氢燃料电池汽车不同制氢方案的全生命周期评价及情景模拟研究
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摘要
氢燃料电池汽车作为新能源汽车领域未来的重要方向已成为行业共识,为评估氢燃料电池汽车不同制氢方案对资源、能源和环境的影响,构建氢燃料电池汽车燃料循环以及4种制氢方案的全生命周期评价数学模型,选取代表世界先进水平的丰田Mirai燃料电池汽车作为评价对象,应用GaBi软件的基础数据库对其进行全生命周期评价,同时对甲烷催化重整法、甲醇催化裂解法、电解水法和氨裂解法4种制氢方案的全生命周期能耗、排放进行量化计算。最后,以电力结构作为关键因素对当前最常用的电解水法进行情景模拟并与其他3种方案进行对比分析。评价计算结果表明:电解水法制氢的矿产资源消耗、化石能源消耗和环境影响均最高;甲醇催化裂解法制氢的矿产资源消耗和化石能源消耗均为最低,仅分别为电解水法的2%和3%;甲烷催化重整法制氢的环境影响最低,仅为电解水法的1.6%。情景模拟结果表明:电解水法的环境影响在煤电比例降低到41.6%的情况下仍然在4种制氢方案中最大,然而在水力单一清洁能源发电的极限情况下环境影响最小,但基于中国的资源禀赋,全面实现水力发电并不可行。因此,须从提升电解水法的能源利用效率、改进关键技术等方面有所突破才能使其成为未来大规模制氢的可行方案。
The current industrial consensus is that the development of hydrogen fuel cell vehicles will be an important direction in the future of new-energy vehicles. Therefore, the impact of four hydrogen production schemes for hydrogen fuel cell vehicles with regard to the resources, energy, and environment was evaluated in this study. For this, a mathematical model was established to evaluate the fuel cycle of hydrogen fuel cell vehicles and the life cycle of the four schemes. Toyota Mirai, which currently represents the most advanced level of hydrogen fuel cell vehicles, was considered as the evaluation object, and the basic database of Gabi software was utilized to evaluate its life cycle. Simultaneously, the life cycle energy consumption and emissions of the following four hydrogen production schemes were quantitatively calculated: catalytic reforming of methane, catalytic cracking of methanol, water electrolysis, and ammonia cracking. Finally, considering the power structure as the key factor, a scenario simulation was conducted on the water electrolysis scheme, and it was compared with the other three schemes. The evaluation results show that the water electrolysis scheme has the greatest influence on mineral resource consumption, fossil energy consumption, and environmental impact. Catalytic cracking of methanol has the lowest mineral resource and fossil energy consumptions, which are only 2% and 3% those of the electrolytic water method, respectively. The environmental impact of methane catalytic reforming is the lowest, which is only 1.6% that of the electrolysis scheme. Scenario simulation results show that the water electrolysis scheme has the most significant environmental impact among the four hydrogen production schemes when the coal-electricity ratio is reduced to 41.6%. However, the environmental impact is minimal under the condition of single clean energy generation. Based on China's resource endowment, it is impossible to realize hydroelectric power generation in an all-round manner. Therefore, breakthroughs to improve the energy efficiency and to develop key technologies for water electrolysis are necessary to transform it into a feasible scheme for large-scale hydrogen production in the future.
The current industrial consensus is that the development of hydrogen fuel cell vehicles will be an important direction in the future of new-energy vehicles. Therefore, the impact of four hydrogen production schemes for hydrogen fuel cell vehicles with regard to the resources, energy, and environment was evaluated in this study. For this, a mathematical model was established to evaluate the fuel cycle of hydrogen fuel cell vehicles and the life cycle of the four schemes. Toyota Mirai, which currently represents the most advanced level of hydrogen fuel cell vehicles, was considered as the evaluation object, and the basic database of Gabi software was utilized to evaluate its life cycle. Simultaneously, the life cycle energy consumption and emissions of the following four hydrogen production schemes were quantitatively calculated: catalytic reforming of methane, catalytic cracking of methanol, water electrolysis, and ammonia cracking. Finally, considering the power structure as the key factor, a scenario simulation was conducted on the water electrolysis scheme, and it was compared with the other three schemes. The evaluation results show that the water electrolysis scheme has the greatest influence on mineral resource consumption, fossil energy consumption, and environmental impact. Catalytic cracking of methanol has the lowest mineral resource and fossil energy consumptions, which are only 2% and 3% those of the electrolytic water method, respectively. The environmental impact of methane catalytic reforming is the lowest, which is only 1.6% that of the electrolysis scheme. Scenario simulation results show that the water electrolysis scheme has the most significant environmental impact among the four hydrogen production schemes when the coal-electricity ratio is reduced to 41.6%. However, the environmental impact is minimal under the condition of single clean energy generation. Based on China's resource endowment, it is impossible to realize hydroelectric power generation in an all-round manner. Therefore, breakthroughs to improve the energy efficiency and to develop key technologies for water electrolysis are necessary to transform it into a feasible scheme for large-scale hydrogen production in the future.
