Professor Kamuro's near-future science predictions
Reality of Higher-than-Assumed Environmental Impact of Plug-in Hybrid Vehicles
Quantum Physicist and Brain Scientist
Visiting Professor of Quantum Physics,
California Institute of Technology
IEEE-USA Fellow
American Physical Society-USA Fellow
PhD. & Dr. Kazuto Kamuro
AERI：Artificial Evolution Research Institute
Pasadena, California
and
Xyronix Corporation
Pasadena, California
Foreword
A. Professor Kamuro's near-future science predictions, provided by CALTECH professor Kazuto Kamuro(Doctor of Engineering (D.Eng.) and Ph.D. in Quantum Physics, Semiconductor Physics, and Quantum Optics), Chief Researcher at the Artificial Evolution Research Institute (AERI, https://www.aeri-japan.com/) and Xyronix Corporation(specializing in the design of a. Neural Connection LSI, b. BCI LSI（Brain-Computer Interface LSI） (Large Scale Integrated Circuits) , and c. bio-computer semiconductor technology that directly connects bio-semiconductors, serving as neural connectors, to the brain's nerves at the nano scale, https://www.usaxyronix.com/), are based on research and development achievements in cutting-edge fields such as quantum physics, biophysics, neuroscience, artificial brain studies, intelligent biocomputing, next-generation technologies, quantum semiconductors, satellite optoelectronics, quantum optics, quantum computing science, brain computing science, nano-sized semiconductors, ultra-large-scale integration engineering, non-destructive testing, lifespan prediction engineering, ultra-short pulses, and high-power laser science.
The Artificial Evolution Research Institute (AERI) and Xyronix Corporation employ over 160 individuals with Ph.D.s in quantum brain science, quantum neurology, quantum cognitive science, molecular biology, electronic and electrical engineering, applied physics, information technology (IT), data science, communication engineering, semiconductor and materials engineering. They also have more than 190 individuals with doctoral degrees in engineering and over 230 engineers, including those specializing in software, network, and system engineering, as well as programmers, dedicated to advancing research and development.
Building on the outcomes in unexplored and extreme territories within these advanced research domains, AERI and Xyronix Corporation aim to provide opportunities for postgraduate researchers in engineering disciplines. Through achievements in areas such as the 6th generation computer, nuclear deterrence, military unmanned systems, missile defense, renewable and clean energy, climate change mitigation, environmental conservation, Green Transformation (GX), and national resilience, the primary objective is to furnish scholars with genuine opportunities for learning and discovery. The overarching goal is to transform them from 'reeds that have just begun to take a step as reeds capable of thinking' into 'reeds that think, act, and relentlessly pursue growth.' This initiative aims to impart a guiding philosophy for complete metamorphosis and to provide guidance for venturing into unexplored and extreme territories, aspiring to fulfill the role of pioneers in this new era.
B. In the cutting-edge research domain, the Artificial Evolution Research Institute (AERI) and Xyronix Corporation have made notable advancements in various fields. Some examples include:
1. AERI･HEL (Petawatt-class Ultra-High Power Terawatt-class Ultra-High Power
Femtosecond Laser)
◦ Petawatt-class ultra-high power terawatt-class ultra-short pulse laser (AERI･HEL)
2. 6th Generation Computer&Computing
◦ Consciousness-driven Bio-Computer
◦ Brain Implant Bio-Computer
3. Carbon-neutral AERI synthetic fuel chemical process
(Green Transformation (GX) technology)
◦ Production of synthetic fuel (LNG methanol) through CO₂ recovery system (DAC)
4. Green Synthetic Fuel Production Technology(Green Transformation (GX) technology)
◦ Carbon-neutral, carbon-recycling system-type AERI synthetic fuel chemical process
5. Direct Air Capture Technology (DAC)
◦ Carbon-neutral, carbon-recycling carbon dioxide circulation recovery system
6. Bio-LSI・Semiconductors
◦ Neural connection element directly connecting bio-semiconductors and brain nerves
