动力电池回收再利用相关问题研究

正在国家政策的引导和推动下,我国新能源汽车产业发展迅猛。工信部数据显示,2009-2016年上半年累计生产新能源汽车67.4万辆。国务院发布的《节能与新能源汽车产业发展规划(2012-2020年)》,到2020年,纯电动汽车和插电式混合动力汽车累计产销量超过500万辆。中国汽车技术研究中心预测,到2020年前后,我国纯电动(含插电式)乘用车和混合动力乘用车动力电池累计报废量将达到12-17万吨。车用动力电池的报废渐成规模,如何处置退役动力电池将是影响新能源汽车发展的重大课题。     

新能源汽车：骨干企业要发挥骨干作用

汽车骨干企业在发展新能源汽车方面要抓住机遇，发挥骨干作用，力争在制约新能源汽车发展的瓶颈方面取得突破。首先，要以节能和新能源汽车推广示范工程为契机，扎实推进产业化。要切实加大技术研发和技术改造对动力电池、控制系统以及驱动电机等关键零部件以及配套材料发展的支持，提高产品设计制造水平和质量控制能力，     

我国动力锂电池行业现状和发展趋势

作为新能源汽车核心部件之一的动力电池,随着新能源汽车行业的崛起迅速发展起来。文章对动力锂电池的应用现状、市场规模、产业链布局等情况进行分析;结合现状,对动力锂电池的制约因素和先进技术进行展望。     

三元锂电池,你安全吗?

正动力电池作为新能源汽车的"心脏",一直有着磷酸铁锂与三元锂电池的技术路线之分。前不久,一则关于三元材料电池的新闻引起轩然大波:暂停三元锂电池客车列入新能源汽车推广应用推荐车型目录。瞬时间,一场关于三元锂电池安全性的辩论正式上演。     

我国动力电池下一阶断发展形势分析

2019年,对于中国动力电池市场来说,注定会是难以忘记的一年,2019年1~12月,中国动力电池累计装机量为62.2GWh,同比累计增长9.2%。尽管从全年来看,行业仍然是微增长的态势,但从下半年的情况来看,却不那么乐观。     

促进汽车租赁业发展的对策研究

汽车租赁业作为我国的朝阳产业,其发展前景广阔但路途艰辛。通过借鉴国外汽车租赁业发展过程中的经验,对促进我国汽车租赁业发展对策进行探讨。     

“海格制造”为“一带一路”注入绿色新动力

正在我国新能源汽车产业驶入发展"快车道"的当下,动力电池的回收利用却成行业的一大痛点。据相关数据显示,预计到2020年,我国的废旧动力电池总量将达到20万吨左右,如果处置不当,不仅将带来环境污染和安全隐患,而且会造成资源浪费。面对现阶段存在的种种问题,如何形成一个完整的回收体系,政府、车企和电池处理企业任重而道远。4月11日,苏州金龙海格客车与北京理工新源信息科技有限公司     

访福田欧辉客车事业部副总经理、国内营销公司总经理 刘国强 “全天候e智蓝” 福田欧辉定义新能源客车新标准

正福田欧辉在不久前举行的天津客车展上,以"全天候e智蓝"为主题亮相,隆重发布了BJ6905 ISG系列插电式混合动力城市客车,并在行业内率先提出"全天候新能源客车"理念,引起了大家的热议。全天候依靠技术创新众所周知,新能源汽车动力电池在使用时     

中大新能源客车项目获国家批准

7月18日,中大新能源纯电动客车年产5000台技改项目正式荣获国家工信部的报备批准,此举对于加快中大纯电动客车产业化步伐,促进中大汽车转型升级具有重要的意义。中大汽车历经十二年、耗费巨资研发成功的纯电动客车,已经在天津实现一年零十个月的批量商业化平稳运营,具备良好的可靠性和安全性。在全体中大人的共同努力下,中大纯电动客车还具有以下明显优势:大容量锂离子动力电池及国内领先的整车技术     

