新能源汽车的环保效益与环保管理对策分析研究

文章分析了目前进入产业化发展阶段的混合动力汽车、纯电动汽车及燃气汽车（包括压缩天然气汽车、液化天然气汽车和液化石油气汽车）的环保效益及主要环保问题,对混合动力和燃气汽车还分为轻型车和重型车进行分析,表明新能源汽车具有很好的环保效益,特别是轻型混合动力汽车的尾气排放水平已经取得对传统汽油轻型车的整体领先优势,燃气汽车的有毒有害物质排放远低于传统汽车。应在公共交通和个人交通领域大力推广新能源汽车并加强新能源汽车的环保监管。     

浅论中国道路交通温室气体减排的战略选择：新能源汽车发展

中国的道路交通部门正面临日益严峻的温室气体减排压力,机动车作为道路交通系统中的核心要素之一,其低碳化进程对于道路交通部门应对气候变化具有重要的现实和战略意义。从长期来看,机动车的低碳发展意味着传统机动车向新能源汽车的过渡和发展。本文首先综述了中国新能源汽车的产业政策发展,然后讨论了新能源汽车在深圳市的试点示范推广情况,并介绍了新能源汽车在上海世博会的示范应用,最后指出新能源汽车近年来在中国的快速发展也得益于中央和地方政府的积极推动,汽车厂商、科研机构和消费者等诸多利益相关者的积极参与,新能源产业政策的日益完善。     

Development and demonstration of fuel cell vehicles and supporting infrastructure in China

The demand for urban transportation in China, including cars, motorbikes, buses, and trains, is growing substantially. China’s transportation fleet is projected to expand from 16 to 94 million vehicles between 2000 and 2020, with liquid and electricity transport fuel demand growing from about 5 Quadrillion British Thermal Units (Quads) to over 20 Quads in 2035. In response to energy security, economic growth and environmental protection needs, Chinese government agencies, academia and the private sector have organized their programs and investments to advance development and demonstration of sustainable alternative transportation systems. This analysis surveys historic development of fuel cell vehicle (FCV) including fuel cell buses (FCB) technology in China, summarizes recent efforts to scale-up FCV development and associated infrastructure in major Chinese cities, and briefly addresses future directions in Chinese fuel cell and hydrogen energy technology development. Since the late 1990’s, Chinese universities, government institutions and the private sector have implemented research, development, demonstration and deployment programs for electric (EV), fuel cell (FCV), and hybrid electric vehicles (HEV). These efforts have advanced the feasibility of FCVs to be a part of sustainable urban transportation system, including technical performance, infrastructure, and customer acceptance. Three generations of FCVs, START I, START II and START III have been developed, demonstrated and deployed. Similarly, several generations of FCBs have been developed and demonstrated. Collectively, these efforts have demonstrated and deployed over 1,000 FCBs and FCVs in several Chinese cities. Large-scale, intensive-use FCV and FCB demonstration trials, including those during the 2008 Beijing Olympics and the 2010 Shanghai World Exposition (EXPO), have been successfully built and operated. Infrastructure, such as hydrogen production facilities, fuelling stations, and maintenance stations have been constructed and operated to support the fleets of FCBs and FCVs. Experiences learned from these FCV research, development, and demonstration activities are the foundation for scaling up infrastructure and fleet trials in a growing number of cities in eastern and western China. An aggressive research and development vision and 2020 technology performance targets provide a foundation for the next generation of EVs, FCVs and HEVs, and, options for China’s efforts to develop a portfolio of sustainable transportation systems.     

