Initially, the idea of organizing the principle of "electric gearbox", that is, replacing a mechanical gearbox with electrical wires, was embodied in railway transport and heavy mining dump trucks. The reason for the use of such a scheme is due to the enormous complexity mechanical transmission controlled torque to the wheels of a powerful vehicle. This is due to the fact that the internal combustion engine has a certain load characteristic (the dependence of the output power on the shaft speed), which has optimal performance only in a narrow range, usually shifted towards high speeds. This disadvantage is partially compensated by the use of a gearbox, but it worsens the overall efficiency due to its own losses. In addition, the internal combustion engine cannot change the direction of rotation to provide reverse. The electric motor is free from these shortcomings, provides instant start and stop, and does not need idling, which makes it possible to exclude coupling from the design. The electric motor does not require any transmission, and can be placed directly in the wheel (motor-wheel).
The essence of the new principle is that an engine running on conventional fuel drives an electric generator, and through the control system the required amount of electricity is transmitted to electric motors, setting the vehicle in motion. It is like a power station on an electric car, generating power for its own propulsion. The essence of the scheme of operation of a hybrid car is similar, but significantly modified, primarily by adding a battery, but unlike an electric car, it has a lower capacity and, consequently, weight.
A hybrid vehicle combines the advantages of an electric vehicle and an internal combustion engine (ICE) vehicle. This is a higher ratio useful action electric vehicles (80-90% for an electric vehicle versus 35-50% for an internal combustion engine) and large stock travel on one gas station of a car with an internal combustion engine.
Typical schemes
- According to the method of connecting the motor and drive to the drive:
- Parallel. The engine and drive are connected by a differential, which is connected to the wheel drive. Used in vehicles with Integrated Motor Assist (Honda). It is characterized by simplicity (it is possible to use it together with a manual gearbox) and low cost.
- Sequential. The main current source (the most common solution + electric generator) is connected only to the drive, which in turn is connected to the traction motor. IN cars while rarely used (Yo-mobile). A similar principle is used in electric transmission, which is used in cases where it is necessary to transmit big moment from ICE to wheels, for example, in railway transport or mining trucks.
- Series-parallel. The system can operate both in series and in parallel, depending on the mode of operation. Implemented in vehicles with Hybrid Synergy Drive (Toyota), such as the Toyota Prius.
- By storage type:
- Electrical:
- Based on electrochemical batteries
- Based on inertial accumulators
- Mechanical:
- Based on pneumatic accumulators, hydraulic accumulators with pneumatic storage.
- Based on inertial accumulators.
- Electrical:
The most used scheme for the implementation of a sequential hybrid "internal combustion engine - electric power storage (not necessarily large capacity) - electric motor". In the case of a high-capacity drive, it can be powered by both fuel and the charge of an electric battery (implementation example - Chevrolet Volt) It should be noted that other secondary current sources, such as capacitors and supercapacitors, can be used as a drive. The main advantage of a hybrid car is reduced fuel consumption and harmful emissions. This is achieved by fully automatic control of the operating mode of the engine system using the on-board computer, starting from the timely shutdown of the engine during a stop in traffic flow, with the possibility of continuing the movement without starting it, exclusively on the energy of the battery, and ending with more than complex mechanism recuperation - the use of an electric motor as a generator of electric current to recharge batteries. In addition, in the case of using a bunch of ICE-generator as a primary current source, the mode ICE operation is chosen as optimal for one or another criterion. In some cases, a microturbine can be used (due to the ratio of weight and power dimensions)
Reasons for starting development
The main reason for the start of the production of light hybrids was the market demand for such cars, caused by high oil prices and the ever-increasing demands on the environmental friendliness of cars. At the same time, improvements in technology and tax incentives for hybrid manufacturers make these cars, in some cases, even cheaper than conventional ones. In some countries, owners of hybrids are exempt from road tax and do not pay for municipal parking. The use of electric vehicles, despite many advantages, and even their well-established production, has a number of disadvantages:
- the need for long-term battery charging;
- a large mass of batteries;
- insufficient driving range;
- unavailability of gas stations;
It was necessary to look for compromises and eliminate shortcomings. And such a compromise was the development of a hybrid car.
Development history
Lohner-Porsche is believed to be the first car with a hybrid drive. The car was designed by designer Ferdinand Porsche in 1901.
In the United States, Victor Wouk started developing hybrid cars in the 60s and 70s.
