Life Cycle Analysis: HEV vs Conventional Vehicle
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A cradle to grave comparison of Hybrid Electric Vehicles and their conventional counterparts during their different life cycle stages: Manufacturing, Utilization & Recycling.
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Life Cycle Analysis: HEV vs Conventional Vehicle
- 1. Copyright © Michigan Tech Class Period 01 Page: 1 Advanced Propulsion Systems for Electric Vehicles Laboratory MEEM / EE 5296 Assignment - 02 Product Life Cycle: HEV vs Conventional Vehicle (Manufacturing, Utilization, Recycling etc.) H R R Vedanth Iyengar Graduate Student, Mechanical Engineering hiyengar@mtu.edu
- 2. Copyright © Michigan Tech Class Period 01 Page: 2 Motive Vehicles- one of the most important personal assets and liabilities costing almost $100 000 over the “lifetime” responsible for 42 000 highway deaths and 4 million injuries each year consumes two-third of the total petroleum production illness and premature death due to the emissions. environmental hazard. According to EPA- • Transportation: 32% • Electricity: 38% Greener Processes > Greener Products Current regulations focus only on Tailpipe emissions – Utilization Visible Easy to measure Becomes a habit Concentrating only on utilization Total CO2 emissions
- 3. Copyright © Michigan Tech Class Period 01 Page: 3Life Cycle Assessment (LCA) • Cradle to grave analyses tool for a product/process Compiles an inventory of input/outputs Evaluates the potential environmental impacts LCA is important to Vehicle Regulations/Policy makers & industry tailpipe emissions are only a part of the story! to know how green a vehicle is? utilization of energy and associated emissions = Carbon Footprint Big-Picture approach – improving one aspect/technology may give rise to emissions elsewhere • CARB considered only tailpipe emissions back in 1998 and so had to bump the regulation requirement of ZEV sales from 2% to 10% by 2003. of a product or service system throughout its life- cycle
- 4. Copyright © Michigan Tech Class Period 01 Page: 4 L C A Image taken from: worldautosteel.org
- 5. Copyright © Michigan Tech Class Period 01 Page: 5EPA LCA Chart Figure taken from: Paula Moon, Andrew Burnham and Michael Wang, “Vehicle-Cycle Energy and Emission Effects of Conventional and Advanced Vehicles”, SAE TECHNICAL PAPER SERIES 2006-01-0375
- 6. Copyright © Michigan Tech Class Period 01 Page: 6A General Idea-Talking points End of Use Product : Landfill Figure taken from: Vishesh Kumar and John W. Sutherland, “Sustainability of the automotive recycling infrastructure: review of cureent research and identification of future challenges, Int. J. Sustainable Manufacturing. Vol 1, Nos. ½, 2008
- 7. Copyright © Michigan Tech Class Period 01 Page: 7
- 8. Copyright © Michigan Tech Class Period 01 Page: 8Recycling • Total annual revenue is estimated to be $22 billion • Saves an estimated 85 million barrels of oil a year, that would have been used in the manufacturing of new or replacement parts • Automotive recycling businesses employ some 103,108 people at more than 8,267 businesses around the country • Cars are the number one recycled product in the United States with a whopping 12-15 million vehicles/annum • Vehicle Recovery Rates in the US are around 95%. But due to the E-mobility drive, this figure is dropping down. • These vehicles use more plastics and composite materials than conventional vehicles, which use primarily steel • Rechargeable batteries are handled separately Data compiled from a 1997 survey by the private consulting firm, Axiom Research Company and Automotive Recycling: Your Cars Afterlife (2-13-2006).
