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This study explores environmental hypocrisy, wherein individuals or groups profess pro-environmental beliefs but engage in incongruent behaviors. This study investigates whether the adoption of electric and hybrid vehicles (EHVs) in the United States reflects genuine concern for the environment or a form of environmental hypocrisy. It makes use of panel U.S. state-level data to examine how pro-environmental attitudes influence the adoption of hybrid-electric vehicles (HEVs), plug-in hybrid-electric vehicles (PHEVs), and plug-in electric vehicles (PEVs). The study provides evidence of environmental hypocrisy, which is supported by the fact that U.S. states with a higher proportion of survey respondents expressing pro-environmental attitudes exhibit a reduced preference for HEVs. In addition, the adoption of PHEVs and PEVs does not correlate significantly with pro-environmental sentiments; rather, economic considerations emerge as the primary influencing factor. The policy recommendations offered depend on the specific focus of policymakers. For those aiming to boost EHV adoption through any means, the study suggests short-term measures aligning with individual preferences of EHV buyers. However, for those who seek to tackle environmental hypocrisy, it is essential to go beyond individual actions and consider collective and systemic changes that foster a genuine commitment to environmental responsibility over the long term. • Electric and hybrid vehicle adoptions can help reduce environmental emissions. • Study evaluates environmental hypocrisy in electric and hybrid vehicle adoption. • Pro-environmental attitudes correlate negatively with hybrid vehicle adoptions. • Economic, not environmental concerns, drive plug-in vehicle adoptions. • Short-term and long-term policies are suggested. [ABSTRACT FROM AUTHOR]

The orientation these days is on using high-efficiency devices such as hybrid vehicles. The current study uses a thermally regenerative electrochemical cycle (TREC) for energy harvesting from vehicle exhaust. Also, the TREC is utilized in reverse mode as a thermally regenerative electrochemical refrigerator (TRER) for cooling the battery in hybrid vehicles when the engine is turned off. To study the performance of the proposed system, an analytical model is developed and validated. The effect of different parameters on the TREC's performance, such as fuel mass flow rate, water temperature, mass flow rate, ambient temperature, and the Nusselt number, is investigated. Using the TREC for harvesting the wasted energy from the engine achieved an efficiency of 4.63%. The TRER has a variation in the peak COP from 7.84 to 1.89 based on the cold and hot reservoir temperatures. Under optimum operating conditions, using the TRER can reduce the battery's temperature from 293 K to 287.2 K after 1000 s of operation. Using the TREC and TRER devices provides a valuable solution to improve overall efficiency and protect hybrid vehicles' batteries. • Battery thermal management in hybrid vehicles is tested using TREC reverse mode. • The wasted heat from the hybrid vehicle's engine is harvested by TREC. • An analytical model for the TREC in the normal and reverse modes is developed. • The TREC efficiency and harvested energy under different conditions are evaluated. • The battery temperature for different operation periods is examined. [ABSTRACT FROM AUTHOR]

Apart from electric vehicles, emissions targets for 2025 and 2030 in the heavy-duty transportation sector could be achieved with hybrid powertrains. Moreover, alternatives such as the use of synthetic or e-fuels may also offer a feasible path for transport decarbonization. This work explores different pathways to reduce CO₂ emissions considering the city of Valencia as a case study. The 10 most used bus lines operating in the city are evaluated using their GPS based vehicle speed information with 0D GT Suite simulations. First, the hybridization level for the share of buses was varied from 0 to 100% and the number of different bus types operating in each line was optimised for minimum CO 2. Next, the battery and E-motor sizing is optimised for each bus line. Further, an assessment was done assuming 100% electrified fleet, with the 2030 and 2050 electricity generation CO 2 footprint projections. Moreover, the potential of e-fuels in the current fleet is also evaluated. The results show that to meet the 2050 target, 100% electrified fleet (with 2050 electricity mix) as well as using e-fuels (generated from renewable sources) in the current fleet are feasible options. However, the e-fuel pathway is more economical than 100% electric fleet. • Pathways evaluated to meet 2025, 2030 and 2050 CO₂ emission reduction targets. • Pathway 2025: 50% hybridized fleet and optimal distribution of buses in each bus line • Pathway 2030: 55% hybrid fleet with battery and e-motor sizing in each bus line • Pathway 2050: full electric bus fleet or by using e-fuels in the 2030 bus fleet • For 2050, using e-fuels in the 2030 bus fleet found cheaper than full electric buses [ABSTRACT FROM AUTHOR]

Apart from electric vehicles, emissions targets for 2025 and 2030 in the heavy-duty transportation sector could be achieved with hybrid powertrains. Moreover, alternatives such as the use of synthetic or e-fuels may also offer a feasible path for transport decarbonization. This work explores different pathways to reduce CO₂ emissions considering the city of Valencia as a case study. The 10 most used bus lines operating in the city are evaluated using their GPS based vehicle speed information with 0D GT Suite simulations. First, the hybridization level for the share of buses was varied from 0 to 100% and the number of different bus types operating in each line was optimised for minimum CO 2. Next, the battery and E-motor sizing is optimised for each bus line. Further, an assessment was done assuming 100% electrified fleet, with the 2030 and 2050 electricity generation CO 2 footprint projections. Moreover, the potential of e-fuels in the current fleet is also evaluated. The results show that to meet the 2050 target, 100% electrified fleet (with 2050 electricity mix) as well as using e-fuels (generated from renewable sources) in the current fleet are feasible options. However, the e-fuel pathway is more economical than 100% electric fleet. • Pathways evaluated to meet 2025, 2030 and 2050 CO₂ emission reduction targets. • Pathway 2025: 50% hybridized fleet and optimal distribution of buses in each bus line • Pathway 2030: 55% hybrid fleet with battery and e-motor sizing in each bus line • Pathway 2050: full electric bus fleet or by using e-fuels in the 2030 bus fleet • For 2050, using e-fuels in the 2030 bus fleet found cheaper than full electric buses [ABSTRACT FROM AUTHOR]