中国道路交通部门减排技术及成本研究

道路交通作为交通部门碳排放的重要来源,将在实现"碳达峰、碳中和"目标的过程中承担重任。碳减排技术成本的研究有利于平衡道路交通机动化发展和"碳达峰、碳中和"目标的实现,是实现道路交通可持续发展的重要措施。为此,基于乘用车、商用客车、轻型商用货车和重型商用货车等车型,结合发动机技术、变速器技术、辅助系统技术和整车技术和新能源车应用等16种关键节能减排技术的减排潜力和成本,建立了2020-2035年我国道路交通碳排放的边际减排成本（MAC）曲线,评估了通过推广车辆节能技术和新能源车等措施来实现减排目标的累积成本。主要得到以下结论:1）相同的车辆节能减排技术,应用在重型商用货车的单位减排成本远小于其他车型,新能源车在乘用车的应用具有很大的减排潜力,但是与其他车型相比并不具有成本优势。2）燃料电池新能源车的单位减排成本远高于纯电动和插电混合动力新能源车,未来需降低燃料电池的生产成本以及氢气的制备、储存和运输成本。3）2020-2035年的减排总成本曲线显示总减排成本先增加后下降的趋势,这表明随着节能减排技术的合理推广,该部门减排阻力在不断下降。     

“双碳”目标下：中国CCUS发展现状、存在问题及建议

在全球变暖，气候变化日趋严重的背景下，碳捕集、利用和封存(CCUS)技术逐渐被世界各国公认为是最具潜力的一种碳减排技术.在详细阐述CCUS技术的起源、概念、定位和演变过程的基础上，通过对比国内外CCUS技术的政策法规、示范工程和碳排放交易系统发展现状，系统总结了中国自2016年加入《巴黎协定》后，推动CCUS技术发展所做出的巨大努力，并结合生态文明建设及“碳达峰”“碳中和”目标分析中国CCUS技术现存问题，为进一步推动该技术发展提出相关参考意见.     

Life cycle analysis and choice of natural gas-based automotive alternative fuels in Chongqing Municipality,China

Road transport produces significant amounts of emissions by using crude oil as the primary energy source. A reduction of emissions can be achieved by implementing alternative fuel chains. The objective of this study is to carry out an economic, environmental and energy (EEE) life cycle study on natural gas-based automotive fuels with conventional gasoline in an abundant region of China. A set of indices of four fuels/vehicle systems on the basis of life cycle are assessed in terms of impact of EEE, in which natural gas produces compressed natural gas (CNG), methanol, dimethylether (DME) and Fischer Tropsch diesel (FTD). The study included fuel production, vehicle production, vehicle operation, infrastructure and vehicle end of life as a system for each fuel/vehicle system. A generic gasoline fueled car is used as a baseline. Data have been reviewed and modified based on the best knowledge available to Chongqing local sources. Results indicated that when we could not change electric and hydrogen fuel cell vehicles into commercial vehicles on a large scale, direct use of CNG in a dedicated or bi-fuel vehicle is an economical choice for the region which is most energy efficient and more environmental friendly. The study can be used to support decisions on how natural gas resources can best be utilized as a fuel/energy resource for automobiles, and what issues need to be resolved in Chongqing. The models and approaches for this study can be applied to other regions of China as long as all the assumptions are well defined and modified to find a substitute automotive energy source and establish an energy policy in a specific region.     

Development of database of real-world diesel vehicle emission factors for China

A database of real-world diesel vehicle emission factors, based on type and technology, has been developed following tests on more than 300 diesel vehicles in China using a portable emission measurement system. The database provides better understanding of diesel vehicle emissions under actual driving conditions. We found that although new regulations have reduced real-world emission levels of diesel trucks and buses significantly for most pollutants in China,NO_x emissions have been inadequately controlled by the current standards, especially for diesel buses, because of bad driving conditions in the real world. We also compared the emission factors in the database with those calculated by emission factor models and used in inventory studies. The emission factors derived from COPERT (Computer Programmer to calculate Emissions from Road Transport) and MOBILE may both underestimate real emission factors, whereas the updated COPERT and PART5 (Highway Vehicle Particulate Emission Modeling Software) models may overestimate emission factors in China. Real-world measurement results and emission factors used in recent emission inventory studies are inconsistent, which has led to inaccurate estimates of emissions from diesel trucks and buses over recent years. This suggests that emission factors derived from European or US-basedmodels will not truly represent real-world emissions in China. Therefore, it is useful and necessary to conduct systematic real-world measurements of vehicle emissions in China in order to obtain the optimum inputs for emission inventory models.     

