초소형전기차 사용자만족도 구성요인 선정을 위한 기반연구

진은주(Jin, Eunju),서임기(Seo, Imki),김종민(Kim, Jongmin),박제진(Park, Jejin) 대한토목학회 2021 대한토목학회논문집 Vol.41 No.5

최근 국내 초소형전기차 도입이 증가하면서, 관련 시장 활성화를 위한 초소형전기차 사용자만족도에 대한 관심이 증가하고 있다. 본 논문에서는 사용자만족도 구성요인을 기반으로 초소형전기차를 활용한 공공서비스 개발에 관한 기초연구를 수행하였다. 설문조사는 ① ‘초소형전기차 사용자만족도 구성요인 우선순위 선정을 위한 계층화(AHP) 분석’과, ② 초소형전기차에 대한 사용자들의 선호도 및 교통서비스 제공을 위한 사전 자료수집을 위한‘초소형전기차 이미지 설문조사’, ③ 실제 초소형전기차를 운행한 이용자의 사용자만족도를 조사하기 위해 ‘초소형전기차 운전자 사용자만족도 설문조사’순서로 수행하였다. 계층화(AHP) 분석에서는 ‘사용자 이용 데이터’, ‘차량 이동 데이터’, ‘충전서비스 데이터’순으로 사용자들이 중요하게 여긴다는 결과를 얻었다. 초소형전기차 이미지 설문조사에서는 사용자들이 초소형전기차를 오토바이와 비교했을 때 ‘안전성’, ‘내구성’, ‘승차감’, ‘디자인’, ‘유지관리비’, ‘친환경성’측면에서 더 긍정적으로 인식하고 있었다. 초소형전기차 운전자 사용자만족도 설문조사에서는 초소형전기차를 사용하는 것이 업무수행능률에 직접적인 영향을 미치지는 않았으며, 초소형전기차의 차량크기로 인해 도로에서의 불이익을 받은 경험이 있었고, 옥외 광고용으로 초소형전기차 군집 주행 시 홍보효과가 컸지만 안전성 측면에서는 우려를 나타내고 있었다. 향후 본 연구결과를 바탕으로 사용자만족도 구조방정식 모델을 구축할 예정이며, 선제적으로 공공분야에서의 초소형전기차 활용업무 서비스에 대한 피드백 R&D를 발굴하고, 새로운 공공 이동지원 서비스 발굴을 적극적으로 모색하고자 한다. With the recent increase in the introduction of micro-electric vehicles in Korea, interest in micro-electric vehicle user satisfaction is increasing to revitalize related markets. In this paper, a basic study was conducted on the development of public services using micro-electric vehicle based on the constituent factors of user satisfaction. The survey includes: ① ‘Analytic Hierarchy Process (AHP) for selecting the priority factors of user satisfaction of micro-electric vehicles’, ② ‘A survey of micro-electric vehicles image’ to collect data in advance for providing users’ preferences and transportation services for micro-electric vehicles, ③ In order to investigate the user satisfaction level of users who actually operated micro-electric vehicles, the order of "user satisfaction survey of micro-electric vehicle drivers’ was conducted. In the Analytic Hierarchy Process (AHP) analysis, it was found that users regarded as important in the order of ‘user utilization data’, ‘vehicle movement data’, and ‘charging service data’. In the micro-electric vehicle image survey, users perceived micro-electric vehicles more positively in terms of “safety”, ‘durability’, ‘Ride comfort’, ‘design’, ‘MOOE (Maintenance and other operating expense)’, and ‘environment-friendly’ when comparing micro-electric vehicles with electric motorcycles. In the survey on the user satisfaction of micro-electric vehicle drivers, the use of micro-electric vehicle did not directly affect work performance efficiency, and there was an experience of being disadvantaged on the road due to the size of the micro-electric vehicle, and driving in a cluster of micro-electric vehicle for outdoor advertisements. The city"s public relations effect was great, but it was concerned about safety. In the future, based on the results of this study, we plan to build a user satisfaction structural equation model, preemptively discover feedback R&D for micro-electric vehicle utilization services in the public field, and actively seek to discover new public mobility support services.

한국 전기차 시장의 소비자 특성 분석

송미령(Mee Ryoung Song),주우진(Wujin Chu),임미자(Meeja Im) 한국경영학회 2018 經營學硏究 Vol.47 No.2

In order for governments and companies to increase consumer adoption of electric vehicles, they need to gain a deep understanding of motivation for purchase, and how consumers perceive the potential risks of owning an electric vehicle. Thus far, most consumer studies on electric vehicles have focused on potential adopters of electric vehicles not actual owners: their environmental concern, purchase motivation, vehicle attribute requirements, and need for financial incentives. However, much additional insight on electric vehicle adoption can be obtained from studying current owners of electric vehicles. In this study, we compare and contrast the characteristics of electric vehicle owners and owners of traditional cars (i.e., internal combustion engine cars). The two groups are compared along personal dimensions such as environmental concern, innovativeness, and subjective knowledge about electric vehicles. We also examine the determinants of satisfaction and dissatisfaction in electric vehicle usage by their owners. In addition, we study to what extent consumers’ hopes and fears about electric vehicles prior to purchase is realized during actual use. Such psychological and behavioral studies of electric vehicles owners have rarely been carried out with South Korean consumers prior to this study. This study shows the attitude and usage behavior of early adopters of electric vehicles in South Korea and compares their psychological characteristics with those of traditional vehicle owners. We show that compared to traditional vehicle owners, electric vehicle owners have greater pro-environmental concern, innovativeness, and subjective knowledge about electric vehicles. They also placed greater importance on driving experience and fuel efficiency, compared to traditional car owners. Non-adopters view electric vehicles as having limited range, with the danger of being stranded when batteries run out. However, actual owners said that they were satisfied with the range of their electric vehicles. In fact, electric vehicle owners were shown to use their cars more than traditional car owners. This type of “rebound effect” is due to lower cost of fuel for electric vehicles. Such rebound behavior has been shown in other energy-saving devices in past studies. Overall, there seems to be “forecasting error” about what it would be like to own an electric vehicle and what it is actually experienced. Finally, we show that satisfaction with electric vehicle usage is affected by subjective knowledge about electric vehicles, satisfaction with vehicle range, and satisfaction with fuel costs. The study’s contribution is two-fold. First, it shows that early adopters of electric vehicles are not only motivated by altruistic motives of protecting the environment, but also by the need to be innovative and the desire to lower fuel costs. Second, it shows large differences in forecasting error regarding electric vehicle ownership and usage.

