EVALUATION ENVIRONNEMENTALE DE LA MOBILITÉ ÉLECTRIQUE : LEVIERS TECHNOLOGIQUES ET POLITIQUES D'AMÉLIORATION

Transcription

1 EVALUATION ENVIRONNEMENTALE DE LA MOBILITÉ ÉLECTRIQUE : LEVIERS TECHNOLOGIQUES ET POLITIQUES D'AMÉLIORATION Séance d information «Betriber & Emwelt» 22/10/2015 Dr. Enrico BENETTO

2 HYPOTHESIS Does electro-mobility lead to superior environmental performances (i.e. to an overall reduction of the environmental impacts, in particular regarding Greenhouse Effect) as compared to the current situation?

3 RESEARCH QUESTIONS 1. Are electric vehicles more environmentally friendly that conventional vehicles they are supposed to replace? 2. What are the environmental consequences of policies promoting electro-mobility?

4 LIFE CYCLE ASSESSMENT (LCA) ISO Raw material extraction waste energy

5 LIFE CYCLE ASSESSMENT (LCA) ISO Raw material extraction energy waste Production of raw materials, chemicals, components, etc. energy waste

6 LIFE CYCLE ASSESSMENT (LCA) ISO Raw material extraction energy waste Production of raw materials, chemicals, components, etc. energy waste Production of product energy waste

7 LIFE CYCLE ASSESSMENT (LCA) ISO Raw material extraction energy waste Production of raw materials, chemicals, components, etc. energy waste Production of product energy energy waste Packing, transporting, unpacking waste

8 LIFE CYCLE ASSESSMENT (LCA) ISO Raw material extraction energy waste Production of raw materials, chemicals, components, etc. energy waste Production of product In-use period waste energy energy energy waste waste Packing, transporting, unpacking

9 LIFE CYCLE ASSESSMENT (LCA) ISO Raw material extraction waste Landfill incineration energy energy waste Production of raw materials, chemicals, components, etc. Recycling, reuse Re-use of parts Production of product In-use period waste energy energy energy waste waste Packing, transporting, unpacking

10 LIFE CYCLE ASSESSMENT (LCA) ISO Recycling, reuse DIRECTIVE 2000/53/EC Re-use of parts on vehicle end of life Production of product

11 LIFE CYCLE ASSESSMENT (LCA) ISO In-use period REGULATION 443/2009 setting emission performance standards for new passenger cars

12 LIFE CYCLE ASSESSMENT (LCA) ISO In-use period REGULATION 715/2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6)

13 LCA IN PRACTICE Life cycle inventory Life cycle impact assessment; e.g. IMPACT ,000 to 100,000 LCI results Midpoint impact assessment Endpoint impact assessment (dommages) Up to 2,000 aggregated LCI results LCI results Human toxicity Respiratory effects Ionising radiations Ozone layer depletion Photochemical oxidation Aquatic ecotoxicity Terrestrial ecotoxicity Aquatic acidification Aquatic eutrophication Terrestrial acidification Land occupation Global warming Non renewable energy Resource extraction Human health Ecosystem quality Climate change Resources Adapted from Impact2002+ report

14 IMPACT ILLUSTRATION: TAILPIPE EXHAUST EXAMPLE CO 2 (19%) CO (31%) CH 4 (31%) NMVOCs VOCs (15%) N 2 O NO NO 2 PM (15%) NO x (38%)

15 IMPACT ILLUSTRATION: TAILPIPE EXHAUST EXAMPLE VOC+HO*+NO CO 2 +NO 2 NO+O 3 NO 2 +O 2 HNO 3 -H 2 O (2 ary PM) CO+HO*+NO CO 2 +NO 2 NO 2 +O 2 NO+O 3 NO x +H 2 O HNO 3 CO 2 (19%) CO (31%) CH 4 (31%) NMVOCs VOCs (15%) N 2 O NO NO 2 PM (15%) NO x (38%)

16 IMPACT ILLUSTRATION: TAILPIPE EXHAUST EXAMPLE Change VOC+HO*+NO CO 2 +NO 2 NO+O 3 NO 2 +O 2 HNO 3 -H 2 O (2 ary PM) CO+HO*+NO CO 2 +NO 2 NO 2 +O 2 NO+O 3 NO x +H 2 O HNO 3 CO 2 (19%) CO (31%) CH 4 (31%) NMVOCs VOCs (15%) N 2 O NO NO 2 PM (15%) NO x (38%)

