本文關(guān)鍵詞： 電動(dòng)汽車 生命周期評(píng)價(jià) 能源消耗 CO_2排放 成本收益　出處：《清華大學(xué)》2016年博士論文　論文類型：學(xué)位論文

【摘要】：電動(dòng)汽車因車輛運(yùn)行階段擺脫石油依賴且大幅削減溫室氣體與空氣污染物排放,得到了全球的高度關(guān)注。但車用材料和燃料上游產(chǎn)生的能耗和排放不容忽視,因而科學(xué)準(zhǔn)確地評(píng)估電動(dòng)汽車的節(jié)能減排及其成本效益需通過(guò)生命周期評(píng)價(jià)實(shí)現(xiàn)。本研究基于理論分析、數(shù)據(jù)調(diào)研、實(shí)驗(yàn)測(cè)試等途徑,構(gòu)建了具有時(shí)間特征的中國(guó)“車用材料-車用燃料-車輛運(yùn)行”生命周期評(píng)價(jià)方法。建立覆蓋材料開采、運(yùn)輸、生產(chǎn),車輛制造、使用和報(bào)廢的完整材料周期數(shù)據(jù)庫(kù),并實(shí)現(xiàn)了與燃料生命周期模型的集成。研究重點(diǎn)優(yōu)化了包含動(dòng)力系統(tǒng)選型的電池評(píng)價(jià)模塊和實(shí)際道路燃油經(jīng)濟(jì)性修正模塊。在此基礎(chǔ)上,系統(tǒng)評(píng)價(jià)了輕型車和公交車電動(dòng)化的生命周期化石能耗和CO_2排放影響;并進(jìn)一步構(gòu)建了用戶、充電站二元社會(huì)系統(tǒng)成本收益模型,進(jìn)行了快充和換電等情景下的生命周期CO_2排放和成本協(xié)同分析。動(dòng)力電池是影響電動(dòng)汽車材料周期和生命周期節(jié)能減排效益的關(guān)鍵部件。例如,三元鋰電池占純電動(dòng)汽車材料周期能耗比例高達(dá)41-54%,其中電池能量密度、基礎(chǔ)加工能耗強(qiáng)度、材料再生率和煤電比例是最重要的影響因素。電動(dòng)汽車可實(shí)現(xiàn)生命周期化石能耗和CO_2排放削減。例如,基準(zhǔn)年純電動(dòng)轎車相對(duì)汽油轎車可分別削減33%和18%。未來(lái)電動(dòng)汽車因電池能耗快速削減可獲得更高的節(jié)能減排效益,例如2030年純電動(dòng)汽車的CO_2排放進(jìn)一步降至126 g/km,相對(duì)ICEV減排擴(kuò)大至40%。電動(dòng)汽車生命周期節(jié)能減排還需結(jié)合地區(qū)特征條件進(jìn)行差異化評(píng)價(jià)。電動(dòng)汽車在交通擁堵和高負(fù)荷(空調(diào)、重載等)條件下可獲得更多CO_2減排,例如與平均路況相比,極端擁堵下電動(dòng)公交相對(duì)于柴油車的減排率從3%上升至12%。研究同時(shí)建立了電力結(jié)構(gòu)、相對(duì)燃油經(jīng)濟(jì)性、總活動(dòng)水平和電池壽命對(duì)減排的定量響應(yīng)機(jī)制,并指出電動(dòng)汽車需進(jìn)行車、樁、站的系統(tǒng)設(shè)計(jì)以減少充電損耗。本研究分別進(jìn)行了早期和成熟期電動(dòng)汽車社會(huì)系統(tǒng)成本收益分析,社會(huì)系統(tǒng)則包括電動(dòng)汽車與充電站。早期快速充電和換電模式下,BEV年均成本是ICEV的1.9和2.6倍,政府補(bǔ)貼削減了其16%的成本。成熟期影響因素“臺(tái)階分析”表明,車輛與充電站比例是影響成本最主要因素�？斐浜蛽Q電模式BEV萬(wàn)元成本增量的生命周期CO_2削減量分別為301和13 kg�？焖俪潆娺@類資源負(fù)擔(dān)輕的模式具備成本收益比較優(yōu)勢(shì),成熟期BEV運(yùn)營(yíng)在清潔電力比重高的擁堵城區(qū)甚至可獲得成本、排放下降的雙贏。各地區(qū)應(yīng)依據(jù)成本收益評(píng)價(jià)結(jié)果進(jìn)行差異化的電動(dòng)汽車推廣,政府補(bǔ)貼則應(yīng)以提升純電出行率為基本目標(biāo)。
[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.
【學(xué)位授予單位】：清華大學(xué)
【學(xué)位級(jí)別】：博士
【學(xué)位授予年份】：2016
【分類號(hào)】：F426.471;X734.2
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本文編號(hào)：1513477