车用替代燃料发展状况与前景

交通部门发展车用替代燃料的迫切性日益增加。各种车用替代燃料将在技术革新、政策扶持和市场竞争的推动下实现重大技术突破和快速发展,呈现并行递进的态势。预计天然气汽车将继续在特定领域得到推广应用,油电混合动力车和电动汽车将来主要用于中短途交通,非粮生物燃料和可再生氢燃料未来将成为重型卡车、航运和航空等长途交通工具的最经济可行的清洁替代燃料,而插电式混合动力车将在中间市场发挥最大作用。建议我国继续支持天然气汽车的推广应用,大力发展非粮生物燃料和新能源汽车。     

日本生物柴油的发展

通过作者的观察和感受,介绍了日本国生物柴油的应用与发展,以及对中国的启示.认为生物柴油是一种清洁的可替代燃料,发展生物柴油应因地制宜,解决好"与民争口油"的问题.日本国用废煎炸油生产清洁的生物柴油燃料的做法是可取的,并且已开始了商业应用;中国是美食大国,尤应重视发展利用废煎炸油加工生产清洁的生物柴油燃料,减少其对环境污染的技术.为了使废煎炸油生产生物柴油燃料得到可持续发展,应重视推进普通老百姓对该项技术的认知和参与;并且重视副产品甘油的冉利用问题.     

车用替代能源综合评价与发展策略

本文从技术性与政策性角度分析了各种车用替代能源的技术优缺点以及政策支持力度。研究表明:首先,发展车用替代能源应该以新能源汽车及传统汽车的替代燃料两个方面为重点。其中,新能源汽车以燃气汽车、混合动力汽车与甲醇汽车为主要发展方向,使用替代能源为天然气或液化石油气、电与甲醇;传统汽车替代燃料以甲醇汽油、生物柴油与二甲醚为主要发展方向。其次,由于发展的多元性,车用替代能源发展策略应该同时注重区域性、技术性以及政策性。     

国外生物燃料的发展及现状

1前言从环境保护和资源战略方面考虑 ,积极探索发展替代燃料是世界各国能源研究人员进行研究的课题之一。控制汽车排放 ,人们要求内燃机 ,尤其是柴油机不仅要对发动机进行结构改进 ,而且也要求改善燃料油的性质。而植物油在内燃机中的首次应用可追溯到 190 0年 ,当时 ,人们曾用花生油以及松油作燃料。美国阿拉巴马州罕茨准尔大学约翰逊环境与能源中心多年来一直致力于可替代燃料的研究 ;欧洲对菜籽油也进行了评估 ;巴西以蓖麻油为原料 ,生产出一种适用于发动机、发电机的可再生生物柴油 ;菲律宾用椰子油制生物柴油作替代燃料。在意大利 ,植…     

利用厨余垃圾制备生物燃料乙醇的工艺技术

针对我国厨余垃圾的资源环境问题,本文对厨余垃圾转化为燃料乙醇过程,如厌氧发酵法、直接发酵法、分步糖化发酵技术、同步糖化发酵技术、联合生物加工以及固定化细胞技术等工艺技术路线进行了分析,并对利用餐厨垃圾制备生物燃料乙醇未来的发展前景进行了展望。     

航空生物燃料制备技术及应用前景

利用生物质合成的航空生物燃料与化石航煤接近,可直接替代化石航煤,无需开发新的燃料运输系统,是实现航空业碳减排并降低燃油成本的重要措施之一。目前制备航空生物燃料的技术主要有油脂加氢、生物质气化-费托合成、生物质水相催化等,其中油脂加氢技术工艺简单、技术成熟度高,但受制于原料供应量及价格因素的限制;生物质水相催化合成生物燃料技术虽然尚处于小试研究阶段,但由于其原料来源广泛、工艺条件缓和、产品分布灵活可控,未来具有一定的发展前景;生物质气化-费托合成技术工艺较为复杂,操作条件苛刻,但该工艺较为成熟,副产品可直接进行综合利用,与现有石化装置可进行一体化建设,且农林废弃物等生物质资源量大、供应充足。因此,生物质气化-费托合成技术将成为未来的主要发展方向,尤其适合我国国情。我国发展航空生物燃料具有良好的人力资本和社会需求,应创建以企业为主体,研究机构、大学、政府部门、科技中介、金融组织共同参与的生物燃料创新体系,努力强化自主技术研发;同时要加大政策支持力度,可考虑将航空碳税补贴给航空生物燃料企业。     