- 9. Copyright © Michigan Tech Class Period 01 Page: 9Material Recovery Route Impact on the business: • Shredders & Dismantlers will recover less material and pay more for landfill • More landfill more degradation of the natural environment • Therefore, the recovery and recycling of plastics and composites is one of the major issues of interest. • We need a recycling infrastructure and technological advancement for HEV/EV recycling! Figure taken from: L. Harrison and D. Doerffel, “Life Cycle Impacts and Sustainability Considerations for Alternative and Conventional Vehicles”, SAE TECHNICAL PAPER SERIES 2003-01-0642
- 10. Copyright © Michigan Tech Class Period 01 Page: 10Utilization Costs Figure taken from: L. Harrison and D. Doerffel, “Life Cycle Impacts and Sustainability Considerations for Alternative and Conventional Vehicles”, SAE TECHNICAL PAPER SERIES 2003-01-0642 Costs in Euros
- 11. Copyright © Michigan Tech Class Period 01 Page: 11 Utilization Metrics Per annum vehicular measures Figure taken from: L. Harrison and D. Doerffel, “Life Cycle Impacts and Sustainability Considerations for Alternative and Conventional Vehicles”, SAE TECHNICAL PAPER SERIES 2003-01-0642 Total Life Span of Maintenance Impacts
- 12. Copyright © Michigan Tech Class Period 01 Page: 12Fuel Production for HEV/EVs Figure taken from: Mikhail Granovskii, Ibrahim Dincer ∗, Marc A. Rosen, “Economic and environmental comparison of conventional, hybrid, electric and hydrogen fuel cell vehicles”, Journal of Power Sources 159 (2006) 1186–1193 Scenario 1: Renewable sources Scenario 2: 50% renewable sources + 50% natural gas Scenario 3: Natural gas
- 13. Copyright © Michigan Tech Class Period 01 Page: 13Big Picture: Fuel Cycle + Vehicle Cycle +Operation Total energy-cycle energy use (kJ/km) Total energy-cycle Greenhouse gas emissions (g/km) Figure taken from: Paula Moon, Andrew Burnham and Michael Wang, “Vehicle-Cycle Energy and Emission Effects of Conventional and Advanced Vehicles”, SAE TECHNICAL PAPER SERIES 2006-01-0375
- 14. Copyright © Michigan Tech Class Period 01 Page: 14 Total energy-cycle PM emissions (g/km) Total energy-cycle SOx emissions (g/km) Figure taken from: Paula Moon, Andrew Burnham and Michael Wang, “Vehicle-Cycle Energy and Emission Effects of Conventional and Advanced Vehicles”, SAE TECHNICAL PAPER SERIES 2006-01-0375
- 15. Copyright © Michigan Tech Class Period 01 Page: 15Pugh Analysis Figure taken from: Heather L. MacLean, Lester B. Lave “Evaluating automobile fuel/propulsion system technologies”, Progress in Energy and Combustion Science 29 (2003) 1–69
- 16. Copyright © Michigan Tech Class Period 01 Page: 16 http://www.gov.scot/Publications/2009/08 /18161245/7 LCA Interpretation
- 17. Copyright © Michigan Tech Class Period 01 Page: 17Conclusions •Immediate need for a viable/thriving infrastructure > mass adoption and acceptance of e-mobility •We often restrict our discussions to the charging infrastructure, battery technology, vehicle/battery cost •Ecosystem perspective recommends a broader discussion on the same with inclusion of recycling, manufacturing and LCA for the HEV/EVs
- 18. Copyright © Michigan Tech Class Period 01 Page: 18 Final Verdict •In particular, gasoline or diesel in an internal combustion engine (ICE) is currently the cheapest system and is likely to continue to be the cheapest system through 2020. •Conventional Propulsion – good for well-to-tank <an age-old technology> •HEV/EV/H2 – good for tank-to-wheel <Efficient Powertrain> •Absent a breakthrough in Battery technology, no significant eMobility i.e. HEVS are good but EVs will continue to be expensive and unattractive range
- 19. Copyright © Michigan Tech Class Period 01 Page: 19Bibliography • Figure taken from: Paula Moon, Andrew Burnham and Michael Wang, “Vehicle-Cycle Energy and Emission Effects of Conventional and Advanced Vehicles”, SAE TECHNICAL PAPER SERIES 2006-01-0375 • http://www.gov.scot/Publications/2009/08/18161245/7 • Figure taken from: Heather L. MacLean, Lester B. Lave “Evaluating automobile fuel/propulsion system technologies”, Progress in Energy and Combustion Science 29 (2003) 1–69 • Figure taken from: L. Harrison and D. Doerffel, “Life Cycle Impacts and Sustainability Considerations for Alternative and Conventional Vehicles”, SAE TECHNICAL PAPER SERIES 2003-01-0642 • Figure taken from: Mikhail Granovskii, Ibrahim Dincer ∗, Marc A. Rosen, “Economic and environmental comparison of conventional, hybrid, electric and hydrogen fuel cell vehicles”, Journal of Power Sources 159 (2006) 1186–1193 • Data compiled from a 1997 survey by the private consulting firm, Axiom Research Company and Automotive Recycling: Your Cars Afterlife (2-13-2006).
- 20. Copyright © Michigan Tech Class Period 01 Page: 20 • Figure taken from: Vishesh Kumar and John W. Sutherland, “Sustainability of the automotive recycling infrastructure: review of cureent research and identification of future challenges, Int. J. Sustainable Manufacturing. Vol 1, Nos. ½, 2008 • Heather L. MacLeana, Lester B. Lave, “Evaluating automobile fuel/propulsion system technologies”, Progress in Energy and Combustion Science 29 (2003) 1–69 • Heather L. MacLeana, Lester B. Lave, “An environmental-economic evaluation of hybrid electric vehicles: Toyota Prius vs. its conventional internal combustion engine Corolla”, Transportation Research Part D 7 (2002) 155-162
Notes de l'éditeur
- The search for new technologies is driven by regulators, not the marketplace!
