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针对直翼全向推进的纯电力系统在船舶上的设计和实际应用问题,文章以公务巡逻船作为对象,研究直翼全向推进器的优势、电力系统组成、电池舱室布置以及规范要求,并结合船舶实际工况、水域情况,计算船舶的电力负荷。研究表明,选用合理的磷酸铁锂动力电池系统、直翼推进系统,通过有效的安全保护措施、合理的系统设计及容量计算,可以满足船舶应用要求。 相似文献
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文章从船舶检验的角度出发,依据有关规范从船体结构完整性与构件强度两方面分析了天生桥库区乡镇客渡船船体结构强度欠佳的成因,并提出了加强船体结构强度的建议,为客渡船改造提供参考。 相似文献
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基于现代混合推进技术的船舶节能 总被引:1,自引:0,他引:1
船舶节能的措施有多种,船舶混合动力推进系统是其中一个很有潜力的研究课题。文章主要介绍了混合推进装置的组成、排气热能回收系统以及热能回收系统的工作模式,阐述了船舶混合推进的发展现状,然后通过实例说明了混合推进带来的经济效益和节能效果,最后阐述了效率更高且实用的动力装置的发展方向。 相似文献
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本文介绍了水翼船的技术特点及我国水翼船行业的发展,以船舶动力装置为论题切入点,阐明了蒸汽机、汽轮机、汽油机、柴油机、燃气轮机、核动力装置及联合动力装置的技术特点,重点对柴油机及燃气轮机两类动力装置在水翼船领域的应用及发展进行了研究。柴油机具有较高的经济性及技术成熟度,曾长期在水翼船动力领域占据重要地位,但考虑到当前水翼船动力性及轻量化等方面的特性要求,航空改型燃气轮机目前在水翼船上有着更好的应用前景。 相似文献
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Various regulations are imposed on shipping to increase energy efficiency and reduce environmental impacts. Alternative fuels and power systems are among the solutions for compliance with these regulations. The power system of a ship may not operate optimally because of the diversity of the operational profile during its lifetime. This article uses an activity-based approach and big data from the Automatic Identification System (AIS) to study the operational profiles of eight ship types operating in Norwegian waters around mainland Norway in 2016. The aim is to identify ship types that can benefit from electric and hybrid propulsion through analysis of their operational profiles. Close to shore, the operational profiles of various ship types are similar, and all ships spend a great proportion of their time with lower loads. As the distance from shore increases, the operational profiles of various ship types follow distinct trends. Among the considered ship types, reefers spend more operational time close to the diesel engine design condition. On the other hand, offshore and passenger ships show the most dynamic operational profiles and spend a large percentage of their operational time with a partial load, away from diesel engine design conditions. Such ships can benefit from hybridisation, diesel-electric propulsion, and other electric concepts, such as batteries and fuel cells. Another option is to downsize diesel engines for better operation while fuel cells and batteries supply peak and partial loads. Operational profiles are plotted and details of the approach are presented in the article. 相似文献
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The impact of global warming and climate change is the most critical challenge of the 21st century. The greenhouse effect caused by technological development and industrial pollution has accelerated the speed of global warming. To effectively reduce global warming and encourage sustainable enterprise development, a comparative analysis approach is used to examine various domestic automotive products which utilize the up-to-date innovative technology. Their contributions to fuel consumption and emissions of the greenhouse gas, carbon dioxide (CO2), are then investigated. This study focuses on technical innovation in a conventional engine and output power. The results indicate that innovative engines (such as the Ford turbo petrol/diesel engine, the EcoBoost/TDCi) have improved energy consumption and CO2 emissions. In addition, an improvement in output power (such as Toyota hybrid vehicles) has also improved energy consumption and CO2 emissions. 相似文献
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F. Jimnez Espadafor M. Torres García J. Becerra Villanueva J. Moreno Gutirrez 《Transportation Research Part D: Transport and Environment》2009,14(7):461-469
Heavy fuels are likely to remain the dominant fuel source for two-stroke, low-speed diesel engines for large ship propulsion for the next decade or more. There is however, potential for increased use of pure vegetable oils (PVO) as an alternative and, by emitting lower levels of several pollutants, this can help the attainment of Annex VI of the MARPOL 73/78 convention aimed at large ships using fuels with less than 4.5% sulphur or 1.5% sulphur in SOX emission control areas The use of alternative fuels can also influence the attainment of the Kyoto protocol that requires greenhouse gas emissions to be reduced by 5% by 2010 compared to 1990. This paper analyses the physical and chemical properties of various pure vegetable oils as an alternative to heavy fuel oil for large ship propulsion. 相似文献
