New energy vehicles in China: policies, demonstration, and progress

Since 2009, China has become the largest new vehicle market in the world. To address the energy security and urban air-pollution concerns that emerge from rapid vehicle population growth, China has initiated the Thousands of Vehicles, Tens of Cities (TVTC) Program to accelerate the new energy vehicle (NEV) commercialization. In this paper, we summarize the efforts made by the Chinese government since 1995 in the areas of research and development, demonstration, and communalization of NEVs; evaluate the progress of NEV demonstration; and provide some recommendations for future development. Our analysis has determined that the deployment of NEVs for the TVTC Program is lagging behind the original plan and, on average, only 26–36% of the goals have been attained by October 2011. Although China has approved many NEV models for sale, significantly more than 50% of them are not in production. On the other hand, stimulated by the policy shift, electric vehicle production has increased considerably, thereby contributing 23% and 44% of the total NEV production in 2010 and 2011, respectively. Additionally, because of the constraints imposed by price and technology maturity, lead-acid battery technology is a substantial factor in the high-volume sales of top NEV car models.     

Evaluating national hydrogen refueling infrastructure requirement and economic competitiveness of fuel cell electric long-haul trucks

This study explored the national hydrogen refueling infrastructure requirement along major United States (US) interstate highway corridors to support the deployment of fuel cell electric trucks (FCETs) for the national long-haul trucking fleet. Given the long-haul trucking shipment demand in 2025 projected by the Freight Analysis Framework, locations and capacities of hydrogen stations were identified for inter-zone freight flows, and the total daily refueling demand was estimated for intra-zone flows for each FAF zone. Based on the infrastructure deployment results, we conducted an economic feasibility analysis of FCETs by evaluating the total ownership cost. We found that when the FCET penetration is relatively high (e.g., 10% penetration), FCETs become more competitive in terms of fuel cost and idling cost and could be economic viable if the incremental vehicle cost is reduced to meet the near-term FCET technology cost targets and the liquefaction cost is reduced to an optimal case. We also observed that the station cost depends on regional factors, particularly regional demand, which is used to determine station capacity. Thus, one possible strategy for station roll-out is to have early investment in target regions where station costs are expected to be relatively low such as the Pacific and West South Central regions.

     

单室空气阴极微生物燃料电池硝酸根去除系统的建立和性能研究

本文以单室空气阴极微生物燃料电池(Microbial Fuel Cell,MFC)处理含不同浓度硝酸根的模拟废水,研究了NO~-_3-N初始浓度和开闭路培养方式对单室MFC的启动、硝酸根去除性能和产电性能的影响.结果表明,随着NO~-_3-N初始浓度的提高,MFC的NO~-_3-N平均去除速率达到稳定值所需时间增加,NO~-_3-N平均去除速率提高.当NO~-_3-N初始浓度为200 mg·L~(-1)时,闭路组MFC的NO~-_3-N平均去除速率达到(3.52±0.28) kg·m~(-3)·d~(-1),高于相近条件下许多传统生物反应器的NO~-_3-N平均去除速率.硝酸根去除过程主要发生在MFC运行周期的前期.硝酸根对阳极生物膜中主要产电菌Geobacter的生物量没有影响.当基质充足时,所有闭路组MFC的最大功率密度相近(～27 W·m~(-3)).闭路组MFC比开路组MFC具有更高的NO~-_3-N去除速率,可能与其阳极生物膜具有电化学还原亚硝酸根能力和Thauera易在其阳极上富集有关.     

Life-cycle analysis of emissions from fuel ethanol and blends in Australian heavy and light vehicles

Because carbon dioxide emissions from the combustion of a renewable fuel are not anthropogenic greenhouse gases, there are significant greenhouse gas benefits in using ethanol that is derived from sugar or wheat, especially from waste feedstock. However, if the ethanol is used as an additive (as in diesohol or petrohol) then some of these greenhouse gas benefits are lost because ethanol is less efficient as a fuel.The vapour pressure of petrohol is higher than that of either petrol or ethanol, so that it is unclear whether there are, or are not, air quality benefits associated with the use of ethanol.A measurement program that surveys a significant proportion of E10 alternative fuel vehicles should be undertaken, along with a parallel program to test the emission variations that result from the changes in the petrol. The performance of overseas models in relation to the Australian situation is unknown, and a combined modelling and measurement program is needed to determine its validity.     

