玉米燃料乙醇生命周期碳平衡分析

玉米燃料乙醇作为化石燃料的替代品,其温室气体排放的多少(净碳排放量)是评价其可持续性的一个重要标准.基于生命周期分析原理,建立了玉米燃料乙醇的碳平衡分析方法.以我国夏玉米燃料乙醇的生产为例,计算了玉米燃料乙醇生命周期的净碳排放量并对其影响因素进行了分析.研究表明:与汽油相比,目前我国夏玉米燃料乙醇的生产并不能明显减少温室气体的排放,为此玉米生产过程中氮肥施用和灌溉以及乙醇转化过程的能耗等方面有待于重点改善.     

四种主要生物能源温室气体净减排量比较研究

近年来世界各国大力发展生物能源用于替代化石燃料.通过全生命周期评价的方法,对四种主要生物能源的温室气体减排量进行了比较.结果表明,同种生物能源净能比(NER)和温室气体净减排量(GGENR)与原料相关.纤维素燃料乙醇的GGENR(52 603 kg CO2/TJ)高于玉米乙醇(10 660 kg CO2/TJ).而巴西生产的甘蔗乙醇GGENR则达到最大值,61 418 kg CO2/TJ.大豆生物柴油的GGENR比微藻高出86%,分别为36 121 kg CO2/TJ和19 399 kg CO2/TJ.对于生物燃气和生物质直燃,由于全生命周期过程中外源能量输入很少,其GGENR分别达到56 100 kg CO2/TJ和98 300 kg CO2/TJ.     

餐饮废弃油脂的生物柴油生命周期能耗与CO_2排放分析

对以餐饮废弃油脂为原料,利用化学催化法生产的生物柴油进行了生命周期能耗与CO2排放分析,以具有1 MJ能量的生物柴油产品为功能单位.结果表明:生物柴油生命周期总能耗为1.648 9 MJ,化石能耗为0.616 9 MJ,化石能效比为1.62,生命周期净能量产出为0.383 1 MJ,生命周期CO2净排放量为-10.34 g.与生产和使用1 MJ能量的石化柴油相比,生物柴油生命周期总能耗升高37%,化石能耗降低49%,可减少CO2排放90.99 g.     

中国氢燃料电池车燃料生命周期的化石能源消耗和CO2排放

氢燃料电池车(FCV)具有运行阶段高能效和零排放的优点,近年来得到快速的商业化发展.氢能生产具有多种技术路径,不同路径的能源和环境效益存在显著差异.本研究采用生命周期评价方法,运用GREET模型对不同氢燃料路径下的FCV燃料周期(WTW)的化石能源消耗和CO_2排放进行了全面评价.选取了多种制氢路径作为评价对象,建立了中国本地化的FCV燃料生命周期数据库,在此基础上分析了FCV相对传统汽油车的WTW节能减排效益,并和混合动力车和纯电动车进行比较.结果表明,使用可再生电力和生物质等绿色能源制氢供应FCV能取得显著的WTW节能减排效益,可削减约90%的化石能耗和CO_2排放.在发展相对成熟的传统能源制氢路径中,以焦炉煤气制得氢气为原料的FCV,能产生显著的节能减排效益,其化石能耗低于混合动力车,CO_2排放低于混合动力车和纯电动车.结合对资源储备和技术成熟度的考虑,我国在发展氢能及FCV过程中,近期可考虑利用焦炉煤气等工业副产物制氢,并且规划中远期的绿色制氢技术发展.     

