Scholarlink

<p>Medium- and heavy-duty vehicles are a major source of greenhouse gas (GHG) emissions in the United States and globally. Batteries and fuel cells can play a critical role in decarbonizing this sector. Here we conduct a life-cycle GHG assessment of class 3–8 internal combustion engine vehicles, hybrid electric vehicles (HEVs), fuel cell electric vehicles (FCEVs) and battery electric vehicles (BEVs) in the United States. Compared with conventional diesel-fuelled options, alternative powertrains reduce emissions across vehicle types: HEVs by 1–26%, FCEVs using hydrogen produced from steam methane reforming by 12–51%, BEVs powered by the grid by 44–68%, FCEVs using hydrogen produced from electrolysis powered by renewable electricity by 72–82% and BEVs powered by renewable electricity by 87–92%. The ordering of these powertrains holds across cargo weights, drive cycles, regional electricity grids and grid projections. We also assess renewable electricity consumption and hydrogen leakage, two factors that must be considered when evaluating the suitability of different powertrains for decarbonization.</p>

错误：搜索内容不能为空，请输入英文关键词
错误：关键词超出字数限制，请精简
高级检索

Batteries versus fuel cells for decarbonizing medium- and heavy-duty vehicles across applications

  • 期刊论文

  • 发表日期：

    2026年6月25日

查看全文
  • Maxwell Woody,
  • Spencer Checkoway,
  • Gregory A. Keoleian,
  • Robert De Kleine,
  • Hyung Chul Kim,
  • James E. Anderson

摘要

Medium- and heavy-duty vehicles are a major source of greenhouse gas (GHG) emissions in the United States and globally. Batteries and fuel cells can play a critical role in decarbonizing this sector. Here we conduct a life-cycle GHG assessment of class 3–8 internal combustion engine vehicles, hybrid electric vehicles (HEVs), fuel cell electric vehicles (FCEVs) and battery electric vehicles (BEVs) in the United States. Compared with conventional diesel-fuelled options, alternative powertrains reduce emissions across vehicle types: HEVs by 1–26%, FCEVs using hydrogen produced from steam methane reforming by 12–51%, BEVs powered by the grid by 44–68%, FCEVs using hydrogen produced from electrolysis powered by renewable electricity by 72–82% and BEVs powered by renewable electricity by 87–92%. The ordering of these powertrains holds across cargo weights, drive cycles, regional electricity grids and grid projections. We also assess renewable electricity consumption and hydrogen leakage, two factors that must be considered when evaluating the suitability of different powertrains for decarbonization.