动力锂电池与电力推进船舶发展分析

文章通过对主要类型锂离子电池技术指标和特性进行梳理,研究了锂离子电池的热管理技术、安全性、火灾消防技术等应用重点环节的技术要点,分析了锂电池在船舶动力系统中的作用及全电池动力系统和混合动力系统的技术特点,为应用锂电池的新能源船舶研发提供参考。最后介绍了目前国内外应用储能电池动力船舶的多个典型案例,简要阐述了各个案例中的船舶核心参数和主要特点,总结了当前电池动力船舶的主要应用船型、锂电池类型、应用市场及政策、规范现状,认为锂电池动力船舶的发展前景光明,但在相关政策和船舶规范研究方面尚需进一步完善。     

嘉兴首批新建水上巴士成功试航

6月21日,由嘉兴市伟佳船舶有限公司建造的两艘"飞鸟"水上巴士在杭申线航道上进行了试航,经过两个小时的供电模式切换,船舶回转试验,操舵试验,航速测试等试验项目,圆满成功. "飞鸟"的船头呈现鸟头状,整个船身酷似太空飞船形状,采用发电机组加锂电池混合动力推进方式,总长20.50米,船长19.6米,型宽4.30米,可载客36人,续航力8小时.是国内锂电池混合动力首次运用在水上巴士上,也是浙江省第一艘新能源动力客船.     

磷酸铁锂电池应用展望

2020年以来,磷酸铁锂电池市场开始回暖并进入了新的增长周期.特斯拉搭载磷酸铁锂电池迅速拉动了磷酸铁锂市场.2021年初新能源汽车补贴政策正式落地,给主机厂在新能源车型规划方面指明了方向.2021年之后磷酸铁锂电池在新能源汽车、储能、二轮车、重型卡车、电动船舶都将有更加强劲的发展.     

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。     

我国新能源汽车技术发展现状及对策研究

为促进我国新能源汽车领域高质量发展,从纯电动技术、混合动力技术以及燃料电池技术三个方面介绍我国新能源汽车技术的发展现状,分析新能源汽车发展面临的创新能力不足、资金支持不足、消费者认可度低及专业人才不足等问题。在此基础上,提出产业链优化、技术创新、构建专业人才团队等对策,以期为相关领域的工作人员提供参考。     

轮胎式集装箱龙门起重机采用锂电池供电节能改造项目

因使用高架滑触线存在ERTG转场不便等问题,仍需保留一定数量以柴油发动机为动力的RTG。通过对锂电池供电RTG进行改造,由锂电池组直接给ERTG整机变频器上的直流母排提供工作电源,锂电池的充电电源为50kW柴油发电机组或外部电源,与此同时势能也可回馈至锂电池组。以小功率柴油发电机组取代大功率柴油机组,既保持了原有RTG转场的机动性,又大大减少了维修工作量和维修费用,基本消除了大柴油机组的排放污染,对于码头的节能减排和降低运营成本具有重大意义。     

宇通客车:用燃料电池动力瞄准新能源客车终极目标

正"新能源客车的发展趋势从混合动力到插电式混合动力,再到纯电动,而燃料电池动力则是新能源客车发展的终极目标。"宇通客车对新能源客车的未来女口此定义。在第13届中国国际交通技术与设备展览会首日,宇通客车以第三代燃料电池客车ZK6125FCEVG2为燃料电池动力客车的未来描绘了新的     

国内新能源公交车发展状况及问题探析

文章分析了部分客车生产企业在新能源公交车方面的发展动态及研发出的新能源客车车型,国内部分城市推广现状及公交企业在新能源客车进行了示范应用效果,通过重点分析LNG、混合动力、燃料电池、纯电动等新能源公交车的技术特性及其应用前景,总结出当前在发展新能源公交车方面存在的主要问题并提出部分建议,从而便于进一步促进国内新能源公交客车应用及推广。     

氢燃料电池公交车技术研究及应用

氢燃料电池汽车加气快,续驶里程长,能量转换率高,氢燃料可再生,是我国新能源汽车产业一条重要的技术路线。本技术基于氢燃料电池公交车的应用进行分析,提出我国氢燃料电池发展现状,指出作为一种真正意义上的“零排放,无污染”载运工具,氢燃料电池汽车是未来新能源清洁动力汽车的必然发展方向,氢燃料电池汽车的研发与量产必将成为全球汽车工业领域的一场新革命。     

绿色公交，让城市生活更美好

有关数据表明,相对于传统动力公交车,节能与新能源公交能显著地降低单位运力能耗、减少单位运力排放。以常规混合动力、插电式混合动力、纯电动和燃料电池汽车为代表的节能与新能源客车在综合能效和PM排放等方面表现出独特的优越性,是城市理想的绿色交通工具。     