含氧生物质燃料的生命周期评价

为公正评价汽车代用燃料的能耗与环境效益,运用生命周期评价方法,研究了在燃料中分别添加不同比例的乙醇和甲酯2种生物质,带来的生命周期能耗和污染物排放变化,并对含氧生物质燃料的未来情景进行了预测分析.结果表明:乙醇代用燃料未降低化石燃料消耗,甲酯代用燃料可降低约20%的化石燃料消耗;几种配比的代用燃料均可降低石油消耗,甲酯代用燃料降低的趋势更加明显;各种代用燃料的温室气体排放都比较严重;乙醇代用燃料增加了NO_x排放,而甲酯代用燃料可降低约50%的NO_x排放;乙醇和甲酯的加入均能降低车用阶段的PM₁₀排放;燃料生产阶段的SO₂排放在整个生命周期中约占80%,必须严格控制;甲酯代用燃料可降低VOC排放.     

环境与清洁生产(无污染技术)

X382.1X820.6200602693含氧生物质燃料的生命周期评价/易红宏(清华大学环境科学与工程系)…∥环境科学/中科院生态环境研究中心.-2005,26(6).-28~32环图X-5为公正评价汽车代用燃料的能耗与环境效益,运用生命周期评价方法,研究了在燃料中分别添加不同比例的乙醇和甲酯2种生物质,带来的生命周期能耗和污染物排放变化,并对含氧生物质燃料的未来情景进行了预测分析。结果表明:乙醇代用燃料未降低化石燃料消耗,甲酯代用燃料可降低约20%的化石燃料消耗;几种配比的代用燃料均可降低石油消耗,甲酯代用燃料降低的趋势更加明显;各种代用燃料的温室气…     

钢铁行业生命周期碳排放核算及减排潜力评估

钢铁行业是中国碳密集度最高的工业行业之一,为分析钢铁行业生命周期碳排放及碳减排潜力,从生命周期角度构建碳排放核算模型,以2020年为例开展实证分析,通过优化废钢使用量、化石燃料燃烧量、电力碳足迹因子以及清洁运输比例4项变量,对钢铁行业生命周期碳减排潜力作预测评估,同时使用敏感性分析确定影响钢铁生命周期碳减排因素的关键程度.结果表明,2020年中国钢铁行业全生命周期二氧化碳(CO₂)排放总量约24.04亿t,其中原料获取和加工生产阶段是钢铁行业碳排放的关键环节,占钢铁行业生命周期CO₂排放总量的98%以上.从CO₂排放源类别分析,化石燃料节约和外购电力清洁化是钢铁行业降碳的重中之重.到2025年,通过推广低碳技术、优化电力结构、增加废钢炼钢量、提高清洁方式运输比例,分别可使钢铁行业实现20%、 6%、 5%和1%的碳减排潜力.化石燃料燃烧量对钢铁行业生命周期CO₂排放的影响最显著,电力碳足迹因子和废钢炼钢使用量次之.关于钢铁行业节能低碳技术,短期内以推广轧钢工序与高炉炼铁工序低碳技术为主,未来随着电炉...     

塑料牛奶包装及处置方式生命周期环境影响研究

采用生命周期评价(LCA)法研究了塑料牛奶包装的全生命周期环境影响,并在处置阶段对不同处置方式的环境影响进行比较.通过现场和资料调研的方式,获得所有生命周期阶段能量物质的输入/输出和环境外排数据.结果表明:塑料牛奶包装生命周期阶段中环境影响比重最大的是原料获取阶段,占90%以上.其全生命周期环境影响主要集中在化石燃料、无机物对人体损害和气候变化3个方面,在致癌、酸化富营养化和生态毒性方面影响稍小.3种处置方式对环境影响由大到小依次为填埋>焚烧>再生,其中填埋和焚烧处置分别比塑料包装处置阶段前的环境影响增加16.1%和5.3%,再生可降低75.9%.     