IN THE USSR
In the Soviet Union, work was also underway to develop hybrid cars. So, the work of the Soviet scientist Nurbey Gulia led to the creation of a hybrid car prototype based on the UAZ-450 truck, where the flywheel was the energy storage device, the transmission - special variator. It was one of the first "hybrids". In 1966, fuel savings of up to 50% were achieved.
In Kursk, in 1972-73, N.V. Gulia tested city buses with flywheels. hybrid units and variators. In addition, hybrid power units for buses based on hydraulic drive were built and tested. In the latter, cylinders with compressed nitrogen and oil played the role of energy storage. Despite the different principles of operation of these "hybrids", their efficiency turned out to be close to each other - fuel consumption was reduced by about half, and exhaust toxicity - several times. But the Soviet automobile industry did not start using these technologies.
Advantages
Economical operation
The main advantage is economical operation. To achieve it, it was necessary to seek balance, that is, to balance everything technical indicators machines, but at the same time keep all useful options conventional car: its power, speed, ability to fast acceleration, and many others, very important features embedded in modern cars. Moreover, the ability to accumulate energy, including not to waste the kinetic energy of movement during braking, but to charge batteries, in addition to the main clear benefits, brought motorists some side "small joys", for example, less brake pad wear.
How the savings were achieved:
- a decrease in the volume and power of the engine;
- engine operation in an optimal and uniform mode, much less dependent on driving conditions;
- complete stop of the engine when necessary;
- the possibility of movement only on electric motors;
- regenerative braking with battery charging.
This whole system is so complex that it has become fully possible only in modern conditions, using rather complicated algorithms for the operation of the on-board computer. Even correct and effective (from a safety point of view) braking is controlled by the on-board computer.
Ecological cleanliness
Flaws
High difficulty
Hybrid vehicles are relatively heavier, more complex and more expensive. traditional cars with internal combustion engines. Batteries have a small operating temperature range and are subject to self-discharge. In addition, they are more expensive to repair. Experience in the US suggests that auto mechanics are reluctant to repair hybrid vehicles. The US is trying to solve the problem of high prices with tax breaks.
Porsche has given up on trying to produce a hybrid car on its own. Mitsubishi did not initially try to create a hybrid car, but concentrated all its efforts on the development of electric vehicles. The most successful serial development to date (2008) is the Hybrid Synergy Drive (pronounced [ hybrid cineji drive]) of Toyota.
Lack of transmissions
The most promising, mechanical, hybrids cannot compete with electric hybrids at this stage. The main problem is the impossibility of creating adaptive transmissions capable of operating in a wide range of gear ratios (more than 20).
Battery disposal
Although to a lesser extent than electric vehicles, hybrid vehicles are subject to the problem of battery recycling. The impact of discarded batteries on environment apparently no one has researched. Batteries are not provided in some hybrid vehicles (for example, in yo-mobile).
Cabin heating
The high efficiency determines the low side generation of waste heat. IN ordinary cars in winter, this heat is used to heat the passenger compartment. In hybrid vehicles, the internal combustion engine does not stall until the interior is heated to the required temperature, which naturally increases fuel consumption. American Toyota Prius models also use electric heaters, which are powered by a high-voltage battery. They not only provide heat without excessive operation of the internal combustion engine, but also allow you to heat the interior immediately after a cold start of the car.
Danger for pedestrians
American Institute for Highway Damage Assessment Highway Loss Data Institute) published a study stating that hybrids are more dangerous to pedestrians than internal combustion engine vehicles. Cause heightened danger hybrids for pedestrians is their quietness in the mode of operation from the electric motor. According to published accident statistics, hybrid vehicle collisions with pedestrians occur 20% more often, and the degree of damage is higher. To solve this problem, it is proposed to equip hybrid cars with an audio signal generator, which at low speeds (up to 30 km/h) will imitate the sound of a running internal combustion engine. A similar generator has been installed since 2010 on Toyota Prius. Now the requirements for the presence of a sound generator in hybrid and electric cars are legalized only in Japan. In late 2011, US President Barack Obama instructed the National Security Administration traffic solve this problem in the USA within the next three years.
The cost of the car, the appearance and arrangement of the interior
A hybrid car looks no different from its "gasoline" counterparts. Various types are produced, ranging from ordinary city cars to off-road jeeps and sports models. A peculiar filling only adds a special pride to the owner. At the same time, the price remains almost at the same level. The display, which displays the operation of the system and the direction of energy flows, has already been dubbed by some owners as the term “tamagotchi for big boys”. But still, manufacturers do not recommend using off-road jeeps in difficult geoclimatic conditions.
