Suchergebnisse

Dieses Dokument fasst die wichtigsten Ergebnisse eines aktuellen Forschungsberichtes zusammen, der sich mit der heutigen Situation und den Zukunftsperspektiven des Schweizer Mobilitätssystems auseinandersetzt. Der Bericht wurde von einer Arbeitsgruppe des Schweizer Kompetenzzentrums für Energieforschung auf dem Gebiet der Mobilität (SCCER Mobility) mit dem Ziel erarbeitet, Entwicklungen für eine zukünftige Mobilität aufzuzeigen, die in Einklang stehen mit der Einhaltung der Klimaziele des Pariser Übereinkommens und der Schweizer Energiestrategie 2050. Der Schwerpunkt dieses Berichtes liegt auf dem motorisierten Individualverkehr und dem damit verbundenen Energiebedarf und CO2-Emissionen. Andere Verkehrssektoren und Nachhaltigkeitskriterien werden Gegenstand zukünftiger Berichte sein. Im Folgenden stellen wir potentielle Entwicklungspfade interessierten Vertreterinnen und Vertretern der Wirtschaft, Politik und Gesellschaft vor, um damit die Grundlagen für eine sachliche, wissensbasierte Diskussion zu schaffen.

Shore-side electricity can drastically reduce the emissions from fossil fuel-powered auxiliary engines of ships at berth. Data scarcity on the auxiliary power demand at berth has limited the scope and temporal resolution of previous studies to few ports and ships. We establish a novel method to estimate the auxiliary power demand at berth for 714 major ports in the European Economic Area (EEA) and the United Kingdom (UK). Therefore, emission report data from the Monitoring, Reporting and Verification scheme of the European Union and ship tracking data from the Automatic Identification System are combined. Annual emissions of 3 Mt (/ 5 Mt) CO2 could be avoided if the auxiliary power demand at berth would be supplied from national grids (/ from CO2-neutral electricity). This equals an average reduction of overall shipping emissions by 2.2% (3.7%), and requires only 0.2% (6.4 TWh) of the current electricity generation capacity of the EEA and the UK. Using shore-side electricity from the grid can also contribute to substantial annual local air pollution reductions of 86,431 t NOx, 4,130 t SOx, 1,596 t PM10, 4,333 t CO, 94 t CH4, 4,818 t NMVOC, and 235 t N2O. ; ISSN:0306-2619 ; ISSN:1872-9118

Decentralized power generation by combined heat and power plants becomes increasingly popular as a measure to advance the energy transition. In this context, a substantial advantage of small combined heat and power plants is based on the relatively low pollutant emissions. However, a large proportion of the pollutant emissions is produced during a cold-start. This fact is not reflected in governmental and institutional emission guidelines, as these strongly focus on the emission levels under steady-state conditions. This study analyzes the spark advance, the reference air/fuel ratio and an electrically heated catalyst in terms of their potential to reduce the cold-start emissions of a micro combined heat and power plant which uses a natural gas fueled reciprocating internal combustion engine as prime mover and a three-way catalytic converter as aftertreatment system. Based on these measures, control approaches were developed that account for the specific operating conditions of the class of small combined heat and power plants, e.g., full-load operation and flexible, demand-driven runtimes. The experimental data demonstrates that even solutions with marginal adaptation/integration effort can reduce cold-start emissions to a great extent. ; ISSN:1996-1073

We present a method to simulate the charging (and battery swapping) energy demand of electrified trucks, and apply it to the example of Switzerland. We describe the daily mobility behavior of the Swiss fleet throughout a year, using governmental data sources. Based on this, we calculate the energy demand of each vehicle using vehicle and powertrain simulation. This then flows into a discrete event simulation, which we use to derive time-resolved charging power and battery swapping profiles. From that, we draw conclusions about the number of required swapping stations (respectively the average waiting time if there are not enough stations) and electrical loads they have to bear. We saw that, with better batteries and a maximum of three battery swaps per day, over 95% of heavy-duty vehicles can be electrified. This does not mean that every vehicle swaps its battery three times per day, and therefore the amount of extra batteries needed is not large. Nevertheless, to minimize the time loss for swapping, an adequate number and vehicle throughput of swapping stations should be guaranteed. For instance, to keep the waiting time under half an hour a day (duration of lunch break), a minimum of two swapping stations per large motorway fuel station and a throughput of at least eighteen vehicles per hour (per station) would be needed in Switzerland.