从我国的人口政策反思家庭汽车政策

本文首先从我国的基本国情出发提出了走资源节约型的经济社会发展道路的必要性;然后通过城市家庭汽车和人口增长对资源的消耗的对比,提出了控制家庭汽车发展的城市交通政策原则;接着在与我国人口政策类比的基础上,分析了我国现行的家庭汽车政策存在的缺陷;最后为完善我国的家庭汽车政策提出了原则性的设想。     

Survey of R&D in PRT systems

A survey of research and development in advanced transit has been made by Chalmers University of Technology in Gothenburg in cooperation with Trans21 in Boston. Summary findings are reported for fourteen academic research programs and ten development programs for PRT. An earlier version of this paper was presented at the International Conference of PRT and other Emerging Systems held in Minneapolis in 1996.     

Optimization of bus stop locations for improving transit accessibility

A mathematical model is developed in this paper to improve the accessibility of a bus service. To formulate the optimization model, a segment of a bus route is given, on which a number of demand entry points are distributed realistically. The objective total cost function (i.e. the sum of supplier and user costs) is minimized by optimizing the number and locations of stops, subject to non‐additive users' value of time. A numerical example is designed to demonstrate the effectiveness of the method thus developed to optimize the bus stop location problem. The sensitivity of the total cost to various parameters (e.g. value of users' time, access speed, and demand density) and the effect of the parameters on the optimal stop locations are analyzed and discussed.     

Productive efficiency and ownership of urban bus services

The established ownership mix of urban bus operations in Australia provides a unique opportunity to investigate the productivity differences between public and private bus service supply. Using duality theory in economics which links economic indices of factor productivity to the cost structure of a firm, we develop empirical measures of total and partial productivity of inputs, and adjust the differences for the effects of ownership status and operating environment. The evidence supports the notion that private supply of public passenger transport in general has performed more efficiently in the past than public supply, although the differences in productivity need not continue in the future.     

管道风险分析指数评分法中分值调整初探

管道风险分析指数评分法中重要步骤之一就是确定影响管道事故因素的权重,各个管道风险因素在整个管道事故中所占的权重是不相同的。针对目前管道风险分析指数评分法基本假设之一（各因素的分值范围都是0～100分）,为了更加客观、准确、合理地反映各个风险因素对于管道事故的影响程度,提出并论述了依据层次分析法的数学逻辑性进行综合计算得出管道风险因素的权重,然后对评分法中各个因素的最高分值,根据其权重不同进行相应调整,从而增强评价者对风险因素的认识和评判能力,提高管道风险评价结果的准确性。     

Determinants of modal choice in freight transport

In the next few years, exciting developments in the field of freight transport are likely to occur. The Channel Tunnel will be perceived as giving railways much greater distance of operation, compared to the current train ferry to/from Great Britain. The further development of swap-body technology will allow easier modal transfer and the creation, in 1992, of a single market in Europe will transform the pattern of trade. All of these are likely to have significant impacts on modal choice, and hence modal split, in freight transport. Reappraisal by many firms of the modes of transport used is likely but will it result in a net transfer of freight from road to rail and, if so, to what extent? To answer such questions, an accurate and reliable method of predicting modal split is required. Research in the past has concentrated on the development of modal split models based on generalised costs. These fail to explain adequately the prevalence of road freight in the UK. From surveys of freight managers within industry, it is clear that models to date rely too heavily on the economic cost factor and too little on behavioural factors (Jeffs 1985). This paper derives from a recent study of freight transport modal choice from the standpoint of the transport decision-maker within the firm. It attempts to shed light on the actual parameters which should be incorporated into a modal split model. Many variables appear to exert an influence on modal choice decision-making process. However, it is possible to categorise them into six main groups, namely: customer-requirements; product-characteristics; company structure/organisation; government interventions; available transport facilities; and perceptions of the decision-maker him/herself. It is the interactions and inter-relationships between these which ultimately determine freight modal split. This study has shown that the relationship between the outcome of the transport decision process and the values of particular determinants of modal split is not straight-forward, due to the complexity and variety of interactions involved. Perhaps one of the main reasons for researchers' failure hitherto to develop a successful modal-split model has been the preoccupation with techniques that rely on the development of common metric (e.g. generalised cost), which has led to the exclusion of some important explanatory variables along quite different dimensions. Another important issue concerns the appropriate level of aggregation. In order not to reduce the explanatory power of the key variables, it is important to work at a disaggregate level, although this does make substantial demands on data. The use of factor analysis enables both the aggregation of information without loss of behavioural reality and the specification of variables in terms of a common metric. In conclusion, freight transport has usually been examined within too narrow a framework. It must be placed firmly within the context of the total industrial process. The demand for freight transport is directly influenced by the level, composition and geographical distribution of production and consumption activities. Freight flows are complex and so it is highly unlikely that a universal mode-choice model can ever be developed. Future research should, therefore, be directed towards developing partial models in response to specific needs of those involved in decision-taking in the freight sector.     

