Battery electric propulsion: An option for heavy-duty vehicles? Results from a Swiss case-study

Çabukoglu, Emir; Georges, Gil; Küng, Lukas; Pareschi, Giacomo; Boulouchos, Konstantinos

doi:10.1016/j.trc.2018.01.013

Cited by 111 publications

(58 citation statements)

References 22 publications

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“…Some researchers have analyzed the feasibility of electric trucks, and reached the result that electric trucks might replace diesel truck in the long term, but not now. Besides, Tesla and Mercedes-Benz both have already introduced electric truck products [51][52][53]. Thus, the assumption includes some electric heavy-duty truck deployment in a small proportion in the future.…”

Section: Bau Scenariomentioning

confidence: 99%

China’s Electric Vehicle Deployment: Energy and Greenhouse Gas Emission Impacts

et al. 2018

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The explosion of the vehicle market in China has caused a series of problems, like energy security, climate change, air pollution, etc. The deployment of electric vehicles (EVs) is considered an effective solution to address these problems. Thus, both the state and local governments in China have launched some policies and incentives to accelerate the development of EVs and the EV industry. Do EVs can effectively solve these problems in short term, viewed from the fleet point? Based on China's most up-to-date deployment plan for EVs, this paper analyzes the energy consumption and greenhouse gas (GHG) emissions caused by China's road transport sector in three different scenarios.The results indicate that, based on current planning, the energy consumption and GHG emissions of the whole fleet will peak in 2025 and 2027, at the level of around 403 mtoe (million tons of oil equivalent) and 1763 mt CO 2 eq. (million tons of CO 2 equivalent), respectively. The introduction of EVs will significantly reduce the reliance on fossil fuel in the long term, with increasing ownership, while, in the short term, the fuel economy regulation will still play a more important role. Policy makers should continually pay attention to this. Meanwhile, commercial vehicles, especially heavy-duty trucks will account for a bigger and bigger proportion in the energy consumption and GHG emissions of the whole fleet. Thus, to some extent the focus should shift from passenger vehicles to commercial vehicles. More measures could be implemented.

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Section: Bau Scenariomentioning

confidence: 99%

China’s Electric Vehicle Deployment: Energy and Greenhouse Gas Emission Impacts

et al. 2018

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“…Accounting models have been used in several studies mostly to evaluate freight electrification potential [256], [257] and necessity to meet future climate targets [19], [155]. [19] estimated by 2050, 31% of the US HDTs can be battery electric under an optimistic scenario.…”

Section: Literature Reviewmentioning

confidence: 99%

“… The impact of battery swaps on electrification potential was evaluated by Çabukoglu et al [256], which can reduce refueling inconveniences. A future study could be improved by including battery swap technology to further evaluate the competitiveness of battery electric and hydrogen powered drivetrains.…”

Section: Limitations and Directions For Future Researchmentioning

confidence: 99%

“…The on-road freight transport modeling literature is more focused toward comparison of multiple options for HDTs based on financial cost, GHG emissions reduction, and other performance criteria (e.g. cargo capacity) [8], [18], [257], [258], [22], [152], [155], [203], [245], [254]- [256]. There are a few studies that consider consumer behavior when capturing the long term competition of multiple ZEV drivetrains HDTs [3], [20], [21], [40], [41].…”

Section: Introductionmentioning

confidence: 99%

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Comparing alternative heavy-duty drivetrains based on GHG emissions, ownership and abatement costs: Simulations of freight routes in British Columbia

Lajevardi

Axsen

Crawford

2019

Transportation Research Part D: Transport and Environment

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Heavy-duty trucks (HDTs) are vital in delivering products to the consumers around the world and help maintain the quality of life. However, they are heavily depending on fossil diesel use, which causing global climate change as well as local air pollutions. Although they represent a small percentage of vehicle population, they emit more than 30% of GHGs in road transportation or 5% of global greenhouse gas (GHG) emissions. Furthermore, GHG emissions from this sector are expected to steadily grow due to economic growth, globalization, industrialization, online shopping, and fast delivery expectations. This study was focused on the Canadian province of British Columbia (BC) as a case study where HDTs are responsible for more than 4% of total provincial GHGs. BC, along with many regions around the world, has been committed to reduce its GHG emissions by 80% below 2007 levels by 2050. The goal of this study was to evaluate the potential of meeting this objective for BC HDTs using alternative drivetrain technologies. First, a component-level model was developed in Matlab to compute on-road energy consumption and CO2 emissions of compressed natural gas and diesel HDTs based on their physical parameters (e.g. mass) over several selected drive cycles. Results of the first contribution indicated a compressed natural gas (CNG) drivetrain emits 13-15% fewer GHG than a comparable diesel. Road grades of several main BC routes were included in the drive cycle simulations, which is an important factor that can increase the fuel consumption and CO2 emission by as much as 24% relative to a flat route assumption. In the second contribution, the physical energy consumption model was extended to compare 16 diverse drivetrain technologies, including a pure battery electric. The comparison metrics were also extended to well-to-wheel GHG emissions, total ownership costs (TOC) (including infrastructure), and abatement costs (based on incremental TOC cost over GHG emissions reduction), and cargo capacity impacts. The 16 considered drivetrains were distinguished by their fuel types, combustion technology, drivetrain architecture, and connection to the electricity grid (e.g. catenary vs fast charging stations). Next, the activity data of 1,616 HDTs operating in BC with sparse recording intervals was used to select 6 representative freight routes with different ranges of 120-950 km split into short and long haul routes. A combination of filtering and interpolation techniques was used to develop 1-Hz drive cycles compatible with the level of plug-in hybrid adoption. It was found infrastructure density increases the probability of meeting the 2050 target on both short and long haul HDTs. However, the increase in the probability is much higher for the short haul segment. Among various infrastructure roll-out scenarios, rapid deployment of hydrogen fueling stations was found to have the highest positive impact on GHG emissions reduction for both short and long haul markets. Both battery electric and hydrogen fuel cell drivetrains can succeed in...

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“…[1][2][3][4][5] Although some recent studies are more optimistic, pointing to the potential for reductions in lifecycle cost and CO 2 emissions, 1,3,[6][7][8] electrification based on batteries is found to be more feasible for lighter freight vehicles than for heavy freight vehicles. [1][2][3][9][10][11][12][13] Reviews on decarbonization strategies, thus, generally concludes that heavy battery electric freight trucks are likely to play a rather small role due to these technical limitations. 9,10 In this paper, we present results that goes against this assertion based on an analysis of heavy BEV truck competitiveness that (1) includes high-power fast charging and (2) explicitly analyses both costs per distance (km) and transported weight per distance (ton-km) and how these costs depends on gross vehicle weight (GVW).…”

Section: Introductionmentioning

confidence: 99%