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OUYANG, MINGGAO (2) answer(s).
 
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ID:   112252


Fuel consumption and life cycle GHG emissions by China’s on-road trucks: future trends through 2050 and evaluation of mitigation measures / Hao, Han; Wang, Hewu; Ouyang, Minggao   Journal Article
Ouyang, Minggao Journal Article
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Publication 2012.
Summary/Abstract We established a bottom-up model to deliver the future trends of fuel consumption and life cycle greenhouse gas (GHG) emissions by China's on-road trucks. The mitigation measures of mileage utilization rate (MUR) improvement, fuel consumption rate (FCR) improvement, and penetration of liquefied natural gas (LNG) fueled trucks were evaluated. With no mitigation measures implemented, in the year 2050, the total fuel consumption and life cycle GHG emissions by China's on-road trucks were projected to reach 498 million toe and 2125 million tons, respectively, approximately 5.2 times the level in 2010. If the MUR of trucks in China is increased from the current status as those of the developed countries, a 13% reduction of total fuel consumption can be achieved after 2020. If the FCR of trucks is reduced by 10% in 2011, 2016, 2021, and 2026, a 30% reduction of total fuel consumption can be achieved after 2030. Moreover, if the share of LNG fueled trucks in all newly registered semi-trailer towing trucks and heavy-duty trucks is increased to 20% in 2030, an estimate of 7.9% and 10.9% of the total diesel consumption by trucks will be replaced by LNG in 2030 and 2050, respectively.
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2
ID:   105743


Win-win marginal rent analysis for operator and consumer under / Li, Zhe; Ouyang, Minggao   Journal Article
Li, Zhe Journal Article
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Publication 2011.
Summary/Abstract 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.
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