• 2015년 3월
  • Techtrend

    Home / Archive by category "Techtrend" (Page 24)

    Article

    국내 최초 ‘클린디젤 하이브리드버스’ 공개

    국내 최초 ‘클린디젤 하이브리드버스’ 공개

    ” CNG버스보다 연비 40% ↑, CO2 배출량은 20% ↓”

    대한석유협회는 오는 12.15일 창립 30주년 기념 국제심포지엄을 개최하면서 한국기계연구원과 대우버스가 공동으로 개발한 ‘클린디젤 하이브리드버스’를 공개한다.

    클린디젤은 좋은 연료효율과 친환경성을 갖추고도 과거 디젤의 이미지 때문에 제대로 평가를 받지 못했기 때문에 대한석유협회는 이번 디젤하이브리드 버스의 개발 및 보급을 통해 클린 디젤의 이미지를 개선하고 클린디젤의 수요기반을 넓혀나갈 계획이다.

    디젤하이브리드버스는 유로5 환경기준을 충족하는 클린디젤엔진과 전기모터를 장착하여 기존디젤차와 서울시에서 운행중인 CNG버스에 비해 연료효율이 각각 25%, 40% 높고 CO2 배출량 은 20% 낮다.

    이번에 개발된 하이브리드버스는 2011년 1월에 4대, 2011년 6월 에 4대하여 총 8대가 생산되어 부산, 대구, 과천, 대전, 여수 등 6개 도시에 보급될 예정 이다.

    <참고>
    디젤하이브리드 버스 사업 소개
    1. 사업목표

    2. 사업 방안

    ○ 주관기관 : 한국기계연구원

    ○ 지원 : 대한석유협회

    ○ 사업기간 : 2010년 5월 – 2012년 4월 (2년)

    ○ 시범운행 지자체 : 인천, 과천, 대전, 대구, 부산, 여수(EXPO 조 직위)

    3. 협약 진행 경과
    ㅇ 기계연구원과 사업위탁계약 (4. 29)
    ㅇ 관련 기관과 MOU 체결
    (1) 석유협-기계연구원-대우버스 협약식/기자간 담회(5. 13)
    – 참석자(80여명) : 오강현 석유협회장, 윤영한 대우버스 대표이 사, 이상천 기계연구원장 등
    (2) 부산시 협약식 및 기 자간담회
    · 7.8, 부산시청, 허남식 부산시장 참석
    (3) 대구시 협약식 및 기자간담회
    · 7.19, 대구시청, 남동균 대구부시장 참석
    (4) 대전시 협약식 및 기자간담회
    · 10.13, 대전시청, 염홍철 대전시장 참석
    (5) 인천시 협약식 및 기자간담회 (12월 예정)

    버스 차종별 장단점 비교

    조건/  차종

    장 점
    단 점
    기존디젤버스 (유로3,4)
    – 압축점화식  엔진의 특성으로 효율이 휘발유,  CNG엔진 대비 약 20% 이상 우수함 – CNG버스 대비 배출가스 중 NO2와 매연(입자상물질) 성분이 상대적으로 많이 배출
    클린디젤 버스  (유로5)
    – 기존 디젤버스(유로3,4)에 엔진과 배기 후처리장치를 보완하여 CNG버스 대비 효율은 약 25% 우수하고, CO2저감은 거의 동일.
    – 향후 바이오디젤, GTL 등 경유대체연료 첨가시 CO2저감, 친환경성이 더 향상됨
    –  CNG버스 대비 친환경성 거의 동일한 수준
    디젤 하이브리드 버스

