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Popular Quiz: What causes the increase in CO2 emissions per kilometer? Is it an all-electric vehicle (EV) or a fuel-efficient hybrid vehicle?
A: An electric car charged from the Australian grid will generate approximately twice the emissions per kilometer.
Some people find this weird, while others already know that Australia’s prosperous coal power grid causes electric vehicles to charge the earth more than hybrids. This may be because I mentioned it briefly in this article two years ago. But we cannot automatically draw conclusions. Hybrid vehicles are better than pure electric vehicles in terms of environment. It depends on the situation, the following factors should be considered:
Because many people will buy electric cars to improve performance, fuel-efficient hybrid cars are usually not a suitable comparison, because most electric cars will significantly accelerate their use. In addition, since buying electric vehicles usually prompts people to install roof solar or increase their current solar panel capacity, this can reduce total emissions compared to buying non-plug-in hybrid vehicles.
Although I don’t have any statistics on how many rooftop solar cells might be installed after getting an electric car, I know that my boss Finn is considering installing another 12 kilowatts of solar panels because he now has a Tesla S sedan that can be installed. Around.
According to the Australian Bureau of Statistics, the average travel distance of petrol-powered buses in Australia is only 9.4 kilometers. This is bad, although in places like Canada, there are still very few places where people are used to driving continental siege engines. If we improve in this area, it would be good, but the fuel efficiency of American cars has been declining.
Only 9.4 kilometers per kilometer can produce 106 milliliters of gasoline. After burning, the amount of carbon dioxide emitted per fart is 244 grams of carbon dioxide. In addition, the extraction, refining and transportation of petroleum products also generate emissions. One estimate is that they are equivalent to 13% of exhaust emissions, which gives Australia an average gasoline passenger car emissions of 275 grams per kilometer.
Thanks to the Australian Government’s “Green Vehicle Guide” website, it is very easy to find out the exhaust carbon dioxide emissions of hybrid vehicles. 1 I will provide me with the information given below for the carbon dioxide emissions and fuel consumption of the following six hybrid vehicles. In hybrid vehicles, they only use gasoline as fuel and never charge. (Plug-in hybrids have higher emissions.) I emphasized the CO2 emissions per kilometer of combined cycle (a mix of urban and rural driving)-red:
Among the 6 hybrid vehicles, 5 are Toyota vehicles. This is not surprising, because Toyota developed Hyundai Hybrid 2, and any hybrid car you see may use its technology to some extent. They expect that the 2020s will be the decade of hybrid electric vehicles, and my understanding is that they are angry that all-electric vehicles have taken away the title of “probably the most environmentally friendly car”. But Toyota has already arrived and will sell all-electric vehicles on their Chinese test market this year.
The emission data in the figure above only shows the emissions in the exhaust gas. Increasing emissions by 13% to allow the reduction of emissions from gasoline on the car, the lowest-emission hybrid car emits about 90 grams of carbon dioxide per kilometer.
Although non-plug-in hybrid vehicles may become more fuel-efficient in the future, there is not much room for them without reducing their performance, and most research and development are now on electric vehicles.
The exhaust emissions of all-electric vehicles are easy to solve. They have no exhaust gas, so zero. But when charging from the grid, electric vehicles do produce CO2 emissions, because most of the energy comes from fossil fuels. The good news is that with the expansion of renewable energy generation capacity, grid emissions are falling. This includes rooftop solar, so thanks to everyone who installed it.
The report said that the national power grid that does not include WA or NT in the national electricity market has an average emission per kilowatt hour of 720 grams per kilowatt hour. But like oil, mining and transportation also generate emissions. Fossil fuels, which accounted for about 11% of the total, increased to 800 grams.
To get the emissions per kilometer, we need to know how many kilometers an electric car can travel per kilowatt hour. This is a guide website for the distance that the electric car selected in the “Green Car” magazine can travel from its battery pack for every kilowatt-hour of electricity:
Hyundai Ioniq ranks first, there are certain differences. These distances only apply to the energy already present in the car battery, and the losses caused by transferring the energy to the car need to be considered. These losses may be less than 10%, but it depends on the battery and how it is charged, and it may be worse. For the sake of simplicity, I just assume that the electric car travels 5 kilometers per kilowatt hour of grid power. This makes an average EV emit 160 grams per kilometer, twice that of the lowest-emission hybrid vehicle.
Most people expect that charging electric vehicles in Tasmania or South Australia will reduce emissions per kilometer, because these states generate a lot of grid electricity from renewable energy, but this is not the case. Adelaide’s grid energy means that South Australia will export less clean energy to Victoria or import more dirty energy from Victoria. Although charging in states with high renewable energy penetration may bring small benefits, it is not much different.