17 IMPACT ILLUSTRATION: TAILPIPE EXHAUST EXAMPLE Change VOC+HO*+NO CO 2 +NO 2 NO+O 3 NO 2 +O 2 HNO 3 -H 2 O (2 ary PM) CO+HO*+NO CO 2 +NO 2 NO 2 +O 2 NO+O 3 NO x +H 2 O HNO 3 CO 2 (19%) CO (31%) CH 4 (31%) NMVOCs VOCs (15%) N 2 O NO NO 2 PM (15%) NO x (38%)

18 IMPACT ILLUSTRATION: TAILPIPE EXHAUST EXAMPLE Damages Change VOC+HO*+NO CO 2 +NO 2 NO+O 3 NO 2 +O 2 HNO 3 -H 2 O (2 ary PM) CO+HO*+NO CO 2 +NO 2 NO 2 +O 2 NO+O 3 NO x +H 2 O HNO 3 CO 2 (19%) CO (31%) CH 4 (31%) NMVOCs VOCs (15%) N 2 O NO NO 2 PM (15%) NO x (38%)

19 CASE STUDY DESCRIPTION New A-segment electric car (Peugeot Ion) for employees trips. Charging when the car is back at office. Car replaces equivalent ICEV (Peugeot 108, Citroën C1, Renault Twingo, Fiat 500, etc.)

20 COMPARISON METHODOLOGY Vehicles separated in 2 main parts: 1. GLIDER: identical for all vehicles 2. POWERTRAIN: different between vehicles

21 GLIDER COMPOSITION BODY AND DOORS Vehicle body hardware 1.4% Vehicle body (base) 48.6% Vehicle body panel 15.5% Weld blanks and fasteners 3.3% Rear screen glass 0.9% Side screen glass 2.5% Vehicle doors and lids 23.7% Windscreen glass 2.3% Steel bumper 1.9% CHASSIS Steel cradle 16.0% Steel driveshaft 39.6% Steel corner suspension 21.8% Steering system 11.9% Chassis electrical components 5.3% Steel weld blanks & fasteners 5.3% WHEELS AND BRAKES Disc brake 9.1% Tyres 32.0% Steel wheel rim 58.8% SEATS Squab 5.8% Cushion 9.1% Seat belt 0.6% Height control 0.4% Head rest 0.8% Seats, other 83.2% DASHBOARD, PANELS, TRIM AND INSULATION Centre console 1.0% Dashboard 13.3% Glove box 3.8% Air duct 0.4% Steering finisher 0.2% Other instrumentation 21.1% A-post finisher 1.5% B-post finisher 0.8% C-post finisher 1.5% Sill finsher 1.5% Other trim 33.5% Doors 21.5% INTERIORS, LOAD SPACE AND OTHERS Electrical 7.4% Welders 7.4% Load space wheel arc finishers 1.1% Load space finishers 0.3% Load space latch finishers 2.6% Tool box 2.8% HVAC 78.4% EXTERIORS Paint 28.9% Underbody 2.1% Bumper covers 1.2% Wheel arc closures 9.4% Road wheel finishers 0.4% Bumpers 24.8% Rear lamps 4.4% Radiator 0.7% Other 1.4% Sealers 2.2% Electrical 24.4% Adapted from Hawkins et al. 2012

22 ICEV-SPECIFIC COMPOSITION ICE POWERTRAIN: ENGINE ICE Block and other 57.8% ICE Camshaft 1.6% ICE Connecting rod 1.4% ICE Crankcase 21.5% ICE Crankshaft 6.0% ICE Cylinder head 6.2% ICE Flywheel 4.7% ICE Hydraulic valve filter 0.2% ICE Intake valve 0.2% ICE Ring gear 0.5% ICE POWERTRAIN: GEAR BOX Gear box casing 31.6% Gear box differential 18.5% Gear box input shaft 15.4% Gear box output shaft 16.3% Gear box shift parts 2.9% Gear box, others 15.3% FLUIDS Power steering fluid 1.6% Damper oil 0.7% Brake fluid 4.4% Windshield wiper fluid 9.3% Refrigerant fluid 1.5% Engine oil (ICE only) 7.0% Powertrain coolant (ICE only) 14.1% Gasoline (ICE only) 61.3% BATTERIES Pb battery 100.0% ICE POWERTRAIN: OTHERS Air cleaning housing 1.0% Coolant expansion tank 0.3% Emission control electronics 8.6% Exhaust pipe 38.7% Exhaust pipe catalysts 3.2% Fuel tank 10.1% Pollen filter housing 0.3% Weld blanks and fasteners, Powertrain thermal to body 8.6% ICE powertrain, electrical 8.6% ICE powertrain, thermal 20.7% Adapted from Hawkins et al. 2012

