- Email: [email protected]
Comparative life cycle assessment of lithium-ion battery electric bus and Diesel bus from well to wheel
Available online at www.sciencedirect.com Available online at www.sciencedirect.com
ScienceDirect ScienceDirect
Energy Procedia 00 (2018) 000–000 Available online www.sciencedirect.com Available online atatwww.sciencedirect.com Energy Procedia 00 (2018) 000–000
ScienceDirect ScienceDirect
www.elsevier.com/locate/procedia www.elsevier.com/locate/procedia
Energy (2018) 000–000 223–227 EnergyProcedia Procedia145 00 (2017) www.elsevier.com/locate/procedia
Applied Energy Symposium and Forum, Renewable Energy Integration with Mini/Microgrids, Applied Energy Symposium and Forum, Energy Integration REM 2017, 18–20 Renewable October 2017, Tianjin, China with Mini/Microgrids, REM 2017, 18–20 October 2017, Tianjin, China
Comparative life cycle assessment of lithium-ion battery electric bus Thelife 15thcycle International Symposium District Heatingbattery and Cooling Comparative assessment ofonlithium-ion electric bus and Diesel bus from well to wheel and Diesel bus from well to wheel Assessing the feasibility of using the heat demand-outdoor Kyeonghun Jwaaa, Ocktaeck Limb,b, * Kyeonghun Jwa , Ocktaeck Lim *heat demand forecast temperature function for a long-term district Grad. School of Mechanical Engineering, University of Ulsan, 44610, South Korea. a
b School of Mechanical Engineering, University of Ulsan, 44610, South Korea. Grad. School of Mechanical Engineering, University of Ulsan, 44610, South Korea. a a b c b School of Mechanical Engineering, University of Ulsan, 44610, South Korea.
a
a,b,c
I. Andrić a
*, A. Pina , P. Ferrão , J. Fournier ., B. Lacarrière , O. Le Correc
IN+ Center for Innovation, Technology and Policy Research - Instituto Superior Técnico, Av. Rovisco Pais 1, 1049-001 Lisbon, Portugal
b Veolia Recherche & Innovation, 291 Avenue Dreyfous Daniel, 78520 Limay, France Abstract c Département Systèmes Énergétiques et Environnement - IMT Atlantique, 4 rue Alfred Kastler, 44300 Nantes, France Abstract A comparative life cycle assessment of lithium-ion battery electric bus and Diesel bus were investigated using GREET 2016 to A comparative life cycleofassessment lithium-ion electric bus andthe Diesel wereIt investigated GREET 2016 to investigate the impacts alternative of vehicles on thebattery environment. Using Greetbus 2016, can evaluateusing energy cycle analysis investigate thewell impacts of alternative the Greetand 2016, It can of evaluate energy analysis composed of to pump and pump vehicles to wheel.on In the thisenvironment. paper, EnergyUsing consumption emissions EV Bus were cycle analyzed. The Abstract ofbattery composed well toofpump andispump to wheel. this paper, Energy and emissions of EV Bus were analyzed. The lithium-ion EV Bus configured withInProterra Catalyst XR.consumption Recently, The Diesel bus operates for transit bus in Korea. lithium-ion battery of EV is configured with Proterra CatalystAXR. Theproblem Diesel bus operates for transit bus in Korea. So EV bus compared withBus Diesel Bus for economic evaluation. EV Recently, Bus still has which is driving range. The results District networks areand commonly addressed inisthe literature as ofhas theproblem most effective for decreasing the So EVthat busheating compared with Diesel Bus for economic evaluation. A EVDiesel Busone still which issolutions driving range. The results show energy consumption emissions of EV bus better than Bus. greenhouse gas emissions from building of sector. These systems show that energy consumption andtheemissions EV bus is better thanrequire Diesel high Bus. investments which are returned through the heat sales. Due to theElsevier changed climate conditions and building renovation policies, heat demand in the future could decrease, Copyright © 2018 Ltd. All rights reserved. Copyright © 2018 The Authors. Published by Elsevier Ltd. prolonging the investment return period. Copyright © 2018 Elsevier Ltd. Allresponsibility rights reserved. Selection and peer-review under of the scientific committee of the Applied Energy Symposium and Forum, Selection and peer-review under responsibility of the scientific committee the Applied Energy Symposium and Forum, The main scope of this paper is to assess the feasibility of using heat of demand – outdoor temperature function forand heatForum, demand Selection peer-review under of the scientific of the Applied Energy Symposium Renewableand Energy Integration withresponsibility Mini/Microgrids, REM 2017.thecommittee Renewable Energy Integration with Mini/Microgrids, REM 2017 forecast. The district of Alvalade, located in Lisbon (Portugal), Renewable Energy Integration with Mini/Microgrids, REM 2017. was used as a case