If you are in Western Australia, which is the only state where the grid maintains its own state and does not touch anyone else, the grid electricity emissions per kilowatt-hour are close to the national average, a few percent reduction.
According to data from the Australian Energy Regulatory Agency, in the last six months of 2019, fossil fuel power generation in the national electricity market was 78.7%:
Looking at the low value of solar energy, I found that it does not take into account the rooftop solar energy exported to the grid, so the actual figure may be about 75%.
Politicians tell us that they will do everything to protect us from the coronavirus and maintain economic growth, but the current mob has been lagging behind in global warming because global warming has the ability to kill more People and create more people. Nevertheless, by 2030, we may still achieve at least 50% of renewable energy power generation. This is because even if the government does not take any measures to prevent stable power generation from the most unstable coal-fired power plants, they will no longer Economic Operation. Climate or air poisoning.
Renewable energy that can generate 50% of the electricity generation will not reduce grid emissions by half, because about a quarter of grid electricity is already derived from solar, wind and hydropower. But since the reduction of fossil fuels will be concentrated on coal, emissions should be reduced. About one-third. Therefore, when we achieve this goal, the emissions per kilometer of electric cars are still a quarter more than the most efficient hybrid cars, but about the same as Toyota Prius V and Lexus ES 300h. You must wait until the grid renewable energy of a typical grid-charged electric vehicle reaches about 65% to beat the hybrid vehicle with the best emissions per kilometer.
Although it may take a long time for grid-charged electric vehicles to beat fuel-efficient hybrid vehicles in terms of emissions per kilometer, this is not a reasonable comparison for ordinary car buyers. When most Australians buy a new car, one of their most important buyers, if not, the engine capacity of most of our passenger cars will not exceed 4 liters, and like my Hyundai Getz bought 1.2 liters The person with the engine will be considered a loss. And their significant other may think they are irresponsible because they spend $40 to refuel the car.
Proper comparisons of electric vehicles usually do not become fuel-efficient hybrid vehicles because they cannot approach the performance of most electric vehicles. This is the 0-100 km/h time for several hybrid passenger cars:
If you compare it with the acceleration time of certain electric vehicles, they can do better:
Although the most energy-efficient electric car on the list accelerates slower than all hybrid cars, other electric cars have excellent acceleration, and the Tesla S is simply ridiculous. Therefore, compared to BMW i3 or Tesla models, this is a suitable car 3 to not become a fuel-efficient hybrid car in most cases. It will be an internal combustion engine car with comparable acceleration performance, and the total carbon dioxide emissions per kilometer or more may be about 275 grams.
A very simple method is to make the emissions per kilometer of electric vehicles lower than that of hybrid vehicles from the beginning, without waiting for the grid to become greener, which is to install additional rooftop solar capacity. Adding only one kilowatt of panel capacity can reduce grid emissions. Enough to offset the average emissions of electric passenger cars, so they will be less than fuel-efficient hybrid cars. There is no need to charge electric cars directly from rooftop solar panels. The extra solar capacity will still reduce grid emissions, even if the car must not get any power directly from the panel.
Although it varies with location, a good rule of thumb is that a one kilowatt solar panel can generate about 4 kilowatt hours per day on average. This is the daily average kWh provided by the PVWatts site for 1 kW in the north facing solar energy in the Australian capital:
If one kilowatt-hour of solar energy is sent to the grid, 800 grams of carbon dioxide emissions can be reduced per kilowatt-hour level, which is the average level of grid electricity consumption. Solar energy fed into the grid rarely reduces renewable energy. Power generation, while reducing fossil fuel power generation. This is because the fuel for solar, wind, and hydroelectric power generation is basically free, so the price of renewable energy can exceed that of coal and natural gas for which fuel must be paid for. 5.
Before coal power was pulled out of the energy market, each additional kilowatt-hour of solar power would reduce emissions roughly equal to the total emissions from mining, transporting, and burning coal; this was about 1 kilogram. 6 Therefore, one kilowatt of solar panels will reduce carbon dioxide emissions by approximately 4 kg per day.
Passenger cars in Australia travel an average of 12,600 kilometers per year. Only 34.5 kilometers per day. This means that the average daily emissions of the following vehicles are:
Therefore, for an average daily driving distance of 34.5 kilometers, an electric car plus 700 watts of north-facing solar panels will result in total emissions per kilometer lower than the lowest-emission hybrid car without offsetting solar energy. To fully offset EV emissions will be 1.4. Today, only 4 panels are needed to provide that capacity.