전기자동차의 지각된 위험이 이용의도에 미치는 영향 연구

양성목(Sung Mok Yang),김형길(Hyung Gil Kim) 제주대학교 관광과경영경제연구소 2018 産經論集 Vol.38 No.1

Purpose - Jeju special self-governing province is the main stage of electric vehicle. Jeju special self-governing province is faithful to its role as a test bed for electric vehicles. The majority of electric vehicles in operation in Korea are located in Je-ju. Accoding to the situations, the purpose of this study is to investigate the effect of perceived risk of electric vehicle to use intention in Jeju special self-governing province. Perceived risks are consist of 4 sub variable(1. finicial risk, performance risk, physical risk, psychological risk, time risk). Through our study, we will identify the risk factors and present solutions for them. Research Design, Data & Methodology - In order to achieve the purpose of this study, We organized questionnaire after setting a hypothesis based on the theoretical background. The survey was given to 20’s~50’s consumers who doesn’t have an electric vehicle. The surveys were conducted both offline and online. For analysis, Spss statistics ver.20 was used. The hypothesis testing is analyzed through multiple regression analysis. The result are as follows. Results - Fist, The financial risks of electric vehicles did not negatively affect the intention to use. Second, The performance risk of electric vehicles did not negatively affect the intention to use. Thirds, The physical risks of electric vehicles did negatively affect the intention to use. Fourth, The psychological risks of electric vehicles did not negatively affect the intention to use. Finally, The tims risks of electric vehicles did negatively affect the intention to use. In particular, we found that physical risk had the greatest effect on use intention. Although the influence is weak, time risk also affects on use intention. Conclusion - Through our research, Jeju special self-governing province, related scholars and stakeholders are expected to be a great help in popularizing electric vehicles category. It may also affect subsequent studies on risk factors in the electric vehicle.

중국 소비자의 전기자동차 구매의도 요인에 대한 연구

김호익,김한민 한국유통과학회 2019 유통과학연구 Vol.17 No.6

Purpose - In China, electric vehicle industry has been increased attention as a environmental friendly transportation to solve pollution problems, and still growing to solve a technological gap issues in automobile industry. Although the interest of electric vehicle is getting bigger, there are not many studies that showing consumers’ intention to purchase an electric vehicle. Because of this phenomenon, this study tried to find the factors which can affect the purchase intention of electric vehicle. Research design, data, and methodology - Drawing on the Planned Behavior Theory(TPB), this study examined attitude toward the behavior, subjective norm of environmental protection, and the influence of economic benefits on purchase intention through survey. we measure 233 Chinese samples. Results - The results showed that attitude toward electric vehicles, subjective norms of environmental protection, and economic benefits had a significant effect on purchase intention. To be specific, the consciousness of environmental protection, economic considerations, product image and its characteristic are all considerable aspects from the standpoint of Chinese consumers. In addition, we found that the higher the age group, the weaker relationship between attitude toward electric vehicle and purchase intention. Conclusion – This study suggests that diverse factors related to the purchase intention of electric car in China market and Chinese consumers. Especially, economic benefit factors, which have a statistically significant and significant influence on the purchase intention of electric vehicles, are not significant variables in the existing electric vehicle research. This result is considered to be the result of the fact that the electric vehicle is not only an automobile having an environmentally friendly factor but also a product which makes it consider the economic situation. Put together, the results of this paper give us the theoretical basis for establishing an electric vehicle marketing strategy in the rapidly changing Chinese market. Also, this paper will provide new ventures for marketing and distribution strategies for Korean companies that are looking to expand into China.

초소형 전기차 벤치마킹을 위한 시스템 성능 시험 방법

김명환(Myeonghwan Kim),정지훈(Jihoon Jung) 한국자동차공학회 2022 한국자동차공학회 학술대회 및 전시회 Vol.2022 No.11

According to the reinforcement of the regulation on the vehicle emission, the major vehicle manufacturing companies are focusing on the development of the electric vehicle. Consequently, many electric vehicles have been being released in the global vehicle market. The trend change of the vehicle market from the vehicle equipped internal combustion engine to the electric vehicle leads that the company manufacturing the components of the internal combustion engine changes the development goal to the electric vehicle related system. In order to develop the competitive electric component or system, manufacturing companies get the information or evaluate the own products via benchmarking on the electric vehicle system of the competitor. In this study, it’s a goal to propose the performance test method and test result analysis method on the main systems of the electric vehicle such as the DC/AC inverter, L.D.C (Low DC/DC Converter) and O.B.C (On Board Charger). All of the system performance tests proposed in the study were done in the vehicle dynamometer by using the Micro freight electric vehicle of the ‘D’ company which is on sale in the domestic electric vehicle market.

