Search

Innovations in transportation, such as Battery Electric Vehicles (BEVs) and Hydrogen Fuel Cell Vehicles (HFCVs), play a pivotal role in mitigating climate change. This study enhances the Well-to-Wheel (WTW) model to capture the interactions between vehicle emissions and the evolving energy sector by incorporating changes in energy mixes and regional energy trade across Chinese provinces. The enhanced WTW model aims to improve the accuracy of data and models, emphasizing the need to reflect distinct regional energy configurations and emission characteristics precisely. According to a WTW analysis, between 2030 and 2040, vehicles delivered in 2040 are expected to show a reduction in emissions of 55.5% to 62.5% compared to those delivered in 2030 across various provinces in China. Each province experiences varying degrees of reduction, influenced by the transition to cleaner energy sources, cross-regional trading of alternative fuels, and variations in annual vehicle driving distances. By 2040, the WTW emissions from BEVs could decrease by up to 31 g CO 2 eq/km, and those from HFCVs by up to 11 g CO 2 eq/km. For vehicles delivered in the midpoint year of 2035 during the 2030–2040 period, pronounced disparities in WTW emissions among provinces are observed: Hebei, heavily reliant on coal, exhibits the highest WTW emissions for all vehicle types (69.0 g CO 2 eq/km for Sedan-BEVs, 76.7 g CO 2 eq/km for SUV-BEVs, 49.2 g CO 2 eq/km for Sedan-HFCVs, and 67.9 g CO 2 eq/km for SUV-HFCVs), while Yunnan, rich in renewable resources, records the lowest (8.0 g CO 2 eq/km for Sedan-BEVs, 8.8 g CO 2 eq/km for SUV-BEVs, 1.7 g CO 2 eq/km for Sedan-HFCVs, and 2.3 g CO 2 eq/km for SUV-HFCVs). Policymaking must address regional differences and aim for long-term sustainability. Tailored policies should accommodate the unique energy scenarios and ecological needs of each province, optimizing cross-regional energy trade for maximum emission reduction. Policy flexibility is vital to integrate new technologies and market changes, ensuring environmental benefits from new energy vehicles are maximized. This study's detailed WTW emission analysis of low-emission vehicles enriches our understanding of regional energy impacts and provides a scientific basis for precise, proactive environmental policies. It stresses the importance of creating climate strategies that consider specific regional energy conditions and priorities, particularly emphasizing efficient cross-regional energy trade to reduce emissions effectively. The refined WTW model and specific policy suggestions address the nuanced approach needed for emission control and energy management in China, approaching or falling below international emission levels. • Battery Electric Vehicles and Hydrogen Fuel Cell Vehicles play a pivotal role in mitigating climate change. • A Dynamic Lifecycle Emission of Electric and Hydrogen Fuel Cell Vehicles is carried out. • This research utilizes the Well-to-Wheel model to capture the interactions between vehicle emissions and the evolving energy sector by incorporating changes in energy mixes and regional energy trade • Policy flexibility is vital to integrate new technologies and market changes, ensuring environmental benefits. [ABSTRACT FROM AUTHOR]

The present investigation addresses the topic of Urban Air Mobility with particular reference to the air-taxi service with electrified power systems. A new and detailed methodology is proposed for the simplified design and energy analysis of conventional, hybrid-electric, and full-electric power systems for this application. The original contributions to the scientific literature on UAM are the detailed modeling approach, the evaluation of CO2 emissions with a Well-to-Wing approach as a function of the electricity Emission Intensity factor, and the comparison with road vehicles performing the same route in different driving conditions. The comparison demonstrates the advantages of a full electric air-taxi with today’s technology versus a hybrid-electric road taxi, especially in cases involving low emission intensity and unfavorable driving conditions (congested traffic, aggressive driving style, and high circuity factor values). In the case of 2035 technology, the comparison with a referenced fully electric road vehicle is detrimental to the air taxi but the values of Well-to-Wheel/Wing CO2 with the expected Emission Intensity of 90 g/kWe for the European Union are still quite low (67 g/km). The investigation also quantifies the negative effect of battery aging on the consumption of the air taxi and on the number of consecutive flights that can be performed without fully charging the battery.

Abstract: We examine efficiency, costs and greenhouse gas emissions of current and future electric cars (EV), including the impact from charging EV on electricity demand and infrastructure for generation and distribution. Uncoordinated charging would increase national peak load by 7% at 30% penetration rate of EV and household peak load by 54%, which may exceed the capacity of existing electricity distribution infrastructure. At 30% penetration of EV, off-peak charging would result in a 20% higher, more stable base load and no additional peak load at the national level and up to 7% higher peak load at the household level. Therefore, if off-peak charging is successfully introduced, electric driving need not require additional generation capacity, even in case of 100% switch to electric vehicles. GHG emissions from electric driving depend most on the fuel type (coal or natural gas) used in the generation of electricity for charging, and range between 0gkm−1 (using renewables) and 155gkm−1 (using electricity from an old coal-based plant). Based on the generation capacity projected for the Netherlands in 2015, electricity for EV charging would largely be generated using natural gas, emitting 35–77gCO2eq km−1. We find that total cost of ownership (TCO) of current EV are uncompetitive with regular cars and series hybrid cars by more than 800€year−1. TCO of future wheel motor PHEV may become competitive when batteries cost 400€kWh−1, even without tax incentives, as long as one battery pack can last for the lifespan of the vehicle. However, TCO of future battery powered cars is at least 25% higher than of series hybrid or regular cars. This cost gap remains unless cost of batteries drops to 150€kWh−1 in the future. Variations in driving cost from charging patterns have negligible influence on TCO. GHG abatement costs using plug-in hybrid cars are currently 400–1400€tonne−1 CO2 eq and may come down to −100 to 300€tonne−1. Abatement cost using battery powered cars are currently above 1900€tonne−1 and are not projected to drop below 300–800€tonne−1. [Copyright &y& Elsevier]

The present investigation addresses the topic of Urban Air Mobility with particular reference to the air-taxi service with electrified power systems. A new and detailed methodology is proposed for the simplified design and energy analysis of conventional, hybrid-electric, and full-electric power systems for this application. The original contributions to the scientific literature on UAM are the detailed modeling approach, the evaluation of CO2 emissions with a Well-to-Wing approach as a function of the electricity Emission Intensity factor, and the comparison with road vehicles performing the same route in different driving conditions. The comparison demonstrates the advantages of a full electric air-taxi with today's technology versus a hybrid-electric road taxi, especially in cases involving low emission intensity and unfavorable driving conditions (congested traffic, aggressive driving style, and high circuity factor values). In the case of 2035 technology, the comparison with a referenced fully electric road vehicle is detrimental to the air taxi but the values of Well-to-Wheel/Wing CO2 with the expected Emission Intensity of 90 g/kWe for the European Union are still quite low (67 g/km). The investigation also quantifies the negative effect of battery aging on the consumption of the air taxi and on the number of consecutive flights that can be performed without fully charging the battery. [ABSTRACT FROM AUTHOR]