Plug-in hybrids
Such a car, also called English. plug-in hybrid electric vehicle or PHEV, it is not necessary to plug into the outlet - but the owner has such an opportunity. As a result, the driver gets all the advantages of an electric car without its biggest drawback - the limit on mileage per charge. The car can be used as an electric car most of the way, and as soon as the charge falls below a certain level, a small gasoline or diesel engine turns on and your car goes on as a series hybrid, powering the TEMs and charging the drives, and after charging them, the engine turns off and the cycle repeats. Charging will take place mainly at night, during hours when electricity is cheaper.
An example of a PHEV is, for example, the Chevrolet Volt, manufactured by General Motors since 2010.
On September 9, 2008, within the framework of the International Motor Transport Forum 2008 "Russian Buses" (the bus division of the GAZ Group), he presented a low-floor city bus LIAZ 5292 with a hybrid drive - the original development of Likinsky bus factory. This is the first Russian bus with a hybrid drive, which has no analogues in any domestic manufacturer.
The bus LIAZ 5292 with a hybrid drive is designed to work in cities - megacities. Certification tests new modification will be held this year. The first pilot batch will appear on the market in 2009.
The bus is unified with the existing LIAZ low-floor buses in terms of bodywork and unit types, which will complement the GAZ Group product line, which runs on alternative fuels (diesel-gas-electricity).
At the same time, this will allow large passenger carriers to form the most efficient urban route network by combining different types of public transport on one base, and thereby reduce operating costs.
The LIAZ 5292 bus is equipped with a four-row Cummins diesel engine of Euro-4 environmental standard and a set of traction equipment, consisting of a traction asynchronous motor generator TAG 225-280, a traction asynchronous reversible motor TAD 225-380, a system of neutralizers and supercapacitors. The use of a hybrid power drive on a city bus allows you to:
- reduce several times the level of harmful emissions when driving in the urban cycle;
- reduce fuel consumption by 25-30%;
- use an internal combustion engine with a power of 25-30% lower while maintaining the torque on the drive wheels;
- increase the comfort of the bus (reduction of noise, vibration, etc.);
According to Nikolai Borisovich Odintsov, Director of the Buses Division of the GAZ Group, “the concept of a bus with a hybrid drive forms the best offer for urban programs for our customers. Hybrid drives are ideal for city buses that frequently need to brake and accelerate on busy routes such as stopping points and traffic lights. And the use of this technology will reduce CO2 emissions into the environment.”
In addition, a new modification of the KAVZ 4239 bus is presented at the exhibition, mass production which was launched in July 2008. The difference of the new modification from the base model is the use of a two-door body, which made it possible to significantly increase the dimensions of the rear platform for passengers and expand the passage to the rear platform by 120 mm. After testing the prototype KAVZ 4239 in the rally "Russia - Russian Buses", a number of improvements were made to the design of the bus. The bus went into serial production with improved ergonomics of the driver's seat, a new instrument panel, and a solid partition of the driver's seat.
At the exhibition, the company also presented a joint development of the GAZ Group and Marcopolo - a small city bus "Real". The basic modification of the bus has undergone some changes: the side pillar of the body has been strengthened, the rear-view mirrors, the driver's window, and the driver's door have been changed.
REAL
The bus is designed to work on city routes. This small class model on a Hyundai chassis is designed for 22 seats(total capacity - 29) and is designed to work on urban and suburban routes. Bus dimensions - 7890/2040/2680 mm.
The interior of the bus is equipped with safety handrails, anti-vandal seats, luggage racks for the driver, central lighting, individual lighting for the workplace of the driver and front passenger. The layout of the cabin allows passengers to stand up. The cabin provides a place to store the driver's tools. The side windows are inserted into rubber profiles, which reduces their cost; different sides.
KAVZ 4239
This bus is designed to work on urban routes. Large windows in the driver's cab provide good visibility. Roomy and beautiful interior, stylish and bright design.
Bus dimensions - 10290/2550/3080 mm. The bus is equipped with a Deutz Euro 3 engine and an EATON FAW gearbox. The total passenger capacity is 89 passengers, including 23 seats.
LiAZ 5292 with hybrid drive
Large class city bus with low floor level. The engine is located longitudinally in the rear overhang. The bus allows you to transport people with disabilities. In the cabin, along with a special ramp, there are places for fastening wheelchairs.
