A win–win marginal rent analysis for operator and consumer under battery leasing mode in China electric vehicle market
A win–win marginal rent analysis for operator and consumer under battery leasing mode in China electric vehicle market
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DOI：
10.1016/j.enpol.2011.03.014
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发表时间：
2011-06
期刊：
影响因子：
9
通讯作者：
Z. Li;M. Ouyang
中科院分区：
文献类型：
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作者：
Z. Li;M. Ouyang
最近，电池租赁已被汽车制造商和电力供应商引入市场，因为它有可能降低电动汽车（EV）的购买成本。但电池租赁的盈利前景仍不明朗。本文从运营商和消费者两个角度出发，计算了“双赢”的边际租金，既保证了运营商的盈利能力，又使消费者比使用内燃机汽车（ICV）和内置电池的电动汽车的支出更低。电池成本、车辆重量、汽油和电力价格以及折扣率对租金有影响。电池成本占主导地位，电池成本>5 ¥/W h无法使所有类型的电动汽车的电池租赁生存。当专注于重型电动汽车时，电池租赁将更具竞争力。1000 kg电动汽车的租金定价范围至少需要三个阈值中的一个：汽油零售价>6 ¥/L，电价<0.6 ¥/kW h，或折扣率<7%。在当前电池成本为2 ¥/W·h、中国现行汽油和电力价格的情况下，对于1000 kg电动汽车，可行的电池租金范围为0.34-0.38 ¥/W·h/年。
Recently battery leasing has been introduced into the market by automobile manufacturers and power suppliers due to its potential to reduce the purchase cost of electric vehicles (EVs). However, the profit prospect of battery leasing is still uncertain. This paper takes the views of both the operators and consumers and calculates the ‘win–win’ marginal rent, which not only ensures the profitability of operators, but also allows consumers a lower expenditure than using Internal combustion engine vehicles (ICVs) and EVs with embedded batteries. Battery cost, vehicle weight, gasoline and electricity price, and the discount rate have impacts on the rent. Battery cost plays a dominant role and a battery cost >5 ¥/W h fails to enable the survival of battery leasing to all types of EVs. Battery leasing would be more competitive when focusing on heavier EVs. At least one of the three thresholds is required for the existence of rent pricing range for a 1000 kg EV: gasoline retail price >6 ¥/L, electricity price <0.6 ¥/kW h, or the discount rate <7%. Typically, the feasible battery rent range is 0.34–0.38 ¥/W h/year for a 1000 kg EV under the present battery cost 2 ¥/W h and China current gasoline and electricity prices.