23 EV-SPECIFIC COMPOSITION ELECTRIC COMPONENTS Inverter 29.4% Battery cooling system 31.9% Charger 29.4% Controller 9.4% ELECTRIC MOTOR Engine, copper windings 27.8% Engine, neodymium magnet 4.3% Engine, others 68.0% BATTERIES LiMn2O4 battery 100.0% FLUIDS Power steering fluid 1.6% Damper oil 0.7% Brake fluid 4.4% Windshield wiper fluid 9.3% Refrigerant fluid 1.5% Adapted from Hawkins et al. 2012, Majeau-Bettez et al. 2013, Notter et al. 2008

24 PRODUCTION OF BEV: MASS REPARTITION 8% 3% 29% Body Chassis Interior Exterior 27% Seats Wheels & brakes Fluids Battery 12% Motor Powertrain, other 0% 5% 3% 3% 10%

25 PRODUCTION OF BEV: GWP100 26% 6% 13% 0% 6% 3% 21% 9% 6% 10% Body Chassis Interior Exterior Seats Wheels & brakes Fluids Battery Motor Powertrain, other

26 PRODUCTION OF BEV: TAP100 6% 14% 15% 7% 4% 3% 2% 3% 0% Body Chassis Interior Exterior Seats Wheels & brakes Fluids Battery Motor Powertrain, other 46%

27 PRODUCTION OF BEV: TAP100 6% Copper: 44% Lithium: 20% Others:8% 14% 15% 7% 4% 3% 2% 3% 0% Body Chassis Interior Exterior Seats Wheels & brakes Fluids Battery Motor Powertrain, other 46%

28 PRODUCTION OF BEV: MDP 16% 11% 6% 6% 2% 0% 1% 2% 0% Body Chassis Interior Exterior Seats Wheels & brakes Fluids Battery Motor Powertrain, other 56%

29 PRODUCTION OF BEV: MDP 16% 11% 6% 6% 2% 0% 1% 2% 0% Body Chassis Interior Exterior Seats Wheels & brakes Fluids Manganese: 64% Copper: 28% Others:8% Battery Motor Powertrain, other 56%

30 GWP, KM, URBAN DRIVING Global warming potential (t CO2-eq.) Vehicle prod BEV, BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

31 GWP, KM, URBAN DRIVING Global warming potential (t CO2-eq.) Energy prod Vehicle prod 0 V électrique BEV, ElectricityV électrique, BEV,Rnwb renouvelable electricity V allumage Gasoline commandé V allumage Diesel compression

32 GWP, KM, URBAN DRIVING Global warming potential (t CO2-eq.) Tailpipe Energy prod Vehicle prod 0 V électrique BEV, ElectricityV électrique, BEV,Rnwb renouvelable electricity V allumage Gasoline commandé V allumage Diesel compression

33 GWP, KM, URBAN DRIVING Global warming potential (t CO2-eq.) Maintenace Tailpipe Energy prod Vehicle prod 0 V électrique BEV, ElectricityV électrique, BEV,Rnwb renouvelable electricity V allumage Gasoline commandé V allumage Diesel compression

34 GWP, KM, URBAN DRIVING Global warming potential (t CO2-eq.) Supp. Battery Maintenace Tailpipe Energy prod Vehicle prod 0 V électrique BEV, ElectricityV électrique, BEV,Rnwb renouvelable electricity V allumage Gasoline commandé V allumage Diesel compression

35 GWP, KM, URBAN DRIVING Global warming potential (t CO2-eq.) End of life Supp. Battery Maintenace Tailpipe Energy prod Vehicle prod 0 V électrique BEV, ElectricityV électrique, BEV,Rnwb renouvelable electricity V allumage Gasoline commandé V allumage Diesel compression

36 GWP, KM, URBAN DRIVING TAILPIPE ONLY: ICEVs have higher GWP BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

37 GWP, KM, URBAN DRIVING Global warming potential (t CO2-eq.) WHOLE LIFECYCLE: Diesel car slightly better than BEV with convetional mix End of life Supp. Battery Maintenace Tailpipe Energy prod Vehicle prod 0 V électrique BEV, ElectricityV électrique, BEV,Rnwb renouvelable electricity V allumage Gasoline commandé V allumage Diesel compression