Factors influencing purchase of electric vehicles in China

Mitigation and Adaptation Strategies for Global Change - The development of electric vehicle (EV) market has significant implications on reducing oil consumption and greenhouse gas emissions. It...     

杭州市机动车污染物排放清单的建立

基于调研的基础数据,运用修正后的IVE排放模型及GIS系统建立了杭州市2010年1km×1km的高时空分辨率的机动车排放清单.结果表明,2010年杭州市机动车污染物CO、HC、NOx、PM的年排放量分别为44.06,2.31,4.43,0.65万t,主要来自线源道路的排放.各车型污染物分担率各不相同,汽油乘用车和公交车排放CO和HC最大,柴油重型货车和公交车是NOx和PM排放的主要来源,两种燃油下的机动车排放差异十分明显.机动车污染排放与路网密集程度及道路长度密切相关,因此西湖区和江干区排放总量远远高出其他区域.机动车各污染物排放强度空间分布均呈现由城市中心向城市边缘的递减趋势,各污染物中心城区排放量占总排量的70%以上.机动车污染物排放日变化十分明显,与人群出行规律有极大的相关性.     

Advances in emission control of diesel vehicles in China

Diesel vehicles have caused serious environmental problems in China. Hence, the Chinese government has launched serious actions against air pollution and imposed more stringent regulations on diesel vehicle emissions in the latest China VI standard. To fulfill this stringent legislation, two major technical routes, including the exhaust gas recirculation (EGR) and high-efficiency selective catalytic reduction (SCR) routes, have been developed for diesel engines. Moreover, complicated aftertreatment technologies have also been developed, including use of a diesel oxidation catalyst (DOC) for controlling carbon monoxide (CO) and hydrocarbon (HC) emissions, diesel particulate filter (DPF) for particle mass (PM) emission control, SCR for the control of NOx emission, and an ammonia slip catalyst (ASC) for the control of unreacted NH₃. Due to the stringent requirements of the China VI standard, the aftertreatment system needs to be more deeply integrated with the engine system. In the future, aftertreatment technologies will need further upgrades to fulfill the requirements of the near-zero emission target for diesel vehicles.     

重型柴油车实际道路油耗与排放模拟及其应用研究

基于实际行驶状态下重型车动力需求和传动系统变化规律,建立了重型柴油车整车的瞬态油耗和排放模拟方法,可实现整车发动机工况及油耗与排放的实时模拟.为验证模型的有效性,利用重型车车载排放测试手段,以柴油公交车为研究案例,模拟并验证了车辆在实际运营线路上的油耗与排放水平.公交车综合线路实测百公里油耗为16.38L,NOx、CO和THC排放因子分别为4.44、3.35、1.96g·km-1,模拟结果与实测值基本吻合,其油耗与排放因子与实测值之比均在1.06倍左右.模拟结果显示,实测公交车怠速、NOx控制区及其它区域工况点分别占32.6%、7.1%和60.4%,增加10t负载或提高1.5倍车速可使发动机负荷利用率上升,控制区比例上升至18.4%和18.8%,同时增加负载和提高车速,控制区工况可提高至33.9%.相应地,增加负载或提高车速情景分别使车辆油耗与排放上升至1.5～1.7倍和1.6～1.8倍,同时增加负载和提高车速,油耗与排放可增至2.5倍～3.0倍,控制区油耗与排放比例均有大幅度上升.总体上,该模型方法可以为评价和研究重型柴油车在实际道路上的能耗及其排放状况提供新的模拟方法和分析手段.     

Real-world fuel efficiency and exhaust emissions of light-duty diesel vehicles and their correlation with road conditions