During operation, the diesel engine transfers part of the energy directly to the wheels, and the rest goes to the electric generator. Part of the current from the generator goes to recharge lithium-ion batteries, which are located on the roof of the bus, and part is returned to four electric motors in the wheel hub, which rotate the wheels. When the bus approaches, stops and drives away from a stop, it can run entirely on electricity, which not only reduces the amount of harmful emissions, but also ensures a quiet ride.
The total passenger capacity of LiAZ-5292 is 100 people, including 22 seats. Bus dimensions -11990/2500/2880 mm.
V. Chehuta
Many have already heard of hybrid cars, trucks and buses, but a trolleybus? Delving into the topic of public transport, we can state that buses with hybrid power plants have long ceased to be a rarity, they are mass-produced and operated in most megacities of the world, it remains to be said that only lazy automakers do not produce such equipment.
And, indeed, no one in the global automotive industry has produced hybrid trolleybuses yet, although samples of electric passenger cars with diesel generator sets or only with storage elements were previously created. However, for the first time, the Minsk State Production Unitary Enterprise Belkommunmash managed to combine an electric drive with the possibility of using regenerative braking energy, a diesel generator and storage elements in the design. In the summer of 2006, the plant created the world's first passenger trolleybus model 33300A with a hybrid drive. That is, this new machine is equipped with a traction motor alternating current and an autonomous source of energy, consisting of a diesel generator and storage batteries.
Trolleybus "Belkommunmash-33300A" is a low-floor articulated four-door passenger vehicle with electronic system control on IGBT modules. It can move in the trolleybus mode, on the current of the contact network, or offline, using electricity generated by a diesel generator or accumulated by batteries. And dynamic characteristics both versions will be exactly the same. This duality of the drive allows the Belkommunmash-33300A model to work both on routes where there is a contact network, and where it is not. If we compare Belkommunmash-33300A with a conventional trolleybus without storage batteries, we can say that the operation of the hybrid will save 10% of energy from the use of regenerative braking, and in autonomous mode, saving diesel fuel reach 40% compared to a standard bus. But everything is in order.
Trolleybus "Belkommunmash-33300A" is equipped with a traction motor of the Czech company Svkoda 8ML 3550 k / 4 with a capacity of 185 kW. The Czech unit is very reliable and has a solid reputation, but at the request of consumers, the plant can install engines of other brands.
The autonomous running of the trolleybus is provided by a Kirsch diesel generator, based on the IVECO APU 100 Dipme diesel engine with a power of 110 kW, complying with Euro 3 standards, as well as “space” storage batteries manufactured by ZAO Experimental Machine Building Plant of RSC Energia named after. S.P. Queen.
Using a diesel generator gives the vehicle several advantages:
Movement regardless of the presence of current in the contact network;
Ability to work on any route, including bus mode;
Very economical consumption energy when driving in traffic jams;
Easy detour of the problematic (repaired) section of the road;
Absolutely unlimited autonomous move(As long as there is enough diesel fuel).
Of course, two drives are more expensive than a regular bus or a regular trolleybus, but the new passenger car turns out to be universal in operation and has qualities that are not available to either vehicle separately.
The batteries of a hybrid trolleybus are capable of accumulating regenerative braking energy and being charged from a diesel generator, and when the trolleybus is moving outside the contact network, the batteries actively participate in the vehicle acceleration mode.
Traction asynchronous AC electric drive was developed by Belkommunmash. Previously, a similar device was imported from Germany. domestic engine it is not much inferior to German in quality, but it wins five to six times in price. The asynchronous drive is technically the most advanced of what is used on modern electric transport. He is economical good performance handling, it is very easy to set up and cheap to maintain. Electrical equipment is located on the roof of the machine in sealed compartments.
The traction motor is located in the front half of the passenger compartment, and the drive axle is the second in a row, that is, the design of this trolleybus does not require an expensive anti-folding “accordion”. Articulation 33300A - from the German company Hubner, portal bridges - Raba (Hungary).
The new model is equipped with air suspension and, for the convenience of passengers, can “crouch” on the right side, while the height of the step will be 25 cm, i.e., almost flush with the stop curb. The design of the braking system is equipped with Knorr-Bremse ABS, which certainly increases the level of vehicle traffic safety. For normal operation all moving parts of the machine are equipped with Lincoln's automatic centralized lubrication system, which is activated by one pressing of the pedal.