study. The district is consisted of 665 buildingsLife thatcycle varyassessment; in both construction periodBus; andGreenhouse typology. effect; Three weather scenarios (low, medium, high) and three district Keywords: Electric Bus; Diesel renovation scenarios were developed (shallow, intermediate, deep). Keywords: Life cycle assessment; Electric Bus; Diesel Bus; Greenhouse effect; To estimate the error, obtained heat demand values were compared with results from a dynamic heat demand model, previously developed and validated by the authors. results showed that when only weather change is considered, the margin of error could be acceptable for some applications 1.The Introduction error in annual demand was lower than 20% for all weather scenarios considered). However, after introducing renovation 1.(the Introduction scenarios, the error value increased up to 59.5% (depending on the weather and renovation scenarios combination considered). According to the Intergovernmental Panel on Climate Change (IPCC) report released by the end of 2007. The value of slope coefficient increased on average within the range of 3.8% up to 8% per decade, that corresponds to the Accordinggastoemissions the Intergovernmental Panel on Climate Change (IPCC) report released by theanend of 2007. Greenhouse increased by of 70% between 1970 2004,season and global warming is becoming international decrease in the number of heating hours 22-139h during theand heating (depending on the combination of weather and Greenhouse gas emissions increased by 70% between 1970 and 2004, and global warming is becoming an international problem. solve this problem,On alternative beingintercept developed in thefortransportation as Electric, renovationToscenarios considered). the other fuels hand, are function increased 7.8-12.7% persector, decadesuch (depending on the problem. To solve this alternative fuels are being developed in theparameters transportation as Electric, biofuels, etc. Currently, CNG and diesel could buses areused being operated Korea. Since the introduction ofsuch the electric bus coupled scenarios). The problem, values suggested be to modify theinfunction for thesector, scenarios considered, and biofuels, etc.accuracy Currently, CNG and diesel buses are being operated in Korea. Since the introduction of the electric bus improve the of heat demand estimations.
© 2017 The Authors. Published by Elsevier Ltd. Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and * Corresponding author. Tel.: +82-52-259-1578; fax: +82-52-259-1680. Cooling. address:author. [email protected] * E-mail Corresponding Tel.: +82-52-259-1578; fax: +82-52-259-1680.
E-mail address: [email protected] Keywords: Heat demand; Forecast; Climate change 1876-6102 Copyright © 2018 Elsevier Ltd. All rights reserved. Selection and peer-review under responsibility the scientific 1876-6102 Copyright © 2018 Elsevier Ltd. All of rights reserved. committee of the Applied Energy Symposium and Forum, Renewable Energy Integration with Mini/Microgrids, REM 2017. of the scientific committee of the Applied Energy Symposium and Forum, Renewable Energy Selection and peer-review under responsibility Integration with Mini/Microgrids, REM 2017. 1876-6102 © 2017 The Authors. Published by Elsevier Ltd. Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and Cooling. 1876-6102 Copyright © 2018 The Authors. Published by Elsevier Ltd. Selection and peer-review under responsibility of the scientific committee of the Applied Energy Symposium and Forum, Renewable Energy Integration with Mini/Microgrids, REM 2017 10.1016/j.egypro.2018.04.039
224 2
Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227 Author name / Energy Procedia 00 (2018) 000–000
in 2010 by the city of Seoul, electric buses have been expanded, including the introduction of hybrid buses in Gwangju in 2015 and the introduction of 23 electric buses in Jeju in 2016. Electric vehicle does not emit exhaust gases, but emissions emerge during generating electricity. Therefore, to evaluate the environmental performance of electric vehicles and existing internal combustion engines, it is necessary to analyze life cycle assessment (LCA) from raw material extraction to production, use and disposal. In this study, Effect of greenhouse gas reduction in battery electric buses was compared with diesel buses using Greet 2016. 2. Methods For the life cycle assessment, Fig.1 shows the life cycle of fuels. Here, the process of producing fuel from the origin and supplying it to the automobile is referred to as "Well to pump (WTP)" and the process of vehicle operation is divided into "pump to wheel (PTW)". The greet is an excel based program. The total amount was calculated by adding the result of each process modified to Korea data.