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In many cities, diesel buses are being replaced by electric buses with the aim of reducing local emissions and thus improving air quality. The protection of the environment and the health of the population is the highest priority of our society. For the transport companies that operate these buses, not only ecological issues but also economic issues are of great importance. Due to the high purchase costs of electric buses compared to conventional buses, operators are forced to use electric vehicles in a targeted manner in order to ensure amortization over the service life of the vehicles. A compromise between ecology and economy must be found in order to both protect the environment and ensure economical operation of the buses.In this study, we present a new methodology for optimizing the vehicles’ charging time as a function of the parameters CO2eq emissions and electricity costs. Based on recorded driving profiles in daily bus operation, the energy demands of conventional and electric buses are calculated for the passenger transportation in the city of Aachen in 2017. Different charging scenarios are defined to analyze the influence of the temporal variability of CO2eq intensity and electricity price on the environmental impact and economy of the bus. For every individual day of a year, charging periods with the lowest and highest costs and emissions are identified and recommendations for daily bus operation are made. To enable both the ecological and economical operation of the bus, the parameters of electricity price and CO2 are weighted differently, and several charging periods are proposed, taking into account the priorities previously set. A sensitivity analysis is carried out to evaluate the influence of selected parameters and to derive recommendations for improving the ecological and economic balance of the battery-powered electric vehicle.In all scenarios, the optimization of the charging period results in energy cost savings of a maximum of 13.6% compared to charging at a fixed electricity price. The savings potential of CO2eq emissions is similar, at 14.9%. From an economic point of view, charging between 2 a.m. and 4 a.m. results in the lowest energy costs on average. The CO2eq intensity is also low in this period, but midday charging leads to the largest savings in CO2eq emissions. From a life cycle perspective, the electric bus is not economically competitive with the conventional bus. However, from an ecological point of view, the electric bus saves on average 37.5% CO2eq emissions over its service life compared to the diesel bus. The reduction potential is maximized if the electric vehicle exclusively consumes electricity from solar and wind power. 相似文献
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Electric bicycles and motorcycles have emerged as a possible way of improving the transportation system sustainability. This work’s aim was to quantify the energy consumption, the trip travel and the driving dynamics on specific routes in Lisbon, Portugal. Six electric and conventional bicycles and motorcycles were monitored, and a methodology to quantify the power required in each driving second was developed: Motorcycle and Bicycle Specific Power (MSP and BSP respectively). MSP and BSP allows characterizing energy consumption rates based on on-road data and to define real-world operation patterns (driving power distribution), as well as to benchmark the different propulsion technologies under the same baseline of specific power. For negative MSP and BSP modes, the conventional and the electric motorcycles and bicycles demonstrated a similar pattern. However, their behavior was different for positive modes, since electric technologies allow reaching higher power conditions. The methodology developed estimates accurately the energy consumption (average deviation of −0.19 ± 6.76% for motorcycles and of 1.41 ± 8.91% for bicycles). The MSP and BSP methodologies were tested in 2 Lisbon routes. For the electric motorcycle an increase in trip time (+36%) was observed when compared to the conventional one, while for the electric bicycle a 9.5% decrease was verified when compared to the conventional one. The Tank-to-Wheel (TTW) energy consumption for motorcycles was reduced by 61% when shifting to electric mobility, while a 30% Well-to-Wheel (WTW) reduction is obtained. For the electric bicycles, an additional energy use is quantified due to the battery electricity consumption. 相似文献
