scholarly journals Estimation of CO2 Emissions of Internal Combustion Engine Vehicle and Battery Electric Vehicle Using LCA

2019 ◽  
Vol 11 (9) ◽  
pp. 2690 ◽  
Author(s):  
Ryuji Kawamoto ◽  
Hideo Mochizuki ◽  
Yoshihisa Moriguchi ◽  
Takahiro Nakano ◽  
Masayuki Motohashi ◽  
...  
Keyword(s):  
Power Generation ◽  
Life Cycle ◽  
Internal Combustion Engine ◽  
Co2 Emissions ◽  
Co2 Emission ◽  
Combustion Engine ◽  
Renewable Energy Sources ◽  
Internal Combustion ◽  
Global Scale ◽  
Vehicle Operation

In order to reduce vehicle emitted greenhouse gases (GHGs) on a global scale, the scope of consideration should be expanded to include the manufacturing, fuel extraction, refinement, power generation, and end-of-life phases of a vehicle, in addition to the actual operational phase. In this paper, the CO2 emissions of conventional gasoline and diesel internal combustion engine vehicles (ICV) were compared with mainstream alternative powertrain technologies, namely battery electric vehicles (BEV), using life-cycle assessment (LCA). In most of the current studies, CO2 emissions were calculated assuming that the region where the vehicles were used, the lifetime driving distance in that region and the CO2 emission from the battery production were fixed. However, in this paper, the life cycle CO2 emissions in each region were calculated taking into consideration the vehicle’s lifetime driving distance in each region and the deviations in CO2 emissions for battery production. For this paper, the US, European Union (EU), Japan, China, and Australia were selected as the reference regions for vehicle operation. The calculated results showed that CO2 emission from the assembly of BEV was larger than that of ICV due to the added CO2 emissions from battery production. However, in regions where renewable energy sources and low CO2 emitting forms of electric power generation are widely used, as vehicle lifetime driving distance increase, the total operating CO2 emissions of BEV become less than that of ICV. But for BEV, the CO2 emissions for replacing the battery with a new one should be added when the lifetime driving distance is over 160,000 km. Moreover, it was shown that the life cycle CO2 emission of ICV was apt to be smaller than that of BEV when the CO2 emissions for battery production were very large.

scholarly journals Assessing Uncertainties of Life-Cycle CO2 Emissions Using Hydrogen Energy for Power Generation

Energies ◽  
2021 ◽  
Vol 14 (21) ◽  
pp. 6943
Author(s):  
Akito Ozawa ◽  
Yuki Kudoh
Keyword(s):  
Power Generation ◽  
Renewable Energy ◽  
Life Cycle ◽  
Co2 Emissions ◽  
Co2 Emission ◽  
Renewable Energy Sources ◽  
Energy Systems ◽  
Energy Sources ◽  
Hydrogen Energy ◽  
Low Carbon

Hydrogen and its energy carriers, such as liquid hydrogen (LH2), methylcyclohexane (MCH), and ammonia (NH3), are essential components of low-carbon energy systems. To utilize hydrogen energy, the complete environmental merits of its supply chain should be evaluated. To understand the expected environmental benefit under the uncertainty of hydrogen technology development, we conducted life-cycle inventory analysis and calculated CO2 emissions and their uncertainties attributed to the entire supply chain of hydrogen and NH3 power generation (co-firing and mono-firing) in Japan. Hydrogen was assumed to be produced from overseas renewable energy sources with LH2/MCH as the carrier, and NH3 from natural gas or renewable energy sources. The Japanese life-cycle inventory database was used to calculate emissions. Monte Carlo simulations were performed to evaluate emission uncertainty and mitigation factors using hydrogen energy. For LH2, CO2 emission uncertainty during hydrogen liquefaction can be reduced by using low-carbon fuel. For MCH, CO2 emissions were not significantly affected by power consumption of overseas processes; however, it can be reduced by implementing low-carbon fuel and waste-heat utilization during MCH dehydrogenation. Low-carbon NH3 production processes significantly affected power generation, whereas carbon capture and storage during NH3 production showed the greatest reduction in CO2 emission. In conclusion, reducing CO2 emissions during the production of hydrogen and NH3 is key to realize low-carbon hydrogen energy systems.

Hydrogen as an Alternative: Life Cycle Cost Analysis between Hydrogen Internal Combustion Engine (Al+Hci) and Gasoline Engine Based on Brake Specific Fuel Consumption

2013 ◽  
Vol 315 ◽  
pp. 423-427
Author(s):  
Halim Razali ◽  
Kamaruzzaman Sopian ◽  
Ali Sohif Mat
Keyword(s):  
Life Cycle ◽  
Interest Rate ◽  
Internal Combustion Engine ◽  
Fuel Consumption ◽  
Combustion Engine ◽  
Internal Combustion ◽  
Specific Fuel Consumption ◽  
Brake Specific Fuel Consumption ◽  
The Interest Rate ◽  
The Cost

Estimation of the life cycle cost (LCC) for a hydrogen internal combustion engine (H2ICE) that uses hydrogen as an alternative fuel by forecasting a financial investment plan for a period of five years (n = 5). This is influenced by the interest rate of 10% (i = 10). The effect of Annual Operating Cost and salvage value in the LCC for H2ICE would give impact on the cost of investment and economic growth in the long term. The result shows the brake specific fuel consumption to achieve 14% savings for grams per kilowatt hour for the engine (G + H2) compared to the engine (G). The operation of H2ICE in the first year would be increased by 22%, the reason is due to the cost of equipment, maintenance and purchase of new components. However, the percentage of operation cost for the following five to ten year of Present worth (PW) is reduced to 0.36% in the fourth year (n = 4) within the interest rate of 10%. The return of initial investment in the capital-first cost (FC) is to occur at the beginning of the fifth year (n = 5) of H2ICE operations. The cost of savings for the next five years would become more profitable reaching 37% reduction in cost compared to conventional fuel consumption

scholarly journals Exploring Factors that Influence Individuals’ Choice Between Internal Combustion Engine Cars and Electric Vehicles