- But can we live without commuting at all! A definite NO for that answer brings us to the discussion where we talk about the life cycle of an Automobile and associated liabilities. Safety hazard/vehicles can take life: According to the Environmental Protection Agency, nickel is a probable human carcinogen, and improperly disposing of nickel-hydride batteries can pose an Emissions Cost/free commuting Stress on the 3 factors which has resulted in regulations associated with Utilization only! So are we doing it right-ofcourse NOT!! To tackle this parity we study LCA
- Important tool to assess the environmental impact associated with the production and service of a product. Extraction of Raw Materials>transportation>processing>manufacture>transportation>usage>recycle>disposal Costly, time consuming Something which only a fortune 50 company would think of doing There are independent companies/firms which have clients like GM, Nokia etc. which do this for their existence So these clients approach these firms with their Product>These firms dig deep and uncover all the costs and emissions which were incurred during the life-cycle of this product. So these firms are some of the hard-core data analysts! Incorporating advanced material “Carbon RPF” to make the vehicle lightweight and thus reduce the emissions might give rise to increase in emissions while recycling the Carbon CPR! And this emission has a potential to outweigh the benefits of Carbon CPR and thus the improvements that you engineered in the first place!!!
- Talk about the potential emissions involved in this cycle! Dynamite>JCB>Truck transportation>Material processing>>Vehicle production>Utilization>Recycling>Disposal Manufacture Utilization Recycling With this inventory an environmental profile will be set up, which makes it possible to identify the weak points in the lifecycle of the system studied. These weak points are the focal points for improving the system from an environmental impact point of view.
- Significant emissions during recycling!! Now this is a 95 data, so since then, our recycling capabilities and technologies have improved. But with the HEV drive, use Rare Earth Metals and Composites have made things difficult. Neodymium has to imported from China! Spend Time here!! Couldn’t pull out the recent data but with engg judgement We can predict and infer that how other life cycle stages has become complicated and energy internsive and consequently given rise to emissions.
- Why is it dropping, for obvious reasons!! Since the composition of both hybrid and electric vehicles differs quite dramatically from conventional vehicles, there is some concern about the impact on the profitability of the recycling infrastructure of the automotive industry
- Recycling rate of 95% is impressive but with the advent of the HEVs and EVs this figure will drop down due to additional costs and technology associated with recycling Vehicle recovery route is becoming complicated and short with the advent of e-mobility!!.
- Energy costs refer to fuel and recharging costs, for 10,000 km per annum Energy consumption in GGE
- Vehicles goes through mid-life crisis
- GHG = N2O, CO2, CH4
- For vehicle-cycle: the production of materials accounts for a majority of the energy use and emissions of all the vehicles Energy use and GHG emissions: increased by advanced powertrain vehicles when compared to the ICEV due to (a) the increased use of aluminum (b) the increased use of composites Makes both recycling and production difficult
- Reformulated gasoline (RFG) is gasoline blended to burn more clearly than conventional gasoline and to reduce smog-forming and toxic pollutants in the air we breathe. The RFG program was mandated by Congress in the 1990 Clean Air Act amendments. The first phase of the RFG program began in 1995 and the second (current) phase began in 2000. RFG is required in cities with high smog levels and is optional elsewhere. RFG is currently used in 17 states and the District of Columbia. About 30 percent of gasoline sold in the U.S. is reformulated. The air quality benefits RFG has achieved represent a significant part of the country's smog reduction strategy. The RFG program, combined with other industrial and transportation controls aimed at smog reduction, is contributing to the long-term downward trend in U.S. smog levels. About 75 million people breathe cleaner air because of RFG. Fuel Cycle Emissions = WTT
- More Emotors = More Copper Mining = lead to further environmental degradation The University of Illinois Urbana-Champagne's Illinois Sustainable Technology Center found that copper mining contributes to particulate air emissions of various metals and sulfuric acid. Open pit mining is also known as strip mining, and involves the stripping of surface grasses, trees and dirt to unearth the deposits of minerals.
- A lot of comparisons have been made between Toyota Corolla (Conventional) and Prius (HEV) All the Research papers and articles do an extensive assertion and reasoning on individual aspects and viability for different tech but at the very end they say that we need support from the govt. Classroom discussions and the meetings taking place at the EPA conference room are continuously trying to evaluate the viability of the green drive.
- Heather L. MacLeana,*, Lester B. Lave