The real-world fuel efficiency and exhaust emission profiles of CO, HC and NO_x for light-duty diesel vehicles were investigated. Using a portable emissions measurement system, 16 diesel taxies were tested on different roads in Macao and the data were normalized with the vehicle specific power bin method. The 11 Toyota Corolla diesel taxies have very good fuel economy of (5.9 ± 0.6) L/100 km, while other five diesel taxies showed relatively high values at (8.5 ± 1.7) L/100 km due to the variation in transmission systems and emission control strategies. Compared to similar Corolla gasoline models, the diesel cars confirmed an advantage of ca. 20% higher fuel efficiency. HC and CO emissions of all the 16 taxies are quite low, with the average at (0.05 ± 0.02) g/km and (0.38 ± 0.15) g/km, respectively. The average NO_x emission factor of the 11 Corolla taxies is (0.56 ± 0.17) g/km, about three times higher than their gasoline counterparts. Two of the three Hyundai Sonata taxies, configured with exhaust gas recirculation (EGR) + diesel oxidation catalyst (DOC) emission control strategies, indicated significantly higher NO₂ emissions and NO₂/NO_x ratios than other diesel taxies and consequently trigger a concern of possibly adverse impacts on ozone pollution in urban areas with this technology combination. A clear and similar pattern for fuel consumption and for each of the three gaseous pollutant emissions with various road conditions was identified. To save energy and mitigate CO₂ emissions as well as other gaseous pollutant emissions in urban area, traffic planning also needs improvement.     

Development and valuation of adaptation pathways for storm water management infrastructure

Policymakers today are faced with a difficult task of planning for large scale infrastructure that can cater to the climatic and socio-economic changes that the future will bring. To address the deeply uncertain nature resulting from long-term changes, it is becoming necessary to develop strategies that support flexibility and react more strategically than traditional planning approaches. This paper applies the concept of adaptation tipping points and adaptation pathways to a case study in Singapore for the planning of long-term urban drainage infrastructure. Using conventional grey and sustainable green solutions in isolation and in combination, adaptation pathway maps are developed and compared across outlined climatic and landuse scenarios. To understand and justify if the imparted flexibility is worth its cost, economic assessments are performed. This is a valuable extension of the existing framework, helps to identify the preferred configuration of land use and sub-select adaptation actions that should be implemented at the current time frame. The main finding of this study is that the adaptation pathways map for the sustainable grey landuse scenario economically outperforms those of the other outlined land uses. This provides a valuable insight for policy makers, as it implies that if carefully planned development is undertaken, the requirements of storm water management can be met in a sustainable manner, while simultaneously freeing up land for other purposes. This is especially important in the context of highly dense urban areas such as Singapore, where land is a scare resource.     

反硝化脱硫微生物燃料电池的可行性研究

微生物燃料电池(microbial fuel cell,MFC)可在去除废水中污染物的同时回收电能.以S2-和NO-3-N分别作为阳极电子供体和阴极电子受体,研究了反硝化脱硫MFC的同步阳极除硫与阴极脱氮,分析了阳极进水S2-浓度对MFC产电性能及污染物去除情况的影响,探究了MFC阳极石墨纤维丝上的硫沉积情况及其对内阻的影响.结果表明,反硝化脱硫MFC在32 d内实现稳定的阳极除硫与阴极脱氮.外阻为100Ω时,电压稳定在(176.0±6.9)m V,相应的S2-和NO-3-N去除负荷分别为(0.94±0.04)kg·m-3NC·d-1和(11.1±0.6)g·m-3NC·d-1.MFC的产电能力随着阳极进水S2-浓度的增加逐渐增强,SO_2-4的生成率和NO-3-N去除负荷受S2-浓度影响较小.在试验S2-浓度下S2-的去除较彻底,SO_2-4的生成率均超过65%.NO-3-N去除负荷维持在12 g·m-3NC·d-1左右,出水NO-2-N浓度均低于0.01 mg·L-1.反硝化过程较完全.在运行过程中,MFC阳极的石墨纤维丝上会沉积颗粒硫,降低电极的有效面积,使MFC的内阻升高.     

Plug-in electric vehicles in China and the USA: a technology and market comparison

Mitigation and Adaptation Strategies for Global Change - As the top two plug-in electric vehicle (PEV) markets in the world, China and the United States of  America (USA) have developed...     

Well-to-wheels greenhouse gas and air pollutant emissions from battery electric vehicles in China

Mitigation and Adaptation Strategies for Global Change - Electric vehicles (EVs) play a crucial role in addressing climate change and urban air quality concerns. China has emerged as the global...     

