车用燃料发展趋势对煤液化的影响（二）煤粹化中碳氢氧三元素的合理利用

根据机动车燃料清洁化和绿色化的趋势，从工艺技术的成熟性、经济性、投资、最终产品使用性能、燃料和能源结构以及国家能源安全等多个方面比较了煤直接液化和间接液化生产液态烃燃料工艺和煤生产CH3OH和CH3OCH3车用燃料技术，表明煤生产CH3OH和CH3OCH3车用燃料可以全理有效利用煤中的碳氢氧，符合车用燃料的发展趋势，并提出了合理利用煤中碳氢氧三元素的煤综合分级利用的新工艺设想，以最为经济、清洁的方式利用煤炭资源。     

矿化垃圾一种可再生的燃料矿藏

分析了10年陈矿化垃圾组分特性，讨论了矿化垃圾用作可再生燃料的经济性与潜力及可行性。研究发现矿化垃圾中的可燃成分以塑料为主，另有木竹和纤维。与新鲜垃圾相比水份低，制作燃料（垃圾衍生燃料）无需干燥步骤，过程卫生，无臭气，制成工艺可望更简单。矿化垃圾作为再生燃料利用不仅可以回收能源，而且为城市垃圾的处理提供了经济、长效机制。     

我国西南地区车用替代能源发展战略的思考

评述了车用替代燃料现状,根据我国西南地区的能源分布特点,压缩天然气（CNG）,煤制甲烷和生物质注化燃料显然更适合本地区车用替代燃料,它们具有资源丰富,供给稳定,空气污染少等优点,可以充分利用本地的能源资源,在发展车用替代燃料时,政府应发挥应有作用。     

车用沼气燃料生命周期的评价

利用国际标准化组织的生命周期评价(LCA)标准,确定了城市垃圾厌氧发酵车用沼气燃料的生命周期评价的边界和清单分析参数,提出了生命周期清单分析(LCI)的计算方法,对垃圾厌氧发酵车用沼气燃料进行了生命周期评价.结果表明:在车用沼气燃料生命周期中,改善厌氧发酵过程是减少能源消耗的主要途径;沼气车辆运行阶段是影响环境污染物排放的关键;全球变暖对环境影响负荷贡献最大.城市垃圾厌氧发酵为城市垃圾的处理找到了可持续发展的途径.     

城市生活垃圾能源化技术的发展动态

简述了城市生活垃圾能源化的可行性,介绍了焚烧、垃圾衍生燃料、熔融、气化、液化等主要技术。     

评价从城市固体垃圾焚烧中回收能源

从城市固体垃圾焚烧中回收热量可对国家的能源需求量作出有效的贡献。本文是评价有关从城市固体垃圾焚烧中回收能源的文献。其包括(1)有关城市固体垃圾处理方法的历史背景和最近的趋势。(2)根据分析、热值和数量了解垃圾作为燃料的潜在作用。(3)垃圾处理的选择方法包括热力(质焚烧、垃圾衍生燃料和高温分解)、机械和生化处理。(4)关于城市固体垃圾处理费用的一些经济考虑事项。(5)城市固体垃圾的燃烧特性和垃圾燃烧设备。(6)包括从燃烧垃圾中回收热量的余热锅炉主要型式;余热锅炉的热回收率;热交换的边界条件;结垢、磨蚀和腐蚀;垃圾焚烧的粒子排放物的控制和氧化氮排放物的最终控制。本文给出的充分数据对任何城市固体垃圾──能源工厂的适当设计和运行是必不可少的。为了获得成功,设计上必须精心考虑已获得的经验。     

醇燃料-未来汽车的石油替代燃料

根据我国能源资源状况,并结合现有车用燃料特性,指出寻求并确定符合我国能源特点的石油替代燃料已是当务之急。通过对几种主要替代燃料的分析研究表明:醇类燃料尤其是甲醇是最理想的替代燃料。开展甲醇作为车用燃料的系统研究与应用对于我国能源及汽车工业实现可持续发展至关重要。     

变生活垃圾为环保“汽油”

日本横须贺市开发出把城市生活垃圾转变成汽车燃料的技术。它是将收集的城市垃圾分类后用微生物分解 ,生成由甲烷和二氧化碳为主的“生物能源” ,再精炼提高甲烷比重而成车用燃料。据测算 ,该市年产生活垃圾 5万ｔ,使用上述技术可产出的生物能源如按每天行驶 5 0ｋｍ、年行驶 170ｄ算 ,可供 70 0辆汽车使用一年 ,不仅能缓解燃油短缺 ,还能减少二氧化碳排放量 ,有利于保护环境 ;其残渣还可做上等有机肥。变生活垃圾为环保“汽油”@郝诗     