    -클린디젤 엔진(유로5)에 전기 모터를 사용하는  비율에 비례해서 CO2저감, 고효율,  친환경성이 더 향상됨
    -CNG 하이브리드버스 대비 효율은 약 25% 정도 우수하고, CO2저감은 거의 동일 수준임.
    – CNG 하이브리드버스 대비 친환경성 거의   동일한 수준
    CNG 버스
    – 연료의 청정성으로 디젤버스 대비 친환경성은 우수하나 CO2 저감은 엔진효율 저하로 동일수준 -국내 경우 연료세 감면혜택으로 운영비 저렴 -전기점화식 엔진  특성상 디젤엔진 대비 효율 저하되고, 가스연료 사용으로 주행거리1/3정도 축소
    -고압탱크, 엔진개조로 찻값 상승
    -고압충진소 설치 곤란(비용, 민원)
    CNG 하이브리드 버스
    – 전기모터를 사용하는 비율에 비례해서CO2저감, 친환경성이 더 향상되고,  CNG버스의 저효율성 약점도 조금 보완 – 전기시스템이 추가되어 차량 고가 – CNG엔진 자체의 저효율성으로  – 디젤하이브리드차보다는 효율 저하  – CNG버스의 근본적인 단점 보유
    전기자동차 버스 (화석연료 전기 생산)
    -전기모터를 사용하므로 주행 중 CO2저감,  친환경성이 최상  – 운행 시 저소음으로 승차감 양호 – 화석연료 사용  전기 생산시 CO2 발생은 디젤버스 대비 30% 과다 – 대량 보급 시 발전소 신설비용 증가와  세수 감소 문제 발생.  – 배터리 가격고가, 기술 미완성,  화재위험성 등으로 시장성 불투명
    수소 연료 전지 버스
    -수소와 전기모터를 사용하므로 주행 중 CO2저감, 친환경성이 최상 -운행 시 저소음으로 승차감 양호 -화석연료 사용하여  수소 생산 시 고가이고  CO2 저감효과도 미흡  -차량가격 고가, 기술 미완성, 수소공급 안전성과 경제성 등으로 시장성 불투명

    세계의 디젤 하이브리드차 동향

    – 현재는 미국을 중심으로 버스, 트럭 등 대형 차량에 주로 보급
    – 미국은 Allison Transmission, BAE Systems, Eaton사를 중심으로 북미 외 에 최근에는 중국, 일본 등 전세계 시장으로 보급을 확대하고 있음


    <미국 샌프란시스코, 뉴욕시, 워싱턴DC의 디젤HEV 시내버스>
    – 볼보 등 상용차는 물론 중형고급차를 주로 생산해온 벤츠사나 BMW사 등을 위시한 유럽 자동차업계도 하이브리드 자동차, 특히 디젤 하이브리드 자동차의 개발에 본격적으로 나서고 있음.


    < 스웨덴, 영국, 독일에서 운행 중인 디젤 하이브리드버스>
    – 클린디젤 기술이 우수한 유럽에서 디젤하이브리드 버스 기술이 조만간 승용차 에 확대 적용 될 경우 가격 대비 연비와 CO2 저감 효과의 우수성으로 세계시장에서 우위를 점할 수 있을 것이라고 평가.

    original article : http://www.cleandiesel.co.kr/customer/media_read.asp?id=21&pageNo=1&searchpart=&search=&mykeyword

    중국 북경의 디젤하이브리드 버스 운행 현황

    중국 북경의 디젤하이브리드 버스 운행 현황

    CNG버스 약 300 대, CNG 하이브리드 버스 0 대

    한 국기계연구원과 대한석유협회는 지난 11월 5일 중국의 디젤하이브리드 버스의 보급과 지원 현황 등을 파악하기 위해 북경시에 있는 電車客運分公司(Trolleybus Transportation Branch)를 방문하였다. 현재까지 파악된 북경의 시내버스 운행 현황은 다음과 같다.

    ◎ 총 운행 버스 25,000대
    – 일반 디젤버스 : 약 20,000대
    – 디젤하이브리드버스 : 약 900 대
    – CNG버스 : 약 300 대
    (2009년 CNG버스 폭발사고 이 후 감소 추세)
    – CNG 하이브리드버스 : 0 대
    – 전기버스 : 약 50대
    – 외국인용 관광코스에 일부 LPG 버스 적용 중

    중국 북경에는 대부분 디젤버스가 운행되고 있었으나, 특별히 주목할 만 한 점은 2009년부터 40여개의 버스 운행회사에서 디젤하이브리드 버스를 우리나라보다 앞서 시범 운행하고 있다 는 것이다. 디젤 하이브리드 버스의 제원으로는 Cummins 5.9 리터 EURO IV 엔진과 Eaton 하이브리드 시스템을 결합하였으며, 중국 내 Beiqi Foton(北汽福田) 등 3 개의 OEM 업체에서 버스 제작을 담당하였다. 차량의 가격은 한화로 일반 디젤 버스가 약 1억원인 반면, 디젤하이브리드 버스가 약 2억원 수준이다. 그러나, 디젤하이브리드 버스의 경우 기존 디젤 버스 대비 30% 이상의 연비향상이 인정되는 경우 6천만원 정도를 정부에서 지원하고 있기 때문에 실제 가격은 1 억 4천만원 정도이다.
    대표적인 버스 운행회사인 電車客運分公司에서는 70여대의 디젤하이브리드 버스를 운행 중에 있는데, 시내버스의 평균 주행거리는 하루에 200km 정도라고 한다.