Fig. 1. Life cycle of fuels
According to the Korea National Oil Corporation, the import of crude oil depends on overseas. Over the past five years (2011-2016), 85% of total crude oil imports are from the Middle East (Saudi Arabia, Kuwait, Iraq, Qatar, etc.). Crude oil produced in these countries is transported to Korea by oil tankers. Crude oil is transported by sea buoys to the crude oil tank on the ground through the subsea pipeline. Domestic data on crude oil import, preparation and distribution for the diesel life cycle analysis were provided by the Korea Petroleum Association. Data related to the Upstream, production and transmission of electricity charged by reference to the data provided by the Korea Electric Power Corporation. We used Greet 2016 developed by ANL for WTW calculation. In this study, the greenhouse gas emissions for the environmental assessment were expressed using the global warming potential (GWPs) set by IPCC 2006. 3. LCA for diesel 3.1. Crude oil recovery The crude oil production shown in Fig. 1 includes the processes from extraction, production, processing and storage before importing to Korea. The energy input and GHG emissions are based on Greet 2016 data. 3.1.1. Recovery energy The recovery energy of US can be calculated by the Greet 2016. the average scaling factor was used to calculate the recovery energy for the Korean oil import situation. [2,4]. According to Greet 2016, energy of 4,386kJ / GJ of crude oil production and 11,525kJ / GJ of energy to California refinery are used and total energy of 15911kJ / GJ is used. The average scaling factor in Korea is 0.98, which is multiplied by the average recovery energy of 15593 kJ / GJ.
Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227 Author name / Energy Procedia 00 (2018) 000–000
225 3
3.1.2. Recovery energy To calculate the amount of GHG produced in the recovery process until imported into Korea, multiply by the average scaling factor of the data provided by Greet 2016 as in 3.1.1. 3.2. Crude oil import All crude oil transport to Korea is done by oil tankers. The distance to the oil importer is very important for assessing GHG emissions. Based on the KNOC data, the average distance from the oil importing country to the Korean refinery is about 12,315 km by voyage-distance calculator. Here you can refer to the specifications of tankers provided by Greet 2016 to calculate the amount of GHG generated during transport. 3.3. Petroleum refining energy & GHG emissions Based on the NETL 2008 data and KNOC's National Greenhouse Gas Emissions Comprehensive Information System data, the values for the oil refining process were used to calculate the energy and greenhouse gas emissions. NETl energy use fraction/product volume fraction is 1.0754 for gasoline and 0.9537 for diesel. [2]. In case of South Korea, product volume fraction is 0.1408 for gasoline and 0.2985 for diesel. The Korean energy use fraction is 0.1515 for gasoline and 0.2847 for diesel. [4]. 3.4. Petroleum distribution The process of distributing the diesel produced in refineries to various parts of the country is first thought of as transportation from the refinery to the storage tanks of major cities, which are then transported back to the surrounding gas stations. Diesel is 277 km on average based on data provided by KNOC, 47% for pipes, 32% for tankers, 20% for barges and 1% for trains. 3.5. Vehicle operation The PTW analysis according to the operating conditions of the diesel bus was calculated based on the Transit Bus value of heavy duty vehicle in Greet 2016, the average fuel consumption is 4.88km / L and the greenhouse gas emission is 16726gCO2eq / km 4. LCA for electric 4.1. Upstream The energy consumption and GHG emissions required in the upstream process were first calculated using the conversion factor and carbon emission factor provided by the IPCC, using the electricity generated by Korea Electric Power Corporation in 2016 provided by Korea Electric Power Corporation(KEPCO). 4.2. Electricity generation & Transmission & Distribution & Battery-Charging KEPCO uses the electric power generation data to obtain Korea's electric power generation mix. Energy and greenhouse gas emissions from power generation were calculated by weighted averages of the Korean power generation mix from US electricity generation data provided by Greet 2016.