Market opportunities for coal gasification in China

Coal gasification is a technology that has been around for 200 yr. With the recent technology advances in the past 20 yr, it has become an option for the clean production of power and other energy forms. China will continue to be the largest user of coal in the world. Coal is the source of energy in almost every area of everyday life in China. This paper is an overview of the prospects of coal gasification in China. It discusses the opening of Chinese markets to more private sector participation. In particular the paper focuses on the energy sector and coal as the both an economic development variable and a factor in climate change. Clean coal technologies can be apart of the production cycle in China and hence can impact the Chinese economy in a positive manner as well as lower the current high levels of atmospheric pollution. Proven integrated gasification combined cycle (IGCC) technologies in new production methods and applications can provide China with its rising energy needs and reduce the SOX, NOX and particulates in the atmosphere. The results of IGCC can support the Chinese economy as it moves into the future.     

生命周期方法在天然气基汽车燃料评价中的运用

运用生命周期评价方法,对以天然气为原料生产压缩天然气、甲醇、二甲醚、柴油4种汽车代用燃料系统进行生命周期的能源、环境和经济评价,评价结果是：压缩天然气系统生命周期内的能耗相对少,总成本相对低,对生态环境更友好,压缩天然气是富含天然气地区一段时期内汽车代用燃料的优先选择．     

持续创新，打造我国生态环境科技2.0

生态环境科技为我国经济发展和生态保护提供重要的技术支撑,新时期下以习近平生态文明思想为指导,回顾我国生态环境科技进步历程、展望发展方向,对以生态环境科技创新引领带动全社会产业绿色可持续发展具有重大的理论和实践指导意义.首先,回顾我国生态环境科技发展的3个主要阶段:开拓期（1972—1990年）,初步建成环境总量容量的科技体系;发展期（1991—2011年）,创新了流域区域污染治理的理论和技术;新时期（2012年至今）,打造精准治污、系统治理的科技支撑体系.其次,系统梳理总结我国生态环境科技在重点流域区域水污染防治、大气污染治理、土壤污染调查与风险管控及修复、固体废物处置与资源化利用、生态保护修复与监管、环境标准基准建设以及环保产业创新能力7个方面取得的重大成果、为污染防治攻坚战提供的有力支撑.最后,分析我国生态环境科技发展面临的需求与挑战,提出我国生态环境科技2.0时代的治污理念及发展对策:①坚持四个“面向”.一是面向世界科技前沿,夯实生态环境科研基础;二是面向经济主战场,促进生态环境科技成果转化;三是面向国家重大需求,开展生态环境领域集智攻关;四是面向人民生命健康,牢牢把握“环保科技的人民性”.②协同三个系统.一是自然系统,从根源上解决生态环境问题,标本兼治,守住自然系统生态安全边界;二是生产系统,强化科技创新驱动,促进生产系统的绿色循环,形成经济增长的绿色新动能;三是生活系统,开展绿色产品、绿色消费研究创新,推动绿色生活转型.③实现“五个创新”.在绿色发展模式、环境治理理念、环境科研方法、多技术融合以及体制机制上实现多元创新,打造新时期下全面发展的生态环境科技2.0时代.      

