Whether electric vehicles are "low-carbon" is controversial for life cycle assessment The reason is that although purely electric vehicles are almost zero-emission and zero-pollution during driving, the current power supply structure in China is out of balance. As of the end of 2009, the total installed capacity of thermal power in China accounted for 74.6% of the country's total installed power generation capacity, and the proportion of clean energy power generating units such as hydropower and nuclear power accounted for only 25.4%. Therefore, many people in the industry believe that if the electric energy of electric vehicles is mainly derived from thermal power, they will not achieve the effect of reducing emissions. Miao Wei, vice minister of the Ministry of Industry and Information Technology, also admitted frankly: "At present, whether China's power generation method can promote new energy vehicles to reduce emissions, and now the account has not been considered good." Kang Liping, Officer of the Low Carbon Transportation Project of the Energy and Transportation Innovation Center, further explained: “Electricity†has been introduced into the automotive energy system as a new type of fuel. Compared with traditional gasoline and diesel, whether it is lower carbon, it cannot consider only vehicle emissions. However, comprehensive consideration should be given from the perspective of the fuel life cycle, in which the raw materials for power generation, power generation technology, transmission distance, and charging mode all affect the carbon intensity of 'electric fuel', even if the electric vehicle is almost zero-emission and zero-pollution during driving. Fuel upstream production and downstream applications, electric vehicles have different emission reduction effects. Therefore, 'electricity' as a vehicle fuel can not be simply classified as low-carbon fuel. "However, electric vehicles will emit greenhouse gas emissions from mobile sources. Transformed into a fixed source, with the application of greenhouse gas capture technology in the future, the increase in the proportion of renewable electricity, and the continuous maturation of electric vehicle technology and application models, the future greenhouse gas emissions will also continue to decrease. Low-carbon fuels generally refer to lower carbon intensity (or greenhouse gas emission intensity) per unit of energy energy than traditional fossil fuels (such as diesel, gasoline, and aviation kerosene). This comparison is based on fuel life cycle assessment. basically. In other words, the carbon intensity of fuels should be calculated from the acquisition of energy raw materials, including extraction (planting), production, transportation, and finally the burning of automobile engines. The greenhouse gas emissions of the entire process should be included in the carbon content of the fuel. It is not only to consider Car engine combustion emissions. Moreover, the emission of greenhouse gases may change greatly as a result of changes in any of these links. The carbon intensity of the same fuel can be reduced through process improvement and technological innovation. From the research results at home and abroad, waste oil biodiesel, cellulosic ethanol, and renewable electricity have lower carbon intensity and emission reduction potential and are considered to be low-carbon fuels. Two "low-carbon fuel" national standard drafts are expected to be approved by August Then, how should China achieve low carbonization of transportation fuel? Dr. Chen Liang of the Institute of Resources and Environmental Standardization of the China National Institute of Standardization pointed out: “To understand the basics of a greenhouse gas emission assessment for the transportation fuel life cycle, we must first have a set of standard evaluation methodologies.†The two “low-carbon fuel†national standards jointly studied and drafted by seven institutions including the Institute of Science, Energy and Transportation Innovation, and COFCO Corporation. Among them, the “Transport Fuel Life Cycle Assessment Principles and Requirements for Greenhouse Gas Emissions†has completed a wide range of solicitation drafts and widely solicited opinions; “Traffic Fuel Life Cycle Greenhouse Gas Emission Reports and Audits†is in the standard drafting stage and is expected to be in early July. Complete the standard consultation draft. Two draft "national standards for low-carbon fuels" are scheduled to be submitted to the National Standardization Committee by August. These two national standards can not only help companies evaluate the greenhouse gas emissions of the transport fuel life cycle, but also help decision-making departments at all levels to formulate relevant policies and regulations based on the evaluation results. A related person from the National Development and Reform Commission stated that the research work on low-carbon fuels can make a useful exploration of how to reduce carbon emissions from a quantitative perspective and put forward ideas. At the same time, scientific methods can also be used to make judgments on current hot spots. It cannot be said that the products developed are low-carbon and the entire industry chain is determined to be low-carbon. Promote the development of "low-carbon fuels" according to the current state of energy in China The transportation industry is one of the industries with the highest energy consumption. Its total oil consumption accounts for more than 30% of the total oil consumption of the entire society, and this proportion is still increasing year by year. At the same time, the transportation industry is still a “big player†in carbon emissions. With the continuous increase of China’s automobile ownership, the demand for fuel will increase in the future transportation industry. Traditional fossil fuels, electricity, coal-based synthetic oil, fuel ethanol, biodiesel and other fuels are bound to co-exist in the market. . Therefore, in the face of the international commitment to “achieve a 40%-45% reduction in unit GDP emissions by 2020â€, it is increasingly important to accelerate the development of low-carbon fuel standards and policies and encourage the research and development of low-carbon fuels. It is understood that the concept of low-carbon fuel has reached consensus in many countries in the world. In order to support the development of low-carbon fuels, some countries and regions have formulated relevant standards and preferential policies to encourage the development of low-carbon fuels and set targets. For example, the UK's "Renewable Fuels Regulations (RTFO)" first proposed that fossil fuels sold must meet certain biofuels distribution requirements and report life cycle greenhouse gas emissions and sustainability standards for the biofuels to be placed on sale. The California Low-Carbon Fuel Standards Policy (CA-LCFS) aims to reduce the carbon intensity of fuel supply, in which “low-carbon fuels†such as electrified fuels, biofuels, and hydrogen fuels are all encouraged to develop. Since the average fuel carbon intensity is closely related to the type and source of fuel, fuel production technology, fuel structure, etc., and some other alternative energy technologies in other countries may not necessarily be used in China, the technical standards for domestic alternative fuels are not yet uniform. Therefore, China cannot directly follow the development model of low-carbon fuels abroad, and it is necessary to formulate “low-carbon fuel standards and policies†that suit the national conditions. At present, the "low-carbon fuel standards and policies" project mainly selected five major sample fuel chains such as Guangxi cassava ethanol, Heilongjiang corn ethanol, Xiamen waste oil biodiesel, Shanxi coal-based methanol, Inner Mongolia coal direct liquefaction oil, and related progress was made. People from the National Development and Reform Commission suggested that fuel life cycle assessment and the development of low-carbon fuel projects should be closer to the needs of enterprises and the market. At the same time, all parties should speed up the research process and reflect the results as soon as possible.
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Ministry of Finance and other ministries jointly issued the "Circular on Launching Private Subsidy for Subsidies for New Energy Vehicles," and confirmed the work of piloting private subsidies for new energy vehicles in five cities including Shanghai, Changchun, Shenzhen, Hangzhou and Hefei. According to the spirit of the notice, plug-in hybrid vehicles and pure electric vehicles can receive subsidies. This means that new energy vehicles will be on the road for a while. At the same time, the debate over whether pure electric vehicles are "low-carbon" has also become one of the hot topics in this round of new energy vehicles.