226 4
Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227 Author name / Energy Procedia 00 (2018) 000–000
Fig. 2. Power generation mix in South Korea
4.3. Vehicle operation In the case of electric buses, GHG emissions were not released during operation. For the Proterra Catalyst XR model, 0.8 kWh / ml was used to calculate GHG emissions during WTP. 5. Results Greenhouse gas emissions and energy use in the process of diesel except for vehicle operation are shown in Fig.3. In the case of the electricity life cycle analysis, the WTW results are shown in Fig. Using the PTW results for the fuel economy of the diesel bus, Fig. 5. The evaluation of life cycle of diesel bus and electric bus was shown.
Fig. 3. Well to Pump of Diesel
Fig. 4. Well to wheel GHG emission of Electric
Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227 Author name / Energy Procedia 00 (2018) 000–000
227 5
Fig. 5. Well to wheel comparison of Diesel & Electric
6. Conclusions Large bus fuel economy and GHG emissions were calculated using the value of Greet 2016 Heavy Duty Vehicle Transit Bus. The values of WTP GHG emissions are 211gCO2 eq / km, 227.4gCO2 eq / km. respectively in the order of electricity, diesel. The values of PTW are 0gCO2 eq / km, 1626gCO2 eq / km. In the case of electric vehicles, since the GHG emissions are 0 g in the Vehicle Operation process, the reduction rate of GHG emissions is lower than that of other diesel generators in the WTP process, However, since the fuel economy of large buses varies greatly depending on the conditions of operation, it is necessary to calculate the fuel efficiency value in accordance with actual operating conditions for more accurate environmental evaluation. Acknowledgements This research was supported by The Leading Human Resource Training Program of Regional Neo industry through the National Research Foundation of Korea (NRF) funded by The Ministry of Science, ICT and Future Planning (2016H1D5A1908826). This research was financially supported by the " Development and Promotion of Electric Bus in Thailand " through the Ministry of Trade Industry & Energy (MOTIE) and Korea Institute of Energy Technology Evaluation and Planning all rights reserved (KETEP)..
References [1] John B.L Heywood. Internal combustion engine fundamentals. [2] ANL GREET1 (greenhouse gases, regulated emissions, and energy use in transporation) trasnporation fuel cycle analysis model Version 2016 rev1. Argonne National Laboratory. http://greet.es.anl.gov Accessed Jan 2017 [3] Ye Ma, Ruo-Yu Ke, Rong Han, Bao-Jun Tang, The analysis of the battery electric vehicle’s potentiality of environmental effect: A case study of Beijing from 2016 to 2020, Journal of Cleaner Production; 2016, doi:10.1016/j.jclepro.2016.12.131 [4] Choi W, Song H, Well to wheel analysis on greenhouse gas emission and energy use with natural gas in Korea. Int J Life Cycle Assess 19; 2014, p.850-860 [5] KEMCO, Korea Energy Management Corporation oil product energy. http://www.petronet.co.kr/main2.j Accessed Jan 2017 [6] KEPCO, Statics of Electric Power in Korea. [7] NETL, Development of baseline data and anlysis of life cycle greenhouse gas emissions of petroleum-based fuels. U.S.Department of Energy. https://www.netl.doe.gov/File%20Library/Research/Energy%20Analysis/Life%20Cycle%20Analysis/NETL-LCA-Petroleum-based-FuelsNov-2008. Accessed Jan 2017
Biography Ocktaeck Lim received his B.S. and M.S degrees in Mechanical Engineering from Chonnam National University, Korea, in 1998 and 2002, respectively. He received his Ph.D. degree from Keio University in 2006. Dr. Lim is currently a Professor at the School of Automotive and Mechanical Engineering at Ulsan University in Ulsan, Korea. Dr. Lim’s research interests include Internal Combustion Engines, Alternative Fuel and Thermodynamics.
