Carbon dioxide emissions of plug-in hybrid electric vehicles: A life-cycle analysis in eight Canadian cities

2017 ◽  
Vol 78 ◽  
pp. 1390-1396 ◽  
Author(s):  
Weeberb J. Requia ◽  
Matthew D. Adams ◽  
Altaf Arain ◽  
Petros Koutrakis ◽  
Mark Ferguson
Keyword(s):  
Carbon Dioxide ◽  
Life Cycle ◽  
Electric Vehicles ◽  
Carbon Dioxide Emissions ◽  
Life Cycle Analysis ◽  
Hybrid Electric Vehicles ◽  
Hybrid Electric

Cost Optimization of a Plug-In Hybrid Electric Vehicle

2008 ◽  
Author(s):  
Sam Golbuff ◽  
Elizabeth D. Kelly ◽  
Samuel V. Shelton
Keyword(s):  
Carbon Dioxide ◽  
Electric Vehicles ◽  
Carbon Dioxide Emissions ◽  
Hybrid Electric Vehicle ◽  
Hybrid Electric Vehicles ◽  
Argonne National Laboratory ◽  
Battery Pack ◽  
Gasoline Consumption ◽  
Hybrid Electric ◽  
The Cost

In order to decrease the use of petroleum and release of greenhouse gases such as carbon dioxide, the efficiency of transportation vehicles must be increased. One way to increase vehicle efficiency is by extending the electric-only operation of hybrid electric vehicles through the addition of batteries that can be charged using grid electricity. These plug-in hybrid electric vehicles (PHEVs) are currently being developed for introduction into the U.S. market. As with any consumer good, cost is an important design metric. This study optimizes a PHEV design for a mid-size, gasoline-powered passenger vehicle in terms of cost. Three types of batteries, Pb-acid, NiMH, and Li-ion, and three all-electric ranges of 10, 20, and 40 miles (16.1, 32.2, and 64.4 km) were examined. System modeling was performed using Powertrain Systems Analysis Toolkit (PSAT), an Argonne National Laboratory-developed tool. Performance constraints such as acceleration, sustained grade ability, and top speed were met by all systems. The societal impact of the least cost optimum system was quantified in terms of reduced carbon emissions and gasoline consumption. All of the cost optimal designs (one for each combination of all-electric distance and battery type) demonstrated more than a 60% reduction in gasoline consumption and 45% reduction in CO2 emissions, including the emissions generated from producing the electricity used to charge the battery pack, as compared with an average car in the current U.S. fleet. The least cost design for each all-electric range consisted of a Pb-acid design, including a necessary battery replacement of the battery pack twice during the 15 year assumed life. Due to the cost of the battery packs, the 10-mile all-electric range proved to be the least costly. Also, this system saved the most carbon dioxide emissions, a 53% reduction. The most fuel savings came from the PHEV40 system, yielding an 80% reduction in gasoline consumption.

scholarly journals Demographic, Social, Economic, and Regional Factors Affecting the Diffusion of Hybrid Electric Vehicles in Japan

Energies ◽  
2021 ◽  
Vol 14 (8) ◽  
pp. 2130
Author(s):  
Ken’ichi Matsumoto ◽  
Yui Nakamine ◽  
Sunyong Eom ◽  
Hideki Kato
Keyword(s):  
Electric Vehicles ◽  
Urban Areas ◽  
Carbon Dioxide Emissions ◽  
Regional Differences ◽  
Fixed Effects ◽  
Hybrid Electric Vehicles ◽  
Alternative Fuel Vehicles ◽  
Factors Affecting ◽  
Hybrid Electric ◽  
The Right

The transportation sector is a major contributor to carbon dioxide emissions, and the resulting climate change. The diffusion of alternative fuel vehicles, including hybrid electric vehicles (HEV), is an important solution for these issues. This study aimed to evaluate the factors affecting the ownership ratio of HEVs, particularly passenger vehicles, and the regional differences in the purchase of HEVs in Japan. This study performed a fixed-effects regression analysis with panel data for 47 prefectures during the period 2005–2015 to evaluate the factors affecting the HEV ownership ratio and conducted three cluster analyses to investigate the regional differences in diffusion in terms of price categories, body types, and drive systems of HEVs. Some demographic and social factors were found to affect the ownership ratio in Japan, whereas economic factors, including prefecture-level subsidies for purchasing HEVs, were not. Regarding regional differences, prefectures in urban areas with higher income levels tend to purchase more expensive and large-sized HEVs. These results suggest that a strategy to sell the right vehicle to the right person and region is essential for further promoting HEVs in Japan.