I would like to note the convenient mechanism of the pneumatic boom catcher with control from the cab. When switching to autonomous driving mode, the driver no longer needs to put on an orange vest, run out to the aft and pull the ropes to lower the pantographs. It is only required to press the button to start the pneumatic trap and make sure through the mirrors rear view that the bars are in a horizontal position.
The new trolleybus has computer system diagnostics developed by Minsk specialists. Previously, in other machines, used imported analogues, which have always remained not fully understood by our drivers.
Passenger capacity 33300A - 165 people, of which there are 39 seats. The curb weight of the trolleybus is 18.7 tons, the gross weight is 28 tons. The maximum speed is 55 km / h.
The new hybrid trolleybus has quite modern design. Outwardly, it resembles the previous modification 333, which was released in 1998. Compared to previous model in the 33300A model, lighting equipment, bumpers, a plastic rear panel and a ladder have changed, fully electrically adjustable German rear-view mirrors have appeared, and the back platform has also undergone alteration due to the placement of a diesel engine.
Equipping with a fully galvanized body and aluminum ventilation hatches will certainly have a positive effect on the durability of the trolleybus as a whole. Tinted and thermally insulated glass glued on modern technology. The first stage of the cabin is at a height of 380 mm from the ground. The low level of the floor is made along the entire length of the cabin, which has not yet been in electric passenger cars created in the CIS. The platform at the third door is equipped with a ramp for passengers with reduced mobility. Such devices are now used in all modern passenger vehicles, which, of course, Minsk designers could not ignore.
The passenger capacity of the hybrid trolleybus has become slightly smaller, as the additional drive has reduced inner space. However, compared to the previous model, the interior has become more thoughtful and comfortable, and the style is European. The color scheme is dominated by light gray tones: they, according to passengers, are chosen very well. Floor covering - wear-resistant non-slip linoleum grabiol. Chairs for sitting of the Serbian production. Inside the cabin, a developed system of handrails is mounted in such a way that a person in a trolleybus can easily reach three different points of support without changing position. An LCD monitor is located on the wall behind the driver, and a DVD player is installed in the cab, this equipment is designed to display useful information and advertising. In the cold season, passengers will be warmed by heaters, there are six of them in the cabin with a capacity of 4 kW each. It is possible that only air conditioning is missing from the known options in the new product, but the designers have provided roof fans inside the cabin.
In 1999, 10 cars of the 333rd model were sent to Riga. Later, several trolleybuses were delivered to Serbia and Moldova. Two machines are working in Minsk. Latvian experts called this car the warmest of those that today walk the streets of Latvian cities, and the coolest in summer period even in comparison with the new Solarisom, which is equipped with air conditioning. As you can see, in the model 33300A, the Minsk residents did not change the results achieved on the predecessor.
Continuing the topic, I will say that in Riga Minsk cars work on the most difficult routes, where foreign competitors in narrow streets cannot fit into the turn at all. That is, the trolleybus 333 is one of the best in terms of maneuverability. This result was made possible thanks to the large eversion of the front wheels and the use of articulation with a large folding angle. The machine has a turning radius of only 12.5 m with an overall length of 17 m. The new 33300A has the same excellent maneuverability.
The appearance of a hybrid trolleybus will allow the city authorities to solve many problems at once. transport tasks. I'm not afraid to say that such a car will seriously compete with the bus as a traditional city vehicle. With the acquisition of these passenger cars, there will be no need to buy two different vehicles.
Fuel consumption is reduced by more than 80% and overall energy consumption by more than 60%. These are the amazing results of field trials, hybrid Volvo bus passing in Gothenburg.
“Our results are even better than we expected. The hybrid consumes less than 11 liters of fuel for every 100 kilometers. This is 81% less than the equivalent diesel bus”, says test leader Johan Hellsing. In addition, the data on overall energy savings turned out to be higher than planned. A plug-in hybrid bus uses 61% less energy than diesel buses.
Field trials in Gothenburg, involving three hybrid buses, began in June 2013. Moving along the established city routes, the buses periodically recharged their batteries at stops using the connection to the charging tires.
Charging rods placed on the roof are somewhat reminiscent of current collectors of trolleybuses or trams. To charge, they automatically rise and come into contact with the electrodes of the charger while passengers are boarding and disembarking.
The battery-recharging scheme allowed hybrid buses to travel most of the route on electric traction. In addition to providing such significant savings, this technique causes less environmental damage, provides passengers and the driver with more comfort by reducing emissions and noise.
