电动汽车生命周期的能源消耗、碳排放和成本收益研究

发布时间：2018-02-15 14:25

  本文关键词： 电动汽车 生命周期评价 能源消耗 CO_2排放 成本收益　出处：《清华大学》2016年博士论文　论文类型：学位论文

【摘要】：电动汽车因车辆运行阶段摆脱石油依赖且大幅削减温室气体与空气污染物排放,得到了全球的高度关注。但车用材料和燃料上游产生的能耗和排放不容忽视,因而科学准确地评估电动汽车的节能减排及其成本效益需通过生命周期评价实现。本研究基于理论分析、数据调研、实验测试等途径,构建了具有时间特征的中国“车用材料-车用燃料-车辆运行”生命周期评价方法。建立覆盖材料开采、运输、生产,车辆制造、使用和报废的完整材料周期数据库,并实现了与燃料生命周期模型的集成。研究重点优化了包含动力系统选型的电池评价模块和实际道路燃油经济性修正模块。在此基础上,系统评价了轻型车和公交车电动化的生命周期化石能耗和CO_2排放影响;并进一步构建了用户、充电站二元社会系统成本收益模型,进行了快充和换电等情景下的生命周期CO_2排放和成本协同分析。动力电池是影响电动汽车材料周期和生命周期节能减排效益的关键部件。例如,三元锂电池占纯电动汽车材料周期能耗比例高达41-54%,其中电池能量密度、基础加工能耗强度、材料再生率和煤电比例是最重要的影响因素。电动汽车可实现生命周期化石能耗和CO_2排放削减。例如,基准年纯电动轿车相对汽油轿车可分别削减33%和18%。未来电动汽车因电池能耗快速削减可获得更高的节能减排效益,例如2030年纯电动汽车的CO_2排放进一步降至126 g/km,相对ICEV减排扩大至40%。电动汽车生命周期节能减排还需结合地区特征条件进行差异化评价。电动汽车在交通拥堵和高负荷(空调、重载等)条件下可获得更多CO_2减排,例如与平均路况相比,极端拥堵下电动公交相对于柴油车的减排率从3%上升至12%。研究同时建立了电力结构、相对燃油经济性、总活动水平和电池寿命对减排的定量响应机制,并指出电动汽车需进行车、桩、站的系统设计以减少充电损耗。本研究分别进行了早期和成熟期电动汽车社会系统成本收益分析,社会系统则包括电动汽车与充电站。早期快速充电和换电模式下,BEV年均成本是ICEV的1.9和2.6倍,政府补贴削减了其16%的成本。成熟期影响因素“台阶分析”表明,车辆与充电站比例是影响成本最主要因素。快充和换电模式BEV万元成本增量的生命周期CO_2削减量分别为301和13 kg。快速充电这类资源负担轻的模式具备成本收益比较优势,成熟期BEV运营在清洁电力比重高的拥堵城区甚至可获得成本、排放下降的双赢。各地区应依据成本收益评价结果进行差异化的电动汽车推广,政府补贴则应以提升纯电出行率为基本目标。
[Abstract]:Electric vehicles (EVs) have received high global attention because they are free of oil dependence and greatly reducing greenhouse gas and air pollutant emissions during their running phase. However, the energy consumption and emissions from upstream vehicle materials and fuels should not be ignored. Therefore, the scientific and accurate evaluation of energy saving and emission reduction and its cost-effectiveness of electric vehicles need to be realized through life cycle evaluation. This study is based on theoretical analysis, data research, experimental testing, and so on. The life cycle evaluation method of "vehicle material, vehicle fuel and vehicle running" with time characteristic is constructed. The complete material cycle database of covering material mining, transportation, production, vehicle manufacture, use and scrapping is established. And the integration with fuel life cycle model is realized. The battery evaluation module including the selection of power system and the fuel economy correction module of actual road are optimized. The effects of Life-cycle fossil energy consumption and CO_2 emission on electric light vehicle and bus are systematically evaluated, and the cost-benefit model of dualistic social system of user, charging station is further constructed. Life-cycle CO_2 emission and cost coordination analysis were carried out in the context of fast charge and power exchange. Power battery is the key component to affect the energy saving and emission reduction benefits of the material cycle and life cycle of electric vehicle. For example, The proportion of energy consumption of ternary lithium batteries in the cycle of pure electric vehicles is as high as 41-54. Among them, the energy density of batteries, the energy intensity of basic processing, Material regeneration rates and coal power ratios are the most important factors. Electric vehicles can achieve life-cycle fossil energy consumption and CO_2 emission reductions. For example, In the base year, pure electric cars can be cut by 33% and 18 compared to gasoline sedan, respectively. In the future, electric cars can achieve higher energy saving and emission reduction benefits because of rapid reduction in battery energy consumption. In 2030, for example, the CO_2 emissions of pure electric vehicles fell further to 126g / kmand expanded to 40g / km relative to ICEV emission reductions. EVs' life-cycle energy saving and emission reduction needs to be assessed differently in terms of regional characteristics. Electric vehicles are in traffic jams and high loads (air conditioners, air conditioners, air conditioners). For example, in extreme congestion, the emission reduction rate of electric public transport relative to diesel increased from 3% to 12. The study also established the electric power structure and relative fuel economy. The quantitative response mechanism of total activity level and battery life to emission reduction, and pointed out that electric vehicles need to carry out vehicles, piles, The system is designed to reduce the charge loss. This study analyzed the cost and benefit of the social system of electric vehicle in the early stage and the mature period, respectively. Social systems include electric vehicles and charging stations. The average annual cost of ICEV is 1.9 and 2.6 times that of ICEV in early rapid charging and switching mode, and government subsidies cut its cost by 16%. The ratio of vehicle to charging station is the most important factor affecting the cost. The life-cycle CO_2 reduction of BEV 10,000 yuan cost increment in fast charge and power exchange mode is 301 and 13 kg respectively. The light resource burden mode such as fast charging has the comparative advantage of cost and benefit. In the mature period, BEV operation can even get the cost in the congested city with high proportion of clean electricity, and reduce the emission. Each region should carry on the differential electric vehicle promotion according to the cost benefit evaluation result. Government subsidies should be aimed at increasing the rate of pure electricity travel as the basic goal.
【学位授予单位】：清华大学
【学位级别】：博士
【学位授予年份】：2016
【分类号】：F426.471;X734.2
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本文编号：1513477