纯电动与柴油货车全生命周期能耗及排放分析

选择传统柴油厢式货车和纯电动厢式货车为研究对象.基于GREET软件,建立适宜于我国国情的车辆全生命周期计算模型,对比分析两款车型全生命周期的能耗、温室气体排放以及标准污染物排放情况;结果表明:纯电动货车全生命周期内的百公里能耗比柴油货车降低了6.57%,化石燃料、天然气、石油的百公里消耗量分别降低14.4%、58.8%、96.8%;纯电动货车CH_4、VOC、CO、NO_x的排放分别比柴油货车低16.7%、14.8%、63.0%和63.4%,而柴油货车的CO_2和SO_x的排放量比纯电动货车低7.2%和96.8%.同时对车辆进行不确定性分析和单因素的敏感性分析发现,纯电动货车全生命周期内CO_2排放量对电能生产阶段的敏感度高达66.9%,而且相较于柴油货车,纯电动货车在全生命周期能耗、一次能源消耗以及主要污染物的排放等方面受车辆寿命的影响较小,在长期运行过程中更能发挥其在节能减排方面的优势.     

基于能值方法的甘薯燃料乙醇产业生态系统分析

发展燃料乙醇已成为替代能源战略下的成熟模式,但传统燃料乙醇生产的污染问题严重影响了燃料乙醇的生存和发展,因此建立以燃料乙醇生产为核心企业,包括由原料种植者、乙醇生产者、分解者、资源回收利用者等一系列利益相关者组成的产业生态系统,已成为燃料乙醇可持续发展的有效途径. 根据燃料乙醇生产过程中对废物处理和资源化利用情况,将其划分成传统生产方案(方案Ⅰ)、废物处理生产方案(方案Ⅱ)和产业生态系统方案(方案Ⅲ),并采用改进后的能值分析方法及指标体系对3种生产方案进行比较分析. 结果表明:与方案Ⅰ相比,通过废物处理和中水回用,方案Ⅱ的ε_EYR(能值产出率)提高了59.37%,ε_ELR(环境负荷率)降低了75.39%;延长产业链,增加循环利用方式后,方案Ⅲ比方案Ⅰ的ε_EYR提高了86.19%,ε_ELR降低了82.98%. 3种生产方案的可持续发展能力为方案Ⅰ<方案Ⅱ<方案Ⅲ.      

Life cycle greenhouse gas emissions, fossil fuel demand and solar energy conversion efficiency in European bioethanol production for automotive purposes

Crop derived biofuels such as (bio)ethanol are increasingly applied for automotive purposes. They have, however, a relatively low efficiency in converting solar energy into automotive power. The outcome of life cycle studies concerning ethanol as to fossil fuel inputs and greenhouse gas emissions associated with such inputs depend strongly on the assumptions made regarding e.g. allocation, inclusion of upstream processes and estimates of environmentally relevant in- and outputs. Peer reviewed studies suggest that CO₂ emissions linked to life cycle fossil fuel input are typically about 2.1–3.0 kg CO₂ kg⁻¹ starch-derived ethanol. When biofuel production involves agricultural practices that are common in Europe there are net losses of carbon from soil and emissions of the greenhouse gas N₂O. Dependent on choices regarding allocation, they may, for wheat (starch) be in the order of 0.6–2.5 kg CO₂ equivalent kg⁻¹ of ethanol. This makes ethanol derived from starch, or sugar crops, in Europe still less attractive for mitigating climate change. In case of wheat, changes in agricultural practice may reduce or reverse carbon loss from soils. When biofuel production from crops leads to expansion of cropland while reducing forested areas or grassland, added impetus will be given to climate change.     

Atmospheric impacts of the life cycle emissions of fuel ethanol in Brazil: based on chemical exergy

An assessment is made of the atmospheric emissions from the life cycle of fuel ethanol coupled with the cogeneration of electricity from sugarcane in Brazil. The total exergy loss from the most quantitative relevant atmospheric emission substances produced by the life cycle of fuel ethanol is 3.26E+05 kJ/t of C₂H₅OH. Compared with the chemical exergy of 1 t of ethanol (calculated as 34.56E+06 kJ), the exergy loss from the life cycle's atmospheric emission represents 1.11% of the product's exergy. The activity that most contributes to atmospheric emission chemical exergy losses is the harvesting of sugarcane through the methane emitted in burning. Suggestions for improved environmental quality and greater efficiency of the life cycle of fuel ethanol with cogenerated energy are: harvesting the sugarcane without burning, renewable fuels should be used in tractors, trucks and buses instead of fossil fuel and the transportation of products and input should be logistically optimized.     

