Search Results (5)

To explore the operation strategy of battery leasing and battery swapping services (the two services), this paper constructs a battery swapping supply chain consisting of the battery manufacturer and the vehicle company. Taking the battery manufacturer as a core enterprise, this paper examines four service operation strategies: two self-operated services, self-operated battery swapping services, self-operated battery leasing services and two outsourcing services. Through comparative analysis, the findings indicate that the optimal strategy for the battery manufacturers depends on the vehicle body price. Specifically, when the vehicle body price is low, self-operating both services maximizes profitability and effectively stimulates demand for battery-swapping vehicles. Conversely, when the price is high, a complete outsourcing strategy is preferable, as it is the most effective way to stimulate battery-swapping vehicle demand. Similarly, the optimal strategy for the vehicle company is influenced by the vehicle body price. The vehicle company should provide the two services only when the vehicle body price is low; otherwise, they should focus on producing battery-swapping vehicles. Moreover, to stimulate demand for battery-swapping services, the determination of the optimal strategy is contingent upon several key variables, including the vehicle body price, the battery-swapping service price sensitivity, and the battery-swapping operating cost-sharing ratio. Full article

Considering the impact of the battery leasing service and battery swapping service on the vehicle supply chain operation mode, a vehicle supply chain with a vehicle manufacturer and a battery asset company is investigated. Decision models are formulated in three cases: (a) both battery leasing and battery swapping services are provided by the vehicle manufacturer; (b) both services are provided by the battery asset company; (c) the battery swapping service is provided by the vehicle manufacturer and the battery leasing service by the battery asset company. The optimal decisions for the vehicle manufacturer and the battery asset company in the three cases are derived and compared. The results show that: (1) When the battery leasing increasing time cost coefficient is smaller, it is advisable for the vehicle manufacturer to provide both services; otherwise, the vehicle manufacturer should only provide the battery swapping service. (2) The battery asset company should actively provide-the battery swapping service, since the provision of the battery swapping service can increase its profit. (3) The mode of the vehicle manufacturer providing both services is optimal for the supply chain. (4) When the battery asset company provides battery leasing service, the vehicle manufacturer can “free ride” to enjoy the benefits of the battery asset company extending battery leasing time. (5) With the high cost of new energy vehicles (NEVs) limiting their development in China, extending the battery leasing increasing time is an effective measure to facilitate the diffusion of new energy vehicles (NEVs). Full article

The electric vehicle industry faces intense competition and the sustainability problem. In order to obtain a differential competitive advantage, enterprises actively promote the battery swapping mode (BSM) to respond to cost pressures caused by the mismatch between demand and supply. Considering cascade utilization, the Stackelberg game models of electric vehicle supply chain under three different scenarios, in the secondary supply chain consisting of a battery manufacturer (BM) and a vehicle manufacturer (VM), were constructed, respectively. Additionally, then, through the contrastive analysis of differential power structures, the influence of power structures and related parameters on the optimal pricing strategy and enterprise profits of both parties in the supply chain were studied and compared. The conclusions show that the dominance of the supply chain determines the profit level of enterprises in BSM. Compared with VMs, the adoption of the BSM has provided BM greater profit growth. Secondly, the number of reserve batteries in the battery swapping stations and the revenue of cascade utilization are essential factors affecting the profits of battery swapping service (BSS), especially for VMs. In addition, setting a reasonable range for the pricing of BSS can achieve a win–win situation for both manufacturers. Full article

The innovation of electric motorcycle swap-battery (EMSB) technology encourages the formation of a new ecosystem at the early stage of the supply chain. The EMSB technology has allowed an open innovation system with collaboration between supply-chain players, universities, and the government for finding a thriving solution to enable the faster adoption and diffusion of EMSB in Indonesia. Standardization is seen as a way to accelerate the downstream EMSB technology innovation to leverage the economic benefits and to support the growth of a green economy in Indonesia. This study aimed to propose a model with which to measure the technology readiness of the EMSB’s stakeholders in implementing the swappable battery (SB) standard. We developed the technometric framework and Economic Benefits of Standards—ISO Methodology 2.0. We generated 13 criteria of technoware, humanware, inforware, and orgaware and 21 indicators of the standard’s impacts to be utilized as a measurement model. We interviewed 11 respondents consisting of the standard regulator, research and development center, manufacturer, testing labs, and product-certification bodies. The results show the technology contribution coefficient (TCC) and earnings before interest and taxes (EBIT) value representing the SB standard’s feasibility. The proposed model can evaluate the weak points and propose strategies to leverage the SB standard’s technology readiness and economic benefits. Full article

This study analyzes the performance of a queue length-dependent overload control policy using a leaky bucket (LB) scheme. This queueing model is applied to the operation of a battery swapping and charging station for electric vehicles (EVs). In addition to the LB scheme, we propose two congestion control policies based on EV queue length thresholds. With these policies, the model determines both EV-arrival and battery-supply intervals, and these depend on the number of EVs waiting in the queue. The queue length distributions, including those at arbitrary epochs, are derived using embedded Markov chain and supplementary variable methods. Performance measures such as blocking probability and mean waiting time are investigated using numerical examples. We study the characteristics of the system using numerical examples and use a cost analysis to investigate situations in which the application of each congestion control policy is advantageous. Full article