on a nanoscale
◦ Brain LSI Chip Set, Bio-Computer LSI, BMI LSI, BCI LSI, Brain Computing LSI,
Brain Implant LSI
7. CHEGPG System (Closed Cycle Heat Exchange Power Generation System with
Thermal Regenerative Binary Engine)
◦ Power generation capability of Terawatt (TW), annual power generation of
10,000 TWh (terawatt-hour) class
◦ 1 to 0.01 yen/kWh, infinitely clean energy source, renewable energy source
8. Consciousness-Driven Generative Autonomous Robot
9. Brain Implemented Robot･Cybernetic Soldier
10. Generative Robot, Generative Android Army, Generative Android
11. High-Altitude Missile Initial Intercept System, Enemy Base Neutralization System,
Nuclear and Conventional Weapon Neutralization System, Next-Generation
Interception Laser System for ICBMs, Next-Generation Interception Laser System
for Combat Aircraft
12. Boost Phase, Mid-Course Phase, Terminal Phase Ballistic Missile Interception System
13. Volcanic Microseismic Laser Remote Sensing
14. Volcanic Eruption Prediction Technology, Eruption Precursor Detection System
15. Mega Earthquake Precursor and Prediction System
16. Laser Degradation Diagnosis, Non-Destructive Inspection System
17. Ultra-Low-Altitude Satellite, Ultra-High-Speed Moving Object
Non-Destructive Inspection System
✼••┈┈••✼••┈┈••✼••┈┈••✼••┈┈••✼••┈┈••✼••┈┈••✼
Reality of Higher-than-Assumed Environmental Impact of Plug-in Hybrid Vehicles
a. Plug-in hybrid vehicles are often marketed as a transition to electric vehicles (EVs). However, new real-world data from the European Commission (EC) indicates an underestimation of carbon dioxide (CO2) emissions from plug-in hybrid vehicles. Plug-in hybrid vehicles are considered as ideal cars, combining the convenience of gasoline cars with the advantages of battery electric vehicles. However, according to the aforementioned new real-world data from the European Commission (EC), it has been revealed that some officially announced figures significantly underestimate the CO2 emissions of plug-in hybrid vehicles.
b. According to new real-world data from the European Commission (EC), carbon dioxide (CO2) emissions from plug-in hybrid vehicles are approximately 3.5 times higher than the officially announced estimates. This discrepancy is largely related to driver behavior. People tend to charge plug-in hybrid vehicles less frequently and drive them in electric mode less often than expected.
c. The impact of plug-in hybrid vehicles on the environment is significantly worse than indicated by official figures. While conventional hybrid vehicles typically incorporate small batteries to slightly improve fuel efficiency, plug-in hybrid vehicles are capable of full electric operation over short distances. The range of plug-in vehicles is usually around 30 to 50 miles (50 to 80 kilometers) in electric mode. When using auxiliary fuels such as gasoline or diesel, the range can be even longer. Due to this convenience, most drivers use significantly more auxiliary fuel (gasoline, diesel) than estimated.
d. According to a new report on carbon dioxide emissions by the European Commission (EC), based on the temporal measurement of fuel consumption by automobiles, drivers of plug-in hybrid vehicles emit approximately 139.4 grams of carbon dioxide per kilometer driven. On the other hand, official estimates of carbon dioxide emissions by manufacturers are determined through laboratory tests, with a CO2 emission rate of 39.6 grams per kilometer, accounting for 28% of the carbon dioxide emissions as calculated by the European Commission (EC).
e. Part of the gap in carbon dioxide emissions can be explained by the difference between controlled conditions in manufacturer laboratories and real-world driving. Even conventional internal combustion engine vehicles tend to have actual carbon dioxide (CO2) emissions higher than official estimates. However, the gap in CO2 emissions is about 20%, and it is not over 200% like in the case of plug-in hybrid vehicles. The significant gap in CO2 emissions, exceeding 200%, in plug-in hybrid vehicles is attributed to how drivers use them. Manufacturer researchers have acknowledged this issue in previous studies.
