Systems Assessment Center, Energy Systems Division, Argonne National Laboratory, Lemont, Illinois 60439, United States.
Aramco Services Company, Aramco Research Center-Detroit, Novi, Michigan 48377, United States.
Environ Sci Technol. 2021 May 18;55(10):6944-6956. doi: 10.1021/acs.est.0c08217. Epub 2021 May 4.
China has implemented strong incentives to promote the market penetration of plug-in electric vehicles (PEVs). In this study, we compare the well-to-wheels (WTW) greenhouse gas (GHG) emission intensities of PEVs with those of gasoline vehicles at the provincial level in the year 2017 by considering the heterogeneity in the consumption-based electricity mix and climate impacts on vehicle fuel economy. Results show a high variation of provincial WTW GHG emission intensities for battery electric vehicles (BEVs, 22-293 g COeq/km) and plug-in hybrid electric vehicles (PHEVs, 82-298 g COeq/km) in contrast to gasoline internal combustion engine vehicles (ICEVs, 227-245 g COeq/km) and gasoline hybrid electric vehicles (HEVs, 141-164 g COeq/km). Due to the GHG-intensive coal-based electricity and cold weather, WTW GHG emission intensities of BEVs and PHEVs are higher than those of gasoline ICEVs in seven and ten northern provinces in China, respectively. WTW GHG emission intensities of gasoline HEVs, on the other hand, are lower in 18 and 26 provinces than those of BEVs and PHEVs, respectively. The analysis suggests that province-specific PEV and electric grid development policies should be considered for GHG emission reductions of on-road transportation in China.
中国实施了强有力的激励措施，以促进插电式电动汽车（PEV）的市场渗透。在本研究中，我们通过考虑基于消费的电力组合的异质性和对车辆燃油经济性的气候影响，比较了 2017 年省级水平的 PEV 与汽油车的全生命周期温室气体（GHG）排放强度。结果表明，在与汽油内燃机汽车（ICEV，227-245gCOeq/km）和汽油混合动力汽车（HEV，141-164gCOeq/km）相比，电池电动汽车（BEV，22-293gCOeq/km）和插电式混合动力电动汽车（PHEV，82-298gCOeq/km）的省级全生命周期 GHG 排放强度存在很大差异。由于 GHG 排放密集型的煤炭基电力和寒冷的天气，在中国的七个和十个北方省份，BEV 和 PHEV 的全生命周期 GHG 排放强度分别高于汽油 ICEV。另一方面，在 18 个和 26 个省份，汽油 HEV 的全生命周期 GHG 排放强度分别低于 BEV 和 PHEV。分析表明，应考虑针对中国道路运输的 GHG 减排制定针对特定省份的 PEV 和电网发展政策。