中国地热资源特点与发展对策

地热能是一种绿色低碳、可循环利用的可再生能源。中国地热资源丰富,以中低温资源为主,高温地热资源主要受中国地质构造特点及其在全球构造中所处部位的控制,主要集中在藏南-川西-滇西和台湾两个地区。但是,中国地热产业处在起步阶段,资源开发利用程度低,地热资源的利用绝大部分以直接利用为主,地热发电明显落后。针对中国地热资源开发利用存在的问题,提出了5 条促进地热产业发展的对策建议:建立国家级地热产业核心技术研发平台;尽快启动干热岩勘查开发利用示范工程建设;制订优惠扶持政策,推动地热产业步入快速发展轨道;积极推广地热尾水回灌技术,切实保护环境;尽快出台全国性的地热资源管理法规,以推动中国地热资源开发利用的法制化管理。     

轻型纯电动汽车生产和运行能耗及温室气体排放研究

基于中国本地化的环境负荷数据,建立了电动汽车全生命周期模型,深入分析和评估了电动汽车生产和运行两个阶段的能耗及温室气体排放(Greenhouse gases,GHGs).结果表明:电动汽车生产和运行过程的总能耗为474 GJ;GHGs为40500 kg(以CO2当量计),电动汽车生产和运行过程的GHGs分别占总排放量的23.5%和76.5%.对于电动汽车生产过程能耗和GHGs而言,原材料生产均为主要贡献者,GHGs占到车辆生产过程的74.6%,占生命周期的17.5%.另外,情景分析表明,再生材料应用、单位电力GHGs和百公里电耗能够在很大程度上影响电动汽车的碳排放.再生金属替代原生金属后,从情景1到情景5,车辆生产的GHGs下降了约22.2%,车辆生产和运行过程的总GHGs下降了约4.7%;单位电力GHGs每下降1%,电动汽车运行GHGs下降0.9%;电动汽车百公里电耗每下降1.0%,车辆生产和运行过程总GHGs下降约1.0%.因此,发展清洁能源、降低火力发电比例、优化原材料生产工艺、提高再生原材料用量等,是有效降低电动汽车全生命周期过程总能耗和GHGs的重要途径.     

中国道路交通二氧化碳排放达峰路径研究

为研究我国道路交通行业CO₂排放未来控制路径,结合未来经济社会和货物运输发展状况、运输结构、能源结构和能效结构变化,采用行驶里程法分析了我国道路交通CO₂排放现状、未来变化趋势及主要驱动因素. 结果表明:①采用行驶里程法计算道路交通行业CO₂排放量相对合理,2019年全国汽车CO₂排放量为9.52×108 t,比油耗法所得结果高20%左右,二者存在差异的主要原因为交通油耗统计数据偏低. ②从车型看,重型货车和小型客车是汽车CO₂排放的主要来源,分别占39.7%、38.2%;从燃料种类看,汽油、柴油、其他燃料(天然气、醇类燃料等)CO₂排放量分别占42.8%、52.5%、4.7%. ③道路交通CO₂排放预计于“十五五”末达峰,峰值在12.2×108～13.9×108 t之间,达峰后有2～3年的平台期. ④推广新能源车是道路交通CO₂排放控制的主要驱动因素,其次为能效提升,运输结构调整在前期有一定的贡献,2025年上述措施对道路交通CO₂减排量占比分别为56%、34%和10%左右,2030年分别为55%、40%和5%左右. 研究显示,加大新能源汽车推广力度,持续降低新生产燃油车碳排放强度,推进运输结构调整,可有效降低道路交通CO₂排放.      

Brennstoffzellen

Direct conversion of chemical energy into electrical energy is a problem which has received increasing attention during the last years. Fuel-cell power plants on the basis of natural gas are in the course of demonstration, hydrogen/air cells are discussed in the electric vehicle application. Future developments will depend on the progress in electrocatalysis (e.g. the direct anodic oxidation of methanol) and in material technology as in the case of molten-carbonate fuel cells for power generation.     

