ACV comparative des véhicules thermiques et électriques

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En provenance du cours de École des Ponts ParisTech

Mobilités et véhicules électriques

42 notes

École des Ponts ParisTech

Mobilités et véhicules électriques

42 notes

L’objectif de ce MOOC est d’aider ses apprenants, quel que soit leur profil, leur formation ou leur pays d’origine, à construire une réponse personnelle à des questions comme celles-ci : - Les voitures électriques seront-elles les dernières à circuler dans les métropoles du XXI° siècle ? - Le gain environnemental associé à l’électrification des véhicules justifie-t-il des investissements massifs dans les infrastructures de charge ? - Le véhicule électrique est-il réservé aux riches des pays du Nord ? Grâce à ce MOOC, les participants pourront acquérir des connaissances issues des sciences de l’ingénieur, de la sociologie, des sciences de l’environnement, de l’économie, de la géographie et des sciences politiques pour évaluer, analyser et mettre en œuvre le déploiement des véhicules électriques là où il est pertinent. Le Groupe Renault et les écoles de ParisTech collaborent depuis bientôt 15 ans sur des sujets liés à la mobilité durable. Ensemble, ils ont créé deux Masters (Transport et développement durable en 2004, Mobilité et véhicules électriques en 2010) et l’Institut de la Mobilité Durable (IMD), en 2009, pour accompagner les mutations en cours. Le MOOC Mobilités et véhicules électriques est issu de cette histoire commune et a été élaboré à partir d'un cours délivré au sein du Master Mobilités et Véhicules Électriques, piloté par Arts et Métiers ParisTech en partenariat avec Ensta ParisTech, Mines ParisTech et l’École des Ponts ParisTech. Ce cours est en français, cependant des sous-titres en anglais sont disponibles pour toutes les vidéos et vous pouvez écrire vos messages dans le forum en anglais si vous le désirez./ This course is given in French, nevertheless English subtitles are available for all videos and you can write your posts in the forum in English if desired.

À partir de la leçon

Chapitre 2 - Mobilités électriques et réduction de l'impact environnemental

<p>Dans ce chapitre, nous étudierons les enjeux des changements climatiques puis mènerons une analyse prospective quant aux évolutions des émissions de gaz à effet de serre tout au long du XXI° siècle. <br/>Nous examinerons ensuite le rôle des transports en termes de pollution locale de l'air et de bruit.<br/> Pour pouvoir déterminer la performance environnementale des différents types de véhicules, nous présenterons l'analyse de cycle de vie puis mobiliserons cette méthode pour comparer les performances des véhicules thermiques et électriques en termes de préservation de l'environnement local et global.</p><p>Le chapitre est constitué de 6 vidéos de cours et d'un <em>Point méthode</em> permettant de définir ce qu'est l'analyse de cycle de vie. Il est complété par un entretien avec un expert du groupe Renault pour traiter spécifiquement du sujet des batteries du point de vue de leur impact sur l'environnement. Il se conclut bien entendu par une évaluation sous forme de quiz. Cette évaluation ne porte que sur les vidéos de cours et est notée.</p>

Point méthode - L'analyse de cycle de vie3:01

ACV et bilan du puits à la roue (1/2)10:00

ACV et bilan du puits à la roue (2/2)9:11

ACV comparative des véhicules thermiques et électriques10:50

Rencontrer les enseignants

Virginie BOUTUEIL
Researcher
LVMT (City Mobility Transport Lab), École des Ponts ParisTech
Émeric FORTIN
Head of the Master in Transport and Sustainable Development
Direction of Studies, École des Ponts ParisTech

-In this video, I will talk

about the comparative life-cycle assessments, or LCAs,

of electric and thermal vehicles.

In a context of climate change,

of fossil and mineral natural resource depletion,

as well as the deterioration of urban air quality,

electric vehicles may represent an interesting alternative

to thermal vehicles.

We have been observing this trend for 10 years

with the emergence of new vehicles launched by the manufacturers

as well as a series of incentives implemented by the government

to foster the purchase of electric vehicles, their use,

and the installation of charging stations.

In this context, it is legitimate

to be curious about the overall environmental balance

of electric vehicles compared to thermal vehicles.

If an electric vehicle is not polluting during use,

upstream, we do have to manufacture the batteries

and produce electricity to charge it.

The life-cycle assessment is the suitable tool

to compare the overall environmental balances

of two products with identical functions.

I am now going to present the results of a study performed with my coworkers

in 2012 for the ADEME, the French environment agency.

The goal of the study was to define the area of environmental relevance

of electric vehicles compared to thermal vehicles.

As in any LFA study, it was divided into four phases:

setting the goal and scope of the study,

the life-cycle inventory,

impact assessment and interpreting the results.

It was made in compliance

with the ISO standards 14040 and 14044 on the LCA.

