s：The development of new energy vehicles (NEVs) is one of the important paths for China to achieve its ”dual-carbon” goal. How to study CO 2 emissions reduction and potential of NEVs quantitatively in different times and regions is one of current research hot-spots. Based on all life cycle assessment (LCA), from fuel production, energy consumption, and different times and regions, this paper assesses quantitatively CO 2 emissions of ICEV, BEV, PHEV, FCEV in all LCA and the utilization stage, and analyzes CO 2 emissions reduction potential of FCEV at different times and region comparatively. The results shows that CO 2 emissions of ICEV ( 247,358.9kg) in LCA is the highest, and BEV’s is 22.9% of ICEV’s, FCEV’s is 48.1% of ICEV’s. CO 2 emissions from the utilization stage is highest in four stage: for ICEV is highest (92.5%) and for BEV is minimum (54.9%). As consumption of vehicle and CO 2 emissions of energy production, CO 2 emissions from the utilization stage in 2025, 2035 and 2050 is analyzed. For ICEV, CO 2 emissions in 2050 reduced about 30% compared to that in 2025. However for BEV and FCEV, it reduced about 50%. Finally, this paper choose three different regions (Inner Mongolia, Shanghai and Yunnan) because of energy characteristics for hydrogen production in 2025, 2035 and 2050, and predict CO 2 emissions reduction potential of FCEV. In Shanghai 2050, there would be 200,000 FCEVs and in the utilization stage, CO 2 emissions reduction potential is 6.568*10 9kg. This research is better to promote the low-carbon process for NEVs, and realizes ”dual-carbon” goal faster and provide reference for policy-making.

As automation advances in the logistics industry, delivery robots have gained widespread adoption in logistics parks. However, battery lifespan issues constrain operational efficiency and economic benefits, manifesting as the ”three highs” problem (frequent battery replacement, high energy consumption costs, and high maintenance expenses). This paper focuses on battery life extension technologies for logistics park delivery robots, proposing a strategy based on a cloud-edge collaborative architecture and optimization algorithms. By dynamically scheduling charging tasks and optimizing Sate of Charge (SOC) thresholds as well as charge-discharge strategies, this strategy significantly extends battery life. Concurrently, it conducts an in-depth analysis of the economic benefits from three dimensions: cost savings, efficiency improvements, and revenue expansion. Experimental results demonstrate that this method extends the average battery lifespan by 32.7% in simulated logistics park scenarios and reduces annual operating costs by 18.4%. Field validation at a logistics park in the Yangtze River Delta region shows that battery replacement cycles extended from 1.8 years to 3.5 years post-implementation, achieving a 47.7% annual savings in battery procurement costs and cumulative savings exceeding ¥500,000 over five years. This research provides an intelligent and scalable solution for energy management in logistics robot fleets, laying theoretical and practical foundations for the sustainable development of the logistics industry.

s: Driven by the ”dual-carbon” target, it’s best time for great development for zero-carbon energy, which is a huge role in promoting the emission reduction of commercial vehicles. Based on zero-carbon (Green Electricity, Green Hydrogen and Green Ammonia), this paper carries out the research about carbon emissions prediction between zero-carbon energy and diesel in light-duty trucks and different penetration projects of zero-carbon energy from 2020 to 2060, and the changes in the quantity of light-duty trucks (including stock, increment, scrap and total amount). The calculation results show that CO2 emissions from Diesel is the largest, and shows a gradual upward trend in general, and reaches peak value in 2055 (1.793 billion tons). Based on different penetration projects for Green Electricity trucks, CO2 emissions of peaking is in 2035. As penetration increases, CO2 emissions gradually declines. Reduction of CO2 emissions of Project_1 is 19.94% will stabilizes after 2055, however CO2 emissions of Project_4 stabilizes after 2040 and 15 years earlier than Project_4’s, and CO2 emissions is nearly zero. The change rule of CO2 emissions from ”Diesel + Green Hydrogen” and ”Diesel + Green Ammonia” is similar, and CO2 emissions from ”Diesel + Green Ammonia” is higher than that of ”Diesel + Green Hydrogen”. The permeability of Project_4 changes greatly, and the results is a large reduction. Based on 2020’s data, and as gray ammonia is fuel, the results show that the current overall emission level can be reduced only when the CO2 emissions level for the production of ash ammonia reduces less than 30% of the current level.