LCA에 기반한 전기차의 발전원별 환경효과 분석

이소라 ( Sora Yi ),김익,권문선,이우진,임성선 한국환경연구원 2018 수시연구보고서 Vol.2018 No.-

2017년 9월, 정부는 「미세먼지관리 종합대책」을 발표하고 2022년까지 친환경자동차(이하, 친환경차) 누적 200만 대 보급을 목표로 설정하였다. 그중 국내 전기자동차(이하, 전기차) 시장은 2017년 6월 기준 1만 5,247대가 보급되어 아직 초기단계로 볼 수 있다. 내연기관차 판매를 억제하고 친환경차 보급을 활성화하는 세계적인 흐름에 발맞추어 우리나라에서도 전기차 시장을 활성화하기 위해 보조금 지원, 충전인프라 구축 등의 정책을 펼치고 있다. 이러한 흐름 속에서 전기차 보급이 증가할 것으로 전망됨에 따라 전원믹스 변화의 중요성이 높아지고 있다. 현재 우리나라에서는 석탄화력발전과 원자력발전(이하, 원전) 위주로 발전이 이루어지고 있으나, 『제8차 전력수급기본계획』에 의하면 2030년에는 원전과 석탄화력발전의 비중을 줄이고 신재생에너지의 비중을 20%까지 늘릴 예정이다. 이에 전원믹스 변화에 따른 전기차의 환경영향 분석이 필요하다고 판단된다. 따라서 본 연구에서는 전기차 보급 전망과 전원믹스 변화에 따른 환경영향 특성화 단계의 전과정평가(LCA: Life Cycle Assessment)를 원료 추출부터 운행(WTW: Well to Wheel, 이하, WTW) 관점에서 시행하였다. 또한 내연기관차 대비 전기차의 환경영향을 분석하고, 미래 전기차 보급에 따른 환경효과를 전망하였다. 이때 비교 대상 내연기관차는 국내 보급률이 가장 높은 휘발유차로 하되, 국내 전기차와 유사한 경차 및 중소형차로 설정하였다. 국내 전기차에 대한 선행연구에 따르면, 국내에 보급된 전기차의 90%가 순수 전기차이고 나머지는 플러그인 하이브리드 차량(PHEV)으로 나타났다. 전기차의 연비를 조사한 결과 순수 전기차의 공식 연비는 5.57km/kWh, PHEV의 공식연비는 5.43km/kWh였으며, 체감 연비는 이보다 조금 높은 것으로 나타났다. 전과정평가의 선행연구 결과에 따르면, 대부분의 전기차가 휘발유차보다 환경성이 뛰어났으나 전원믹스에 따라 큰 차이를 보였다. 석탄화력발전, 석유발전 등 화석연료 발전비중이 높을수록 전기차의 오염물질 배출량은 전과정에 걸쳐 휘발유차와 비슷한 수준으로 나타났다. 본 연구에서는 전기차의 전과정평가를 수행하기 위해 환경성적표지제도 전용 LCA 소프트웨어인 TOTAL 5.0을 사용하였다. 차량연료 및 발전원별 인벤토리에는 국가 Life Cycle Inventory(LCI) 데이터베이스를 활용하였다. 또한 전기차와 내연기관차의 환경효과를 비교하기 위해 휘발유차의 전과정평가를 수행하였으며, 이를 위해 국가 LCI 데이터베이스의 휘발유 생산 인벤토리를 사용하였다. 휘발유차의 주행단계에서 발생하는 오염물질 배출량을 산정에는 환경성적표지와 「자동차 총 오염물질 배출량 산정방법에 관한 규정」의 배출계수를 사용하였다. 그리고 주행 시 타이어 마모 등에 의해 배출되는 미세먼지(PM: Particulate Matter, PM 10, PM 2.5 등, 이하, PM)의 배출계수로는 GREET의 자료를 활용하였다. 환경영향범주는 산업통상자원부에서 제공하는 8가지 범주를 대상으로 하였으며 그중 지구온난화, 자원고갈, 산성화에 중점을 두었다. 분석 결과 지구온난화 범주에서는 유연탄화력발전 전기차의 환경영향이 가장 컸으며, 휘발유차, 2017년 전원믹스(이하, 2017 전원믹스) 순으로 나타났다. 유연탄화력발전의 환경영향이 가장 크게 나타난 원인은 전기생산단계에서 대기 중으로 배출되는 CO₂ 때문인 것으로 보이며, 휘발유차의 경우에는 연료생산 단계 보다는 차량주행 단계에서 배출하는 배기가스가 원인인 것으로 분석된다. 자원고갈에 대한 평가 결과는 휘발유차가 가장 높게 나타났는데 연료생산 단계에서의 원유 채취가 원인인 것으로 판단된다. 산성화의 경우에는 유연탄화력발전의 환경영향이 가장 컸으며 2017 전원믹스와 2030 전원믹스의 순으로 나타났다. 유연탄화력발전의 환경영향이 가장 크게 나온 데는 발전 시 대기 중으로 배출되는 SOx와 NOx가 영향을 미친 것으로 보이며, 유연탄화력발전량이 전원믹스에서 큰 비중을 차지하는 만큼 2017 전원믹스와 2030 전원믹스의 결과도 크게 나타난 것으로 보인다. 차량주행단계에서 발생하는 PM은 전기생산단계에서 발생하는 양에 비해 매우 적은 것으로 나타났다. 8가지 환경영향범주의 특성화 결과를 종합적으로 평가한 결과, 전원믹스 변화에 따라 2030년에는 2017년에 비해 환경영향이 감소하는 것으로 나타났다. 이처럼 많은 환경영향 범주에서 유연탄화력발전의 영향이 가장 크게 나타난 것을 볼 때, 앞으로 석탄화력발전 비중을 줄이고 신재생에너지 발전량을 늘릴 필요가 있다. 8가지 환경영향범주의 가중화를 평가한 결과, 2017 전원믹스로 전기를 생산했을 때 전기차의 환경영향은 가중화 결과는 1.43E-05 포인트로 휘발유차 가중화 결과인 2.06E-05 포인트의 약 70% 수준으로 나타났다. 2017 전원믹스로 전기생산 시 전기차의 가중화 결과에서 가장 영향력이 큰 것은 지구온난화 영향으로 가중화 결과의 41%를 차지하는 것으로 나타났으며, 자원고갈 영향은 9.3%를 차지하는 것으로 나타났다. 한편 환경영향범주별 분석에서 산성화 영향은 전기차가 휘발유차를 상회하는 것으로 나타났으나, 전기차 전체 가중화 영향의 1% 정도에 그치는 것으로 분석되었다. 따라서 전기차의 전체 환경영향을 개선하기 위해서는 전기차 환경영향에 큰 비중을 차지하는 지구온난화 등에 영향을 미치는 주요 요인을 먼저 개선해 나갈 필요가 있다. 가중화 관점에서도 화석연료 등을 활용한 화력발전 등은 점진적으로 줄이고 신재생에너지로 전환할 필요가 있다. 본 연구의 데이터를 기반으로 휘발유차와 전기차에서 발생하는 미세먼지의 환경영향을 분석한 결과(표 1 참조), 휘발유차는 전체 미세먼지 배출량 3.181g/km 중에서 3.167g/km(99.6%)를 연료생산단계에서 배출하였다. 발전원별 전기차의 미세먼지 배출량을 산정한 결과, 총 미세먼지 배출량은 유연탄화력발전으로 전기를 생산하였을 때 0.13g/km로 가장 크게 나타났으며 전기생산단계에서 전체의 89%(0.115g/km를 배출하였다. 2017 전원믹스의 경우 미세먼지 배출량은 총 0.117g/km로 휘발유차의 3.7%의 수준으로 나타났다. 본 연구 결과를 바탕으로 전기차의 보급 증가로 인한 환경영향을 분석하기 위해 전기차 보급 및 휘발유차의 대체효과(상쇄효과)로 인한 온실가스 배출량 변화를 산정하였다. 차량제조 및 폐기 단계에서 전기차는 휘발유차보다 온실가스를 3.16g/km 더 배출하였고, 전기차 보급 증가로 발전량의 0.003%가 증가할 때 이로 인해 온실가스를 0.0029g/km 더 배출하는 것으로 나타났다. 그러나 전기차 보급으로 인해 휘발유차가 전기차로 대체되면서 저감되는 온실가스 양은 61.7g/km이었다. 결과적으로, 전기차 보급 증가로 인해 총 58.54g/km의 온실가스가 저감되는 것으로 나타났으며, 1대당 12만 km 주행을 기준으로 2030년 전기차 100만 대 보급 목표를 적용하면 전기차 보급으로 인해 저감되는 온실가스양은 7,024천 톤으로 나타났다. 발전 원단위 온실가스에 대한 결과를 선행연구와 비교한 결과(표 3 참조), 본 연구에서 사용한 인벤토리는 국내 발전시설의 자료를 반영하므로 일부 차이를 보이나 국외 사례(GREET: The Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation Model, 미국)와 유사한 수준으로 보인다. 본 연구의 원전과 태양광 발전의 온실가스 배출량이 선행연구와 차이가 나는 이유는 발전시설 건설 영향을 반영하였기 때문이다. GREET와 산업통상자원부 사례에서는 건설부문의 영향을 포함하지 않은 반면, 본 연구에서는 발전시설의 건설 영향까지 모두 포함하였다. 전기차의 온실가스에 관한 선행연구(일본 사례)와 비교한 결과(표 4 참조), 본 연구의 발전원별 원단위가 발전시설 건설 단계 영향까지 포함함에도 불구하고 전기차 1km 주행 시 온실가스 배출량이 일본 사례보다 작은 것으로 분석되었다. 『제8차 전력수급기본계획』에서는 2030년 전원믹스의 석탄화력발전량 비중을 36.1%로 줄이는 것을 목표로 설정하였다. 이는 현재 화력발전비중 45.3%에 비하면 큰 폭으로 줄어든 것이나, 발전량에서는 여전히 가장 높은 비중을 차지하므로 친환경적인 전원믹스로 전환하려는 노력이 더욱더 필요하다. 