Attributional life cycle assessment of woodchips for bioethanol production

Besides the apparent need to reduce greenhouse gas emissions, other important factors contributing to the renewed interest in biofuels are energy security concerns and the need of sustainable transportation fuel. Nearly 30% of the annual CO₂ emissions in the U.S. come from the transportation sector and more than half of the fuel is imported. Biofuels appear to be a promising option to reduce carbon dioxide emissions, and the reliance on imported oil concomitantly. The interest on (ligno) cellulosic ethanol is gaining momentum as corn-based ethanol is criticized for using agricultural outputs for fuel production. Among many lignocellulosic feedstocks, woodchips is viewed as one of the most promising feedstocks for producing liquid transportation fuels. The renewable and carbon neutral nature of the feedstocks, similar chemical and physical properties to gasoline, and the low infrastructure cost due to the availability of fuel flex vehicles and transportation networks make (ligno) cellulosic bioethanol an attractive option. An in-depth LCA of woodchips shows that harvesting and woodchips processing stage and transportation to the facility stage emit large amount of environmental pollutants compared to other life cycle stages of ethanol production. Our analysis also found that fossil fuel consumption and respiratory inorganic effects are the two most critical environmental impact categories in woodchips production. We have used Eco-indicator 99 based cradle-to-gate LCA method with a functional unit of 4 m³ of dry hardwood chips production.     

氢燃料电池汽车动力系统生命周期评价及关键参数对比

发展氢燃料电池汽车被认为是解决能源安全和环境污染问题的理想解决方案之一,为量化探究氢燃料电池汽车动力系统的化石能源消耗和排放情况,运用GaBi软件建模,以新能源汽车相关技术路线为参考,构建我国氢燃料电池汽车动力系统的数据清单并对其全生命周期化石能源消耗和全球变暖潜值情况进行定量评价计算和预测分析,对不同类型的双极板、不同能量控制策略和不同制氢方式对环境的影响分别进行了对比研究,并对关键数据进行了不确定分析.结果表明,预计到2030年我国每台氢燃料电池汽车动力系统生命周期的化石能源消耗量（ADP_f）、全球变暖潜值（GWP,以CO₂ eq计）和酸化潜值（AP,以SO₂ eq计）分别为1.35×10⁵ MJ、9108 kg和15.79 kg.动力系统生产制造阶段的化石能源消耗和全球变暖潜值均高于使用阶段,主要原因是燃料电池堆栈和储氢罐的制造过程.金属双极板、石墨复合双极板和石墨双极板的制造工艺中石墨复合双极板的综合环境效益最好.能量控制策略的优化会使得氢能消耗降低,当氢能消耗降低22.8%时,动力系统的生命周期化石能源消耗和全球变暖潜值分别降低10.4%和8.3%.相比于甲烷蒸气重整制氢,基于混合电网电解水制氢的动力系统生命周期全球变暖潜值高出53.7%[KG-*6],而基于水电电解水制氢降低39.6%.降低动力系统生命周期化石能源消耗和全球变暖潜值的措施包括优化能量控制策略降低氢能消耗、规模化发展可再生能源发电电解水制氢产业和聚焦突破燃料电池堆栈关键技术实现性能提升.     

Utilisation options of renewable resources: a life cycle assessment of selected products

Renewable resources have increasingly drawn the attention of agriculture, industry and politics. Their utilisation is considered to lead to ecological advantages compared to fossil resources and products. They, however, also come with ecological disadvantages, particularly due to intensive land use.In this paper, the environmental impacts of some utilisation options of Miscanthus and corn to produce energy and products are determined by life cycle assessment. The following life cycle comparisons were performed: (1) insulation material from Miscanthus vs. mineral wool; (2) Miscanthus as solid fuel vs. conventional energy carriers; (3) PLA drinking cups from corn vs. polystyrene drinking cups and (4) ethanol from corn vs. gasoline. The results of the comparisons between these products from renewable resources and their conventional counterparts do not support a clear-cut decision making in favour of or against products from renewable resources.     