The rest of this presentation follows the same four phases.

I will start with methodology.

First, we will define our functional unity,

or the service unit

that every figure calculated in the LFA study will relate to.

In this case,

the service unit is the provision of a vehicle

for trips under 80 kilometers per day

for a design lifetime of 150 000 kilometers.

This vehicle can either be an individual vehicle

or a light commercial vehicle.

In this study, we considered two deadlines,

2012 and 2020.

And we only considered the trickle charge.

A few other methodological points are tied

to the definition of system boundaries.

In this study, we considered, according to the LFA process,

the steps from raw material extraction to the vehicle end of life

including the provision of fuel and electricity.

However, we left aside

the production of any infrastructures

aimed at charging or fuel distribution.

Another issue regarding the study is that,

because of the lack of maturity of electric vehicles,

we do not have enough feedback

to have solid and stable data

to calculate the LCA.

Especially when it comes to the batteries,

their density, their lifespan,

as well as the vehicle consumption,

the use of auxiliaries such as heating which can impact the results,

the driving style.

All these factors were identified at the start of the study

and you will see in the results that we performed uncertainty analyses

to deal with these specificities.

One last important subject is that this study was submitted

to an international panel of LCA experts for critical review

in compliance with the ISO standard 14040 on LCA

as it is a comparative study aimed for publication.

I will now start with the second phase,

the life-cycle inventory.

We collected primary data,

directly from actors from the electric and thermal industries.

We especially collected data from manufacturers,

battery manufacturers,

energeticists and end-of-life actors.

The third phase is impact analysis.

Based on the inventory of inflows and outflows in the life cycle

of electric and thermal vehicles,

we calculated several impact indicators.

They include the total primary energy consumption,

the influence on climate change,

mineral and fossil resources depletion,

atmospheric acidification, photochemical smog,

water eutrophization,

and as this study focuses on electric vehicles,

we also took into account

indicators which are not systemically included in LCAs,

but which made sense for this one,

such as radioactive waste and emissions,

local atmospheric pollution and the noise during use.

The first visible result

on this slide

is that the contribution of electric vehicle production,

both batteries and the vehicle,

represents a much higher proportion of the total impact on the life cycle

than the production of a thermal vehicle

compared to its life cycle.

For thermal vehicles, it is about 15%

and almost 70% for electric vehicles.

As a second conclusion,

the compared environmental performances

of electric and thermal vehicles,

changes with the impact under consideration.

On this graph which represents the total energy consumption

throughout the life cycle,

we can see that the consumption of an electric vehicle

is pretty similar to that of a thermal vehicle.

On the next one,

which shows the contribution to the greenhouse effect,

there is a clear advantage in favor of electric vehicles

which reduce by almost 65% greenhouse gas emissions

compared to thermal vehicles.

On the third one,

which shows the contribution to atmospheric acidification,

the environmental performance of electric vehicles

is inferior to that of thermal vehicles.

We can remember

that the results rely strongly on the impact in question.

A third conclusion, which is relatively intuitive,

is that the environmental balance of an electric vehicle

strongly depends on the country where it is being used,

in other words on the electric mix which provides its energy.

On this slide,

we can see an electric vehicle used in France in blue

and an electric vehicle used in Germany in red

compared to the ochre and brown lines showing thermal vehicles.

The vehicle used in France is much more efficient

because of the part of nuclear energy

in the French mix.

It is 75% nuclear energy and 12% hydroelectricity

whereas the German mix is 44% coal

and 60% fossil fuel.

The fourth conclusion has to do with how to do the calculations.

I specified in the methodological phase

that some data were uncertain

because of the immaturity of electric vehicles.

So we have not calculated one value for each result,

but a range of values.

This led to us reformulating our conclusions

and producing this kind of graph where we can compare

the environmental performance of electric and thermal vehicles

based on their lifespan.

Here, we can see that, regarding photochemical ozone creation,

after 140 000 kilometers,

in France or in Germany,

this impact is in favor of electric vehicles.

This slide gathers the results of the various impact analyses.

In blue are the impacts

for which electric vehicles are favorable.

We can see that atmospheric acidification

is the only one where electric cars have an unfavorable balance in France

compared to thermal vehicles.

Based on these results,

we were able to draw up recommendations.

The first one is to favor

the intensity of use of electric vehicles

to amortize the impact of producing the vehicle and the batteries.

The second one is to charge an electric vehicle

with a highly decarbonated energy

produced from renewable sources.

The third one deals with battery recycling

which reduces the impact on atmospheric acidification.

The fourth one is to dedicate specific areas in town

to electric mobility,

in order to increase the benefits in terms of noise

and local pollution.

This study shows that with a quantified balance

of all the impacts

throughout the life cycle of thermal and electric vehicles,

we can write consistent public policies.

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