또한 관계부처 합동 『미세먼지관리 종합대책』에 따르면 간접배출에 의한 미세먼지가 전체의 72%를 차지하는 만큼, 차량 주행단계에서 배출되는 미세먼지뿐만 아니라 발전단계에서의 미세먼지 간접배출의 원인인 NOx 및 SOx 배출량에 대한 저감대책 또한 필요하다. In September 2017, the Korean government announced its New Comprehensive Plan on Fine Dust, which set the goal of seeing an accumulated two million eco-friendly vehicles on the road by 2022. Korea’s domestic market for electric cars is still in its infancy, with 15,247 units distributed so far as of June 2017. In keeping with the global trend of suppressing the sales of internal combustion vehicles and promoting the use of eco-friendly cars, Korea has also been implementing policies for strengthening its electric car market through subsidies and building necessary infrastructure such as electric car charging stations. Furthermore, as it is expected that electric vehicles will become more common in the future, more attention is being given to the changes in the electricity mix. In Korea, coal-fired power generation and nuclear power generation are the primary sources of power. However, according to the country’s 8th Basic Plan for Electricity Supply and Demand, by 2030, Korea will be reducing its dependency on nuclear and coal-fired power plants to increase the ratio of new renewable energy to 20%. This goal to change the electricity mix makes it necessary to assess how such changes will affect the environmental impact of electric vehicles, which are expected to increase in number. This study, therefore, conducts the life cycle assessment of the environmental impact of electric vehicles from the viewpoint of Well to Wheel (WTW) based on the forecasts on electric car supply and the changes in the electricity mix. Also, we analyzed environmental impact of electronic vehicle compared with gasoline vehicle. Then we were confined to small gasoline cars as a comparison. According to the previous studies on Korea’s domestic electric vehicles, 90% of the electric cars distributed so far were pure-electric vehicles, and the rest were plug-in hybrid vehicles (PHEV). The official fuel efficiency of pure-electric vehicles is 5.57km/kWh while that of PHEV is 5.43km/kWh, although the perceived fuel efficiencies are slightly higher. According to the life cycle assessments in existing literature, most electric vehicles are more environmentally friendly than internal combustion vehicles, but their specific environmental assessments differed greatly depending on the electricity mix. When the proportion of fossil fuel-based power generation such as coal-fired and petroleum power generation is higher, the level of pollutants emitted by electric vehicles during their life cycle was found to become similar to that of internal combustion vehicles. In this study, TOTAL 5.0, the life cycle assessment software specifically designed for the environmental product declaration system, was used to evaluate the life cycle of electric vehicles. The inventories of fuels used by the vehicles and the energy sources were taken from on the national LCI database. Also, for comparison, the life cycle of gasoline vehicles were assessed using the petroleum production inventory of the national LCI database, and the amount of pollutants emitted while driving was estimated using the emission coefficient of the environmental product declaration and the Regulation on the Method for Calculating the Total Pollutant Emissions of Vehicles. The emission coefficient for calculating the particulate matter (PM 10, PM 2.5, etc., hereafter PM) produced by tire wear during driving was based on the GREET data. The environmental impact categories reviewed in this study covered the eight categories provided by the Ministry of Trade, Industry and Energy (MOTIE), with a focus on global warming, resource depletion, and acidification. Analysis results showed that in the global warming category, electronic vehicles of bituminous coal-fired thermal power generation had the largest environmental impact, followed by gasoline vehicles and the electricity mix in 2017 (hereafter 2017 electricity mix). The large environmental impact of bituminous coal-fired thermal power generation was attributed to the CO₂ emitted to the atmosphere during the electricity production stage. On the other hand, the cause of the high environmental impact of gasoline vehicles was found in the exhaust gas emitted from the vehicles during driving rather than the fuel production stage. The impact on resource depletion was found to be the highest for internal combustion vehicles, which can be attributed to the extraction of crude oil during the fuel production stage. In the case of acidification, the environmental impact of bituminous coal-fired thermal power generation was again the largest, followed by the 2017 electricity mix