38 GWP, KM, URBAN DRIVING Global warming potential (t CO2-eq.) WHOLE LIFECYCLE: BEV with renewable electricity performs the best End of life Supp. Battery Maintenace Tailpipe Energy prod Vehicle prod 0 V électrique BEV, ElectricityV électrique, BEV,Rnwb renouvelable electricity V allumage Gasoline commandé V allumage Diesel compression

39 MDP, KM,, URBAN DRIVING 18,000 16,000 Metal depletion potential (kg Fe-eq.) 14,000 12,000 10,000 8,000 6,000 4,000 2,000 End of life Supp. Battery Maintenace Tailpipe Energy prod Vehicle prod 0 BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

40 MDP, KM,, URBAN DRIVING USE PHASE: Very low impact on mineral resource depletion Tailpipe Energy prod BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

41 MDP, KM,, URBAN DRIVING 18,000 16,000 Metal depletion potential (kg Fe-eq.) 14,000 12,000 10,000 8,000 6,000 4,000 2,000 End of life Supp. Battery BEVs: higher impact because of battery Maintenace production and change Tailpipe Energy prod Vehicle prod 0 BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

42 TAP, KM, URBAN DRIVING 160 Terrestrial acidification potential (kg SO2-eq.) BEV, Electricity BEV,Rnwb electricity Gasoline Diesel Vehicle prod

43 TAP, KM, URBAN DRIVING 160 Terrestrial acidification potential (kg SO2-eq.) Energy prod Vehicle prod 0 BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

44 TAP, KM, URBAN DRIVING 160 Terrestrial acidification potential (kg SO2-eq.) Tailpipe Energy prod Vehicle prod 0 BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

45 TAP, KM, URBAN DRIVING Terrestrial acidification potential (kg SO2-eq.) Maintenace Tailpipe Energy prod Vehicle prod 0 BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

46 TAP, KM, URBAN DRIVING Terrestrial acidification potential (kg SO2-eq.) End of life Supp. Battery Maintenace Tailpipe Energy prod Vehicle prod 0 BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

47 TAP, KM, URBAN DRIVING Terrestrial acidification potential (kg SO2-eq.) Diesel car: large impact of tailpipe emissions, because of NO x emissions End of life Supp. Battery Maintenace Tailpipe Energy prod Vehicle prod 0 BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

48 BATTERY CAPACITY X Terrestrial acidification potential (kg SO2-eq.) GASOLINE CAR: performs the best, close to BEV with renewable mix End of life Supp. Battery Maintenace Tailpipe Energy prod Vehicle prod 0 BEV, Electricity BEV,Rnwb electricity Gasoline Diesel

49 ISSUE FOR DECISION-MAKERS PREVIOUS SECTION: Useful for automotive engineers.

50 ISSUE FOR DECISION-MAKERS PREVIOUS SECTION: Useful for automotive engineers. ISSUE: Do not answer questions from a policy or decision-making point of view:

51 ISSUE FOR DECISION-MAKERS PREVIOUS SECTION: Useful for automotive engineers. ISSUE: Do not answer questions from a policy or decision-making point of view:

52 ISSUE FOR DECISION-MAKERS PREVIOUS SECTION: Useful for automotive engineers. ISSUE: Do not answer questions from a policy or decision-making point of view:

53 SOLUTION: CONSEQUENTIAL LCA CONSEQUENTIAL LIFE CYCLE ASSESSMENT (C-LCA): Assess the environmental consequences of an action/decision by including market mechanisms into the analysis. AGENT BASED MODELLING OF LUXEMBOURGISH FLEET: Model the current vehicle fleet and market Model the effect of the introduction of a new technology (e.g. EVs) Model the effect of policies (e.g. incentives, charging infrastructure, etc.)

54 EXAMPLE FOR MOBILITY: AGENT-BASED MODELLING AGENT Social ch. Economic ch. Mobility needs Feelings towards Evs & PHEVs Behaviour Etc.

55 EXAMPLE FOR MOBILITY: AGENT-BASED MODELLING AGENT Social ch. Economic ch. Mobility needs Feelings towards Evs & PHEVs Behaviour Etc. CAR Segment Engine Etc.