引文
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[19] 李书华.电动汽车全生命周期分析及环境效益评价[D].长春:吉林大学,2014.LI Shu-hua.Life Cycle Analysis and Environmental Benefit Evaluation of Electric Vehicle [D].Changchun:Jilin University,2014.
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[23] LANE B,SHAFFER B,SAMUELSEN G S.Plug-in Fuel Cell Electric Vehicles:A California Case Study [J].International Journal of Hydrogen Energy,2017,42:14294-14300.
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[25] MIOTTI M,HOFER J,BAUER C.Integrated Environmental and Economic Assessment of Current and Future Fuel Cell Vehicles [J].International Journal of Cycle Assessment,2017,22:94-110.
[26] 汤金华.几种工业制氢方案的比选[J].有色冶金设计与研究,2014(5):43-46.TANG Jin-hua.Comparison and Selection of Several Schemes for Industrial Hydrogen Production [J].Design and Research of Nonferrous Metals Engineering & Research,2014 (5):43-46.
[27] 李庆勋,刘晓彤,刘克峰,等.大规模工业制氢工艺技术及其经济性比较[J].天然气化工,2015(1):78-82.LI Qing-xun,LIU Xiao-tong,LIU Ke-feng,et al.Large Scale Industrial Hydrogen Production Technology and Its Economic Comparison [J].Natural Gas Chemical Industry,2015 (1):78-82.
[28] CHEN Y,YANG Y,LI X,et al.Life Cycle Resource Consumption of Automotive Power Seats [J].International Journal of Environmental Studies,2014,71 (4):449-462.
[29] LIU F,LU T.Assessment of Geographical Distribution of Photovoltaic Generation in China for a Low Carbon Electricity Transition [J].Journal of Cleaner Production,2019,212:655-665.
[30] LI M,PATINO-ECHEVERRI D,ZHANG J.Policies to Promote Energy Efficiency and Air Emissions Reductions in China's Electric Power Generation Sector During the 11th and 12th Five-year Plan Periods:Achievements,Remaining Challenges,and Opportunities [J].Energy Policy,2019,125:429-444.
[2] MIOTTI M,HOFER J,BAUER C.Integrated Environmental and Economic Assessment of Current and Future Fuel Cell Vehicles [J].International Journal of Life Cycle Assess,2017 (22):94-110.
[3] BAUER C,HOFER J,ALTHAUS H J,et al.The Environmental Performance of Current and Future Passenger Vehicles:Life Cycle Assessment Based on a Novel Scenario Analysis Framework [J].Applied Energy,2015,157 (3):871-883.
[4] AHMADI P,KJEANG E.Comparative Life Cycle Assessment of Hydrogen Fuel Cell Passenger Vehicles in Different Canadian Provinces [J].International Journal of Hydrogen Energy,2015,40 (38):12905-12917.
[5] BICER Y,DINCER I.Life Cycle Environmental Impact Assessments and Comparisons of Alternative Fuels for Clean Vehicles [J].Resources Conservation and Recycling,2018,132 (1):141-157.
[6] EVANGELISTI S,TAGLIAFERRI C,DAN J L B,et al.Life Cycle Assessment of a Polymer Electrolyte Membrane Fuel Cell System for Passenger Vehicles [J].Journal of Cleaner Production,2017,142:4339-4355.
[7] AGOSTINI A,BELMONTE N,MASALA A,et al.Role of Hydrogen Tanks in the Life Cycle Assessment of Fuel Cell-based Auxiliary Power Units [J].Applied Energy,2018,215:1-12.
[8] SIMONS A,BAUER C.A Life-cycle Perspective on Automotive Fuel Cells [J].Applied Energy,2015,157 (10):884-896.
[9] KARAASLAN E,YANG Z,TATARI O.Comparative Life Cycle Assessment of Sport Utility Vehicles with Different Fuel Options [J].International Journal of Life Cycle Assessment,2018,23 (2):333-347.
[10] LEE Y D,AHN K Y,MOROSUK T,et al.Environmental Impact Assessment of a Solid-oxide Fuel-cell-based Combined-heat-and-power-generation System [J].Energy,2015,79:455-466.
[11] 李强,杨健慧,李青,等.燃料电池汽车氢源生命周期分析[J].环境科学研究,2003,16(3):59-61.LI Qiang,YANG Jian-hui,LI Qing,et al.Life Cycle Analysis of Hydrogen Source in Fuel Cell Vehicle [J].Research of Environmental Sciences,2003,16 (3):59-61.
[12] 邱彤,谢华伟.FCV氢源系统生命周期评价及其软件实现[J].计算机与应用化学,2014,21(1):16-18.QIU Tong,XIE Hua-wei.Life Cycle Evaluation of FCV Hydrogen Source System and Its Software Implementation [J].Computers and Applied Chemistry,2014,21 (1):16-18.