and the 2030 electricity mix. Here, the significant environmental impact of bituminous coal-fired power generation seems to be caused by the emission of SOx and NOx into the atmosphere during the power generation stage, and it was the high dependency on bituminous coal-fired thermal power generation that led to be high environmental impacts of the 2017 and 2030 electricity mixes. Another notable finding was that the amount of PM generated during driving was very small compared to the amount created during the power generation stage. Assessment of the weighted impact of the eight environmental impact categories showed that the changes in the electricity mix would reduce the environmental impact in 2030 compared to 2017. Considering that bituminous coal-fired thermal power generation is the critical cause of degradation in many environmental impact categories, it is vital to reduce the proportion of coal-fired power generation and increase the amount of new renewable energy generation in the future. The results of the analysis on the environmental impact of the PM produced from internal combustion and electric vehicles based on our data (Table 1) revealed a gasoline vehicle creates a total of 3.181 g/km of PM, among which 3..181 g/km of PM, among which 3.167 g/km (99.6%) is emitted during the fuel production stage. Meanwhile, the amount of PM produced by the electricity production stage was found to be greatest when the energy source used is 100% bituminous coal-fired thermal power, in which case 0.13 g/km of PM is produced in total, and 89% (0.115 g/km) of the PM is emitted during the power generation stage. When the energy source is the 2017 electricity mix, the total PM produced by an electric vehicle is 0.117 g/km, which is only 3.7% of that by an internal combustion engine. The environmental impact caused by increasing of electronic cars and replacing gasoline cars with electric vehicles, using the changes in greenhouse gas (GHG) emissions as the indicator. Electric vehicles were found to emit 3.18 g/km of GHGs more than gasoline vehicles during the vehicle manufacturing and disposal stages. Also, assuming that the increase in electric vehicles will necessitate a 0.003% increase in electric power generation, this additional power generation will produce 0.0029 g/km of GHGs. When taken together, it became possible to predict a 61.7 g reduction in GHG emissions. This translates to a decrease of 7,024,452 tons of GHG emissions if one million electric vehicles are distributed and put into use by 2030, assuming 120,000 km of driving per each electric vehicle. The measurements of greenhouse gas (GHG) emissions by energy source conducted in this study were compared to the results of previous studies (Table 3). There are some discrepancies between the results as the inventory used in this study reflects the data of domestic power generation facilities while those of previous studies are based on foreign cases (GREET, The Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation Model of the United States), however, the levels of GHG emissions were largely similar. The GHG emissions of nuclear power plants and solar power generation measured in this study differ from those of previous studies because the present study takes into account the environmental impact during the construction of power generation facilities, while the GREET and MOTIE studies do not include the impact of the construction factor. The GHG emissions of electric vehicles by energy source calculated by this study was compared with the findings of a previous study on Japan’s case (Table 4). The comparison showed that despite this study’s inclusion of the impacts during the facility construction stage, the GHG emissions from a 1km-drive were found to be lower than the case of Japan. The 8th Basic Plan for Electricity Supply and Demand aims to reduce the share of coal-fired power generation in the electricity mix by 2030 to 36.1%. This is a significant decrease compared to the current share of thermal power generation (45.3%), but the 2030 target still places the highest dependency on thermal power generation. Thus, greater efforts are required to make the shift to a more environmentally-friendly electricity mix. Also, since the PM from indirect emission accounts for 72% of the total amount of PM generated, additional measures should be implemented to reduce the environmental impact of acidification at the power generation stage.

