摘要
以某轻型商用货车为研究对象,根据生命周期理论构建以汽车生产过程中的原材料获取、生产运输、零部件制造和车辆装配阶段为边界的碳排放量计算模型,探讨了轻量化措施中所涉及材料的生命周期碳排放差异,对比分析了该车轻量化前后的碳排放量.结果表明,替代材料铝合金、镁合金、碳纤维增强塑料的生命周期碳(CO2)排放量显著高于被替代材料钢和铸造铁,分别为6.23 kg/kg(锻造铝合金)、6.92 kg/kg(铸造铝合金)、14.76 kg/kg(车用镁合金)、20.2 kg/kg(车用碳纤维增强塑料)、2.85 kg/kg(普通钢)、0.67 kg/kg(不锈钢)和0.81 kg/kg(铸造铁);轻量化后的动力总成系统、传动系统、底盘和车身部分的碳(CO2)排放量分别增加了0.57%、525.51%、11.57%和33.29%,车辆生命周期碳(CO2)排放量增加了36.22%;钢和铝生命周期碳(CO2)排放量的降低对于轻量化前后车体部分的减碳效果均较明显.
Abstract
This paper takes a light commercial truck as the subject of research,developing a carbon emission calculation model based on the life cycle theory.The model sets its boundaries at the stages of raw material acquisition,production and transportation,parts manufacturing and vehicle assembly in the automobile production process.The paper also explores the differences in the life cycle carbon emissions of the materials involved in the lightweighting measures,and compares the carbon emissions of the vehicle before and after lightweighting.The results show that the life cycle carbon emissions of the substitute materials such as aluminum,magnesium,and carbon fiber reinforced plastic are significantly higher than those of the substituted materials,steel and cast iron.The emissions are quantified as 6.23 kg/kg for forged aluminum,6.92 kg/kg for cast aluminum,14.76 kg/kg for magnesium products,20.2 kg/kg for carbon fiber reinforced plastic,2.85 kg/kg for ordinary steel,0.67 kg/kg for stainless steel,and 0.81 kg/kg for cast iron.After lightweighting,the carbon emissions from the powertrain system,driveline system,chassis,and body parts increased by 0.57%,525.51%,11.57%,and 33.29%,respectively,leading to a total increase in the vehicle's life-cycle carbon emissions by 36.22%.Both steel and aluminum have lower lifecycle carbon emissions,which results in more significant carbon reduction effects in the vehicle body parts before and after lightweighting.
基金项目
中国汽车工程研究院股份有限公司科研项目(CIIP-2021-004)
国家科技期刊平台
NSTL
维普
万方数据