To be honest, rooftop solar can offset the emissions of electric vehicles (or vehicles of any form), and it must be the capacity installed for this purpose. My boss Finn has installed 6 kilowatts of solar panels on the roof for many years, but this is not the case. Pretend that this does not include the ability to offset the emissions of the new Tesla S driving him, although the 6 kilowatts of energy produced in a year is more than the energy-efficient straw house he consumed before purchasing the electric governor.
Instead, since he already has an electric car, he plans to add another 12 kilowatts of solar power. This should be enough to completely offset the emissions of six electric vehicles charged from the grid. This number will increase as the grid turns green.
I am not saying that it makes sense to install only 1.4 kilowatts of solar panels when buying an electric car. But I suggest that when buying a solar system, you should have the largest solar system and you can reasonably consider the possibility of buying an electric car in the future. .ÂIf you have an existing solar system and purchased an electric car, you can consider installing other systems if there is space on the roof. Alternatively, a larger solar system can be replaced with a small solar system.
If you really want to be environmentally friendly, I suggest you not buy a car, but a bicycle. They are even less harmful to the environment than horses. (Trust me, I know.) You can use the money you save to install rooftop solar. 7 Whether it’s on your roof or on someone else’s roof. The environment doesn’t care.
If you are not ready to give up your wheeled mobile phone and plan to buy a new car, given that current electric vehicles may cost you at least $45,000, the most environmentally friendly solution is to buy a small, fuel-efficient internal-combustion vehicle or hybrid vehicle and use it The difference with electric cars is used for solar energy.
However, if you are a typical new car buyer, then although you don’t want to harm the environment-unless you are an evil dumbass-this will not be the main factor affecting the purchase. Most new car buyers will consider performance more importantly. Within its price range, electric vehicles can provide more power than any internal combustion vehicle. In this case, you can buy an electric car, have the required high performance, and spend some money on a large car for additional solar capacity that makes financial sense because it will pay for itself in just a few years.
Electric cars are getting cheaper, so there will not always be such a big price difference between low-cost hybrid or traditional cars and low-cost electric cars. Because electric vehicles are so simple to manufacture and battery prices continue to fall, once mass production reduces costs, it should be possible to buy electric vehicles including battery packs without the price of gasoline or diesel vehicles. Fortunately, this situation will not happen soon. China and India are most likely to happen first, but it can happen anywhere.
Many years ago, Ronald Brakels was born in Toowoomba. When his town collected a collection and sent it to Japan, he first became famous internationally, which was the farthest they could manage with the funds they raised. When the local mayor met with him at the airport, he had a keen interest in environmental issues when he returned to Australia and explained that it would be too dangerous to return to Toowoomba due to climate change and variant attacks on goats. Ronald then moved to a property in Adelaide Hills, where he now lives with his Matonto 23.
I found a small flaw in my calculations of Ronald. You should say that 1kW of solar energy is more than the owners of hybrid cars. Because they may also have solar energy on their roofs. (For example, my power is 9.2 kilowatts, and mine is PHEV, so it is better than the hybrid car in the government agency table.)
Just say. And, to be a real nerd, you should also say 1kW more power than you currently have, because the grid combination already takes into account the existing panels.
RB: “When most Australians buy a new car, one of their most important considerations is performance…”
Yes, to some extent. Many of us are looking for “traction” rather than direct acceleration. So far, although the Model X we checked out in Portland, Oregon more than six years ago, has towed the huge Airstream caravan into the market, there are few electric vehicles to tow.
The Model Y, which was released in the United States later last week, lacks a towbar, which means we may be waiting for the C-Truck…
However, someone suggested: “… Tesla did not tell us that the Model Y cannot tow a trailer, which implies to some extent that Tesla may eventually be able to tow a trailer.”
I think the information in your article is accurate, but not complete, because you did not include the intrinsic energy used to make electric cars, which is much larger than the equivalent internal combustion engine.
I recently purchased Hyundai Kona and (as an engineer) did a lot of research beforehand to make sure it is indeed more environmentally friendly than alternatives.
Kona’s efficiency is very high (13 kWh / 100km = 7.7 km / kWh). Compared with many electric cars, its battery capacity is in the middle range. I want to buy a 100% approved Greenpower to charge it, but it will be comparable to the equivalent Compared to SUVs (compared to hybrid vehicles), it will take about 4 years for carbon dioxide emissions to reach breakeven.
I didn’t put my energy into it, because otherwise I might not finish this article. It becomes very complicated.
If you can provide any links to the latest research on the intrinsic energy of batteries or vehicles, I would be grateful, because the information I have is out of date for many years, and I don’t even consider aluminum recycling, I think this is at least complete.