Life-cycle private costs of hybrid electric vehicles in the current Chinese market

Energy Policy ◽  
2013 ◽  
Vol 55 ◽  
pp. 501-510 ◽  
Author(s):  
Chengtao Lin ◽  
Tian Wu ◽  
Xunmin Ou ◽  
Qian Zhang ◽  
Xu Zhang ◽  
...  
Keyword(s):  
Life Cycle ◽  
Electric Vehicles ◽  
Hybrid Electric Vehicles ◽  
Chinese Market ◽  
Hybrid Electric

Developments in Light Vehicle Life Cycle Analysis With Application to Electric Vehicles

2011 ◽  
Author(s):  
Peter S. Curtiss ◽  
Jan F. Kreider
Keyword(s):  
Life Cycle ◽  
Data Base ◽  
Electric Vehicles ◽  
Energy Use ◽  
Hybrid Electric Vehicles ◽  
Combustion Engine ◽  
Web Based ◽  
Mercury Emissions ◽  
Hybrid Electric ◽  
Total Life

An LCA tool first reported on at the ASME ES conference in 2007 has been expanded and improved as follows: • More than 400 production vehicles from all over the world are now in the data base. • Conventional and renewable liquid and gas fuels are included. • Electric vehicles (EVs) and plug in hybrid electric vehicles (PHEVs) are included along with hybrid electric vehicles (HEVs) and conventional internal combustion engine vehicles. • The tool is now web-based. The LCA tool includes both fuel and vehicle life cycle coefficients in its data base. To illustrate the LCA ranking of vehicles using electricity (EVs, PHEVs, and HEVs) vs. conventional vehicles this paper will report on greenhouse gas emissions, total life cycle energy use along with NOx, SOx and mercury emissions. It will be shown, for example, that EVs are not the cleanest solution contrary to claims of various commentators in the popular press and of EV enthusiasts who do not take the entire life cycle into account.

scholarly journals Identification of the Optimal Passenger Car Vehicle Fleet Transition for Mitigating the Cumulative Life-Cycle Greenhouse Gas Emissions until 2050

Vehicles ◽  
2020 ◽  
Vol 2 (1) ◽  
pp. 75-99
Author(s):  
Benjamin Blat Belmonte ◽  
Arved Esser ◽  
Steffi Weyand ◽  
Georg Franke ◽  
Liselotte Schebek ◽  
...  
Keyword(s):  
Life Cycle ◽  
Greenhouse Gas ◽  
Long Range ◽  
Electric Vehicles ◽  
Hybrid Electric Vehicles ◽  
Ghg Emissions ◽  
Energy Sector ◽  
Passenger Car ◽  
Vehicle Fleet ◽  
Hybrid Electric

We present an optimization model for the passenger car vehicle fleet transition—the time-dependent fleet composition—in Germany until 2050. The goal was to minimize the cumulative greenhouse gas (GHG) emissions of the vehicle fleet taking into account life-cycle assessment (LCA) data. LCAs provide information on the global warming potential (GWP) of different powertrain concepts. Meta-analyses of batteries, of different fuel types, and of the German energy sector are conducted to support the model. Furthermore, a sensitivity-analysis is performed on four key influence parameters: the battery production emissions trend, the German energy sector trend, the hydrogen production path trend, and the mobility sector trend. Overall, we draw the conclusion that—in any scenario—future vehicles should have a plug-in option, allowing their usage as fully or partly electrical vehicles. For short distance trips, battery electric vehicles (BEVs) with a small battery size are the most reasonable choice throughout the transition. Plug-in hybrid electric vehicles (PHEVs) powered by compressed natural gas (CNG) emerge as promising long-range capable solution. Starting in 2040, long-range capable BEVs and fuel cell plug-in hybrid electric vehicles (FCPHEVs) have similar life-cycle emissions as PHEV-CNG.

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