전기자동차 보급에 따른 지역간 오염물질 및 온실가스 배출 영향 분석

전호철 ( Hocheol Jeon ) 한국환경정책평가연구원 2017 기본연구보고서 Vol.2017 No.-

전기자동차 보급은 정부의 수송부문 미세먼지 감축대책의 중요한 수단으로 인식되고 있다. 또한 기후변화에 대비한 수송부문의 온실가스감축 수단 중 가장 비용효과적인 수단으로 부각되고 있다. IEA 분석에 따르면 2℃ 이하(B2DS) 기후변화 시나리오 달성을 위해서는 2040년까지 내연기관을 이용하는 승용차 비중이 절반 이하로 줄어들어야 하며, 전기자동차의 비중이 39% 이상으로 증가하여야 한다. 노르웨이, 영국, 프랑스, 인도 등 여러 국가는 향후 전기자동차 보급이 일정한 수준에 도달하면 기존의 휘발유 및 경유를 이용한 자동차의 신규 판매를 금지하는 계획을 수립하였다. 이러한 점을 볼 때, 산업적인 측면에서도 내연자동차의 시대는 저물고 전기자동차의 시대가 다가오고 있다. 따라서 환경적인 측면에서는 물론 이거니와 산업적인 측면에서도 비용효과적인 전기자동차 보급 대책을 수립하는 것은 매우 중요한 일이다. 환경적인 측면에서 전기자동차는 그 동안 주행 중 발생하는 오염물질이 없는 점을 고려해제로배출(zero-emission) 차량으로 간주되어 왔다. 전기자동차가 배출하는 오염물질이 이중계산(double counting) 되는 문제가 고려되어 발전부문에서 계산됨에 따라 무배출(zero-emission) 차량으로 인식되어 왔다. 하지만 최근의 연구들에서 전기자동차 충전 시 사용되는 전력의 생산단계를 고려하여 환경적인 평가가 이뤄져야 한다는 지적이 제기되었다. 본 연구에서는 이러한 최근의 연구들과 인식을 같이하여 전기자동차가 주는 환경적 피해와 편익을 분석하였다. 이러한 분석 결과를 바탕으로 전기자동차 보급정책의 핵심 수단인 차량 구매보조금의 적정 수준에 대해 살펴보았다. 더불어 수요함수를 추정하여 더욱 효과적인 정책 수립을 위한 기초자료를 마련하고자 하였다. 전기자동차의 환경적 피해 및 편익 산출을 위해서 충전에 따른 오염물질 배출을 추정하고 이를 내연자동차와 비교하였다. 전기자동차의 시간별 충전패턴에 따른 발전부문에서의 배출량 산정을 위해 2015~2016년 각 발전소의 시간별 전력량 및 TMS 배출량 자료를 이용하여 발전량에 따른 배출량의 특성을 분석하였다. 연구결과 전기자동차는 비교 대상 내연자동차에 따라 1.46~35.01원/km의 환경적 편익이 발생하는 것으로 분석되었다. 전기자동차의 수명을 10년, 1년 총 주행거리를 15,000km으로 가정하여 환경적인 측면만을 고려한 적정보조금 수준은 최소 약 22만 원에서 최대 약 520만 원 수준에 불과한 것으로 분석되었다. 이는 2017년 현재 정부 보조금과 지방정부 보조금을 합한 약 2,000만 원과 비교해 크게 낮은 수준이다. 하지만 이러한 결과가 현재의 구매보조금을 대폭 삭감하여야 한다는 것을 의미하지는 않는다. 환경적인 측면과 더불어 산업적인 측면에서 신기술의 보급 확대라는 목적이 있기 때문이다. 미국의 사례연구결과를 보면 전기자동차의 환경적 피해가 내연자동차보다 크다고 결론을 내렸지만 현재도 여전히 다양한 세제감면 등을 통해 구매보조금을 지급하고 있다. 전기자동차의 환경효과를 고려할 때 주목하여야 할 점은 내연자동차가 주행되는 곳을 중심으로 오염물질이 배출되는 반면 전기자동차는 주행하는 곳이 아닌 화석연료를 사용하는 발전소 주변으로 환경 외부효과(environmental externalities)가 발생한다는 점이다. 전기자동차의 환경외부효과는 화력발전소를 중심으로 분배되는데, 전기자동차가 1km 운행될 때마다 충남에는 1.71원, 경남지역은 0.99원의 환경피해비용이 발생한다. 반면 현재 전기자동차가 가장 많이 보급된 서울과 제주지역은 각각 0.005원/km, 0.04원/km만 발생하게 된다. 이러한 결과는 전기자동차의 보급에 따른 환경피해가 석탄 화력발전소가 위치한 곳을 중심으로 발생하고, 환경편익은 도심을 중심으로 발생한다는 것을 의미한다. 전기자동차를 구매하는 수요자의 선호를 파악하기 위해 선택실험법(choice experiment)을 이용하여 수요함수를 추정하였다. 추정결과 전기자동차 보급을 위해서는 충전시간 단축 및 최대 주행거리 향상 등의 기술적 발전이 중요한 요소로 나타났다. 정책적인 측면에서는 전기자동차 수요자는 10km2당 하나의 충전소가 늘어나면 567만 원의 지불의사가 있는 것으로 나타났다. 이러한 결과는 충전시설에 투자하는 것이 높은 구매보조금을 지급하는 것보다 비용효율적인 정책임을 의미한다. 기술적인 부분과 함께 전기자동차의 수요에 결정적인 영향을 주는 것은 전기자동차 자체에 대한 선호도이다. 즉, 전기자동차 자체에 대한 선호도가 낮다면 기술적 진보가 일어나고 경제성이 좋아진다고 하더라도 보급에는 한계가 있을 수밖에 없다. 수요함수 추정결과 수요자간 선호도에 큰 차이가 있지만, 전기자동차에 대한 평균지불의사액이 약 1,300만 원으로 현재의 보조금 및 세제혜택을 약 1,000만 원인하하여도 구매할 의사가 있는 수요자가 있는 반면 절반 이상의 잠재 수요자는 현재의 재정적 혜택 이상인 경우에만 구매의사가 있는 것으로 추정되었다. 연구의 결과를 바탕으로 다음과 같은 정책적 시사점을 도출하였다. 첫째, 현재의 구매보조금 위주의 지원정책에서 벗어나 전기자동차 이용에 필요한 충전소 설치 등과 같은 인프라구축이 필요하다. 둘째, 기타 비재정적 인센티브(non-financial incentive)를 확대하는 정책이 필요하다. 셋째, 지역간 오염물질 전가(export)의 문제는 중앙정부 차원에서 관련 정책을 마련해야 한다. 마지막으로 전기자동차의 환경적 편익을 높이기 위해서는 모든 전기자동차가 무배출 차량이라는 인식에서 벗어나 연비에 따른 차등적 구매 보조금을 지원할 필요가 있다. The electric vehicle is considered as an important measure to reduce particulate matter(PM2.5) emissions in the transportation sector. It is also evaluated as the most cost-effective way of mitigating the climate change in transportation. According to the IEA analysis, achieving the Beyond 2°C Scenario(B2DS) target requires that less than half of all passenger vehicles on the road have conventional combustion engines and electric vehicles should be more than 39%. Several countries including Norway, the United Kingdom, France and India have a plan to ban the sale of all fossil-fuel based cars when the supply of electric vehicle reaches a certain level. In the industrial aspect, the age of electric vehicles is approaching while the age of ICE(gasoline and diesel) is dwindling. Therefore, establishing cost-effective policies is very important for both industry and environment. This study investigates environmental damages and benefits of the eclectic vehicles, and computes the optimal purchase subsidy for