ScienceDirect ScienceDirect
Energy Procedia 00 (2018) 000–000 Available online www.sciencedirect.com Available online atatwww.sciencedirect.com Energy Procedia 00 (2018) 000–000
ScienceDirect ScienceDirect
www.elsevier.com/locate/procedia www.elsevier.com/locate/procedia
Energy (2018) 000–000 223–227 EnergyProcedia Procedia145 00 (2017) www.elsevier.com/locate/procedia
Applied Energy Symposium and Forum, Renewable Energy Integration with Mini/Microgrids, Applied Energy Symposium and Forum, Energy Integration REM 2017, 18–20 Renewable October 2017, Tianjin, China with Mini/Microgrids, REM 2017, 18–20 October 2017, Tianjin, China
Comparative life cycle assessment of lithium-ion battery electric bus Thelife 15thcycle International Symposium District Heatingbattery and Cooling Comparative assessment ofonlithium-ion electric bus and Diesel bus from well to wheel and Diesel bus from well to wheel Assessing the feasibility of using the heat demand-outdoor Kyeonghun Jwaaa, Ocktaeck Limb,b, * Kyeonghun Jwa , Ocktaeck Lim *heat demand forecast temperature function for a long-term district Grad. School of Mechanical Engineering, University of Ulsan, 44610, South Korea. a
b School of Mechanical Engineering, University of Ulsan, 44610, South Korea. Grad. School of Mechanical Engineering, University of Ulsan, 44610, South Korea. a a b c b School of Mechanical Engineering, University of Ulsan, 44610, South Korea.
a
a,b,c
I. Andrić a
*, A. Pina , P. Ferrão , J. Fournier ., B. Lacarrière , O. Le Correc
IN+ Center for Innovation, Technology and Policy Research - Instituto Superior Técnico, Av. Rovisco Pais 1, 1049-001 Lisbon, Portugal
b Veolia Recherche & Innovation, 291 Avenue Dreyfous Daniel, 78520 Limay, France Abstract c Département Systèmes Énergétiques et Environnement - IMT Atlantique, 4 rue Alfred Kastler, 44300 Nantes, France Abstract A comparative life cycle assessment of lithium-ion battery electric bus and Diesel bus were investigated using GREET 2016 to A comparative life cycleofassessment lithium-ion electric bus andthe Diesel wereIt investigated GREET 2016 to investigate the impacts alternative of vehicles on thebattery environment. Using Greetbus 2016, can evaluateusing energy cycle analysis investigate thewell impacts of alternative the Greetand 2016, It can of evaluate energy analysis composed of to pump and pump vehicles to wheel.on In the thisenvironment. paper, EnergyUsing consumption emissions EV Bus were cycle analyzed. The Abstract ofbattery composed well toofpump andispump to wheel. this paper, Energy and emissions of EV Bus were analyzed. The lithium-ion EV Bus configured withInProterra Catalyst XR.consumption Recently, The Diesel bus operates for transit bus in Korea. lithium-ion battery of EV is configured with Proterra CatalystAXR. Theproblem Diesel bus operates for transit bus in Korea. So EV bus compared withBus Diesel Bus for economic evaluation. EV Recently, Bus still has which is driving range. The results District networks areand commonly addressed inisthe literature as ofhas theproblem most effective for decreasing the So EVthat busheating compared with Diesel Bus for economic evaluation. A EVDiesel Busone still which issolutions driving range. The results show energy consumption emissions of EV bus better than Bus. greenhouse gas emissions from building of sector. These systems show that energy consumption andtheemissions EV bus is better thanrequire Diesel high Bus. investments which are returned through the heat sales. Due to theElsevier changed climate conditions and building renovation policies, heat demand in the future could decrease, Copyright © 2018 Ltd. All rights reserved. Copyright © 2018 The Authors. Published by Elsevier Ltd. prolonging the investment return period. Copyright © 2018 Elsevier Ltd. Allresponsibility rights reserved. Selection and peer-review under of the scientific committee of the Applied Energy Symposium and Forum, Selection and peer-review under responsibility of the scientific committee the Applied Energy Symposium and Forum, The main scope of this paper is to assess the feasibility of using heat of demand – outdoor temperature function forand heatForum, demand Selection peer-review under of the scientific of the Applied Energy Symposium Renewableand Energy Integration withresponsibility Mini/Microgrids, REM 2017.thecommittee Renewable Energy Integration with Mini/Microgrids, REM 2017 forecast. The district of Alvalade, located in Lisbon (Portugal), Renewable Energy Integration with Mini/Microgrids, REM 2017. was used as a case study. The district is consisted of 665 buildingsLife thatcycle varyassessment; in both construction periodBus; andGreenhouse typology. effect; Three weather scenarios (low, medium, high) and three district Keywords: Electric Bus; Diesel renovation scenarios were developed (shallow, intermediate, deep). Keywords: Life cycle assessment; Electric Bus; Diesel Bus; Greenhouse effect; To estimate the error, obtained heat demand values were compared with results from a dynamic heat demand model, previously developed and validated by the authors. results showed that when only weather change is considered, the margin of error could be acceptable for some applications 1.The Introduction error in annual demand was lower than 20% for all weather scenarios considered). However, after introducing renovation 1.