钢铁生产过程碳足迹研究——以南京钢铁联合有限公司为例

基于碳平衡原理阐述了钢铁生产过程碳足迹的内涵,并构建了生产过程碳足迹模型,包括总碳足迹、吨钢碳足迹、吨工序碳足迹等计算方法.同时,计算分析了南京钢铁联合有限公司(简称“南钢”)2005-2011年化石燃料、熔剂、动力介质及(副)产品的统计数据,最后对比了南钢近几年生产过程碳足迹的变化形势.结果表明,2011年南钢生产过程总碳足迹为1716.3万t,比2005年增加了53％;吨钢碳足迹从2005年的2.583 t·t-1减少到2011年的2.245 t·t-1;炼铁工序吨钢碳足迹比其他所有工序总和要多.另外,研究发现,南钢实施节能减排及清洁发展机制(CDM)后取得了一定的成效,但仍存在不足,最后提出了节能减排建议,对钢铁企业的发展具有借鉴意义.     

Economic structural change,renewable energy development,and carbon dioxide emissions in China

As the world’s largest emitter, China’s reduction of carbon dioxide (CO2) emissions is crucial for the achievement of global temperature rise goals. In this paper, we employed input-output structural decomposition analysis and index decomposition analysis to assess the factors driving changes in China’s CO2 emissions from 2000 to 2018, with particular attention to the role of renewable energy development. Our results indicate that the slowdown of economic growth and rapid structural change, rather than the shifting fuel mix, were the major forces driving China’s recent slowdown of CO2 emissions ever since 2011. Despite the great importance attached to renewable energy development, non-hydro renewable has played negligible role in reducing China’s CO2 emissions. This suggests that China cannot simply rely on the large-scale development of renewable energies to achieve its Paris 2015 target and must make further drastic cuts that will help keep global temperature rise well below 2 °C above pre-industrial level. Major breakthroughs in scalable low carbon energy sources and technologies will be required, especially in the developing world.

     

Cleaner production as climate investment—integrated assessment in Taiyuan City,China

Taiyuan, one of the most polluted cities in the world, is the first cleaner production demonstration city in China. We assess energy related cleaner production projects in Taiyuan from the point of view of climate change and integrated assessment. In the assessment we develop a rather detailed methodology that relies on a battery of chained models All of the projects improve energy efficiency and reduce emissions. Still, we find that their environmental health benefit differs substantially. The projects are treated similarly from point of view of funding and the regularatory process. Yet, we find that their cost differs substantially, and there is no proportionality between costs and benefits. The finding could supplement explanations of cleaner production progress that rely on financial and institutional barriers. We also ask if the positive attitude to cleaner production in China may help the country introduce greenhouse gas saving projects under another name. It turns out that some, but not all of the projects we analyse have significant greenhouse gas reduction potential. The possibility for foreign funding as CDM projects is discussed.     

我国主要工业部门技术节能减排的潜力及实现途径探讨

论文在分析我国21世纪以来能源消费格局,尤其是高能耗产业能源消费的同时,比较各主要高耗能产业、 单位产品能耗与国际先进水平能耗的差距,针对高耗能产业的差距和主要问题,探讨了我国主要高耗能产业的技术节能减排潜力,以及通过高耗能产业的技术节能减排,在2020年全国实现单位GDP的CO₂排放降低40%~45%总目标中工业技术节能减排的贡献率和贡献规模。预计到2020年,通过煤电、 钢铁、 有色金属、 建材、 石化、 化工、 煤炭采选、 油气采选等主要高耗能产业的技术进步,所能实现的工业技术节能潜力为51 560×10⁴~52 000×10⁴ tec,相应减少CO₂的减排总规模为125 800×10⁴~126 880×10⁴ t,在整个单位GDP节能减排至2020年降低40%~45%的目标中,工业技术节能减排的贡献率大约占15.5%~16.5%,将不能承担起实现目标的主要责任。此外,针对我国工业技术节能减排的潜力进一步扩大,就未来主要的工业技术节能减排路径进行了讨论。     

热电行业利用软件管理实现节能降耗

热电行业是我国经济体系中的能耗大户、污染大户,如何在热电行业中做到节能减排、清洁生产,关系到我国的可持续发展。利用软件技术在热电行业中实施清洁生产的管理,实践中证明能实现节能降耗,为同行业开展清洁生产工作提供了新思路。