electric vehicles based on the results. In addition, we estimate demand functions for the electric vehicles to support a policy to promote the sales of electric vehicles. The electric vehicles have been considered as zero-emission vehicles in the light of the fact that there has been no pollutant emission during driving. All emissions from electricity use are counted in generation sector rather than end-use points such as transportation and industry when computing emission of the national pollutants. However, recent studies have pointed out that the pollutant emitted from the process of generating electricity used for charging the electric vehicles need to be treated as emissions of the electric vehicles. In line with the recent studies, this study also computes pollutant emissions from the electric vehicles, and compares with the internal combustion vehicles to estimate environmental damages and benefits. To estimate emissions reflecting different hourly charging profile of the electric vehicles, the study uses hourly electricity generation and TMS emission data for each power plant from 2015 to 2016. The results show that the electric vehicles generate the environmental benefits of 1.46-35.01 won/km compared with those of gasoline or diesel vehicles. With assumptions of 10 years lifetime and 15,000km mileage per year, the optimal subsidy level in the environmental aspect is estimated about 220,000 won to 5,200,000 won. This is significantly lower than the sum of government and local government subsidies, about 20 million won. However, these results do not directly imply that the current level of subsidy should be reduced significantly because only the environmental aspect is considered. In addition, U.S case study even shows that the electric vehicles have negative optimal subsidy compared with the gasoline vehicle. Spatial heterogeneity of damage from the electric vehicle should be considered. In other words, environmental externality of the electric vehicles is distributed around thermal power plants. An electric vehicle generates 1.71 won/km for Chungnam and 0.99 won/km for Gyeongnam. On the other hand, only 0.005 won/km and 0.04 won/km for Seoul and Jeju where the electric vehicles are most widely adopted. These results indicate that the environmental damages from electric vehicle sales will occur mainly in the places where the coal power plants are located, and on the contrary, the environmental benefits will be generated in the urban areas. The study estimates the demand function for the electric vehicles by using a choice experiment to analyze consumer’s preferences. The results show that technological advancements such as shortening the charging time and improving the maximum mileage are the key factors for demand of the electric vehicles. From a policy standpoint, consumers are willing to pay 5.67 million won for 1 charging station per 10km2. This implies that investment in charging facilities can be a more cost-effective policy than purchasing subsidy. Although the estimation results show a significant preference heterogeneity, the mean of WTP for the electric vehicles is about 13 million won, which means that even the current subsidies and tax reductions can be reduce about 10million won. The policy implications of this study are as follows: First, more supports for the installations of charging stations are necessary rather than the current high-level purchasing subsidies. Second, more non-financial incentives are needed to satisfy the consumer’s preferences. Third, to solve the spatial heterogeneity of environmental damages, the central government needs to play a leading role in developing the related policies rather than the local governments. Finally, differential purchase subsidies based on fuel-economy should be more effective to increase environmental benefits of the electric vehicles.