(the Introduction scenarios, the error value increased up to 59.5% (depending on the weather and renovation scenarios combination considered). According to the Intergovernmental Panel on Climate Change (IPCC) report released by the end of 2007. The value of slope coefficient increased on average within the range of 3.8% up to 8% per decade, that corresponds to the Accordinggastoemissions the Intergovernmental Panel on Climate Change (IPCC) report released by theanend of 2007. Greenhouse increased by of 70% between 1970 2004,season and global warming is becoming international decrease in the number of heating hours 22-139h during theand heating (depending on the combination of weather and Greenhouse gas emissions increased by 70% between 1970 and 2004, and global warming is becoming an international problem. solve this problem,On alternative beingintercept developed in thefortransportation as Electric, renovationToscenarios considered). the other fuels hand, are function increased 7.8-12.7% persector, decadesuch (depending on the problem. To solve this alternative fuels are being developed in theparameters transportation as Electric, biofuels, etc. Currently, CNG and diesel could buses areused being operated Korea. Since the introduction ofsuch the electric bus coupled scenarios). The problem, values suggested be to modify theinfunction for thesector, scenarios considered, and biofuels, etc.accuracy Currently, CNG and diesel buses are being operated in Korea. Since the introduction of the electric bus improve the of heat demand estimations.
© 2017 The Authors. Published by Elsevier Ltd. Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and * Corresponding author. Tel.: +82-52-259-1578; fax: +82-52-259-1680. Cooling. address:author. [email protected] * E-mail Corresponding Tel.: +82-52-259-1578; fax: +82-52-259-1680.
E-mail address: [email protected] Keywords: Heat demand; Forecast; Climate change 1876-6102 Copyright © 2018 Elsevier Ltd. All rights reserved. Selection and peer-review under responsibility the scientific 1876-6102 Copyright © 2018 Elsevier Ltd. All of rights reserved. committee of the Applied Energy Symposium and Forum, Renewable Energy Integration with Mini/Microgrids, REM 2017. of the scientific committee of the Applied Energy Symposium and Forum, Renewable Energy Selection and peer-review under responsibility Integration with Mini/Microgrids, REM 2017. 1876-6102 © 2017 The Authors. Published by Elsevier Ltd. Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and Cooling. 1876-6102 Copyright © 2018 The Authors. Published by Elsevier Ltd. Selection and peer-review under responsibility of the scientific committee of the Applied Energy Symposium and Forum, Renewable Energy Integration with Mini/Microgrids, REM 2017 10.1016/j.egypro.2018.04.039
224 2
Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227 Author name / Energy Procedia 00 (2018) 000–000
in 2010 by the city of Seoul, electric buses have been expanded, including the introduction of hybrid buses in Gwangju in 2015 and the introduction of 23 electric buses in Jeju in 2016. Electric vehicle does not emit exhaust gases, but emissions emerge during generating electricity. Therefore, to evaluate the environmental performance of electric vehicles and existing internal combustion engines, it is necessary to analyze life cycle assessment (LCA) from raw material extraction to production, use and disposal. In this study, Effect of greenhouse gas reduction in battery electric buses was compared with diesel buses using Greet 2016. 2. Methods For the life cycle assessment, Fig.1 shows the life cycle of fuels. Here, the process of producing fuel from the origin and supplying it to the automobile is referred to as "Well to pump (WTP)" and the process of vehicle operation is divided into "pump to wheel (PTW)". The greet is an excel based program. The total amount was calculated by adding the result of each process modified to Korea data.