21世纪上海城市垃圾能源化的思考

２１世纪上海城市垃圾能源化的思考朱念上海市电气自动化研究所上海，是全国人口最密集的大都市，也是太平洋西海岸工业最发达的城市，其物质消费生产消耗日趋现代化，导致城市生活垃圾（以下简称“城市垃圾”或“垃圾”）数量与日俱增。随着浦东的开发开放，一座崭新的国...     

葡萄牙垃圾发电项目

垃圾发电厂燃烧城市固体垃圾生产蒸汽或发电。城市垃圾包括来自居民区，商业区以及工业区的垃圾但不包括有害的和液态垃圾。尽管城市垃圾具有等质性差以及其质量随地理位置及季节不同而变化的特点，但它是属于清洁能源之一。它比目前燃用化石燃料的主力发电厂要清洁得多。垃圾发电的经验已经证明，这些发电厂运行相当好，在垃圾处理及提供能源方面给社会带来很好的效益。     

Ethanol–electric propulsion as a sustainable technological alternative for urban buses in Brazil

The option of fitting electric motors to vehicles that are more efficient and quieter than internal combustion engines has been hampered considerably, looking only at the use of conventional batteries supplying electricity. This is basically due to low gravimetric and volumetric energy densities of these devices that result in shorter autonomy, in addition to more weight and less usable space in the vehicle. An alternative that could make electric motors more attractive for vehicular applications by replacing batteries as the main electricity source is the fuel cell. Hydrogen is the main fuel used in these cells, but the hydrogen storage systems developed so far are heavier and bulkier than their equivalent for conventional liquid fuels such as diesel, gasoline and alcohol, despite heavier energy densities compared to batteries.This paper reviews technological aspects of fuel cells, the main storage systems for hydrogen and other energy sources, data on fuel use and the types of vehicles most commonly used in the Brazilian road transportation sector, followed by an overview of the insertion of hybrid ethanol–electric buses in Brazil.     

Life cycle analysis of vehicles powered by a fuel cell and by internal combustion engine for Canada

The transportation sector is responsible for a great percentage of the greenhouse gas emissions as well as the energy consumption in the world. Canada is the second major emitter of carbon dioxide in the world. The need for alternative fuels, other than petroleum, and the need to reduce energy consumption and greenhouse gases emissions are the main reasons behind this study. In this study, a full life cycle analysis of an internal combustion engine vehicle (ICEV) and a fuel cell vehicle (FCV) has been carried out. The impact of the material and fuel used in the vehicle on energy consumption and carbon dioxide emissions is analyzed for Canada. The data collected from the literature shows that the energy consumption for the production of 1 kg of aluminum is five times higher than that of 1 kg of steel, although higher aluminum content makes vehicles lightweight and more energy efficient during the vehicle use stage. Greenhouse gas regulated emissions and energy use in transportation (GREET) software has been used to analyze the fuel life cycle. The life cycle of the fuel consists of obtaining the raw material, extracting the fuel from the raw material, transporting, and storing the fuel as well as using the fuel in the vehicle. Four different methods of obtaining hydrogen were analyzed; using coal and nuclear power to produce electricity and extraction of hydrogen through electrolysis and via steam reforming of natural gas in a natural gas plant and in a hydrogen refueling station. It is found that the use of coal to obtain hydrogen generates the highest emissions and consumes the highest energy. Comparing the overall life cycle of an ICEV and a FCV, the total emissions of an FCV are 49% lower than an ICEV and the energy consumption of FCV is 87% lower than that of ICEV. Further, CO₂ emissions during the hydrogen fuel production in a central plant can be easily captured and sequestrated. The comparison carried out in this study between FCV and ICEV is extended to the use of recycled material. It is found that using 100% recycled material can reduce energy consumption by 45% and carbon dioxide emissions by 42%, mainly due to the reduced use of electricity during the manufacturing of the material.     