Life cycle inventory and energy analysis of cassava-based Fuel ethanol in China

The Chinese government is developing biomass ethanol as one of its automobile fuels for energy security and environmental improvement reasons. The cassava is an alternative feedstock to produce this ethanol fuel. Its performance of environmental impacts and energy efficiency is the critical issue. Life cycle assessment has been used to identify and quantify the environment emissions, energy consumption and energy efficiency of the system throughout the life cycle. This study investigates the entire life cycle from cassava plantation, ethanol conversion, transport, Fuel ethanol blending and distribution to its end-use. Product system of cassava-based ethanol fuel is described and it is divided into six unit processes. The environmental impacts and energy consumption of each unit process are quantified and some of the potential effects are assessed.     

Life cycle emissions of greenhouse gases associated with burning animal wastes in countries of the European Union

Burning animal wastes for the production of electricity is stimulated in the European Union because of the ‘climate neutrality’ of its life cycle. In doing so fossil fuel inputs in animal husbandry and the N₂O and CH₄ emissions associated with animal husbandry are neglected. Here types of relatively fossil fuel efficient animal husbandry in the European Union are analysed without neglecting such inputs and emissions. The burning of pig derived animal meal, a single-output process, was found to be associated with an emission of greenhouse gases equivalent to 33 × 10²–44 × 10² g CO₂/kilowatt-hour (kWh). In most cases, however, animal wastes can be viewed as outputs from a multi-output production process. If system expansion is not possible, one may allocate multi-output process emissions on the basis of financial value or on a physical basis. Allocating on the basis of energy content of outputs of animal husbandry the burning of manure from poultry, dairy cows and pigs was estimated to generate between 6.3 × 10² and 19.5 × 10² g CO₂ equivalent per kWh. When allocating on the basis of financial value, burning manure in the Netherlands corresponds with net-sequestration, as the monetary value of manure is negative. For chicken manure a net sequestration was found of 2.5 × 10²–3.9 × 10² g CO₂ equivalent/kWh. Thus life cycle emissions of burning animal waste are extremely sensitive to the allocation principle favoured. One may extend the life cycle for instance by including indirect effects such as the substitution of carbon that is lost to agriculture due to burning animal wastes. Such an extension may well lead to a changed emission in terms of CO₂ equivalent emitted per kWh.     

面向2035的节能与新能源汽车全生命周期碳排放预测评价

发展节能与新能源汽车是降低交通运输行业碳排放的重要技术路径.为量化预测节能与新能源汽车的全生命周期碳排放,利用全生命周期评价方法,以汽车相关技术路线和政策为参考,选取燃油经济性、整车轻量化水平、电力结构碳排放因子和氢能碳排放因子为关键参数,构建传统燃油汽车(ICEV)、轻度混合动力汽车(MHEV)、重度混合动力汽车(HEV)、纯电动汽车(BEV)和燃料电池汽车(FCV)的数据清单并对其全生命周期碳排放进行量化预测评价,对电力结构碳排放因子和不同制氢方式碳排放因子进行了敏感性分析和讨论.结果发现,2022年ICEV、 MHEV、 HEV、 BEV和FCV的全生命周期碳排放量(以CO₂-eq计)分别为208.0、 195.5、 150.0、 113.5和205.0 g·km^-1.到2035年,BEV和FCV相比于ICEV具有较为显著的减碳效益,分别降低69.1%和49.3%.电力结构的碳排放因子对BEV的全生命周期碳排放的影响最显著.关于燃料电池汽车的不同制氢方式,短期应以工业副产氢提纯为主供应FCV氢能需求,长期以可再生能源电解水制氢和化石能源...