A novel state-of-charge-based method for plug-in hybrid vehicle electric distance analysis validated with actual driving data

Mitigation and Adaptation Strategies for Global Change - Promoting Plug-In Hybrid Vehicles (PHEVs) is viewed as a promising strategy to mitigate the energy consumption and greenhouse gas...     

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...     

Optimal range of plug-in electric vehicles in Beijing and Shanghai

Both China’s national subsidy policies for plug-in electric vehicles (PEVs) purchasers and passenger cars corporate average fuel consumption and new vehicle credit regulation (dual-credit policy) favor long-range 300+ km battery electric vehicles (BEVs) and 80+ km plug-in hybrid electric vehicles (PHEVs). However, these electric vehicles tend to have lower energy efficiency and higher purchase and operation costs. Vehicle with larger batteries can also be less equitable because the subsidies are often provided to more expensive vehicles and wealthier owners. This study takes advantage of a novel dataset of daily driving data from 39,854 conventional gasoline vehicles in Beijing and 4999 PHEVs in Shanghai to determine the optimal range of BEVs and PHEVs within their respective cities. We simulate a model to explore ranges with which PEVs emit less GHGs than that of a baseline hybrid and conventional gasoline vehicle while ensuring that all daily travel demands are met. Our findings indicate that in both cities, the optimal ranges to balance cost and travel demand for BEVs are 350 km or less and for PHEVs are 60 km or less in Beijing and 80 km or less in Shanghai. We also find that to minimize carbon dioxide (CO₂) emissions, the ranges are even lower 10 km in Beijing and 30 km in Shanghai. Our study suggests that instead of encouraging long-range PEVs, governments should subsidize PEV models with shorter ranges. Parallel efforts should also be made to both increase renewable energy over fossil fuels and expand charging facilities. Although individual mobility demand varies, the government could reduce occasional long-distance driving by subsidizing alternative transportation choices. Providing week-long driving trials to consumers before their purchases may help decrease the demand of very long range PEVs by alleviating the range anxiety through a learning process.

     

融合法定制度与准入清单的生态环境分区管控制度研究——以湖北省宜昌市为例

针对宜昌市环境总体规划生态环境分区管控制度的不足,结合国家重点生态功能区产业准入负面清单、生态保护红线及"三线一单"制度,对宜昌市生态环境分区管控制度设计原则、适用范围及内容进行系统研究,提出"分区分级、遵循环境总规、高环境功能区高标准保护、法定制度优先于准入清单且不交叉执行、依法依规动态调整"的制度构建思路;研究了环境准入清单及负面清单的适用范围及设计思路。将以上方法应用于宜昌市中心城区环境控制性详细规划编制,建立法定制度与环境准入清单相结合的生态环境分区管控制度,有效解决了生态环境空间管控多要素、多层级、生态功能区空间重叠和交叉管理等难题,为深入推进生态环境保护空间规划制度积累了经验。     

黄河流域生态环境保护投资分析及优化建议

以黄河流域生态环保投资为研究对象,统计并分析近年来全社会和中央财政投入情况,从时间、空间和领域3个维度分析变化趋势,发现存在投资总量不足、效益跨区域外部性、地方投入渠道受制约等问题。从政府、企业、社会和金融机构4个主体层次分别提出相应的对策建议,以期为保障黄河流域生态环保资金投入提供支撑。     

机载产品盐雾试验结果评定判据分析与探讨

针对当前机载产品盐雾试验标准中缺少明确、可量化评估指标,试验结果评定判据粗略笼统且以定性评价为主,已不能满足产品发展和使用环境扩展需求等现状,在总结国内外现行盐雾试验标准的结果评定要求基础上,分析当前机载产品盐雾结果评定判据存在的问题与不足,从管理和技术两个层面提出改进试验结果评定可操作性的建议,指导机载产品盐雾试验实施与评价。     

新型防腐涂层对直升机典型结构材料防护性能研究

目的研究新型防腐涂层对直升机典型结构用铝合金及复合材料在热带海洋性气候环境下的防护性能,并与原防护涂层进行对比。方法通过测试涂层腐蚀后的形貌、光泽度、色差、电化学阻抗等,对比新/原涂层对直升机典型结构用铝合金和复合材料的防护性能。结果经过2年腐蚀后,新涂层表面无明显变化,而原涂层表面有轻微腐蚀,光泽度和色差下降较大。电化学阻抗测试表明,暴露前后涂层结构无明显变化,涂层阻抗值呈现持续下降的趋势,但是原涂层阻抗下降更快。结论新涂层对直升机典型铝合金和复合材料有更好的防护性,更加适于海洋性环境的使用。     

石英灯辐射加热条件下低密度碳/酚醛复合材料高温响应及分析

目的研究低密度碳/酚醛复合材料在不同地面加热实验测试响应的差异性,指导材料在实际应用环境下的高温响应分析。方法对低密度碳/酚醛复合材料开展了热流为400 kW/m~2的单侧石英灯辐射加热实验,利用热电偶测温系统测量试件在加热过程中不同位置的温度时间历程,并对试件的烧蚀形貌和微观结构进行观测。同时与热流为464k W/m~2的氧乙炔加热陶瓷板辐射加热实验结果进行对比分析,并且采用有限元方法对材料的传热传质多场耦合计算进行分析。结果对于石英灯辐射加热,在测量点升温到接近200℃时,温度响应拐点都依次出现。由于加热的辐射热源不同,在不同的辐射波段下,多孔材料吸收和发射的热量不同,短时间内氧乙炔加热陶瓷板辐射加热使材料内部升温速率比石英灯辐射加热实验的要快,但长时间加热时现象刚好相反。结论进行传热传质多场耦合计算材料高温响应时,合理确定材料宏观性能随温度的变化至关重要。     

纤维增强气凝胶复合材料高温结构转变及热稳定性研究

目的研究高温受热条件下纳米复合隔热材料的结构转变特征及热稳定性。方法采用扫描电镜、X射线衍射仪、红外光谱仪及热重仪等检测方法。结果纤维增强气凝胶材料从室温到650℃存在连续的质量损失,从室温到放热前,质量损失为1.66%;365℃开始出现放热,温度升至398℃时达到峰值,整个放热过程对应质量损失约为1.3%;从435℃放热结束开始到650℃的质量损失为1.46%。经过400℃热处理后,试样比表面积从268m~2/g增加到437m~2/g;当试样热处理温度达到600℃时,试样的比表面积明显随之降低至198m~2/g。结论 SiO_2气凝胶复合材料以无定形结构为主,存在少量的二氧化钛晶体。在400℃左右,SiO_2气凝胶结构中硅甲基Si—CH_3发生氧化,产生明显的放热峰,之后硅羟基Si—OH之间发生缩聚反应,使600℃热处理后气凝胶中Si—O—Si网络骨架强度有所提高。未处理的纤维增强气凝胶材料试样上气凝胶纳米颗粒构成的块体较为良好地包裹在玻璃纤维表面,而经过600℃的高温热处理1 h后,块体气凝胶脱离了光滑的纤维表面,气凝胶纳米粒子发生收缩,致使材料比表面积下降。