22 Analysis of Electric Vehicle Batteries Recoverability …
321
Different approximations in the inventory analysis for the Japanese vehicle market
has been carried in order to conduct the simulation. Here, external analysis, such as
the forecasting of the Japanese population, GDP, and vehicles sales share has been
considered. Changes on those values could guide us to different results; however, the
proposed forecasting model and main conclusions are not going to be affected.
Considering that most of the electric vehicles reach its end of life overseas, those
destinations, which are mostly underdeveloped countries, should also settle legal
requirement for the adequate treatments and disposal of them in order to avoid high
scale accidents with the LiB. Future studies must clarify the final destination of
the used EV, also considering the possibility of installing recycling facilities in the
countries where ELV concentration is expected.
This study has adopted a constant exportation rate of used vehicles; however in
the long term, saturation of those markets and drop of this rate can be expected. In
this sense, the proposed approach considered recovered and scrapped volume of LiB
separately.
Through the diffusion of EV, CO 2 emission related to the production of EVB
will increase drastically in the following years. However, considering a late and low
return of them as scrap, possible recycling benefits of them are far from balancing
the high impact expected in its production phase.
The results presented in this study gives a whole picture of the ELV market. The
model can be applied by automakers and related companies to propose or/and verify
the economic feasibility of different battery reusing and recycling business models.
Moreover, this model could also be applied to other industries like electrical and
electronic equipment, been a complement to the approach proposed by Baldé et al.
(Forti V. Gray 2017).
As shown before, the total fee related to the processing of EVB will increase
drastically in the following years; however, the quantity of returning batteries seems
to be low. In this sense, the development of LiB recycling technologies should be
center, in the short term, in developing low cost and efficient technologies. Here,
processing cost improvement by the increment of the volume of LiB to be recycled
and efficient transportation could be essential keys.
Dismantlers and material recycling companies are going to be able to define
optimal plans for the adaptation of its facilities, knowing the time and quantity of
EV returning from the market.
Finally, it worthy of mentioning that the proposed model can be easily adapted to
other countries but also for different products such as electrical household appliance
that needs to be recycled after its use.
22.5 Conclusions
This study proposes a dynamic fleet model for assessing the future flow of used EVB.
System dynamic concepts and open data used for the simulation of the Japanese
vehicle market.
321
Different approximations in the inventory analysis for the Japanese vehicle market
has been carried in order to conduct the simulation. Here, external analysis, such as
the forecasting of the Japanese population, GDP, and vehicles sales share has been
considered. Changes on those values could guide us to different results; however, the
proposed forecasting model and main conclusions are not going to be affected.
Considering that most of the electric vehicles reach its end of life overseas, those
destinations, which are mostly underdeveloped countries, should also settle legal
requirement for the adequate treatments and disposal of them in order to avoid high
scale accidents with the LiB. Future studies must clarify the final destination of
the used EV, also considering the possibility of installing recycling facilities in the
countries where ELV concentration is expected.
This study has adopted a constant exportation rate of used vehicles; however in
the long term, saturation of those markets and drop of this rate can be expected. In
this sense, the proposed approach considered recovered and scrapped volume of LiB
separately.
Through the diffusion of EV, CO 2 emission related to the production of EVB
will increase drastically in the following years. However, considering a late and low
return of them as scrap, possible recycling benefits of them are far from balancing
the high impact expected in its production phase.
The results presented in this study gives a whole picture of the ELV market. The
model can be applied by automakers and related companies to propose or/and verify
the economic feasibility of different battery reusing and recycling business models.
Moreover, this model could also be applied to other industries like electrical and
electronic equipment, been a complement to the approach proposed by Baldé et al.
(Forti V. Gray 2017).
As shown before, the total fee related to the processing of EVB will increase
drastically in the following years; however, the quantity of returning batteries seems
to be low. In this sense, the development of LiB recycling technologies should be
center, in the short term, in developing low cost and efficient technologies. Here,
processing cost improvement by the increment of the volume of LiB to be recycled
and efficient transportation could be essential keys.
Dismantlers and material recycling companies are going to be able to define
optimal plans for the adaptation of its facilities, knowing the time and quantity of
EV returning from the market.
Finally, it worthy of mentioning that the proposed model can be easily adapted to
other countries but also for different products such as electrical household appliance
that needs to be recycled after its use.
22.5 Conclusions
This study proposes a dynamic fleet model for assessing the future flow of used EVB.
System dynamic concepts and open data used for the simulation of the Japanese
vehicle market.