19 Life Cycle Simulation System as a Tool for Improving …
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Regarding LIBs in an EV, we calculated the user requirement of SOH that would
enable the user to drive the distance to empty till the user ceases to use the vehicle.
We could not obtain the reliable data about the deterioration of LIBs in EVs; thus, we
adopted the data of hybrid cars, which shows the deterioration of SOH depending on
the intensity of the usage in three levels. If the required distance to empty exceeds the
distance that an EV with a new battery can drive, we assumed that the required SOH
is 100% and provided the user a newly manufactured battery. For the secondary use
of LIBs, the required SOH is calculated based on the break-even point between the
total amount of money obtained by power saving and the installation cost of the SBs.
The former is evaluated from nighttime power consumption that can be suppressed
by using the power generated by the solar panels and that stored in the batteries
during the daytime.
Regarding the WTP for primary use, the value is calculated as the product of the
distance traveled by car and the price per kilometer estimated from the car share rate.
Similarly, the WTP for the secondary use is calculated as the product of the cost of
the electricity per kWh and nighttime power consumption, which can be suppressed
by using the power stored in the battery. Further, we assume that the value of the
battery in the EV contributes 50% to the value provided by the EV to the users.
The number of users we assumed for primary use was 1000 people, and that for
secondary use was 300 people. The ratio between the number of EV users and that
of solar panel users in Japan was estimated by surveys (Tsuchiya et al. 2014; Fukuyo
2011). We set 35 years as the simulation period.
19.5.2 Simulation Results and Issues Raised by Them
We performed the simulation by setting the conditions for deciding the destination
process after a user ceases to use the battery, as presented in Table 19.1. The simulation was initiated assuming that the assembly process of batteries and bodies has an
initial inventory of batteries. Their conditions were determined assuming that they
have been used once by the users randomly generated using the user characteristic
distribution.
Figure 19.3 shows the average value provided by each battery during the simulation period for each condition. Each horizontal bar with different color represents a
value provision by each user who used the battery. Figure 19.3a shows most of the
Table 19.1 LIB reusability
Flow control node
Destination
Condition
LIB reusability [SOH (%)]
EV
70
Stationary B
65
Recycling
<65
273
Regarding LIBs in an EV, we calculated the user requirement of SOH that would
enable the user to drive the distance to empty till the user ceases to use the vehicle.
We could not obtain the reliable data about the deterioration of LIBs in EVs; thus, we
adopted the data of hybrid cars, which shows the deterioration of SOH depending on
the intensity of the usage in three levels. If the required distance to empty exceeds the
distance that an EV with a new battery can drive, we assumed that the required SOH
is 100% and provided the user a newly manufactured battery. For the secondary use
of LIBs, the required SOH is calculated based on the break-even point between the
total amount of money obtained by power saving and the installation cost of the SBs.
The former is evaluated from nighttime power consumption that can be suppressed
by using the power generated by the solar panels and that stored in the batteries
during the daytime.
Regarding the WTP for primary use, the value is calculated as the product of the
distance traveled by car and the price per kilometer estimated from the car share rate.
Similarly, the WTP for the secondary use is calculated as the product of the cost of
the electricity per kWh and nighttime power consumption, which can be suppressed
by using the power stored in the battery. Further, we assume that the value of the
battery in the EV contributes 50% to the value provided by the EV to the users.
The number of users we assumed for primary use was 1000 people, and that for
secondary use was 300 people. The ratio between the number of EV users and that
of solar panel users in Japan was estimated by surveys (Tsuchiya et al. 2014; Fukuyo
2011). We set 35 years as the simulation period.
19.5.2 Simulation Results and Issues Raised by Them
We performed the simulation by setting the conditions for deciding the destination
process after a user ceases to use the battery, as presented in Table 19.1. The simulation was initiated assuming that the assembly process of batteries and bodies has an
initial inventory of batteries. Their conditions were determined assuming that they
have been used once by the users randomly generated using the user characteristic
distribution.
Figure 19.3 shows the average value provided by each battery during the simulation period for each condition. Each horizontal bar with different color represents a
value provision by each user who used the battery. Figure 19.3a shows most of the
Table 19.1 LIB reusability
Flow control node
Destination
Condition
LIB reusability [SOH (%)]
EV
70
Stationary B
65
Recycling
<65