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Electric vehicles are often said to reduce carbon dioxide (CO2) emissions. However, the results of current comparisons with conventional vehicles are not always in favor of electric vehicles. We outline that this is not only due to the different assumptions in the time of charging and the country-specific electricity generation mix, but also due to the applied assessment method. We, therefore, discuss four assessment methods (average annual electricity mix, average time-dependent electricity mix, marginal electricity mix, and balancing zero emissions) and analyze the corresponding CO2 emissions for Germany in 2030 using an optimizing energy system model (PERSEUS-NET-TS). Furthermore, we distinguish between an uncontrolled (i.e. direct) charging and an optimized controlled charging strategy. For Germany, the different assessment methods lead to substantial discrepancies in CO2 emissions for 2030 ranging from no emissions to about 0.55 kg/kWhel (110 g/km). These emissions partly exceed the emissions from internal combustion engine vehicles. Furthermore, depending on the underlying power plant portfolio and the controlling objective, controlled charging might help to reduce CO2 emissions and relieve the electricity grid. We therefore recommend to support controlled charging, to develop consistent methodologies to address key factors affecting CO2 emissions by electric vehicles, and to implement efficient policy instruments which guarantee emission free mobility with electric vehicles agreed upon by researchers and policy makers. 相似文献
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This article compares the social costs of electric vehicles with those of conventional, thermal vehicles for typical passenger use in the Ile-de-France region (Greater Paris), a case of particular interest because nearly 80% of the electricity is generated by nuclear power plants. A four-seat electric car is compared to a new conventional car of the same make and model; for the latter both the gasoline and the diesel version are considered because almost half of new car sales in France are diesel. These results are also compared to typical existing diesel and gasoline vehicles in the current French fleet. The methodology developed by the ExternE (External Costs of Energy) Project of the European Commission is used to estimate the costs associated with atmospheric pollution due to power plants, refineries and tail pipe emissions. Our discussion of externalities is limited to air pollution thus excluding others such as costs associated with noise or accidents. Our results imply that the external costs are large and significant, even when one considers the uncertainties. If internalized by government regulations, these externalities can render the total cost of an electric vehicle more competitive with that of currently available thermal vehicles in large urban centers if the electricity is produced by sources with low pollution. However, the current generation electric vehicles are so expensive that internalization of pollution damage would not give it a very clear advantage. 相似文献
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《Transportation Research Part D: Transport and Environment》2002,7(4):303-315
A large number of heavy-duty trucks idle a significant amount. Heavy-duty line-haul truck engines idle about 20–40% of the time the engine is running, depending on season and operation. Drivers idle engines to power climate control devices (e.g., heaters and air conditioners) and sleeper compartment accessories (e.g., refrigerators, microwave ovens, and televisions) and to avoid start-up problems in cold weather. Idling increases air pollution and energy use, as well as wear and tear on engines. Efforts to reduce truck idling in the US have been sporadic, in part because it is widely viewed in the trucking industry that further idling restrictions would unduly compromise driver comfort and truck operations. The auxiliary power units (APUs) available to replace the idling of the diesel traction engine all have had limited trucking industry acceptance. Fuel cells are a promising APU technology. Fuel cell APUs have the potential to greatly reduce emissions and energy use and save money. In this paper, we estimate costs and benefits of fuel cell APUs. We calculate the payback period for fuel cell APUs to be about 2.6–4.5 years. This estimate is uncertain since future fuel cell costs are unknown and cost savings from idling vary greatly across the truck fleet. The payback period is particularly sensitive to diesel fuel consumption at idle. Given the large potential environmental and economic benefits of fuel cell APUs, the first major commercial application of fuel cells may be as truck APUs. 相似文献