f. In a study conducted by the International Council on Clean Transportation (ICCT) published in 2022, the causes of the above problem are pointed out as follows. Manufacturer researchers investigated the actual driving habits of people using plug-in hybrid vehicles. The method used to determine the official carbon dioxide (CO2) emissions announced by manufacturers set convenient estimates for drivers using electricity (electric mode) as the power source for 70 to 85% of the driving time. However, real-world driving data showed that plug-in hybrid vehicle drivers used electric mode for only 45 to 49% of the driving time. Additionally, for plug-in hybrid vehicles provided by manufacturers, the average usage of electric mode was only 11 to 15%.
g. The gap between actual and estimated carbon dioxide (CO2) emissions (as mentioned above, the significant gap in CO2 emissions, exceeding 200%, in plug-in hybrid vehicles) can be problematic for drivers who purchase plug-in hybrid vehicles expecting to save on gasoline costs. If drivers use electricity less than expected, the dramatic benefits advertised may not be realized. According to new analysis, while traveling in plug-in hybrid vehicles is predicted to reduce CO2 emissions by nearly three-quarters (≈75%) compared to conventional vehicles according to manufacturers' official estimates, in reality, it only achieves a 23% reduction compared to conventional vehicles. Maximizing economic and environmental benefits by driving plug-in hybrid vehicles in electric mode as much as possible is impractical because plug-in hybrid vehicles require approximately 30 minutes for rapid charging and several hours for normal full charging. In contrast, gasoline or diesel refueling can be done in just a few minutes, even for a full tank.
h. Bridging the gap between manufacturers' convenient expectations and reality is important not only for individuals but also for achieving the intended effects of emission reduction policies. Last year, the European Union (EU) passed a bill to end the sale of gasoline cars by 2035, although its feasibility is questionable. This aims to reduce emissions from the transportation sector, which accounts for about one-fifth of the world's carbon dioxide (CO2) emissions. In the EU, manufacturers are required to regulate the CO2 emissions of all vehicles they sell to match the regulated average CO2 emissions. If the emission reduction effect of plug-in hybrid vehicles in real-world driving is significantly lower than expected, it may mean that the EU's CO2 emission reduction targets are not actually progressing beyond the currently assessed level toward climate change mitigation goals in the transport sector.
i. The International Council on Clean Transportation (ICCT) has pointed out that plug-in hybrid vehicles have not achieved the expected level of success in reducing carbon dioxide (CO2) emissions targets, a concern also raised in the United States. In a certain ICCT study, actual fuel consumption (gasoline or diesel consumption) of plug-in hybrid vehicles was about 50% higher than the estimates of the United States Environmental Protection Agency (EPA). In the United States, the calculation method for official estimates of CO2 emissions differs from that of the EU, and the discrepancy between expectations and reality is smaller due to factors such as differences in drivers' living environments, making it easier to charge at single-family homes with garages.
j. The Biden administration recently finalized carbon dioxide (CO2) emission regulations, which set guidelines for manufacturers regarding the CO2 emissions of vehicles they sell. These regulations aim to reduce emissions at the time of new vehicle sales, requiring approximately half of new vehicles sold in the United States by 2032 to achieve zero emissions to meet this standard. Both the EU and the United States are planning to update their estimates regarding the usage of plug-in hybrid vehicles by drivers. This is expected to make policies in both markets more reflective of reality. Starting from 2025 for the EU and later from 2027 for the United States, adjustments will be made to estimates concerning driver behavior.
END.
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Quantum Brain Chipset & Bio Processor (BioVLSI)
♠♠♠ Kazuto Kamuro: Professor, PhD, and Doctor of Engineering ♠♠♠
・Doctor of Engineering (D.Eng.) and Ph.D. in Quantum Physics, Semiconductor Physics, and Quantum Optics
・Quantum Physicist and Brain Scientist involved in CALTECH & AERI
・Associate Professor of Quantum Physics, California Institute of Technology（CALTECH）
・Associate Professor and Brain Scientist in Artificial Evolution Research Institute（ AERI: https://www.aeri-japan.com/ ）
・Chief Researcher at Xyronix Corporation(HP: https://www.usaxyronix.com/)
・IEEE-USA Fellow
・American Physical Society Fellow
・email: info@aeri-japan.com
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【Keywords】
・Artificial Evolution Research Institute: AERI, Pasadena, California
・Xyronix Corporation, Pasadena, California
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