scholarly journals Influence of Charging Losses on Energy Consumption and CO2 Emissions of Battery-Electric Vehicles

Vehicles ◽  
2021 ◽  
Vol 3 (4) ◽  
pp. 736-748
Author(s):  
Benedikt Reick ◽  
Anja Konzept ◽  
André Kaufmann ◽  
Ralf Stetter ◽  
Danilo Engelmann
Keyword(s):  
Energy Consumption ◽  
Co2 Emissions ◽  
Electric Vehicles ◽  
Measurement Technology ◽  
Battery Electric Vehicles ◽  
Sustainable Operation ◽  
Charging Current ◽  
Charging Mode ◽  
Light Duty Vehicles

Due to increasing sales figures, the energy consumption of battery-electric vehicles is moving further into focus. In addition to efficient driving, it is also important that the energy losses during AC charging are as low as possible for a sustainable operation. In many situations it is not possible or necessary to charge the vehicle with the maximum charging power e.g., in apartment buildings. The influence of the charging mode (number of phases used, in-cable-control-box or used wallbox, charging current) on the charging efficiency is often unknown. In this work, the energy consumption of two electric vehicles in the Worldwide Harmonized Light-Duty Vehicles Test Cycle is presented. In-house developed measurement technology and vehicle CAN data are used. A detailed breakdown of charging losses, drivetrain efficiency, and overall energy consumption for one of the vehicles is provided. Finally, the results are discussed with reference to avoidable CO2 emissions. The charging losses of the tested vehicles range from 12.79 to 20.42%. Maximum charging power with three phases and 16 A charging current delivers the best efficiencies. Single-phase charging was considered down to 10 A, where the losses are greatest. The drivetrain efficiency while driving is 63.88% on average for the WLTC, 77.12% in the “extra high” section and 23.12% in the “low” section. The resulting energy consumption for both vehicles is higher than the OEM data given (21.6 to 44.9%). Possible origins for the surplus on energy consumption are detailed. Over 100,000 km, unfavorable charging results in additional CO2 emissions of 1.24 t. The emissions for an assumed annual mileage of 20,000 km are three times larger than for a class A+ refrigerator. A classification of charging modes and chargers thus appears to make sense. In the following work, efficiency improvements in the charger as well as DC charging will be proposed.

scholarly journals Comprehensive Evaluation of the Sustainable Development of Battery Electric Vehicles in China

2019 ◽  
Vol 11 (20) ◽  
pp. 5635 ◽  
Author(s):  
Wang ◽  
Zhou ◽  
Li ◽  
Wei
Keyword(s):  
Life Cycle Assessment ◽  
Life Cycle ◽  
Energy Consumption ◽  
Electric Vehicles ◽  
Social Life ◽  
Sustainability Assessment ◽  
Rapid Development ◽  
Social Life Cycle Assessment ◽  
Battery Electric Vehicles ◽  
The Social

Due to the rapid growth in the total number of vehicles in China, energy consumption and environmental pollution are serious problems. The development of electric vehicles (EVs) has become one of the important measures for solving these problems. As EVs are in a period of rapid development, sustainability research on them is conducive to the timely discovery of—and solution to—problems in the development process, but current research on the sustainability of EVs is still scarce. Based on the strategic development direction of EVs in China, battery electric vehicles (BEVs) were chosen as the research object of this study. The theory and method of the life cycle sustainability assessment (LCSA) were used to study the sustainability of BEVs. Specifically, the indicators of the life cycle assessment (LCA) were constructed, and the GaBi software was used to assess the environmental dimensions. The framework of life cycle costing (LCC) was used to assess the economic dimensions from the perspective of consumers. The indicators of the social life cycle assessment (SLCA) of stakeholders were constructed to assess the social dimension. Then, the method of the technique for order preference by similarity to ideal solution (TOPSIS) was selected for multicriteria decision-making in order to integrate the three dimensions. A specific conclusion was drawn from a comparison of BEVs and internal combustion engine vehicles (ICEVs). The study found that the life cycle sustainability of ICEVs in China was better than that of BEVs. This result might be unexpected, but there were reasons for it. Through sensitivity analysis, it was concluded that the current power structure and energy consumption in the operation phase of BEVs had a higher environmental impact, and the high cost of batteries and the government subsidy policy had a higher impact on the cost of BEVs. Corresponding suggestions are put forward at the end of the article.

