Vehicle lightweighting vs. electrification: Life cycle energy and GHG emissions results for diverse powertrain vehicles
Vehicle lightweighting vs. electrification: Life cycle energy and GHG emissions results for diverse powertrain vehicles
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DOI：
10.1016/j.apenergy.2014.03.023
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发表时间：
2014-08
期刊：
影响因子：
11.2
通讯作者：
A. Lewis;J. Kelly;G. Keoleian
中科院分区：
文献类型：
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作者：
A. Lewis;J. Kelly;G. Keoleian
这项工作评估了电动汽车和减重在减少生命周期能源和温室气体（GHG）排放方面的潜力。生命周期评估（LCA）用于考虑车辆运行的上游和下游过程，从而纳入电力生产造成的能源和温室气体排放的区域变化以及传统和轻质材料造成的不同能源和温室气体排放。将先前工作中开发的设计协调方法应用于内燃机汽车（ICV）、混合动力汽车（HEV）和插电式混合动力汽车（PHEV）的基线和轻量化汽车模型的创建。因此，每辆车都被设计成功能相同，并包含较重动力系统所需的结构支撑。轻量化车辆的设计采用了白车身（BIW）减重方案，采用了铝和先进/高强度钢（A/HSS）。对于本研究中考虑的质量降低情景，结果表明，当钢被铝取代时，最大的生命周期能源和温室气体排放量减少。然而，由于与铝相比，A/HSS需要更少的能量来生产，因此每单位质量去除的能量和温室气体减少量对于A/HSS是最大的。设计协调建模方法的结果表明，每单位动力总成质量增加需要0.2 ~ 0.3 kg的结构支撑，从而扩展了以前的方法。
This work assesses the potential of electrified vehicles and mass reduction to reduce life cycle energy and greenhouse gas (GHG) emissions. Life cycle assessment (LCA) is used to account for processes upstream and downstream of the vehicle operation, thereby incorporating regional variation of energy and GHG emissions due to electricity production and distinct energy and GHG emissions due to conventional and lightweight materials. Design harmonization methods developed in previous work are applied to create baseline and lightweight vehicle models of an internal combustion vehicle (ICV), hybrid electric vehicle (HEV) and plug-in hybrid electric vehicle (PHEV). Thus, each vehicle is designed to be functionally equivalent and incorporate the structural support required for heavier powertrains. Lightweight vehicles are designed using body-in-white (BIW) mass reduction scenarios with aluminum and advanced/high strength steel (A/HSS). For the mass reduction scenarios considered in this work, results indicate that the greatest life cycle energy and GHG emissions reductions occur when steel is replaced by aluminum. However, since A/HSS requires less energy to produce as compared to aluminum, the energy and GHG reductions per unit mass removed is greatest for A/HSS. Results of the design harmonization modeling method show that 0.2–0.3 kg of structural support is required per unit increase in powertrain mass, thus extending previous methods.