Effects of battery chemistry and performance on the life cycle greenhouse gas intensity of electric mobility

Lithium traction batteries are a key enabling technology for plug-in electric vehicles (PEVs). Traction battery manufacture contributes to vehicle production emissions, and battery performance can have significant effects on life cycle greenhouse gas (GHG) emissions for PEVs. To assess emissions from PEVs, a life cycle perspective that accounts for vehicle production and operation is needed. However, the contribution of batteries to life cycle emissions hinge on a number of factors that are largely absent from previous analyses, notably the interaction of battery chemistry alternatives and the number of electric vehicle kilometers of travel (e-VKT) delivered by a battery. We compare life cycle GHG emissions from lithium-based traction batteries for vehicles using a probabilistic approach based on 24 hypothetical vehicles modeled on the current US market. We simulate life-cycle emissions for five commercial lithium chemistries. Examining these chemistries leads to estimates of emissions from battery production of 194–494 kg CO₂ equivalent (CO₂e) per kWh of battery capacity. Combined battery production and fuel cycle emissions intensity for plug-in hybrid electric vehicles is 226–386 g CO₂e/e-VKT, and for all-electric vehicles 148–254 g CO₂e/e-VKT. This compares to emissions for vehicle operation alone of 140–244 g CO₂e/e-VKT for grid-charged electric vehicles. Emissions estimates are highly dependent on the emissions intensity of the operating grid, but other upstream factors including material production emissions, and operating conditions including battery cycle life and climate, also affect life cycle GHG performance. Overall, we find battery production is 5–15% of vehicle operation GHG emissions on an e-VKT basis.     

使役条件下二轮电动车电池单次耐用性研究

本文通过理论和实验相结合的方法对使役条件下,在不同坡度、路面道路条件,不同充放电时间、制动次数、轮胎胎压、载重量等使用情况对二轮电动车电池的单次耐用性进行试验研究。结果发现,造成电机输出功率增加,放电电流增大的外部条件均会造成蓄电池容量减少,研究结果可指导二轮电动车车主合理科学使用二轮电动车。     

A three-stage decision-making model for selecting electric vehicle battery technology

This study proposes a three-stage decision-making model for the selection of electric vehicle battery technology. Data used for analysis include surveys completed by 45 technology experts from industry, academia, and research throughout Taiwan. A three-stage model that includes developing multiple-criteria during the first stage, integrating the importance of criteria assessment using the fuzzy analytical hierarchy process in the second stage, and using patent analysis tools to further identify the patent portfolio of the technology selected by experts in the third stage are employed. The empirical results indicate that power source management technology and battery module technology are the key technologies for development by the electric vehicle industry. Battery energy storage management and cooling technology are found to be the key for building patent portfolios. When faced with substantial technical and market uncertainty, multiple-criteria for research and development (R&D) selection and stage-wise integration of decision tool must be employed by battery firms to effectively allocate the resources for R&D decisions.     

Lead demand of future vehicle technologies

Changes in battery technology for hybrid or fuel cell vehicles will have significant impacts on US lead flows. Hybrid vehicles contain lead–acid batteries as auxiliary power sources although these lead–acid batteries may be replaced in the future. Given the importance of lead–acid battery recycling to US lead flows, changes in battery-related lead demand could alter the domestic production of lead and affect lead releases to the environment, particularly to air and land. We investigate lead demand for various prospective changes in the US automotive fleet. These include the complete replacement of lead–acid batteries from vehicles (such as next-generation hybrid electric vehicles or use of alternative batteries) or the introduction of micro-hybrid vehicles (lead battery pack vehicles). A dynamic model is described and used to examine the immediate and long-term lead flow patterns, and the associated lead emissions. We conclude that the adoption of non-lead–acid hybrid vehicles does not result in the lead market collapsing unless there is rapid introduction of these vehicles to the fleet, 50% by 2007. A 10% increase in micro-hybrid (battery pack) vehicles results in a predicted increase of 26 tons of lead emissions over the status quo or a 6% increase over 2004 Toxics Release Inventory releases from mining, primary smelting, and secondary smelting.     