跨国公司投资生物燃料产业的态势及推动作用

近几年跨国公司对生物质燃料产业的投资增长趋势明显,其主要动因是由于生物燃料既是未来的主要替代能源,又具有较好的环保效益,同时有助于企业向新业务转型,并可享受政府的优惠政策。跨国公司的投资方式主要是进入产业研发领域、建设生产装置和原料基地,以及开展并购或合资合作。跨国公司的参与,促进了生物燃料产业的技术创新,提高了装置的先进性,强化和延伸了生物燃料产业链,对生物燃料产业的发展起到了积极的推动作用。     

生物柴油的发展及其在发动机中的应用

在石油危机及环保的双重压力下,生物柴油无疑是当今车用化石燃料最具潜力的替代燃料.使用生物柴油不但可以改善能源结构、减少对石油进口的依赖,同时可以降低汽车的有害排放.文章分析生物柴油在各国的应用现状、制备技术、价格分析及对发动机性能的影响,并对其应用前景进行了展望.     

加速发展我国生物航空燃料产业的思考

为了减少温室气体排放,应对欧盟征收碳排放费用,加速发展生物航空燃料产业已引起许多国家的高度重视。各国已成功进行了多次军用和民用飞机采用混合生物航空燃料或生物航空燃料的试飞,但目前仍处于试飞和安全性评估阶段,尚未实现商业化生产。一些国家已经或正在建设生物航空燃料的示范装置/工业装置,所采用的技术一类是两段加氢,另一类是气化合成。其中UOP公司开发的两段加氢技术要解决的技术难点主要是强放热反应会引起催化剂床层温度超标;而简化合成气生产工艺是生物质气化合成生产生物航空燃料的关键所在。未来生物航空燃料工厂的原料和生产技术主要有海藻油两段加氢和生物丁醇转化生产生物航空燃料。加速发展我国生物航空燃料产业的主要问题是原料来源和技术来源。我国三大石油公司建设的麻风树种植基地共240×104亩,全部建成投产后每年可以得到麻风果油64.8×104t,预计2020年我国建设的能源林基地可提供600×104t以上的生物柴油原料,2015年农作物秸秆可达到9×108t,现在的问题是要尽快落实到位;从我国现有技术和新技术开发情况看,利用具有完全自主知识产权的技术还是有条件的。同时,加速发展我国生物航空燃料产业也离不开政府有关部门的重视和支持。     

新型汽车代用燃料的开发和应用前景(上)

在环保节能要求的推动下，汽车代用燃料的开发已成趋势。文章综述车用甲醇燃料、车用乙醇燃料、生物柴油、二甲醚、天然气制合成柴油、燃料电池等汽车代用燃料的国内外发展应用状况，分析其经济技术优缺点等。最后展望了我国新型汽车代用燃料的发展前景。     

The status of transportation demand management in Greater Vancouver and energy implications

As transportation problems deteriorate and resources become limited, transportation professionals have realized that they cannot always rely on supplying more infrastructure to meet travel demands. Instead, they have looked to transportation demand management (TDM) as a means of influencing the demand for transportation. TDM is currently being planned for implementation in the Greater Vancouver region. Under an umbrella of extensive planning strategies, TDM is considered to play a significant role in the region's future state of transportation. Four main components are being planned under the Greater Vancouver Regional TDM Project: trip reduction service, parking management, conversion of fixed automobile costs to variable, and road pricing. Currently, 70% of the provincial transportation energy needs is due to road transportation, of which one-third is due to commuters. Compared to trend forecasts for the year 2021, it is estimated that these TDM measures could produce savings of approximately 56,000 l of automobile fuel in the morning peak hour, 343,000 l on a typical weekday, and 113,000,000 l annually. This paper will discuss the current and future states of transportation in the region, the planning process leading up to the TDM project, and the estimated implications of TDM on transportation energy needs.     

An integrated supply chain: A large scale complementarity model for the biofuel markets

Sometimes, a new technology can have a significant impact on other technologies and existing processes. The planning and implementation of certain policies in order to adapt these new technologies with existing processes is essential. Advanced hydrocarbon (drop-in) biofuel production is an emerging technology that has the potential to influence the existing petroleum supply chain and thus change the equilibrium quantity and prices. This paper addresses a large scale multi-period complementarity model for an advanced hydrocarbon biofuel supply chain integrated with existing petroleum refineries. Market players include suppliers, convertors, deconstruction operators, storage operators, transportation operators and emission auctioneer as well as consumers. The model is multimodal combining multiple transportation modes, seasonal, and other data regarding the current situation of the market, and all the players are assumed to be perfectly competitive. This model simultaneously optimizes the supply chain design and finds the equilibrium quantity of feedstocks, crude oil and final products in the integrated supply chain. Although the main focus of this article is on the mathematical formulation, the numerical simulations for a real case study for Iran are illustrated. This demonstrates the effectiveness of the model in studying the effect of different scenarios on the current supply chain of crude oil based derivatives.     