If you send me an email, I will forward to me such a beautiful spreadsheet, or other relevant details: Our old car is a Mazda CX5, and the actual fuel consumption is 8.0 L (diesel)/100km. The new car is a Kona electric car, the actual power consumption is 12.3 kWh / 100km, and the charging efficiency is 75% (tested) -> 16.4 kWh / 100km.
Best manufacturing energy estimate; Mazda CX5 = 5800 kg CO2e Kona = 17000 kg CO2e calculated as: chassis 4219 kg CO2 diesel engine 1539 kg CO2 electric motor + inverter 1710 kg CO2 battery 11328 kg CO2 -> CX5 total 5758 kg CO2 Accept 17,257 kg. CO2 net increase: 11499 kg.
The battery in Kona is 64 kWh, and the best estimated energy is 177 kgCO2e/kWh. This is based on some literature (see below). This figure depends on assumptions, especially the fuel mixture used to generate electricity in the battery manufacturing country. The difference is very large, but most estimates are about 170 kgCO2e/kWh. I tried to get their estimates from Hyundai Motor Company and/or reverse calculations from their annual reports and other publicly available information, but (surprisingly) they did not release this information. Even Tesla (Tesla) proposed to reduce the internal energy of its battery (due to the large battery capacity of the car and relatively low start-up efficiency), but did not publish its data, probably because they know the seriousness of this situation. The appearance of an electric car connected to the grid.
In any case, this means that with the 100% approved GreenPower, Kona Motors will achieve a break-even on CX-5 carbon dioxide emissions, and it will take about 4.6 years (12,000 km/year). Compared with the Camry Hybrid, it takes about twice as long. If I charge Kona from the grid, its lifetime emissions will be much higher than the old CX5.
Of course, once battery manufacturers use only renewable energy for battery manufacturing, the actual energy will be reduced to 20 kgCO2/kWh or less. EV is definitely in the early stages of the development curve, and I believe that within 5 years, the balance between the two will be very different.
By the way, you are correct even for the performance of an “entry level” electric car. Kona’s torque is 400 Nm; 0-100 km/h is 7 seconds. According to my experience, the acceleration from 0-60 is limited by the traction of the tires rather than the engine.
A https://www.mdpi.com/2071-1050/11/9/2690/htm B https://www.carbonbrief.org/factcheck-how-electric-vehicles-help-to-tackle-climate-change C https://theicct.org/publications/EV-battery-manufacturing-emissions D https://www.researchgate.net/publication/316254101_GHG_Emissions_from_the_production_of_lithium-ion_batteries_for_electric_vehicles_in_China E https://www.ivl.se/download/19608.5922281955 C243 + The + life + cycle + energy + consumption + and + CO2 + missions + from + lithium + ion + batteries + .pdf
I see that you did research. As you mentioned, there are many differences in numbers, and I am not sure how to determine a reasonable number. But thank you for the link, if you wish, you can send the spreadsheet to:
I can’t guarantee that they will watch it. Things are a combination of rush and peace.
A few thoughts. First, states do not automatically leak energy between each other. Compared with local supply and demand, the capacity of the transmission line is limited. Due to transmission loss and capacity limitations, most of the energy is consumed locally. This is obviously obvious due to pricing in different regions-otherwise, the average Adelaide would buy retail electricity from cheap Queensland retailers like the local Brisrangatang. Secondly, if the argument about the equality of all electricity in Australia and the concentration of renewable energy in SA and Tas are even across the country, the impact of an additional 1 kW of solar energy needs to be allocated to the same country to develop a comparable logic .
Come on Ronald. On the one hand, you said: “Most people expect that charging electric cars in Tasmania or South Australia will reduce emissions per kilometer, because these states generate a lot of grid electricity from renewable energy, but in reality It doesn’t work like that. If in Adelaide, most of the renewable energy in cars is renewable energy, it means that South Australia will export less clean energy to Victoria, or import more from Victoria. More dirty energy.” Then, on the other hand, you said: “A single kilowatt of panel capacity can reduce grid emissions, enough to offset the average emissions of electric passenger cars, so they will be more fuel-efficient than hybrids. There are few cars. There is no need to charge electric cars directly from rooftop solar panels. Even if the cars never get any electricity directly from the panels, the extra solar capacity will still reduce grid emissions.” I can’t see how to use them at the same time. My point is extra, but in the end, adding 1kwh and using hybrid power will minimize the CO2 in the scenario considered. Mathematics-based reasoning can only get you to now! (In this case, as far as Toyota Logic is concerned)
I am in South Australia. The state’s current production of wind and large-scale solar and small-scale exports of solar power exceeds the electricity consumed by the national grid. SA currently exports about 400 megawatts of power. If I plug in a 1 kW hair dryer for an hour (my beard needs a lot of styling), then SA will export one kWh less to Victoria, which will increase Victoria’s power generation by 1 kWh, and most Electricity in Victoria comes from fossil fuels. If I plug in a small solar array that can provide one kilowatt of power for an hour, the power generation will be reduced by one kilowatt hour. But this will not reduce the consumption of wind or solar energy. If it is hydropower, they will only save water for later use. If the amount of fossil fuel power generation decreases, it may decrease now or in the future.