[13] 孔德祥,唐文翀,柳文灿,等.燃料电池汽车能耗、排放与经济性评估[J].同济大学学报:自然科学版,2018,46(4):498-523.KONG De-xiang,TANG Wen-chong,LIU Wen-can,et al.Energy Consumption,Emissions and Economic Evaluation of Fuel Cell Vehicles [J].Journal of Tongji University:Natural Science,2018,46 (4):498-523.
[14] 刘宗巍,史天泽,郝瀚,等.中国燃料电池汽车发展问题研究[J].汽车技术,2018(1):1-9.LIU Zong-wei,SHI Tian-ze,HAO Han,et al.Research on The Development of Fuel Cell Vehicles in China [J].Automobile Technology,2018 (1):1-9.
[15] 宋雨田,王雪强,毕胜山,等.燃料电池公共汽车氢能利用系统评价[J].太阳能学报,2018(3):651-658.SONG Yu-tian,WANG Xue-qiang,BI Sheng-shan,et al.Evaluation of Hydrogen Utilization System for Fuel Cell Buses [J].Journal of Solar Energy,2018 (3):651-658.
[16] THOMPSON S T,JAMES B D,HUYA-KOUADIO J M,et al.Direct Hydrogen Fuel Cell Electric Vehicle Cost Analysis:System and High-volume Manufacturing Description,Validation,and Outlook [J].Journal of Power Sources,2018,399:304-313.
[17] NONOBE Y.Development of the Fuel Cell Vehicle Mirai [J].Transactions on Electrical and Electronic Engineering,2017,12 (1):5-9.
[18] 李娟.纯电动汽车与燃油汽车动力系统生命周期评价与分析[D].长沙:湖南大学,2014.LI Juan.Life Cycle Assessment and Analysis of Power System for Pure Electric Vehicle and Fuel Vehicle [J].Changsha:Hunan University,2014.
[19] 李书华.电动汽车全生命周期分析及环境效益评价[D].长春:吉林大学,2014.LI Shu-hua.Life Cycle Analysis and Environmental Benefit Evaluation of Electric Vehicle [D].Changchun:Jilin University,2014.
[20] TROSTA T,STERNERB M,BRUCKNERC T.Impact of Electric Vehicles and Synthetic Gaseous Fuels on Final Energy Consumption and Carbon Dioxide Emissions in Germany Based on Long-term Vehicle Fleet Modelling [J].Energy,2017,141:1215-1225.
[21] HOEHNE C G,CHESTER M V.Optimizing Plug-in Electric Vehicle and Vehicle-to-grid Charge Scheduling to Minimize Carbon Emissions [J].Energy,2016,115:646-657.
[22] 黎土煜,余大立,张洪申.基于GREET的纯电动公交车与传统公交车全生命周期评估[J].环境科学研究,2017,30(10):1653-1660.LI Tu-yi,YU Da-li,ZHANG Hong-shen.Life Cycle Assessment of Pure Electric Buses and Traditional Buses Based on GREET [J].Environmental Science Research,2017,30 (10):1653-1660.
[23] LANE B,SHAFFER B,SAMUELSEN G S.Plug-in Fuel Cell Electric Vehicles:A California Case Study [J].International Journal of Hydrogen Energy,2017,42:14294-14300.
[24] EVANGELISTI S,TAGLIAFERRI C,DAN J L B,et al.Life Cycle Assessment of a Polymer Electrolyte Membrane Fuel Cell System for Passenger Vehicles [J].Journal of Cleaner Production,2017,142:4339-4355.
[25] MIOTTI M,HOFER J,BAUER C.Integrated Environmental and Economic Assessment of Current and Future Fuel Cell Vehicles [J].International Journal of Cycle Assessment,2017,22:94-110.
[26] 汤金华.几种工业制氢方案的比选[J].有色冶金设计与研究,2014(5):43-46.TANG Jin-hua.Comparison and Selection of Several Schemes for Industrial Hydrogen Production [J].Design and Research of Nonferrous Metals Engineering & Research,2014 (5):43-46.
[27] 李庆勋,刘晓彤,刘克峰,等.大规模工业制氢工艺技术及其经济性比较[J].天然气化工,2015(1):78-82.LI Qing-xun,LIU Xiao-tong,LIU Ke-feng,et al.Large Scale Industrial Hydrogen Production Technology and Its Economic Comparison [J].Natural Gas Chemical Industry,2015 (1):78-82.
[28] CHEN Y,YANG Y,LI X,et al.Life Cycle Resource Consumption of Automotive Power Seats [J].International Journal of Environmental Studies,2014,71 (4):449-462.
[29] LIU F,LU T.Assessment of Geographical Distribution of Photovoltaic Generation in China for a Low Carbon Electricity Transition [J].Journal of Cleaner Production,2019,212:655-665.
[30] LI M,PATINO-ECHEVERRI D,ZHANG J.Policies to Promote Energy Efficiency and Air Emissions Reductions in China's Electric Power Generation Sector During the 11th and 12th Five-year Plan Periods:Achievements,Remaining Challenges,and Opportunities [J].Energy Policy,2019,125:429-444.