    그간의 운행을 통하여 파악된 연비 수준은 일반 디젤버스의 경우 평균 37리터/100km 수준이나, 디젤하이브리드 버스의 경우 24~30리터/100km 라고 한다. 운전자의 숙련도에 따라 일부 차이를 보이긴 하지만 일반 디젤 버스 대비 18~35%의 연비 향 상 특성을 나타내고 있음을 알 수 있다. 게다가 디젤하이브리드 버스를 운전하면서 좋은 연비 를 기록하는 운전자에게는 포상 제도를 도입 중이라고 한다.

    북경시 이외의 지방 도시에서도 디젤하이브리드 시내버스 보급이 활성화 되고 있었는데, 광주시의 경우 2008년 1월부터 30대로 시작하여 현재 60대 운행 중이고 2011년에 다시 30대를 추가 준비 중이다. 제남시에서는 2010년 10월 전국체전을 계기 로 100대 운행 시작하여 계속 확대 예정이라고 한다.

    Original article : http://www.cleandiesel.co.kr/infor/policy_read.asp?id=9&pageNo=1&searchpart=&search=&mykeyword=

    How sustainable is renewable energy?

    How sustainable is renewable energy?

    by Roger Adair

    The success, to date, of fossil fuels being able to meet energy demand any time required has led to a feeling of society wide unrealistic entitlement. This translates into a belief that whatever we want we can always have whenever we want it. This of course is leading to problems as it patently can no longer be maintained. It also has lead to the development of quite unrealistic expectations as to how far renewables can replace fossil fuels.

    Renewable energy is being tagged on to a massive existing demand led fossil fuelled energy system that has historically grown and grown. Attempts at demand reduction and increased efficiency seem to deliver slim savings and these are often cancelled, for example, by people choosing higher comfort levels or just doing higher milage in their more efficient cars.

    For a number of years I worked for a company supplying small (20 – 100 kW) wind energy systems. The company failed and went bankrupt mainly because of a lack of investment and a very low profit margin on sales, certainly not for want of potential customers. Apart from that it was great fun and a hugely important part in the development of my understanding of the practical limits of renewable energy.

    I spent a lot of time travelling to sites ranging from Shetland and the Western Isles in Scotland to the south coast of England, commissioning and servicing wind turbines. It was amazingly easy to run up huge mileage and fuel consumption moving tools equipment components and myself, even in an economic diesel estate car. This was what first gave me the clue as to the limits that would apply to renewable energy trying to replace fossil fuels and to the dependence of renewable energy on a continuing fossil fuel platform to operate.

    It is natural to attach much importance to an area in which you have devoted a significant proportion of your working life and hopes for the future. It is hard to admit fulsomely that, on mature reflection, a lot of it does not stack up or really be sustainable in a future minus easy oil and the abundant easy availability of raw materials. Let us consider Ireland as an example.

    Ireland’s total energy use in 2008 amounted to about 16 Million Tonnes of Oil Equivalent (TOE). In 2008 renewables produced about 0.6 Million TOE which is only about 4% of total energy use. This is another way of saying that all the renewable technology presently installed has only made us 96% fossil fuel dependent rather than 100%! This should give us a worrying clue as to the very extreme degree of energy descent that may be experienced as we move further into post peak oil. Achieving any really significant percentage of renewable energy contribution to current consumption levels appears to be next to impossible. Current efforts to try and achieve this impossible target require ever more massive and complex machinery and higher and higher inputs of, increasingly scarcer materials and fossil energy to achieve.

    The point is very simply that an enormous amount of fossil energy is required to manufacture, install and operate all forms of renewable energy systems. Without the input of fossil fuel the existing renewable energy projects could never have been built and could not be maintained in operation.

