EU road vehicle energy consumption and CO2 emissions by 2050 – Expert-based scenarios

Krause, Jette; Thiel, Christian; Tsokolis, Dimitrios; Samaras, Zissis; Rota, Christian; Ward, Andrew; Prenninger, Peter; Coosemans, Thierry; Neugebauer, Stephan; Verhoeve, Wim

doi:10.1016/j.enpol.2019.111224

Cited by 120 publications

(64 citation statements)

References 18 publications

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“…A slight increase of BEVs' market share, from 20.0% to 26.8%, will also contribute to shrinking ICEVs' market share. Using their mix scenario, Krause et al [34] expect that the market share of conventional vehicles will be below 20% in 2050 in the European Union road transportation sector. Bloomberg New Energy Figure 7.…”

Section: Resultsmentioning

confidence: 99%

An Assessment of Corporate Average Fuel Economy Standards for Passenger Cars in South Korea

et al. 2020

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The shift in consumer preferences for large-sized cars has increased the energy intensity (EI) of passenger cars, while growth in battery electric vehicle (BEV) sales has decreased EI in recent years in South Korea. In order to lower passenger cars’ EI, the South Korean government has implemented the Corporate Average Fuel Economy (CAFE) standards with a credit system, in which the sale of one energy-efficient car (for example, a BEV) can get multiple credits. This study analyzes CAFE standards in terms of both the EI improvement sensitivity scenarios and the degree of credits for BEVs and fuel cell electric vehicles (FCEVs) by using the Global Change Assessment Model (GCAM). In this study, passenger cars include small, medium, and large sedans, sport utility vehicles (SUVs) of internal combustion engine vehicles (ICEVs), BEVs, and FCEVs. The findings of this study are as follows: First, from the policy design perspective, a proper setting of the credit system for BEVs and FCEVs is a very important variable for automakers to achieve CAFE standards. Second, from the technology promotion perspective, active promotion of fuel efficiency improvements through CAFE standards are important since Better-EI and Best-EI scenarios are found to achieve CAFE standards even when a BEV or a FCEV receives a credit of one car sale in 2030.

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Section: Resultsmentioning

confidence: 99%

An Assessment of Corporate Average Fuel Economy Standards for Passenger Cars in South Korea

et al. 2020

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“…In this way, the 20/20/20 strategy was implemented in the European Union, which was established in 2007 and included the following three goals: increase of energy efficiency by 20%, reduction of carbon dioxide emissions by 20% and 20% share of renewable energy sources, for period until 2020. In general, the goal is to reduce carbon dioxide emissions by 40% by 2030, if we look at the value of emissions from 1990 that is to reduce emissions by 80-95% by 2050 [1,2]. Due to all the above, electric drive is a serious alternative to classic motor vehicle drive systems.…”

Section: Figure 1: (Eu28) Greenhouse Gas Emissions By Sectors and Prementioning

confidence: 99%

“…A total of about 79 million cars are expected to be sold worldwide. By comparison, over 26 million motor vehicles were sold worldwide in 2017, with U.S. the largest market for commercial vehicles (trucks and buses) [1,2]. The transport sector is responsible for one quarter of the total greenhouse gas emissions in the European Union (EU).…”

Section: Introduction -Environmental Protection and Recycling Of Motomentioning

confidence: 99%

“…The largest emission is generated by the energy sector, followed by transport, industry, households, agriculture, etc., Figure 1 [3]. Road traffic emits a fifth of the total carbon dioxide (CO2) emissions in the EU that is more than two thirds of the total greenhouse gas emissions emitted by vehicles during various modes of transport [1,2]. The rest of this paper is organized as follows.…”

Section: Introduction -Environmental Protection and Recycling Of Motomentioning

confidence: 99%

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Logistics of Electric Drive Motor Vehicles Recycling

Milojević¹,

Miletić²,

Stojаnović³

et al. 2020

MVM

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Increase in number of transport vehicles, especially motor vehicles, has negative impact on environment. It refers to air pollution problem due to usage (combustion) of fossil fuels in motor vehicles. Agriculture activities, factories, industry and many other activities additionally contributes to air pollution. Greenhouse gas emission is main cause of global warming and air pollution, and mainly occurs due to industry and transport. In many countries, the adoption of legislation gives priority to the use of electric vehicles due to lower emissions compared to conventionally powered vehicles (diesel or gasoline engines). In this way, goals have been set in the European Union and regulations have been passed which, among other things, require a certain percentage of motor vehicle recycling at the end of their service life. The Directive 2000/53/EC of the European Parliament and of the Council regulates waste management in the vehicle sector. Due to the increased number of electric vehicles, which participate in the transport of goods and people, the paper partially analyzes the problem related to the adaptation of existing recycling centers (for classic vehicles), for the needs of recycling electric vehicles and their specific parts and equipment (such as magnets and electric motors).

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“…In this regard, electrification and hybridization of propulsion gained great attention: they are able to realize near zero local emissions vehicles, in particular in urban contests. In an optimistic scenario, fleet electrification alone leads to an energy consumption reduction of about 40% by 2050 compared to 2015 [8]. Actually, this value does not consider a life cycle evaluation of impacts, which is surely lower, according to well-to-tank analysis, taking into account different energy vectors [9].…”

Section: Introductionmentioning

confidence: 99%

Experimental and numerical analyses to improve the design of engine coolant pumps

et al. 2020

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In this paper, an experimentally based procedure is presented to re-orient the design point of the pump in order to minimize the energy absorbed during the homologation cycle or during any real driving one. During it, in fact, every benefit on the pump’s efficiency is appreciated and produces fuel consumption and CO2 reduction. The procedure takes the advantage from a dynamic test bench for coolant pump, realized and engineered at University of L’Aquila. It has been linked to a model-based methodology, which evaluates, according to a specified vehicle’s mission profile, the speed and load variation of the engine propelling the vehicle, and, therefore, the pump speed. The knowledge of the engine cooling circuit for closed and fully opened thermostat allows the calculation of the flow rates and pressure delivered in each time instant of the drive cycle. The speed-flow rate-pressure delivered pump profile has been reproduced on the bench, and all the relevant quantities have been measured: an exact evaluation of the scatter of the efficiency of the pump, the instantaneous power and the overall energy absorbed have been obtained. Results show how the pump efficiency is far from its Best Efficiency Point. This conclusion invited the Authors to reorient the design pump considering an operating condition, which has a greater occurrence among all the operating points characteristic of a drive cycle. Four pumps have been designed following this approach, showing a sensible reduction of the energy absorbed: this represents a key point also for pump electrification.

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EU road vehicle energy consumption and CO2 emissions by 2050 – Expert-based scenarios

Cited by 120 publications

References 18 publications

An Assessment of Corporate Average Fuel Economy Standards for Passenger Cars in South Korea

An Assessment of Corporate Average Fuel Economy Standards for Passenger Cars in South Korea

Logistics of Electric Drive Motor Vehicles Recycling

Experimental and numerical analyses to improve the design of engine coolant pumps

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