Toward hydrogen enriched natural gas “HCNG” fuel on the algerian road

The Algerian transport sector is still largely dependent on petroleum. Pollution emitted by this sector is constantly increasing with the expansion of the automobile fleet. Thus, there is a pressing need for use of cleaner and economically viable alternative fuels. Therefore, the use of Hydrogen enriched Compressed Natural Gas (HCNG) is expected to play a significant role to reach this target. When hydrogen and natural gas are used together in an internal combustion engine, large benefits are possible. Algeria has significant resources and potential to introduce this new fuel. The development of HCNG as a transportation fuel allows an entry point for hydrogen in the transportation sector. The aim of this paper is to discuss strategic ways to introduce HCNG as road fuel, in Algeria. Two fundamental strategic elements were designed to introduce the Hydrogen Enriched Natural Gas as a transportation fuel. These are, the development of compressed natural gas as a road fuel, and the completion of the MedHySol project. The MedHySol project includes the production and the distribution of solar produced hydrogen, and involves the project HySolThane intended for the development of HCNG fuel road with 8% vol of Hydrogen in Natural Gas.     

Effects of US biofuel policies on US and world petroleum product markets with consequences for greenhouse gas emissions

US biofuel policy includes greenhouse gas reduction targets. Regulators do not address the potential that biofuel policy can have indirect impacts on greenhouse gases through its impacts on petroleum product markets, and scientific research only partially addresses this question. We use economic models of US biofuel and agricultural markets and US and world petroleum and petroleum product markets to show that discontinuing biofuel tax credits and ethanol tariff lower biofuel use could lead to increased US petroleum product use, and a reduction in petroleum product use in other parts of the world. The net effect is lower greenhouse gas emissions. Under certain assumptions, we show that biofuel use mandate elimination can have positive or negative impacts on greenhouse gas emissions. The magnitude and the direction of effects depend on how US biofuel trade affects biofuel in other countries with different emissions, context that determines how important use mandates are in the first place, who pays mandate costs, and the price responsiveness of global petroleum supplies and uses. However, our results show that counter-intuitive effects are possible and discourage broad conclusions about the greenhouse gas impacts of removing these elements of US biofuel policy.     

世界能源消费形势刍议

能源是现代社会文明和经济发展的生命线,经济愈发展,社会愈进步,对能源的依赖程度也愈高。各能源机构都预测,在本世纪中叶以前,世界能源总需求仍会进一步增长,世界人口的增长亦将促进能源需求的增长。今后经济和能源需求的增长将主要集中在发展中国家,从地区来看,将主要来自亚洲和大洋洲发展中国家,其次是中东和北非以及拉丁美洲。本世纪以来,在一次能耗消费构成中,煤炭和天然气所占比例上升,石油和一次电力(主要是核能)所占比例有所下降。目前水电和核能仍是最大的非化石能源,两者合计占一次能源消费比例约为12%。尽管风能、太阳能、生物质能等来势迅猛,但毕竟基数很小,在本世纪前半叶化石能源仍将居主导地位。由于煤层气、页岩气勘探开发技术日趋成熟,使得天然气(包括非常规天然气)的储量和产量迅速增长。2035年天然气可能占到世界能源消费总量的25%,从而成为超过煤炭、仅次于石油的第二大能源。由于非常规原油储量和产量的迅速增长,弥补了常规原油储量和产量的下滑。石油替代燃料的研究受到普遍重视,目前研究中的四大石油替代燃料领域有:气体燃料、合成燃料、醇醚类燃料和生物质燃料,其中发展最快而又比较普遍的是生物燃料。从长远看生物燃料会有较大发展空间,但未来20~30年内很难实现大规模替代,几十年内石油仍然是生产运输燃料的主要原料。     

Energy and greenhouse gas balances of cassava-based ethanol

Biofuel production has been promoted to save fossil fuels and reduce greenhouse gas (GHG) emissions. However, there have been concerns about the potential of biofuel to improve energy efficiency and mitigate climate change. This paper investigates energy efficiency and GHG emission saving of cassava-based ethanol as energy for transportation. Energy and GHG balances are calculated for a functional unit of 1 km of road transportation using life-cycle assessment and considering effects of land use change (LUC). Based on a case study in Vietnam, the results show that the energy input for and GHG emissions from ethanol production are 0.93 MJ and 34.95 g carbon dioxide equivalent per megajoule of ethanol respectively. The use of E5 and E10 as a substitute for gasoline results in energy savings, provided that their fuel consumption in terms of liter per kilometer of transportation is not exceeding the consumption of gasoline per kilometer by more than 2.4% and 4.5% respectively. It will reduce GHG emissions, provided that the fuel consumption of E5 and E10 is not exceeding the consumption of gasoline per kilometer by more than 3.8% and 7.8% respectively. The quantitative effects depend on the efficiency in production and on the fuel efficiency of E5 and E10. The variations in results of energy input and GHG emissions in the ethanol production among studies are due to differences in coverage of effects of LUC, CO₂ photosynthesis of cassava, yields of cassava, energy efficiency in farming, and by-product analyses.     