56 EXAMPLE FOR MOBILITY: AGENT-BASED MODELLING AGENT Social ch. Economic ch. Mobility needs Feelings towards Evs & PHEVs Behaviour Etc. Daily use of car CAR Segment Engine Etc.

57 EXAMPLE FOR MOBILITY: AGENT-BASED MODELLING AGENT Social ch. Economic ch. Mobility needs Feelings towards Evs & PHEVs Behaviour Etc. ENVIRONMENT Prices of fuel Incentives Car technical characteristics Car availability Daily use of car Car changing procedure CAR Segment Engine Etc.

58 EXAMPLE FOR MOBILITY: AGENT-BASED MODELLING AGENT Social ch. Economic ch. Mobility needs Feelings towards Evs & PHEVs Behaviour Etc. ENVIRONMENT Prices of fuel Incentives Car technical characteristics Car availability Daily use of car Car changing procedure CAR Segment Engine Etc. OTHER AGENTS Behaviour Car possession Mobility needs Etc.

59 EXAMPLE FOR MOBILITY: AGENT-BASED MODELLING AGENT Social ch. Economic ch. Mobility needs Feelings towards Evs & PHEVs Behaviour Etc. ENVIRONMENT Prices of fuel Incentives Car technical charcteristics Car availability Daily use of car Car changing procedure CAR Segment Engine Etc. OTHER AGENTS Behaviour Car possession Mobility needs Etc.

60 EXAMPLE FOR MOBILITY: AGENT-BASED MODELLING AGENT Social ch. Economic ch. Mobility needs Feelings towards Evs & PHEVs Behaviour Etc. ENVIRONMENT Prices of fuel Incentives Car technical charcteristics Car availability Daily use of car Car changing procedure CAR Segment Engine Etc. OTHER AGENTS Behaviour Car possession Mobility needs Etc.

61 HELCAR (AFR PDR DR. FLORENT QUERINI ) Policy scenarios (simulation from 2013 to 2020), Luxembourg fleet S1: No EVs S2_ Business as usual: no more CAR-e from 2015, limited deployment of charging infrastructure (only 10% of users can charge their vehicle at work) S3: Current policy: no more CAR-e and 50% user can charge at work S4: Additional policy: same than above but CAR-e is maintained

62 HELCAR (AFR PDR DR. FLORENT QUERINI ) Recommandations Have larger infrastructure deployment. The very uncertain nature of EV deployment leads to high uncertainties on the environmental consequences, Extend the lifetime of batteries, by for instance promoting their reuse in other applications before dismantling and recycling. Considering the results obtained for the German mix, we would recommend to Luxembourg s stakeholders to keep the renewable electricity policy For further details:

63 CONNECTING FNR CORE ( ) LIST, LISER and TU Eindhoven Objectives Develop a proof of concept tool to account for the consequential environmental effects, (from a lifecycle perspective) of policy actions promoting multimodal e-mobility, combining Agent Based Modelling and Life Cycle Assessment capabilities. Case study: daily commuters from France to Kirchberg Scenarios: Business as usual (baseline): most plausible hypothesis for the next years Green: policies in favour of sustainable development are strengthened Economic downturn: economic crisis with increasing prices will promote policy measures aimed at increasing purchasing power rather than sustainable development Non coherent policies: specific case of cross border commuters e.g. Luxembourg prone to green scenario and Lorraine adopts economic downturn scenario Stakeholders workshop on November, 20th to validate and improve the scenarios

64 THANK YOU FOR YOUR ATTENTION

65 TAP WITH ROAD CYCLE 120 Terrestrial acidification potential (kg SO2-eq.) End of life Second battery Maintenace Combustion Extra energy for HVAC Energy production Vehicle production 0 Electric V Electric v, renewable e. Gasoline car Diesel car

66 GWP WITH ROAD CYCLE Effet de serre potentiel (t CO2-éq.) Fin de vie Battery supplémentaire Maintenace Combustion Prod énergie (chauffage) Prod énergie Prod véhicule 0 V électrique V électrique, renouvelable V allumage commandé V allumage compression

67 GWP WITH HIGHWAY CYCLE Effet de serre potentiel (t CO2-éq.) Fin de vie Battery supplémentaire Maintenace Combustion Prod énergie (chauffage) Prod énergie Prod véhicule 0 V électrique V électrique, renouvelable V allumage commandé V allumage compression

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