Fig. 1. Life cycle of fuels
According to the Korea National Oil Corporation, the import of crude oil depends on overseas. Over the past five years (2011-2016), 85% of total crude oil imports are from the Middle East (Saudi Arabia, Kuwait, Iraq, Qatar, etc.). Crude oil produced in these countries is transported to Korea by oil tankers. Crude oil is transported by sea buoys to the crude oil tank on the ground through the subsea pipeline. Domestic data on crude oil import, preparation and distribution for the diesel life cycle analysis were provided by the Korea Petroleum Association. Data related to the Upstream, production and transmission of electricity charged by reference to the data provided by the Korea Electric Power Corporation. We used Greet 2016 developed by ANL for WTW calculation. In this study, the greenhouse gas emissions for the environmental assessment were expressed using the global warming potential (GWPs) set by IPCC 2006. 3. LCA for diesel 3.1. Crude oil recovery The crude oil production shown in Fig. 1 includes the processes from extraction, production, processing and storage before importing to Korea. The energy input and GHG emissions are based on Greet 2016 data. 3.1.1. Recovery energy The recovery energy of US can be calculated by the Greet 2016. the average scaling factor was used to calculate the recovery energy for the Korean oil import situation. [2,4]. According to Greet 2016, energy of 4,386kJ / GJ of crude oil production and 11,525kJ / GJ of energy to California refinery are used and total energy of 15911kJ / GJ is used. The average scaling factor in Korea is 0.98, which is multiplied by the average recovery energy of 15593 kJ / GJ.
Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227 Author name / Energy Procedia 00 (2018) 000–000
225 3
3.1.2. Recovery energy To calculate the amount of GHG produced in the recovery process until imported into Korea, multiply by the average scaling factor of the data provided by Greet 2016 as in 3.1.1. 3.2. Crude oil import All crude oil transport to Korea is done by oil tankers. The distance to the oil importer is very important for assessing GHG emissions. Based on the KNOC data, the average distance from the oil importing country to the Korean refinery is about 12,315 km by voyage-distance calculator. Here you can refer to the specifications of tankers provided by Greet 2016 to calculate the amount of GHG generated during transport. 3.3. Petroleum refining energy & GHG emissions Based on the NETL 2008 data and KNOC's National Greenhouse Gas Emissions Comprehensive Information System data, the values for the oil refining process were used to calculate the energy and greenhouse gas emissions. NETl energy use fraction/product volume fraction is 1.0754 for gasoline and 0.9537 for diesel. [2]. In case of South Korea, product volume fraction is 0.1408 for gasoline and 0.2985 for diesel. The Korean energy use fraction is 0.1515 for gasoline and 0.2847 for diesel. [4]. 3.4. Petroleum distribution The process of distributing the diesel produced in refineries to various parts of the country is first thought of as transportation from the refinery to the storage tanks of major cities, which are then transported back to the surrounding gas stations. Diesel is 277 km on average based on data provided by KNOC, 47% for pipes, 32% for tankers, 20% for barges and 1% for trains. 3.5. Vehicle operation The PTW analysis according to the operating conditions of the diesel bus was calculated based on the Transit Bus value of heavy duty vehicle in Greet 2016, the average fuel consumption is 4.88km / L and the greenhouse gas emission is 16726gCO2eq / km 4. LCA for electric 4.1. Upstream The energy consumption and GHG emissions required in the upstream process were first calculated using the conversion factor and carbon emission factor provided by the IPCC, using the electricity generated by Korea Electric Power Corporation in 2016 provided by Korea Electric Power Corporation(KEPCO). 4.2. Electricity generation & Transmission & Distribution & Battery-Charging KEPCO uses the electric power generation data to obtain Korea's electric power generation mix. Energy and greenhouse gas emissions from power generation were calculated by weighted averages of the Korean power generation mix from US electricity generation data provided by Greet 2016.