    All these systems are manufactured in largely fossil-fuelled factories employing tools, equipment and components produced in other fossil fuelled factories. The raw materials and components used require energy intensive extraction and fabrication techniques to produce, and along with the finished products, also have to be transported substantial distances, often by road.

    The workforce probably largely travels to work by car and also frequently flies around the world to the sites where their products are utilised. I would be very surprised if the managers in these companies do not drive large, shiny, status enhancing motor cars, live in large houses on car accessed exclusive executive estates and drive and fly to lots of meetings, conferences and exotic overseas holidays.

    A trip to any site where, for example, a wind farm is being installed, demonstrates this clearly. There you will find an abundant selection of fossil-fuelled giant earthmovers, cranes, cars and trucks in use. In addition enormous low loaders will be coming and going delivering massive mechanical parts, towers, nacelles, generators, gearboxes, transformers, power cables and blades from hundreds or thousands of miles away.

    I have even seen cases of parts and a personnel being transported to remote wind energy sites by that most ridiculously fossil fuel hungry means of transport, the helicopter.

    After the wind farm is installed and commissioned, and all the factory personnel have finally flown home, there is then the not so small matter of the continuous operation and maintenance (O&M) required throughout the life of the project to keep the show on the road. Here the fossil fuel energy intensity is reduced but there are still interminable attendance’s on site required to test, tweak, adjust, replace, repair and reset along with the transporting and supply of consumables and spare parts. Once in a while there will be a major spike in fossil fuel intensity when there is a failure of a major component such as a gearbox, generator or a damaged blade needing repaired or replaced.

    In addition wind farms are now recognised as mostly having a negative effect on local resilience other than financially benefiting a very small group of people. By siphoning capital out of the area, and often out of the country where they are installed and, by hogging existing grid capacity they preclude the development of other more labour intensive renewable energy generation technologies such as bio-mass and anaerobic digestion fuelled systems. The main benefit local inhabitants get is merely the very dubious feel good privilege of looking at the wind turbines with no enhancement whatsoever of local resilience.

    Conclusion

    I was very sceptical indeed when I first read the pessimistic assessment of the very small prospects of renewable energy in an oil scarce future portrayed by Jim Kunstler in “The Long Emergency”. It is one of those things apparently so obvious when you think about it but hard to accept at first. However the inescapable conclusion is that the sum total of renewable energy capacity will never be much greater than that installed during this one shot age of oil.

    It will rapidly become very difficult to keep operational as we move more into the post peak oil period. What can be made remain operational will be chiefly at a very local small scale and probably require much scavenging of parts and improvisation. A huge amount of thought needs to go in to how this might be achieved and to date this matter has received virtually no attention at all from an industry fundamentally locked into the hubris of gigantism and business as usual.

    Systems like solar water heating and PV, with no or few moving parts, should be more long lived until they too become unrepairable. However large and complex systems, particularly in remote and environmentally challenging environments such as wind farms, especially off shore, will probably be early renewable energy casualties of the decline in oil supply.

    Original article : http://energybulletin.net/stories/2010-11-25/how-sustainable-renewable-energy

    Is ‘Peak Oil’ Behind Us?

    Is ‘Peak Oil’ Behind Us?

    Peak oil is not just here — it’s behind us already.

    That’s the conclusion of the International Energy Agency, the Paris-based organization that provides energy analysis to 28 industrialized nations. According to a projection in the agency’s latest annual report, released last week, production of conventional crude oil — the black liquid stuff that rigs pump out of the ground — probably topped out for good in 2006, at about 70 million barrels a day. Production from currently producing oil fields will drop sharply in coming decades, the report suggests.

    The agency does not see energy doom on the horizon, however. By its estimation, after a short dip in production, crude production will reach an “undulating plateau” of about 68 million barrels a day between 2020 and 2035.

    Yet strong demand growth from China, which the report estimates is now the world’s largest energy user, and elsewhere will require liquid energy supplies to not just hold steady, but to climb by more than 20 percent.
    Meeting that additional demand will fall entirely on unconventional oil sources like Canada’s tar sands as well as increased production of natural gas liquids. A major boost in these energy sources should be able to meet demand, but that is far from certain, Nobuo Tanaka, the agency’s executive director, told reporters in London, according to the Associated Press.

