Reducing the life cycle environmental impact of electric vehicles through emissions-responsive charging.
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ABSTRACT:
SUBMITTER: Tang Y
PROVIDER: S-EPMC8649797 | biostudies-literature |
REPOSITORIES: biostudies-literature
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Project description:The current study performs the thermodynamic and life-cycle assessments (LCA) of a novel charging station in two system designs. The goal is to design an efficient charging station for electric vehicles with high efficiencies and low environmental impacts using Solid Oxide Fuel Cell (SOFC) technology. SOFC is considered a sustainable and environmentally friendly technology to generate electricity compared to combustion engines. To ameliorate the performance, the exhaust heat of the SOFC stacks will be recovered for hydrogen production in an electrolyzer. The system uses four SOFCs to charge the electric vehicles while the output heat is recovered by an Organic Rankine Cycle (ORC) to generate further electricity for hydrogen production in an electrolyzer. In the first design, it is assumed that the SOFC stacks will work full-load during the 24 h of the day, while the second design considers full-load operation for 16 h and part-load (30%) operation for 8 h. The second design of the system analyzes the possibility of integrating a [Formula: see text] lithium-ion battery stores the excessed electricity once the power load is low and acts as a backup in high power demands. Results of the thermodynamic analysis calculated the overall efficiencies of 60.84% and 60.67% for the energy and exergy, respectively, with the corresponding power and hydrogen production of 284.27 kWh and 0.17 g/s. It was observed that higher current density would increase the output of SOFC while reducing the overall energy and exergy efficiencies. In dynamic operation, the use of the batteries can well balance the change of the power loads and improve the dynamic response of the system to the simultaneous changes in the power demand. LCA results also showed that the 284.27kWh system leads to global warming (kg [Formula: see text] eq) of 5.17E+05, 4.47E+05, and 5.17E+05 using Solid Oxide Electrolyzer (SOE), Proton Exchange Membrane Electrolyzer (PEME), and Alkaline Electrolyzer (ALE), respectively. In this regard, the usage of PEME has the lowest impact on the environment in comparison to SOEC, and ALE. A comparison between the environmental impacts of different ORC's working fluids also suggested against the usage of R227ea while R152a showed promising results to be used in the system. The size and weight study also revealed that the battery benefits from the lowest volume and weight in comparison to the other components. Among the considered components in this study, the SOFC unit and the PEME have by far the highest volume.
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Project description:The accurate estimation of electric vehicle (EV) life cycle greenhouse gas (GHG) emissions is critical for policymakers to predict and manage the reduction of GHG emissions due to transportation electrification. Most previous studies in the Chinese context evaluated the EV life cycle GHG based on the annual average emission factor (AAEF). However, the hourly marginal emission factor (HMEF), which is conceptually more appropriate than AAEF for evaluating the GHG implications of EV growth, has not been applied in China. This study fills this gap by estimating the EV life cycle GHG in China based on the HMEF and comparing it with AAEF-based estimates. It is found that the estimates based on the AAEF substantially underestimate the EV life cycle GHG in China. Moreover, the influences of the electricity marketization reform and changes in the EV charging mode on the EV life cycle GHG in China are analyzed.
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Project description:Plug-in hybrid electrical vehicles (PHEVs) are generally considered to be a cleaner alternative to conventional passenger cars. However, there is still very limited information available regarding criteria pollutant emissions from these vehicles. This paper shows, for the first time, the emissions of criteria pollutants, unregulated pollutants, and CO2 and also electric range from two very different PHEVs, one Euro 6 parallel plug-in hybrid and one range-extended battery electric vehicle (BEVx), applying the new world harmonized light-duty test procedure at ambient temperatures equal to 23 and -7 °C. The impact of using a cabin air heating system on vehicle electric range and emissions at cold temperature has also been studied. Cold ambient temperatures and, to a larger extent, the use of heating systems have been shown to lead to a pronounced negative impact on emissions and shorter electric ranges. Results also show that modern PHEVs can emit similar, or even higher, levels of pollutants (e.g., particle number) as Euro 6 conventional gasoline and diesel vehicles.