马克斯克鲁维酵母制备生物质乙醇研究进展

利用高温酵母进行高温乙醇发酵,因其能量损耗低、发酵速度快、染菌机率低等优点,成为生物质乙醇发酵生产的新方向。相比传统酵母,马克斯克鲁维高温酵母具有良好的耐温适应能力、更宽泛的底物利用能力、良好的发酵性能、超强的分泌能力、适于分子生物学操作等优势,在生物质乙醇发酵方面显示巨大潜力。本文从底物利用能力、基因重组方法、发酵方法等方面总结了马克斯克鲁维酵母在生物质乙醇发酵方面的发展概况。     

中国中长期碳减排战略目标初探(Ⅲ)——石油能源产品在交通运输等行业中的应用和碳减排

在我国中长期的终端能源需求中石油将占约15%的份额,其中55%～60%将被用于交通运输行业。逐步减少交通运输领域石油能源产品的使用量,对减少能源消费总量和二氧化碳排放量十分重要。目前国内外研究机构预测的中国2050年货运周转总量(8×104～9×104Gt.km)及公路货运周转量均明显偏高,造成预测的运输燃料消耗量太高,这也反映出调整中国经济产业结构和进出口贸易结构的紧迫性。减少私人乘用车的拥有量和出行量也是节能减排的关键,采用西方发达国家私人乘用车的比例,预测中国2050年将拥有5×108～6×108辆乘用车不符合中国人口众多、城市中心区人口密度的特点,将乘用车数量控制在3.0×108辆的水平比较恰当。目前全球运输领域二氧化碳排放量约占总排放量的20%～25%,中国运输领域的二氧化碳排放量将逐步上升,占总排放量的份额将从目前的7%提高到2050年的30%以上。应努力采取各种措施,使2050年乘用车的二氧化碳排放强度降低到40g/km的水平。除了减少化石能源石油产品使用量、使用生物质燃料、推广纯电动汽车和开发燃料电池汽车外,改变出行方式、发展方便快捷的公共交通显得十分重要。预计我国2050年燃料电池汽车将占到小汽车保有量的20%左右,纯电动汽车占30%左右,各种混合动力汽车将占50%左右。为了使中国2050年二氧化碳排放总量控制在40×108～50×108t的水平,有可能也有必要将石油的使用量控制在6.0×108t,交通运输领域石油能源产品使用量控制在4.0×108t以下。     

Four myths surrounding U.S. biofuels

The rapid growth of biofuels has elicited claims and predictions concerning the current and future role of these fuels in the U.S. vehicle-fuel portfolio. These assertions are at times based on a false set of assumptions concerning the biofuel's market related to the petroleum and agricultural commodities markets, and the nonmarket consequences of our automobile driving. As an aid in clarifying these market relations, the following four biofuel myths are presented: (1) biofuels will be adopted because we will soon run out of oil, (2) biofuels will solve the major external costs associated with our automobile driving, (3) biofuels cause food price inflation (the food before fuel issue), and (4) biofuels will become a major vehicle fuel.     

Geospatial analysis for utilizing the marginal land in regional biofuel industry: A case study in Guangdong Province,China

Due to the intensive and exhaustive land use in China, the so-called marginal land is expected to play a major role in supporting the biofuel industry of the country. We developed a regional-level framework of using geospatial information technologies to achieve an optimal utilization of the marginal land for biofuel production. The framework includes identifying marginal lands, evaluating optimality of the land for growing certain bioenergy crops, estimating local potential feedstock production, and finally selecting optimal sites for biofuel factories. We present a case study of farming Jatropha (Jatropha curcas L.) and Cassava (Manihot esculenta Crantz) in Guangdong, China. The marginal land was identified from satellite imageries at a 30-m resolution. The optimality for growing the two species was evaluated using the Ecological Niche Models (ENMs), which incorporates local temperature, precipitation, soil, and terrain. The optimality value was then converted into potential feedstock production using a conversion model. The site selection for the factories incorporated the local potential feedstock production, the transportation cost measured by road distance, and the farming cost related to the land patch geometry. Each candidate site received an overall optimality score derived based on those factors. We identified five sites that have high scores and also minimal or none spatial overlaps of their supporting areas. Three of them (Zhanjiang, Yunfu, and Jieyang) are for Cassava, located on in southern Guangdong. Two (Qingyuan and Meizhou) are for Jatropha in northern Guangdong.