    “Recent events have cast a veil of uncertainty over our energy future,” Mr. Tanaka said.

    The I.E.A.’s stance that 2006 will be the year global supplies of conventional oil reached their ultimate peak is a more pessimistic take than its previous assessments. In 2008, the organization projected that conventional oil production would continue to slowly climb for several more decades.

    Its current estimate that enough new oil will be found to keep the oil supply roughly steady for the next 25 years is hardly ironclad, however, a point the report acknowledges in the executive summary. “Will peak oil be a guest or the spectre at the feast?” its authors ask.

    “The size of ultimately recoverable resources of both conventional and unconventional oil is a major source of uncertainty for the long-term outlook for world oil production,” it concludes.

    Over all, oil prices should continue to climb in coming decades, reaching $135 a barrel by 2035, a price level that some economists believe contributed to the global economic collapse of 2008.

    Some experts found the report’s projections troubling.

    “It’s a perfect storm headed our way — a steady rise in global demand for oil crashing up against an increasingly limited supply of economically recoverable oil,” William Chameides, professor of environmental science at Duke University, wrote on his blog.

    Original article : http://green.blogs.nytimes.com/2010/11/14/is-peak-oil-behind-us/

    Federal-Mogul targets gasoline engines for new piston technologies

    Federal-Mogul targets gasoline engines for new piston technologies


    Federal-Mogul’s LKZ oil control ring is now suitable for both diesel and gasoline engines.

    Reduced piston-ring friction translates into better fuel economy and lower CO2 emissions. For this reason, Federal-Mogul is applying its LKZ piston ring technology currently used in diesels to direct-injection gasoline engines.

    Company engineers claim the two-piece ring is capable of reducing oil consumption by up to 50% and friction by up to 15%. Matched against comparable conventional rings, the technology brings fuel economy, lower emissions, and extended-oil-life benefits.

    “The LKZ ring is so effective in pulling oil away from the combustion chamber and in reducing oil consumption that we are able to improve ring tension and reduce friction,” noted Johannes Esser, Director of Engineering, Rings and Liners, at the company’s Burscheid, Germany, technical center.

    He added that unlike conventional oil rings, the LKZ ring also provides consistently low oil consumption over the life of the engine. It does this by reducing carbon build-up on critical parts of the piston, such as the area immediately above the compression ring.

    LKZ rings currently are used extensively in both light and heavy-duty diesel engines. The broadening of the application to gasoline engines—particularly for highly loaded conditions increasingly found in direct injection units—is seeing “strong interest” because of the gains in fuel economy and reduction in CO2 emissions at low cost, explained Rainer Jueckstock, the company’s Senior Vice President, Powertrain Energy.

    Typical piston rings apply equal pressure to the cylinder bore on the downstroke, toward the crankcase, and on the upstroke, toward the combustion chamber. Federal-Mogul engineers explain that the LKZ combustion ring combines a stepped surface and taper on its contacting edge to provide a well-defined pressure to the cylinder wall on the downstroke and a significantly lesser effect on the upstroke.

    The downstroke pressure more effectively returns the oil that lubricates the cylinder to the oil pan, instead of allowing it to enter the combustion chamber where it may create carbon on the spark plug, or on the cylinder head, and increase oil consumption.

    Also new from Federal-Mogul for gasoline engines is a coated piston called EcoTough that is claimed to combine the properties of low wear and low friction in a single application.

    Developed at the company’s Piston Technology Center in Nürnberg, EcoTough offers potential fuel-consumption reductions up to 0.8% with reduced CO2 emissions, according to Dr. Frank Doernenburg, Director of Technology, Pistons and Pins. It was designed to be compatible with existing and advanced cylinder bore finishes and to be introduced as a running change into volume engine production.

    The piston’s coating comprises solid lubricants, including graphite, molybdenum disulphide (MoS2), plus carbon fiber.

    For applications needing additional protection, such as one with a rough cylinder honing structure, the EcoTough coated piston offers a greater coating thickness than conventionally coated pistons, noted Dr. Doernenburg.

    Designed for high-volume manufacturing, EcoTough is described by the company as being less sensitive to pretreatment process variations, resulting in greater robustness and more consistent performance.

    Stuart Birch

    Original article: http://www.sae.org/mags/AEI/8837