2020 ◽  
Vol 1 ◽  
pp. 1-23
Author(s):  
Dominik Bucher ◽  
Henry Martin ◽  
Jannik Hamper ◽  
Atefeh Jaleh ◽  
Henrik Becker ◽  
...  
Keyword(s):  
Internal Combustion Engine ◽  
Electric Vehicle ◽  
Electric Vehicles ◽  
Choice Model ◽  
Combustion Engine ◽  
Renewable Energy Sources ◽  
Internal Combustion ◽  
Transport Sector ◽  
Wide Range ◽  
Range Anxiety

Abstract. The adoption of electric vehicles has the potential to help decarbonizing the transport sector if they are powered by renewable energy sources. Limitations commonly associated with e-cars are their comparatively short ranges and long recharging cycles, leading to anxiety when having to travel long distances. Other factors such as temperature, destination or weekday may influence people in choosing an e-car for a certain trip. Using a unique dataset of 129 people who own both an electric vehicle (EV) as well as one powered by an internal combustion engine (ICE), we analyze tracking data over a year in order to have an empirically verified choice model. Based on a wide range of predictors, this model tells us for an individual journey if the person would rather choose the EV or the ICE car. Our findings show that there are only weak relations between the predictor and target variables, indicating that for many people the switch to an e-car would not affect their lifestyle and the related range anxiety diminishes when actually owning an electric vehicle. In addition, we find that choice behavior does not generalize well over different users.

scholarly journals Grocery Delivery or Customer Pickup - Influences on Energy Consumption and CO2 Emissions in Munich

2018 ◽  
Author(s):  
Lukas Hardi ◽  
Ulrich Wagner
Keyword(s):  
Internal Combustion Engine ◽  
Co2 Emissions ◽  
Combustion Engine ◽  
Internal Combustion ◽  
Grocery Shopping ◽  
Wide Range ◽  
City District ◽  
Shopping Trips ◽  
Delivery Vehicles ◽  
Save Energy

TThe number of supermarkets offering a grocery delivery has been increasing during the last years. Many studies deduce CO2 emission savings using this concept. Since the delivery of groceries also consumes energy and produces emissions, break-even points can be calculated, from where the delivery has environmental advantages compared to the customer pickup. In this paper, influences of differing vehicle use on break-even points for savings of energy and CO2 emissions are analyzed for the case of Haidhausen Süd, a city district of Munich in Germany. Internal combustion engine and electric vehicles are investigated to depict current as well as future trends. After an introduction to the used methodology, the potential to save energy and CO2 emissions related to the delivery of groceries in the chosen district of Munich is evaluated. Afterwards, influences on the break even points are presented and discussed. As the results show, a delivery of groceries leads to energy and carbon dioxide savings in a wide range of private vehicle use for grocery shopping trips. Nevertheless, if the complete customer vehicle fleet is electrified, the use of delivery vehicles with an internal combustion engine can cause an additional environmental impact at the current modal split for shopping trips in Germany.

scholarly journals Crude palm oil as a complementary fuel for power generation in Amazonia: diesel engine performance, emissions, and economic assessment

2019 ◽  
Vol 42 ◽  
pp. e43882
Author(s):  
Omar Seye ◽  
Rubem Cesar Rodrigues Souza ◽  
Ramon Eduardo Pereira Silva ◽  
Robson Leal da Silva
Keyword(s):  
Power Generation ◽  
Diesel Engine ◽  
Internal Combustion Engine ◽  
Palm Oil ◽  
Combustion Engine ◽  
Engine Performance ◽  
Internal Combustion ◽  
Nox Emissions ◽  
Crude Palm Oil ◽  
Diesel Cycle

This paper evaluates internal combustion engine performance parameters (Specific Fuel Consumption and engine torque) and pollutant emissions (O2, CO, and NOX), and also, provide an assessment of economic viability for operation in Amazonas state. Power supply to the communities in the Amazon region has as characteristics high costs for energy generation and low fare. Extractive activities include plenty of oily plant species, with potential use as biofuel for ICE (Diesel cycle) to obtain power generation together with pollutant emission reduction in comparison to fossil fuel. Experimental tests were carried out with five fuel blends (crude palm oil) and diesel, at constant angular speed (2,500 RPM – stationary regime), and four nominal engine loads (0%, 50%, 75%, and 100%) in a test bench dynamometer for an engine-driven generator for electrical-power, 4-Stroke internal combustion engine, Diesel cycle. Main conclusions are: a) SFC and torque are at the same order of magnitude for PO-00 (diesel) and PO-xx at BHP50/75/100%; b) O2 emissions show consistent decreasing behavior as BHP increases, compatible to a rich air-fuel ratio (λ > 1) and, at the same BHP condition, O2 (%) is slightly lower for higher PO-xx content; c) The CO emissions for PO-00 consistently decrease while the BHP increases, as for PO-xx those values present a non-linear behavior; at BHP75%-100_loads, CO emissions are higher for PO-20 and PO-25 in comparison to PO-00; d) The overall trend for NOX emissions is to increase, the higher the BHP; In general, NOx emissions are lower for PO-xx in comparison to PO-00, except for PO-10 which presents slightly higher values than PO-00 for all BHP range; e) Assessment on-trend costs indicates that using palm oil blends for Diesel engine-driven generators in the Amazon region is economically feasible, with an appropriate recommendation for a rated power higher than 800 kW.

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