scholarly journals Life-cycle cost comparisons of advanced storage batteries and fuel cells for utility, stand-alone, and electric vehicle applications

1990 ◽  
Author(s):  
K.K. Humphreys ◽  
D.R. Brown
Keyword(s):  
Fuel Cells ◽  
Life Cycle ◽  
Electric Vehicle ◽  
Life Cycle Cost ◽  
Storage Batteries

scholarly journals Life-cycle energy analyses of electric vehicle storage batteries. Final report

1980 ◽  
Author(s):  
D Sullivan ◽  
T Morse ◽  
P Patel ◽  
S Patel ◽  
J Bondar ◽  
...  
Keyword(s):  
Life Cycle ◽  
Electric Vehicle ◽  
Final Report ◽  
Storage Batteries

scholarly journals Techno-Economic Analysis and Feasibility Studies of Electric Vehicle Charging Station

2021 ◽  
Vol 12 (4) ◽  
pp. 264
Author(s):  
Muhammad Danial ◽  
Fatin Amanina Azis ◽  
Pg Emeroylariffion Abas
Keyword(s):  
Life Cycle ◽  
Electric Vehicle ◽  
Acquisition Cost ◽  
Life Cycle Cost ◽  
Economic Feasibility ◽  
Selling Price ◽  
Local Data ◽  
Charging Station ◽  
Charging Stations ◽  
Electrical Charging

Recent United Nations high-level dialogue on energy, which had emphasized on energy usage and environmental protection, has renewed commitments by different countries on the adoption of electric vehicle (EVs). This paper aims to analyze the economic feasibility of establishing electrical charging stations, which is an important factor for the wide adoption of EVs, using life cycle cost analysis. Although local data have been used, the method can be easily adopted to analyze economic feasibility at different markets. The findings have revealed that an electrical charging station is only feasible when the acquisition cost is kept to a minimum to return 1.47 times the initial investment in terms of life cycle cost. An acquisition cost of BND 29,725 on the electrical charging station represents the threshold below which an electrical charging station is more attractive. In order to promote these charging stations, the government needs to provide multiple incentives, including a subsidy to reduce the acquisition cost, relaxing control on the electric selling price, taxing the establishment of conventional filling stations, and minimally reducing the profit margin on the selling price of fossil fuel. It has been shown that a 40% initial subsidy on the purchase of electrical charging stations, coupled with a slight subsidy of BND 0.018/kWh on electricity, would make electrical charging stations economically competitive. To reach its target of 60% electrification of the transportation sector, Brunei would need to implement a structure program to establish between 646 and 3300 electrical charging stations by the year 2035, to cater for its expected number of EVs.

Optimal Plug-In Hybrid Electric Vehicle Design and Allocation for Minimum Life Cycle Cost, Petroleum Consumption, and Greenhouse Gas Emissions

2010 ◽  
Vol 132 (9) ◽  
Author(s):  
Ching-Shin Norman Shiau ◽  
Nikhil Kaushal ◽  
Chris T. Hendrickson ◽  
Scott B. Peterson ◽  
Jay F. Whitacre ◽  
...  
Keyword(s):  
Life Cycle ◽  
Greenhouse Gas ◽  
Electric Vehicle ◽  
Life Cycle Cost ◽  
Hybrid Electric Vehicle ◽  
Operating Cost ◽  
Ghg Emissions ◽  
Vehicle Design ◽  
Ghg Reduction ◽  
Hybrid Electric

Plug-in hybrid electric vehicle (PHEV) technology has the potential to reduce operating cost, greenhouse gas (GHG) emissions, and petroleum consumption in the transportation sector. However, the net effects of PHEVs depend critically on vehicle design, battery technology, and charging frequency. To examine these implications, we develop an optimization model integrating vehicle physics simulation, battery degradation data, and U.S. driving data. The model identifies optimal vehicle designs and allocation of vehicles to drivers for minimum net life cycle cost, GHG emissions, and petroleum consumption under a range of scenarios. We compare conventional and hybrid electric vehicles (HEVs) to PHEVs with equivalent size and performance (similar to a Toyota Prius) under urban driving conditions. We find that while PHEVs with large battery packs minimize petroleum consumption, a mix of PHEVs with packs sized for ∼25–50 miles of electric travel under the average U.S. grid mix (or ∼35–60 miles under decarbonized grid scenarios) produces the greatest reduction in life cycle GHG emissions. Life cycle cost and GHG emissions are minimized using high battery swing and replacing batteries as needed, rather than designing underutilized capacity into the vehicle with corresponding production, weight, and cost implications. At 2008 average U.S. energy prices, Li-ion battery pack costs must fall below $590/kW h at a 5% discount rate or below $410/kW h at a 10% rate for PHEVs to be cost competitive with HEVs. Carbon allowance prices offer little leverage for improving cost competitiveness of PHEVs. PHEV life cycle costs must fall to within a few percent of HEVs in order to offer a cost-effective approach to GHG reduction.

A Spreadsheet Life Cycle Cost Model for System Modernization Studies

1994 ◽  
Vol 11 (1) ◽  
pp. 47-56
Author(s):  
Virginia C. Day ◽  
Zachary F. Lansdowne ◽  
Richard A Moynihan ◽  
John A. Vitkevich
Keyword(s):  
Life Cycle ◽  
Life Cycle Cost ◽  
Cost Model

Economic Evaluation of Multislice Computed Tomography Scanners Through a Life Cycle Cost Analysis

2011 ◽  
Vol 4 (5) ◽  
pp. 158-161 ◽  
Author(s):  
A. Morfonios A. Morfonios ◽  
◽  
D. Kaitelidou D. Kaitelidou ◽  
G. Filntisis G. Filntisis ◽  
G. Baltopoulos G. Baltopoulos ◽  
...  
Keyword(s):  
Computed Tomography ◽  
Life Cycle ◽  
Economic Evaluation ◽  
Cost Analysis ◽  
Life Cycle Cost ◽  
Multislice Computed Tomography ◽  
Life Cycle Cost Analysis ◽  
Tomography Scanners
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