This research investigates carbon footprint impacts for full fleet electrification of Swedish passenger car travel in combination with different charging conditions, including electric road system (ERS) that enables dynamic on-road charging. The research applies a prospective life cycle analysis framework for estimating carbon footprints of vehicles, fuels, and infrastructure. The framework includes vehicle stock turnover modeling of fleet electrification and modeling of optimal battery capacity for different charging conditions based on Swedish real-world driving patterns. All new car sales are assumed to be electric after 2030 following phase-out policies for gasoline and diesel cars. Implementing ERS on selected high-traffic roads could yield significant avoided emissions in battery manufacturing compared to the additional emissions in ERS construction. ERS combined with stationary charging could enable additional reductions in the cumulative carbon footprint of about 12–24 million tons of CO₂ over 30 years (2030–2060) compared to an electrified fleet only relying on stationary charging. The range depends on uncertainty in emission abatement in global manufacturing, where the lower is based on Paris Agreement compliance and the higher on current climate policies. A large share of the reduction could be achieved even if only a small share of the cars adopts the optimized battery capacities.

中文翻译：

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如果电动汽车有利于减少排放，那么电动道路可能会更好

这项研究调查了瑞典乘用车旅行的全车队电气化与不同充电条件的碳足迹影响，包括实现动态道路充电的电动道路系统 (ERS)。该研究应用前瞻性生命周期分析框架来估算车辆、燃料和基础设施的碳足迹。该框架包括车队电气化的车辆库存周转建模和基于瑞典实际驾驶模式的不同充电条件下的最佳电池容量建模。根据汽油和柴油汽车的淘汰政策，2030 年后所有新车销售均假定为电动汽车。与 ERS ​​建设中的额外排放相比，在选定的交通繁忙的道路上实施 ERS ​​可以显着避免电池制造中的排放。ERS 与固定充电相结合可以进一步减少约 12-2400 万吨二氧化碳的累积碳足迹₂超过 30 年（2030-2060 年）与仅依靠固定充电的电气化车队相比。该范围取决于全球制造业减排的不确定性，其中较低的基于《巴黎协定》的合规性，而较高的则基于当前的气候政策。即使只有一小部分汽车采用优化的电池容量，也可以实现很大一部分的减少。