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Project description:In this article, the recently published SPOTTER approach, which allows for identifying potential supply disruption impacts along the entire supply chain within life cycle sustainability assessment in the short term (i.e., < 5 years), is applied to a case study addressing the cobalt and aluminum supply chains of electric vehicles (EVs) used in Switzerland. Existing studies within the field assessing supply disruption impacts for EVs and other technologies focus on impacts related to raw material supply and thus neglect impacts along full supply chains. The present study identifies hotspots and overall impacts along the full supply chains by analyzing six supply disruption events (i.e., geopolitical instability, child labor restrictions, trade barriers, price volatility, limited recyclability, and economic resource depletion) for two impact categories (i.e., cost variability and limited availability). Identified hotspots suggest that supply chains are potentially disrupted mainly through events occurring in Asian, African, or other developing countries and affecting the Western economies. The highest risks are indicated in relation to the supply of EVs, EV wiring, traction batteries, cobalt powder, and cobalt ore. Suitable measures to mitigate these supply risks are suggested showing that some of the suggestions could not have been made based on the results of existing studies.
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Project description:Many researchers use life cycle assessment methodology to investigate the energy and environmental impacts of energy-saving and new energy vehicles. However, in the context of China, the life cycle energy-saving and emission-reduction effects of extended-range electric vehicles (EREVs), and the optimal applicable vehicle size and driving conditions for EREVs have been rarely studied. In this study, based on the life cycle assessment theory, the resource consumption, energy exhaustion, and environmental impact of EREVs were comprehensively analyzed. In addition, a differential evaluation model of ecological benefits was established for comparing EREVs with other vehicles with different power sources. Finally, scenario analysis was performed in terms of different vehicle sizes and driving conditions. The results have shown that EREV has great advantages in reducing mineral resource consumption and fossil energy consumption. The consumption of mineral resources of EREV is 14.68% lower than that of HEV, and the consumption of fossil energy is 34.72% lower than that of ICEV. In terms of environmental impact, EREV lies in the middle position. The scenario analysis has revealed that, for EREV in China, the optimal vehicle size is the passenger car and the optimal driving condition is the suburban condition. This work helps to understand the environmental performance of EREVs in China and may provide a decision-making reference for the government.
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Project description:BackgroundHuman health is dependent upon environmental health. Air pollution is a leading cause of morbidity and mortality globally, and climate change has been identified as the single greatest public health threat of the 21st century. As a large, resource-intensive sector of the Canadian economy, healthcare itself contributes to pollutant emissions, both directly from facility and vehicle emissions and indirectly through the purchase of emissions-intensive goods and services. Together these are termed life cycle emissions. Here, we estimate the extent of healthcare-associated life cycle emissions as well as the public health damages they cause.Methods and findingsWe use a linked economic-environmental-epidemiological modeling framework to quantify pollutant emissions and their implications for public health, based on Canadian national healthcare expenditures over the period 2009-2015. Expenditures gathered by the Canadian Institute for Health Information (CIHI) are matched to sectors in a national environmentally extended input-output (EEIO) model to estimate emissions of greenhouse gases (GHGs) and >300 other pollutants. Damages to human health are then calculated using the IMPACT2002+ life cycle impact assessment model, considering uncertainty in the damage factors used. On a life cycle basis, Canada's healthcare system was responsible for 33 million tonnes of carbon dioxide equivalents (CO2e), or 4.6% of the national total, as well as >200,000 tonnes of other pollutants. We link these emissions to a median estimate of 23,000 disability-adjusted life years (DALYs) lost annually from direct exposures to hazardous pollutants and from environmental changes caused by pollution, with an uncertainty range of 4,500-610,000 DALYs lost annually. A limitation of this national-level study is the use of aggregated data and multiple modeling steps to link healthcare expenditures to emissions to health damages. While informative on a national level, the applicability of these findings to guide decision-making at individual institutions is limited. Uncertainties related to national economic and environmental accounts, model representativeness, and classification of healthcare expenditures are discussed.ConclusionsOur results for GHG emissions corroborate similar estimates for the United Kingdom, Australia, and the United States, with emissions from hospitals and pharmaceuticals being the most significant expenditure categories. Non-GHG emissions are responsible for the majority of health damages, predominantly related to particulate matter (PM). This work can guide efforts by Canadian healthcare professionals toward more sustainable practices.
