot verification of demand response, and the feasibility verification of bidirectional charging and discharging technology. However, there are still many constraints in the face of the demand for large-scale new energy vehicles and power grid integration and interaction in the next stage. For example, the vehicle-network interaction technology system and application scheme are not yet mature, the key technical standards are not perfect, the charging peak and valley time-of-use electricity price coverage is incomplete, the supporting demand response and power trading mechanism need to be improved, the interactive level of charging and swapping facilities is not high, the commercial pilot verification of two-way charging and discharging is insufficient, and the support and guarantee capacity of power grid enterprises needs to be improved, etc.
There is still a long way to go to achieve large-scale development of vehicle-network interaction. It is necessary to increase the key technology research of power batteries, continue to improve the cycle life of power batteries on the basis of not significantly increasing costs, overcome battery safety prevention and control technologies under high-frequency two-way charging and discharging, and accelerate the formulation and revision of national and industry standards related to vehicle-network interaction. Optimize and improve the supporting electricity price and market mechanism, realize the comprehensive application of residential charging peak and valley time-of-use electricity prices, study and explore the best mechanism of new energy vehicles and charging and swapping stations to discharge to the power grid, and further stimulate the flexible adjustment potential of various charging and swapping facilities. On the basis of pilot demonstration, we will vigorously promote intelligent charging facilities, systematically strengthen the support and guarantee capabilities of power grid enterprises, and actively explore sustainable business models for two-way charging and discharging.
Achieving the "dual carbon" goal is a broad and profound systemic change in the economy and society. Vehicle-to-network interaction will promote the revolutionary transformation of electric vehicles in their own attributes and business models, and further help electric vehicles enter thousands of households, so that everyone will have the opportunity to enjoy the dividends of the era of green and low-carbon energy transformation. (Author: Wang Yichen **Economy**).