A review and prospects of gas mixture containing hydrogen as vehicle fuel in China

Nowadays, the environmental problems caused by the burning of fossil fuels as vehicle fuel have become more and more serious in the world. Many countries are carrying out the research on the alternative energy sources and the clean energy. Meanwhile, China has begun to focus on the development of the gas mixture containing hydrogen as the vehicle fuel, mainly hydrogen enriched compressed natural gas (HCNG) and coke oven gas (COG). Application status of HCNG and COG as the vehicle fuel in China were reviewed and their existing problems were analyzed. The analysis results shows that the relevant regulations standards of HCNG vehicle, COG vehicle and their refueling stations have not been formulated and unified yet and the optimal hydrogen ratio of the HCNG requires further experimental investigation and theoretical analysis. In addition, as a country with substantial COG wasted, China can make better use of the wasted hydrogen contained in COG to realize the miniaturization and closed production of the COG without pollution. HCNG and COG as vehicle fuel are beneficial for the development of the hydrogen energy, which can alleviate the crisis of global energy shortage and effectively reduce the production and emission of sulfur oxides. Therefore, the prospects of HCNG and COG as the vehicle fuel are good in China.     

Grid to wheel energy efficiency analysis of battery‐ and fuel cell–powered vehicles

Sustainable energy consumption is an important part of the renewable energy economy as renewable energy generation and storage. Almost one‐third of the global energy consumption can be credited to the transportation of goods and people around the globe. To move towards a renewable energy–based economy, we must adopt to a more sustainable energy consumption pattern worldwide especially in the transportation sector. In this article, a comparison is being made between the energy efficiency of a fuel cell vehicle and a battery electric vehicle. A very simple yet logical approach has been followed to determine the overall energy required by each vehicle. Other factors that hinder the progress of fuel cell vehicle in market are also discussed. Additionally, the prospects of a hydrogen economy are also discussed in detail. The arguments raised in this article are based on physics, economic analyses, and laws of thermodynamics. It clearly shows that an “electric economy” makes far greater sense than a “hydrogen economy.” The main objective of this analysis is to determine the energy efficacy of battery‐powered vehicles as compared to fuel cell–powered vehicles.     

Cost-optimal design and energy management of fuel cell electric trucks

Road freight transport on hilly routes represents a significant challenge for the advancement of fuel cell electric trucks because of the high-performance requirements for fuel consumption, vehicle lifetime, and battery charge control. Therefore, it is essential to optimize the vehicle design and energy management, which greatly influence the driving performance and total cost of ownership. This paper focuses on the cost-optimal design and energy management of fuel cell electric trucks, considering five key influencing factors: powertrain component sizing, driving cycle, vehicle weight, component degradation, and market prices. The cost optimization relies on a novel predictive energy management scheme based on dynamic programming and the systematic calibration of control parameters. The paper analyzes the simulation results to highlight three main findings for fuel cell electric trucks: 1) cost-optimal energy management is essential to define the best trade-off between fuel consumption and component degradation; 2) the total cost of ownership is significantly influenced by component sizing, driving cycles, vehicle weight, and market prices; 3) predictive energy management is highly beneficial in challenging road topographies for substantial cost-saving and lower component size requirements.     

Fuel economy and life-cycle cost analysis of a fuel cell hybrid vehicle

The most promising vehicle engine that can overcome the problem of present internal combustion is the hydrogen fuel cell. Fuel cells are devices that change chemical energy directly into electrical energy without combustion. Pure fuel cell vehicles and fuel cell hybrid vehicles (i.e. a combination of fuel cell and battery) as energy sources are studied. Considerations of efficiency, fuel economy, and the characteristics of power output in hybridization of fuel cell vehicle are necessary. In the case of Federal Urban Driving Schedule (FUDS) cycle simulation, hybridization is more efficient than a pure fuel cell vehicle. The reason is that it is possible to capture regenerative braking energy and to operate the fuel cell system within a more efficient range by using battery.Life-cycle cost is largely affected by the fuel cell size, fuel cell cost, and hydrogen cost. When the cost of fuel cell is high, hybridization is profitable, but when the cost of fuel cell is less than 400 US$/kW, a pure fuel cell vehicle is more profitable.     