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Project description:Recent technological advances in the recovery of unconventional natural gas, particularly shale gas, have served to dramatically increase domestic production and reserve estimates for the United States and internationally. This trend has led to lowered prices and increased scrutiny on production practices. Questions have been raised as to how greenhouse gas (GHG) emissions from the life cycle of shale gas production and use compares with that of conventionally produced natural gas or other fuel sources such as coal. Recent literature has come to different conclusions on this point, largely due to differing assumptions, comparison baselines, and system boundaries. Through a meta-analytical procedure we call harmonization, we develop robust, analytically consistent, and updated comparisons of estimates of life cycle GHG emissions for electricity produced from shale gas, conventionally produced natural gas, and coal. On a per-unit electrical output basis, harmonization reveals that median estimates of GHG emissions from shale gas-generated electricity are similar to those for conventional natural gas, with both approximately half that of the central tendency of coal. Sensitivity analysis on the harmonized estimates indicates that assumptions regarding liquids unloading and estimated ultimate recovery (EUR) of wells have the greatest influence on life cycle GHG emissions, whereby shale gas life cycle GHG emissions could approach the range of best-performing coal-fired generation under certain scenarios. Despite clarification of published estimates through harmonization, these initial assessments should be confirmed through methane emissions measurements at components and in the atmosphere and through better characterization of EUR and practices.
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Project description:This research investigates carbon footprint impacts for full fleet electrification of Swedish passenger car travel in combination with different charging conditions, including electric road system (ERS) that enables dynamic on-road charging. The research applies a prospective life cycle analysis framework for estimating carbon footprints of vehicles, fuels, and infrastructure. The framework includes vehicle stock turnover modeling of fleet electrification and modeling of optimal battery capacity for different charging conditions based on Swedish real-world driving patterns. All new car sales are assumed to be electric after 2030 following phase-out policies for gasoline and diesel cars. Implementing ERS on selected high-traffic roads could yield significant avoided emissions in battery manufacturing compared to the additional emissions in ERS construction. ERS combined with stationary charging could enable additional reductions in the cumulative carbon footprint of about 12-24 million tons of CO2 over 30 years (2030-2060) compared to an electrified fleet only relying on stationary charging. The range depends on uncertainty in emission abatement in global manufacturing, where the lower is based on Paris Agreement compliance and the higher on current climate policies. A large share of the reduction could be achieved even if only a small share of the cars adopts the optimized battery capacities.
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Project description:Plug-in electric vehicles (PEVs) can reduce air emissions when charged with clean power, but prior work estimated that in 2010, PEVs produced 2 to 3 times the consequential air emission externalities of gasoline vehicles in PJM (the largest US regional transmission operator, serving 65 million people) due largely to increased generation from coal-fired power plants to charge the vehicles. We investigate how this situation has changed since 2010, where we are now, and what the largest levers are for reducing PEV consequential life cycle emission externalities in the near future. We estimate that PEV emission externalities have dropped by 17% to 18% in PJM as natural gas replaced coal, but they will remain comparable to gasoline vehicle externalities in base case trajectories through at least 2035. Increased wind and solar power capacity is critical to achieving deep decarbonization in the long run, but through 2035 we estimate that it will primarily shift which fossil generators operate on the margin at times when PEVs charge and can even increase consequential PEV charging emissions in the near term. We find that the largest levers for reducing PEV emissions over the next decade are (1) shifting away from nickel-based batteries to lithium iron phosphate, (2) reducing emissions from fossil generators, and (3) revising vehicle fleet emission standards. While our numerical estimates are regionally specific, key findings apply to most power systems today, in which renewable generators typically produce as much output as possible, regardless of the load, while dispatchable fossil fuel generators respond to the changes in load.
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