scholarly journals Environmental Impact of Subsidy Concepts for Stimulating Car Sales in Germany

2020 ◽  
Vol 12 (23) ◽  
pp. 10037
Author(s):  
Malte Scharf ◽  
Ludger Heide ◽  
Alexander Grahle ◽  
Anne Magdalene Syré ◽  
Dietmar Göhlich
Keyword(s):  
Life Cycle Assessment ◽  
Life Cycle ◽  
Co2 Emissions ◽  
Electric Vehicles ◽  
Balance Model ◽  
Ecological Efficiency ◽  
Battery Electric Vehicles ◽  
Time Period ◽  
Car Sales

In 2020, vehicle sales decreased dramatically due to the COVID-19 pandemic. Therefore, several voices have demanded a vehicle subsidy similar to the “environmental subsidy” in Germany in 2009. The ecological efficiency of vehicle subsidies is controversially discussed. This paper establishes a prognosis of the long-term environmental impacts of various car subsidy concepts. The CO2 emissions of the German car fleet impacted by the purchase subsidies are determined. A balance model of the CO2 emissions of the whole car life cycle is developed. The implementation of different subsidy scenarios directly affects the forecasted composition of the vehicle population and, therefore, the resulting life-cycle assessment. All scenarios compensate the additional emissions required by the production pull-in within the considered period and, hence, reduce the accumulated CO2 emissions until 2030. In the time period 2019–2030 and for a total number of 0.72 million subsidized vehicles—compensating the decrease due to the COVID-19 pandemic—savings of between 1.31 and 7.56 million t CO2 eq. are generated compared to the scenario without a subsidy. The exclusive funding of battery electric vehicles (BEVs) is most effective, with an ecological break-even in 2025.

scholarly journals Effect of Battery Electric Vehicles on Greenhouse Gas Emissions in 29 European Union Countries

2021 ◽  
Vol 13 (24) ◽  
pp. 13611
Author(s):  
José Alberto Fuinhas ◽  
Matheus Koengkan ◽  
Nuno Carlos Leitão ◽  
Chinazaekpere Nwani ◽  
Gizem Uzuner ◽  
...  
Keyword(s):  
Economic Growth ◽  
European Union ◽  
Energy Consumption ◽  
Greenhouse Gas Emissions ◽  
Greenhouse Gas ◽  
Electric Vehicles ◽  
Ordinary Least Squares ◽  
Gas Emissions ◽  
Battery Electric Vehicles ◽  
The Eu

This analysis explored the effect of battery electric vehicles (BEVs) on greenhouse gas emissions (GHGs) in a panel of twenty-nine countries from the European Union (EU) from 2010 to 2020. The method of moments quantile regression (MM-QR) was used, and the ordinary least squares with fixed effects (OLSfe) was used to verify the robustness of the results. The MM-QR support that in all three quantiles, economic growth causes a positive impact on GHGs. In the 50th and 75th quantiles, energy consumption causes a positive effect on GHGs. BEVs in the 25th, 50th, and 75th quantiles have a negative impact on GHGs. The OLSfe reveals that economic growth has a negative effect on GHGs, which contradicts the results from MM-QR. Energy consumption positively impacts GHGs. BEVs negatively impacts GHGs. Although the EU has supported a more sustainable transport system, accelerating the adoption of BEVs still requires effective political planning to achieve net-zero emissions. Thus, BEVs are an important technology to reduce GHGs to achieve the EU targets of decarbonising the energy sector. This research topic can open policy discussion between industry, government, and researchers, towards ensuring that BEVs provide a climate change mitigation pathway in the EU region.

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