单室微生物燃料电池产电与脱氮除磷的研究

实验针对空气阴极型单室微生物燃料电池(Microbial Fuel Cell,MFC),研究其产电性能及对实验室模拟废水中有机物、氮和磷元素的去除效果.结果表明,在外电阻为1000Ω的情况下,该电池最大输出电压可达371 m V,最大输出功率密度可达301.6 m W·m~(-2),最大电流密度可达2.4 A·m~(-2),内阻为200Ω.当入水氨氮浓度为4 mmol·L~(-1)时,该电池的产电效果最好,对污染物的去除效果也较好.研究还发现,电池最佳运行周期为72 h,阳极室出水最佳曝气时间为6 h,阳极室出水COD、TN和TP的降解率分别为93.3%、19.7%和44.8%.将阳极液曝气处理后,相对于阳极室入水其TN和TP的总去除率分别可达79.6%和95.2%.另外,通过扫描电镜观察到MFC的阳极液中大多为球形菌,阴极电极表面有针状的结晶形成,经能谱测试为鸟粪石结晶.     

以苯胺和葡萄糖为燃料的微生物燃料电池的产电特性研究

通过构建空气阴极型双室微生物燃料电池(Microbial FueI Cell,MFC),并以苯胺和葡萄糖为燃料,研究了MFC对苯胺的降解特性及MFC 的产电性能.结果表明,在1000Ω电阻下,500mg·L-1葡萄糖为单一燃料时,MFC的最大输出电压为440mV,最大输出功率密度为215mw·m-2.当苯胺的初始浓度为...     

污泥为燃料的微生物燃料电池运行特性研究

实验采用单室无膜悬浮阴极微生物燃料电池(MFC),考察了运行特性对污泥为燃料的MFC(SMFC)的影响.研究表明,相对于未搅拌情况,搅拌时SMFC最大输出功率由45.94mW/m2分别增加到124.03mW/m2(1300r/min)和136.5mW/m2(2600 r/min),主要是由于搅拌有利于改善SMFC内物质的传递. 温度对SMFC的产电特性影响较明显,但在一定区间内(如20~25℃;30~40℃;45~50℃)变化不明显,说明产电微生物有一定的温度适应范围,这也可能是在不同温度下产电微生物不同导致.相对于采用未经处理的剩余污泥为燃料,微波处理后的污泥和微波处理过滤后的上清液做燃料时SMFC输出功率迅速增加,这主要是由于污泥中的微生物竞争作用引起.阴极面积的增加有利于降低阴极电势,降低SMFC内阻,从而促进功率密度的增加.     

我国轻型汽车污染物排放因子的测试研究

采用底盘测功机按ＥＣＥ－１５规程测试了我国１３辆（１２种）正在使用的轻型汽车的ＣＯ、ＨＣ和ＮＯｘ的排放量分别为８７．２５±５６．３１、１１．３６±５．１３和８．２０±６．６８ｇ／ｔｅｓｔ;在相同测试条件下,测试了其中１１种轻型车在不同车速匀速行驶时的ＣＯ、ＨＣ和ＮＯｘ排放因子．测试结果表明、轻型汽车污染物排放因子随车速的变化有良好的规律性．用统计方法拟合了轻型汽车污染物排放因子的车速变化系数的计算公式。当车速＜９０ｋｍ／ｈ时,轻型车ＣＯ、ＨＣ排放因子随车速的增加而减小,当车速＞９０ｋｍ／ｈ时,又略有增加,而ＮＯｘ排放因子随车速的增加而增大。     

Policy dimensions of development and financing of water infrastructure: The cases of China and India

The past decades have seen planning and implementation of built infrastructure in all over the developed and developing world growing in large scales. This has been influenced by economic and population growths, urbanization and industrialization, which in turn have put increasing stress in provision of services. The paper reviews the policy dimensions of water infrastructure development and financing in the two largest economies at present, China and India, including planning, implementation and decision-making processes. Findings indicate that main challenges for infrastructure development have been limited sources of financing, but also policies and their implementation. The high levels of investment in water infrastructure in the two countries have been impressive, mainly in China. However, they still have not necessarily addressed efficiency over the long term, supported more inclusive and higher economic growth or improve social and environmental conditions in all cases.     

Deployment of plug-in electric vehicles in China and the USA: issues and opportunities,foreword

Mitigation and Adaptation Strategies for Global Change -     

污泥合成燃料的研制及燃烧特性研究

为实现污泥的资源化利用,提出了一种无需干化就可直接将脱水污泥制成合成燃料的技术,并对污泥合成燃料的制备条件和性能进行了研究.结果表明,当污泥(含水率为80%)、Fe3+、Ca2+、飞灰、木屑的质量比为40:0.24:0.8:10:1时,在1.2MPa压强下压滤1h制成的污泥合成燃料无刺激性气味,含水率为38.76%,抗...