Energy management of fuel cell/battery/ultracapacitor in electrical hybrid vehicle

This paper describes an energy management algorithm for an electrical hybrid vehicle. The proposed hybrid vehicle presents a fuel cell as the main energy source and the storage system, composed of a battery and a supercapacitor as the secondary energy source. The main source must produce the necessary energy to the electrical vehicle. The secondary energy source produces the lacking power in acceleration and absorbs excess power in braking operation. The addition of a supercapacitor and battery in fuel cell-based vehicles has a great potential because it allows a significant reduction of the hydrogen consumption and an improvement of the vehicle efficiency. Other the energy sources, the electrical vehicle composed of a traction motor drive, Inverter and power conditioning. The last is composed of three DC/DC converters: the first converter interfaces the fuel cell and the DC link. For the second and the third converter, two buck boost are used in order to interface respectively the ultracapacitor and the battery with the DC link. The energy management algorithm determines the currents of the converters in order to regulate accurately the power provided from the three electrical sources. This algorithm is simulated with MATLAB_Simulink and implemented experimentally with a real-time system controller based on dSPACE. In this paper, the proposed algorithm is evaluated for the New European Driving Cycle (NEDC). The experimental results validate the effectiveness of the proposed energy management algorithm.     

燃料电池在车辆中应用的技术难关

近年来,人们对能源匮乏和环境污染问题日益重视,使得燃料电池汽车的研究开发成为汽车行业的热点。阐述了燃料电池汽车的结构及质子交换膜燃料电池(PEMFC)是燃料电池汽车动力源的首选;对燃料电池汽车目前存在的技术难关及发展形势进行了综述。最后,预测随着燃料电池技术的进步,燃料电池最终将完全取代内燃机成为车辆动力装置。     

Transition strategy of the transportation energy and powertrain in China

The problems of the transportation energy and environment are the major challenges faced globally in the 21st century and are especially serious for China. The future 20 years is the strategic opportunity period of the transition of the transportation energy and powertrain system for China. The greatest characteristics of hydrogen economy lie in its diversity of the primary energy source, the unification of energy carrier and the greening of energy transformation. Development of hydrogen energy transportation powertrain system is suitable for China from the views of the situation of Chinese resources and energy sources, the urban and rural layouts, the superiority of later development and the successful practices of clean cars and electric vehicle development projects. The transition of the transportation energy powertrain system includes three parts: the transition of the energy structure, the transition of the powertrain system and the transition of the fuel infrastructure. The technical pathways of energy powertrain system transition includes expending the use of gaseous fuel to prompt the multiform of the transportation energy and to prepare for the transition of the infrastructure simultaneously, developing and promoting the hybrid technology to solve the current energy and environment problems and to prepare for the transition of powertrain system, and focusing on the research and development and demonstration of fuel cell vehicles and the hydrogen energy technology to prompt the earlier formation of the market of fuel cell vehicles. The goal in the near and medium term of transition is to reduce the fuel consumption by 100 million ton in 2020 by substituting and saving, and the long-term goal is to setup the infrastructure of hydrogen and fuel cell vehicle as the main one replacing the petroleum internal combustion engine vehicle. In order to realize the strategic goals of the transition, the four-phases strategic periods and research and development activities are discussed and proposed.     

Should a vehicle fuel economy standard be combined with an economy-wide greenhouse gas emissions constraint? Implications for energy and climate policy in the United States

The United States has adopted fuel economy standards that require increases in the on-road efficiency of new passenger vehicles, with the goal of reducing petroleum use and (more recently) greenhouse gas (GHG) emissions. Understanding the cost and effectiveness of fuel economy standards, alone and in combination with economy-wide policies that constrain GHG emissions, is essential to inform coordinated design of future climate and energy policy. We use a computable general equilibrium model, the MIT Emissions Prediction and Policy Analysis (EPPA) model, to investigate the effect of combining a fuel economy standard with an economy-wide GHG emissions constraint in the United States. First, a fuel economy standard is shown to be at least six to fourteen times less cost effective than a price instrument (fuel tax) when targeting an identical reduction in cumulative gasoline use. Second, when combined with a cap-and-trade (CAT) policy, a binding fuel economy standard increases the cost of meeting the GHG emissions constraint by forcing expensive reductions in passenger vehicle gasoline use, displacing more cost-effective abatement opportunities. Third, the impact of adding a fuel economy standard to the CAT policy depends on the availability and cost of abatement opportunities in transport—if advanced biofuels provide a cost-competitive, low carbon alternative to gasoline, the fuel economy standard does not bind and the use of low carbon fuels in passenger vehicles makes a significantly larger contribution to GHG emissions abatement relative to the case when biofuels are not available. This analysis underscores the potentially large costs of a fuel economy standard relative to alternative policies aimed at reducing petroleum use and GHG emissions. It further emphasizes the need to consider sensitivity to vehicle technology and alternative fuel availability and costs as well as economy-wide responses when forecasting the energy, environmental, and economic outcomes of policy combinations.