A century of evolution of the accessibility concept

The concept of accessibility has acquired numerous meanings along multiple dimensions during the century of its evolution. This essay argues for the salience of two dimensions: application-based and definition-based. In its application, accessibility has incorporated positive and normative dimensions which have varied in prominence over time. In its definition, accessibility has varied between a mode of evaluation incorporating measured mobility and proximity, on the one hand, and a predefined market basket of urbanist improvements to transportation and land use systems, on the other. Advocates of the accessibility shift should emphasize both the measured approach to accessibility and accessibility’s normative side.     

Governing autonomous vehicles: emerging responses for safety,liability, privacy,cybersecurity, and industry risks

ABSTRACT

The benefits of autonomous vehicles (AVs) are widely acknowledged, but there are concerns about the extent of these benefits and AV risks and unintended consequences. In this article, we first examine AVs and different categories of the technological risks associated with them. We then explore strategies that can be adopted to address these risks, and explore emerging responses by governments for addressing AV risks. Our analyses reveal that, thus far, governments have in most instances avoided stringent measures in order to promote AV developments and the majority of responses are non-binding and focus on creating councils or working groups to better explore AV implications. The US has been active in introducing legislations to address issues related to privacy and cybersecurity. The UK and Germany, in particular, have enacted laws to address liability issues; other countries mostly acknowledge these issues, but have yet to implement specific strategies. To address privacy and cybersecurity risks strategies ranging from introduction or amendment of non-AV specific legislation to creating working groups have been adopted. Much less attention has been paid to issues such as environmental and employment risks, although a few governments have begun programmes to retrain workers who might be negatively affected.     

Real-world gaseous and particle emissions of a Bi-fuel gasoline/CNG Euro 6 passenger car

The objective of the present study is the assessment of the environmental impact of a bivalent (bi-fuel) vehicle, running either on gasoline or compressed natural gas (CNG). To that aim, a Euro 6 passenger car was tested under various real-world driving conditions. In order to cover the full range of conventional powertrains currently in the market, the tests were also repeated on a Euro 6 diesel passenger car. Both cars were driven in two routes, the first complying with the regulation limits and the second going beyond them. Carbon monoxide (CO), nitrogen oxides (NO_x) and particle number (PN) emissions were recorded using a Portable Emissions Measurement System (PEMS). Apart from the aggregated emission levels, in g/km, the exact emission location along the route was also assessed. Natural gas proved beneficial for CO and PN emissions, the level of which always remained below the respective legislation limits. On the other hand, under the dynamic driving conditions with gasoline, the relevant limits were exceeded. Cold start, occurring at the beginning of the urban part, and motorway driving were identified as major contributors to total emissions, especially in gasoline mode. However, the application of natural gas was associated with a penalty in NO_x emissions, which were significantly increased as compared to gasoline. Local peaks within the urban part were identified in CNG mode. In any case, the diesel vehicle was by far the highest NO_x emitter.