## 4 Full Dimensioning of V2G Energy Resource
### Technical-Economic Dimension  
1. Reliability
2. Availability: The use of technology will be more comprehensive within a household. However, we have some applications for using this technology, the main ones being frequency regulation, cutting peak consumption and mitigating voltage fluctuations caused by the high penetration of renewable energies. The technology will be used for cutting peak consumption, normally in Brazil from 18:00 until 21:00, totaling 3 h a day. In this use, it must allocate 365 days a year, totaling 8760 h. If used 3 h a day, every day of the year, we would have a penetration of 12.5% of availability in the year. 3. Intermittency: The battery is technically 100% of the time available while it is charged. By definition, V2G is a technology used to discharge the battery energy into the electrical network. For its best use and feasibility, it is used intelligently, discharging at the most expensive energy time and charging at the cheapest time. Each time an electric vehicle (EV) is connected to the electrical grid, the primary intention of the user is to initiate battery charging. In the context of Vehicle-to-Grid (V2G) technology, the system can autonomously assess the grid energy demand and pricing dynamics, optimizing the usage of energy resources. The system performs a self-regulating analysis to determine whether the energy stored in the EV's batteries exceeds the established safety threshold, rendering it available for grid integration. If the energy level surpasses the safety threshold and coincides with peak hours, the system will proceed to discharge the surplus energy into the grid. Conversely, during off-peak hours when energy costs are lower, the system will retain the energy in a stationary state until an optimal time for charging the battery occurs [15]. 4. Power Quality: Several V2G factors positively influence the power quality of the network. For example, active energy regulation and stabilization, voltage regulation, frequency regulation (down-up), spin reserves (reserves that are online but out of the load and act as a support for the system in the event of supply failures--spinning reserve), reactive energy support, cut in peak consumption, filling of consumption vouchers, load following (energy backup that adjusts power delivery to the grid as needed), energy balance and harmonic current filtering [16]. 5. Technical facility
6. Distance from consumption: The consumer who is connected to the distribution network supplies electricity to the electricity grid; thus, this energy does not need to be transported from a generator until it reaches the final consumer. 7. Type of labor: It can be separated into three types: unskilled labor, technical knowledge with a certificate of need for higher education with a specialization in the area in question. Specialized labor is required to install a connection point to the power grid. After that, the user himself can use the plug-and-play system. 8. Implementation time: Time exists, but it is minimal, not considered as a negative impact. Due to this technology, it is ready-made equipment \"off the shelf\". 9. Costs
10. Investments/Charging costs: The cost of installing the V2G is approximately 4% of the vehicle value [17]. For a 40 kWh battery, the cost is USD 30 per kW considering the price of the midsize electric car at USD 30,000. If we consider the price of 0.66 reals per KWh, there is a high cost per KW for the consumer. 11. Cost-Benefit Analysis: It is possible to have a financial return of approximately 7% per vehicle per year (refer to Table 3) [18]. Considering a hypothetical midsize electric car, this vehicle with its battery system can benefit from gains with frequency regulation. For these, one can save USD $2140 (although a portion of that revenue is likely to go to an aggregator). Adding a charger with V2G capability where the car is parked during the user's/owner's working time increases annual revenue by about USD $600,00 [19].