226 4
Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227 Author name / Energy Procedia 00 (2018) 000–000
Fig. 2. Power generation mix in South Korea
4.3. Vehicle operation In the case of electric buses, GHG emissions were not released during operation. For the Proterra Catalyst XR model, 0.8 kWh / ml was used to calculate GHG emissions during WTP. 5. Results Greenhouse gas emissions and energy use in the process of diesel except for vehicle operation are shown in Fig.3. In the case of the electricity life cycle analysis, the WTW results are shown in Fig. Using the PTW results for the fuel economy of the diesel bus, Fig. 5. The evaluation of life cycle of diesel bus and electric bus was shown.
Fig. 3. Well to Pump of Diesel
Fig. 4. Well to wheel GHG emission of Electric
Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227 Author name / Energy Procedia 00 (2018) 000–000
227 5
Fig. 5. Well to wheel comparison of Diesel & Electric
6. Conclusions Large bus fuel economy and GHG emissions were calculated using the value of Greet 2016 Heavy Duty Vehicle Transit Bus. The values of WTP GHG emissions are 211gCO2 eq / km, 227.4gCO2 eq / km. respectively in the order of electricity, diesel. The values of PTW are 0gCO2 eq / km, 1626gCO2 eq / km. In the case of electric vehicles, since the GHG emissions are 0 g in the Vehicle Operation process, the reduction rate of GHG emissions is lower than that of other diesel generators in the WTP process, However, since the fuel economy of large buses varies greatly depending on the conditions of operation, it is necessary to calculate the fuel efficiency value in accordance with actual operating conditions for more accurate environmental evaluation. Acknowledgements This research was supported by The Leading Human Resource Training Program of Regional Neo industry through the National Research Foundation of Korea (NRF) funded by The Ministry of Science, ICT and Future Planning (2016H1D5A1908826). This research was financially supported by the " Development and Promotion of Electric Bus in Thailand " through the Ministry of Trade Industry & Energy (MOTIE) and Korea Institute of Energy Technology Evaluation and Planning all rights reserved (KETEP)..
References [1] John B.L Heywood. Internal combustion engine fundamentals. [2] ANL GREET1 (greenhouse gases, regulated emissions, and energy use in transporation) trasnporation fuel cycle analysis model Version 2016 rev1. Argonne National Laboratory. http://greet.es.anl.gov Accessed Jan 2017 [3] Ye Ma, Ruo-Yu Ke, Rong Han, Bao-Jun Tang, The analysis of the battery electric vehicle’s potentiality of environmental effect: A case study of Beijing from 2016 to 2020, Journal of Cleaner Production; 2016, doi:10.1016/j.jclepro.2016.12.131 [4] Choi W, Song H, Well to wheel analysis on greenhouse gas emission and energy use with natural gas in Korea. Int J Life Cycle Assess 19; 2014, p.850-860 [5] KEMCO, Korea Energy Management Corporation oil product energy. http://www.petronet.co.kr/main2.j Accessed Jan 2017 [6] KEPCO, Statics of Electric Power in Korea. [7] NETL, Development of baseline data and anlysis of life cycle greenhouse gas emissions of petroleum-based fuels. U.S.Department of Energy. https://www.netl.doe.gov/File%20Library/Research/Energy%20Analysis/Life%20Cycle%20Analysis/NETL-LCA-Petroleum-based-FuelsNov-2008. Accessed Jan 2017
Biography Ocktaeck Lim received his B.S. and M.S degrees in Mechanical Engineering from Chonnam National University, Korea, in 1998 and 2002, respectively. He received his Ph.D. degree from Keio University in 2006. Dr. Lim is currently a Professor at the School of Automotive and Mechanical Engineering at Ulsan University in Ulsan, Korea. Dr. Lim’s research interests include Internal Combustion Engines, Alternative Fuel and Thermodynamics.