Electric vehicles for greenhouse gas reduction in China: A cost-effectiveness analysis

There have been ongoing debates over whether battery electric vehicles contribute to reducing greenhouse gas emissions in China’s context, and if yes, whether the greenhouse gas emissions reduction compensates the cost increment. This study informs such debate by examining the life-cycle cost and greenhouse gas emissions of conventional vehicles, hybrid electric vehicles and battery electric vehicles, and comparing their cost-effectiveness for reducing greenhouse gas emissions. The results indicate that under a wide range of vehicle and driving configurations (range capacity, vehicle use intensity, etc.), battery electric vehicles contribute to reducing greenhouse gas emissions compared with conventional vehicles, although their current cost-effectiveness is not comparable with hybrid electric vehicles. Driven by grid mix optimization, power generation efficiency improvement, and battery cost reduction, the cost-effectiveness of battery electric vehicles is expected to improve significantly over the coming decade and surpass hybrid electric vehicles. However, considerable uncertainty exists due to the potential impacts from factors such as gasoline price. Based on the analysis, it is recommended that the deployment of battery electric vehicles should be prioritized in intensively-used fleets such as taxis to realize high cost-effectiveness. Technology improvements both in terms of power generation and vehicle electrification are essential in improving the cost-effectiveness of battery electric vehicles.     

FSAE电动方程式赛车动力系统匹配及仿真

电动汽车作为新能源汽车的典型代表,催生了中国大学生方程式电动赛车电动赛车运动的产生。本设计是为将要参加FSAE比赛的赛车匹配设计合适的动力系统。根据已确定电机、电池参数,利用CRUISE进行动力性的初步仿真分析。将仿真数据和理论数据做对比,证明本文的匹配设计符合要求并且是合理的。     

Metal resource constraints for electric-vehicle batteries

We estimate at what size electric-vehicle stocks could become constrained by metal availability by assessing metal requirement and availability for nine types of batteries: Li-polymer(V), Li-ion(Mn, Ni and Co), NaNiCl, NiMH(AB₂ and AB₅), NiCd and PbA, that contain seven potentially scarce metals/group of metals: lithium, nickel, cobalt, vanadium, cadmium, lead and rare-earth elements. We assess metal intensities (kg/kW h), battery energy capacities per vehicle (kWh/vehicle), losses in recycling and manufacturing, stocks of available resources, constraints on annual mine production and competition for metals. With pessimistic assumptions for all parameters the material-constrained stocks of battery electric vehicles range from 1.1 million NiCd-battery vehicles to 350 million NaNiCl-battery vehicles. Optimistic assumptions result in estimates between 49 million (NiCd) and 12 000 million (Li-ion(Mn)) vehicles. The corresponding figures for hybrid electric vehicles are typically a factor of 10 higher. Critical factors that affect the outcome are identified.     

A corridor-centric approach to planning electric vehicle charging infrastructure

The transition to electric vehicles (EV) faces two major barriers. On one hand, EV batteries are still expensive and limited by range, owing to the lack of technology breakthrough. On the other hand, the underdeveloped supporting infrastructure, particularly the lack of fast refueling facilities, makes EVs unsuitable for medium and long distance travel. The primary purpose of this study is to better understand these hurdles and to develop strategies to overcome them. To this end, a conceptual optimization model is proposed to analyze travel by EVs along a long corridor. The objective of the model is to select the battery size and charging capacity (in terms of both the charging power at each station and the number of stations needed along the corridor) to meet a given level of service in such a way that the total social cost is minimized. Two extensions of the base model are also considered. The first relaxes the assumption that the charging power at the stations is a continuous variable. The second variant considers battery swapping as an alternative to charging. Our analysis suggests that (1) the current paradigm of charging facility development that focuses on level 2 charging delivers poor level of service for long distance travel; (2) the level 3 charging method is necessary not only to achieve a reasonable level of service, but also to minimize the social cost; (3) investing on battery technology to reduce battery cost is likely to have larger impacts on reducing the charging cost; and (4) battery swapping promises high level of service, but it may not be socially optimal for a modest level of service, especially when the costs of constructing swapping and charging stations are close.     

On-line estimation of state-of-charge of Li-ion batteries in electric vehicle using the resampling particle filter

Accurate battery state-of-charge (SOC) estimation is important for ensuring reliable operation of electric vehicle (EV). Since a nonlinear feature exists in the battery system and particle filter (PF) performs well in solving nonlinear or non-Gaussian problems, this paper proposes a new PF-based method for estimating SOC. Firstly, the relationships between the battery characteristics and SOC are analyzed, then the suitable battery model is developed and the unknown parameters in the battery model are on-line identified using the recursive least square with forgetting factors. The proposed battery model is considered as the state space model of PF and then SOC is estimated. All experimental data are collected from the running EVs in Beijing. The experimental errors of SOC estimation based on PF are less than 0.05 V, which confirms the good estimation performance. Moreover, the contrastive results of three nonlinear filters show PF has the same computational complexity as extend Kalman filter (EKF) and unscented Kalman filter (UKF) for low dimensional state vector, but PF have significantly better estimation accuracy in SOC estimation.