Ronald said the electricity produced from lignite is much cheaper than electricity produced from natural gas in South Africa. However, lignite cannot completely replace the production of SA gas-it is not allowed to be used for grid safety reasons. They are different markets linked by “thin extension lines.” In terms of average time, adding an RE unit to SA is more like replacing a local gas generating unit (and releasing less CO2 revenue due to a cleaner curve).
@贾兹, I think you are right. If you have enough space and spare cash on your roof, you should add 1 kW of solar energy. After this is done, whether you are charging an electric car or using solar panels, buying a fuel-efficient hybrid car is always better than buying an electric car.
Using Ronald’s best case numbers and basic principles and my smart spreadsheet skills, within 1 year (12,600 kilometers): ——————- Option 1a: No additional solar hybrid power: 1100 Kilogram of carbon dioxide emissions/year net balance = 1100 kg/year
Option 1b: No additional solar-powered electric vehicles: The grid emits an average of 160 gCO2/km->2000 kgCO2 per year. Net balance = 2000 kilograms of emissions per year ——————– Option 2a: Additional 1 kW of solar energy: 1500 kWh per year. Replace 1,500 kg of coal every year. Hybrid power: net carbon dioxide emissions of 1100 kg per year = -400 kg emissions per year (ie, saving 400 kg per year)
Option 2b: add an additional 1 kW of solar energy and send it to the grid: best case = replace 1,500 kg of coal emissions per year. Electric vehicles, charging from the grid: best case = grid average -> 2000 kgCO2 / annual net balance = 500 kg emissions per year
Scenario 2c: Extra 1 kW of solar energy, all use it to charge your car: 1500 kWh = 7500 km, no-emission EV car, recharge from the grid: remaining 5100km grid average -> 800 kgCO2/year net balance = 800 per year Emissions of kilogram kg ——————— In each case, whether or not solar panels are installed, hybrid vehicles are much better than electric vehicles. If you assume that you can only buy solar panels + EV cars as a package deal, then EVs are only better than hybrid cars. In my opinion, this is like a cunning “solar + battery recycling” argument in different clothes.
I do think there is a better solution: Option 3: Add 1 kW of solar energy: 1500 kWh per year. Replace 1,500 kg of coal every year. For electric vehicles, buy 100% approved Greenpower (additional US$0.05 per kWh of Malaysian ringgit = US$80 per year): install new renewable energy power generation capacity to meet your needs; emissions = 0 net balance = -1500 Kilogram emissions/year (ie, saving 1500 kg per year). After eight years, the extra CO2 emissions you generate when producing electric cars will break even when compared to hybrid cars.
Under the current price of electric vehicles, assuming that the car has a service life of 12 years, the cost of carbon emission reduction per ton of CO2 is between US$1,000 and US$4,000, which is a very expensive way. It only makes sense if you are an early adopter who wants to promote the technology as soon as possible-like those pioneers who bought a 1 kW solar system for 5 kW-$10,000 in 2009.
I think it all boils down to it-don’t buy a green electric car, you will get more benefits elsewhere-if you want to buy a sports car, consider an electric car. But it may not be as green as you think. Charging it with a 100% approved GreenPower will make it more environmentally friendly, and you may end up on a balance sheet compared to a hybrid car. – Increase rooftop solar energy as much as possible, no matter what kind of car you buy. Win across the board.
I’m not sure if we really need to suggest comparing Tesla with high-performance cars or even hybrid cars. Of course, if you want to buy one of them, a large number of people will first be interested in “environmental” benefits. In the final analysis, just because a car can reach a speed of 100 km/hr in 2.6 seconds does not mean it will. In any case, every vehicle is subject to the same speed limit. Just compare it to a hybrid car like yours. Although these hybrid cars are no better than my Octavia. Some of them are smaller and some are larger. Without hybrid power, my driving range is 4.5 to 5.5 l/100 km. The 9.4-liter figure quoted above may not matter because it contains many vehicles (four-wheel drive, light trucks, etc.) that should not be compared. I’m not sure how big the TESLA is, but the one parked around the corner of my house doesn’t look big.
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