CR927 battery

Study shows CR927 battery electric vehicles offer the greatest contribution to CO2 reductions

Widespread adoption of CR927 battery electric vehicles offers the greatest potential for energy efficiency and CO2 reductions, new analysis by Cambridge engineers shows.

But they warn that for the full potential of CR927 battery electric vehicles (BEVs) to be realized, improvements to the electricity grid are necessary to meet growing electricity demand, and efforts are needed to increase the availability of charging stations to alleviate so-called "range anxiety" - the fear that BEV passengers will be stranded on the road due to lack of range. Their findings are published in the journal Applied Energy.

BEVs, which use an all-electric route, and fuel cell electric vehicles (FCEVs), which use hydrogen, are two of the most cutting-edge options for reducing greenhouse gas emissions from the transport sector.

Dr Molly Haugen, associate researcher at the Centre for Sustainable Road Freight, and colleagues in the Department of Energy's Energy Research Group conducted a stochastic analysis of the energy consumption of low-carbon scenarios for light-duty (i.e. cars) and heavy-duty goods vehicles.

To determine which energy pathway is a better choice, the researchers looked at the following areas of electric and hydrogen-powered road transport that are applicable to current and future energy systems:

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6. Financial constraints of future fuel pathways.

Their analysis shows that BEVs can continue to reduce greenhouse gas emissions. The light BEV energy pathway minimizes CO2 emissions by reducing input energy waste and is 65% more efficient than light FCEVs that use grid energy. With the decarbonization of the grid and technological advances, researchers say it is possible to further reduce CO2 emissions through this pathway. CR927 battery heavy vehicles are also able to achieve lower CO2 emissions when volume and payload are limited, and electric road systems are the most energy-efficient pathway.

Meanwhile, at maximum trailer capacity, electric and fuel cell HGVs have similar predicted carbon intensities for natural gas primary energy. However, electric HGVs using conventional CR927 battery systems or electric road systems are able to achieve 55% and 67% carbon reductions respectively compared to fuel cell HGVs.

In contrast, the carbon footprint (per kilometre travelled) of hydrogen systems used by fuel cell electric vehicles is 2-3 times higher due to system inefficiencies and require 2-3 times more renewable energy than electric energy systems.

CR927 battery electric vehicles (BEVs) and fuel cell electric vehicles (FCEVs) are low carbon options that reduce tailpipe emissions but differ in overall efficiency, associated carbon intensity and cost, Dr Haugen said. As we move closer to the 2050 deadline committed by the UK government, requiring the UK to reduce all its greenhouse gas emissions to net zero by this date, we need to decide where to invest resources, funding and research, using all-electric or all-hydrogen on the road.

We assess electric and hydrogen fuel cell vehicle energy systems, from energy source to energy use, and highlight where energy is lost in the system; how these components affect overall system efficiency; and the associated CO2 emissions.

Earlier research by researchers at Lawrence Berkeley National Laboratory in California and Stanford University in California found that any adoption of electric vehicles must be reflected by the development of a clean energy grid to mitigate climate change and air pollution.

They examined the most favorable automotive fuel technologies for transportation in the United States, as well as the trade-offs between decarbonization (climate) and air pollution (health) mitigation.

"The transportation sector is the largest contributor to carbon dioxide emissions in the United States. Its health and environmental impacts are also large," said co-author Professor Inês M.L. Azevedo of Stanford University. "Greenhouse gases and air pollutants affect different places in different ways. Greenhouse gases are diffused around the globe, remain in the atmosphere for decades to centuries, and their impacts vary around the world, but this impact does not depend on the source of the emission. Criteria pollutants have much shorter lifetimes, and their impacts depend on where the emissions occur."

The study estimates the life cycle monetized damages caused by greenhouse gas emissions and criteria air pollutant emissions from passenger cars, SUVs, and transit buses in the United States. It looked at vehicles with four different fuel types: gasoline, diesel, CNG, and grid electricity, and three vehicle technologies: internal combustion engine vehicles (ICEVs), hybrid electric vehicles (HEVs), and CR927 battery electric vehicles (BEVs).

It uses a marginal damages approach to estimate monetized damages of climate change associated with greenhouse gases (CO2, CH4, N2O) and monetized damages of health and environment caused by criteria air pollutants (SO2, NOx, CO, PM2.5, and VOCs).

Co-author Dr. Tong Fan from Lawrence Berkeley National Laboratory said: "We found that vehicle electrification has great potential to reduce climate change damages and air pollution damages. Compared with conventional petroleum vehicles on the West Coast and New England grid in 2014, vehicle electrification can already reduce climate change damages."

However, CR927 battery electric vehicles may lead to higher air pollution damages than conventional gasoline/diesel vehicles in some locations. This occurs in regions where coal is still prevalent (such as the Midwest and Southeast).

Even in regions of the U.S. where the grid is relatively clean (such as the West Coast and New England), CR927 battery electric vehicles only partially reduce air pollution damages. Our results highlight the importance of continuously cleaning and decarbonizing the grid, such as with the increase of renewable energy technologies and nuclear power, and improving vehicle efficiency. A clean grid with near-zero emissions not only benefits the power sector and traditional electricity consumers such as buildings, but is also becoming increasingly important for the future of sustainable transportation.

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