전기자동차 충전구 위치에 따른 전자파 방사특성에 관한 연구

권순민(Sunmin Gwon),우현구(Hyungu Woo) 한국자동차공학회 2016 한국 자동차공학회논문집 Vol.24 No.6

According to revolutionary developments in automobile technologies, eco-friendly advanced vehicles (hybrid vehicle, hydrogen fuel-cell vehicle, electric vehicle, etc.) are rapidly increasing. The electromagnetic compatibility is getting more important for development of a vehicle because those advanced vehicles are driven by electric energy and equipped with more electric systems. In general, electromagnetic compatibility tests consist of an electromagnetic interference(EMI) test and an electromagnetic susceptibility(EMS) test. EMI test of the electric vehicles are needed not only in driving mode but also in charging mode because they must be recharged by much electric energy for driving. Depending on vehicle manufacturers, the charging device type and the location of charging device inlet in electric vehicles are various. In this paper, in order to investigate EMI of electric vehicles in charging mode in consideration of the direction of measuring antenna and the location of charging device inlet, a series of electromagnetic emission tests are conducted using three electric vehicles (neighborhood electric vehicle, electric vehicle and electric vehicle-bus). The test results show that electromagnetic emission measurements in charging mode are dependent on the direction of measuring antenna and the location of charging device inlet.

Exploring Socially Responsible Corporate Management & Policy Preparation for Electric Vehicle Adoption & Global Sustainability

Yooncheong CHO(Yooncheong CHO) 국제융합경영학회 2023 융합경영연구 Vol.11 No.3

Purpose: The purpose of this study is to explore how to apply socially responsible corporate management and public policy to perceive awareness and adoption of electric vehicles for global sustainability. This study examined i) how perceived factors such as economic, environment, convenience, uncertainty, and efficiency factors differ based on experiences of electric vehicles, ii) how actual and potential customers perceive management and policy issues on electric vehicles differently, iii) how proposed factors including policy planning for the management of electric vehicle, prospect of electric vehicles, and socially responsible corporate activities affect overall attitudes toward electric vehicles? iv) how overall attitudes affect growth of electric vehicle industry and development of automobile industry? Research design, data and methodology: This study conducted an online survey and applied t-test, ANOVA, factor and regression analysis. Results: This study found that policy planning for the management of electric vehicles, prospect of electric vehicles, and corporate activities affect overall attitudes toward electric vehicles and actual and potential customers showed mean differences on management and policy on electric vehicles. Conclusions: This study provides managerial and policy implications. This study suggests promoting policies for better adoption of electric vehicles and regulatory policies to enhance global sustainability and prospect of electric vehicles.

전기자동차 운행 및 충전 행태 분석과 시사점: 실주행자료의 활용

유재은,신호승,박기준,김찬성 대한교통학회 2023 대한교통학회지 Vol.41 No.6

Electric vehicles are valuable not only from an environmental perspective, but also from a flexible power source perspective. In order to fully utilize electric vehicles of these values, large-scale distribution must occur, and for this to happen, sufficient charging infrastructure must be built. In order to select the location of a charging station from the user’s perspective and accurately predict its potential, it is necessary to understand and reflect the actual situation. In this study, we conducted a survey of electric vehicle users and analyzed electric vehicle operation and charging data, and the survey results were compared and supplemented by analyzing real-time electric vehicle operation data. The average monthly driving distance of passenger electric vehicles had increased by more than 30% compared to that of conventional vehicles, the number of charging times was about four times the number of refueling, and the average driving distance per charge is about 200km. The number of users who had not driven long distances for the last year using electric vehicles also reached the 20% range. At the start of charge, the battery state of charge was uniformly distributed in the 10-90% range, but the final state of charge was concentrated in the 80-100% range. Overall, there was a tendency to keep the battery state of charge high. As a result of analyzing charging events after driving, the pattern of ‘charging’ - ‘ultra-short distance driving of 10km’ - ‘charging’ - ‘long distance driving of more than 80km' was observed with a frequency of 1 to 2 times for one month. That was corresponding to 30% of the users. It was understood that the behavior of driving and charging an electric vehicle is inherently influenced by psychological factors such as ‘range anxiety’. Building infrastructure that can address these psychological factors is key to the continued distribution of electric vehicles. 전기자동차는 환경 측면뿐만 아니라 유연한 전력 자원이라는 측면에서도 가치가 있다. 이러한 가치로서 전기자동차를 충분히 활용하기 위해서 대규모 보급이 이루어져야 하며, 이를 위해서는 충분한 충전 인프라 구축되어야 한다. 사용자 관점에서의 충전소 입지를 선정하고, 자원량을 정확히 예측하기 위해서는 전기자동차 사용자들의 실제 상황을 파악하고 이를 반영하는 것이 필요하다. 본 연구는 전기자동차 사용자들을 대상으로 설문조사를 실시하고, 그들의 운행과 충전 행태를 분석하였다. 그리고 실시간 전기자동차 운행과 충전 자료를 분석하여 설문조사 결과를 비교 및 보완하였다. 승용 전기자동차의 월평균 주행거리는 기존 차량의 경우보다 30% 이상 길었으며, 충전 횟수는 주유 횟수의 4배 이상, 충전 1회당 주행거리는 평균 200km 정도이었다. 전기자동차를 이용하여 장거리 운행을 전혀 하지 않는 경우도 20%대에 이르렀다. 충전 시점에 배터리충전 상태는 10-90% 범위에 균일하게 분포하였으나, 최종 충전량은 80-100% 범위에 집중되어 있다. 주행 직후의 충전 사건들을 분석하였을 때, ‘충전’ → ‘10km 초단거리 운행’ → ‘충전’ → ‘80km 이상 장거리 운행’의 패턴이 전체 30% 패널에서 월 1-2회 정도의 빈도로 관찰되었다. 전기자동차 사용자들 운행과 충전 행태는 전반적으로 ‘주행거리 불안’ 등의 심리적 요인이 내재하여 있는 것으로 이해하였다. 이러한 심리적 요인을 해결할 수 있는 인프라 구축이 전기자동차의 지속적인 보급의 핵심이다.