Drivers operating the machines during the tests note a quiet and comfortable ride without vibration. The diesel engine was turned on very rarely, despite the fact that the routes are full of climbs. The total duration of work on electricity was about 85% of the total time spent by buses on routes.
The test project in Gothenburg has not yet been completed. His program includes 10,000 hours of work and will continue for most of next year. Another similar project will start in Stockholm, where 8 hybrid buses will go on routes.
A number of European cities are showing a keen interest in introducing hybrids into the passenger transport scheme. Contracts for the supply of hybrid buses in 2014 and 2015 were signed by the authorities of Hamburg and Luxembourg. In 2015 Volvo plans to begin commercial mass production of such machines.
The Volvo hybrid bus is powered by a small diesel engine and an electric motor powered by a lithium battery. Purely on electricity without noise and emissions, the bus can travel about 7 kilometers. Recharging the batteries takes 5-6 minutes.
1The article is devoted to the formation of parks of environmentally friendly and economical transport, which is especially important in the context of an intensive increase in the level of motorization. In order to ensure the sustainable development of the transport system and cities, the possibilities of using alternative fuels in road transport, including hybrid drives, are considered. The importance of introducing innovative solutions to improve the environmental friendliness of public transport in cities is shown. Mobility standards and restrictions on the use of non-environmentally friendly cars in megacities are given, as well as the prospects for the development of public transport in Russia and abroad. A qualitative assessment of the market situation was carried out in order to realize the possibilities of expanding the fleet of buses with hybrid power plants. Strategic measures are identified that contribute to the entry of hybrid buses to the market.
environmental friendliness of transport
economy
hybrid buses
development prospects
green economy
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"Green" economy - a direction in economic science, within which it is believed that the economy is a dependent component of the natural environment within which it exists, and is part of it. A green economy is defined as an economy that improves human well-being and social justice while significantly reducing environmental risks and degradation prospects. Important features of such an economy are the efficient use of natural resources, the conservation and increase of natural capital, the reduction of pollution, low carbon emissions, the prevention of the loss of ecosystem services and biodiversity, and the growth of income and employment.
The challenge facing humanity to maintain an ecological balance initiates developments to reduce emissions in industries such as construction, transport and energy. The rapid depletion of natural energy carriers brings to the fore the task of finding fundamentally new ways of obtaining energy. One of the main directions in the automotive industry in the current trends in the protection of nature, aimed at solving the problem of reducing the consumption of hydrocarbons, is the improvement and expansion of the use of hybrid vehicles.
Road transport is the largest polluter of the environment and the first atmospheric air. According to the Eurostat agency, the most significant emissions greenhouse gases in the EU-28 countries (figure) are due to fuel combustion in industries such as energy, construction and transport.
In the studies of foreign and Russian scientists, possible options for improving the environmental friendliness and efficiency of vehicles through the use of alternative fuel sources are considered. The paper presents the possibilities of using alternative fuel sources for public transport. The article is devoted to the analysis of the prospects for the use of alternative energy sources, including hybrid drives in road transport. The prospects for the use of cars on hydrogen fuel. The article discusses the results of a pilot project "Whistler hydrogen fuel cell bus", designed for 5 years, designed to demonstrate performance indicators buses running on hydrogen. The results of the project indicate that the operation of hydrogen buses, taking into account the cost of maintenance and fuel, is three times more expensive than the operation of the Nova bus with diesel engine. Despite the fact that from an economic point of view this mode of transport is not optimal, the study within the framework of the project was considered successful. First of all, this assessment is due to the fact that the total emissions to the atmosphere have been reduced by about 65% (compared to diesel buses), which corresponds to 4400 tons of greenhouse gas emissions.
Greenhouse gas emissions (by sector), EU-28, %
Hybrid public transport tests in Gothenburg have shown that the fuel consumption of a Volvo bus is less than 11 liters per 100 km. This is 81% less than an equivalent diesel bus. Hybrids (3 buses were involved in the project) ran along the established public transport routes, periodically recharging the battery at stops. Recharging took place by connecting to the charging tires.
Considering the possibility of using alternative fuels in road transport, including hybrid drives, one should take into account such a factor as the prospective demand from consumers. Since the consumer is not always ready to abandon the usual vehicles, promising engines should be used in those market segments where the state can most effectively generate demand using various methods stimulation.
The author of the article identifies two main areas for evaluating the efficiency of transport: fuel efficiency and fleet efficiency. At the same time, fuel efficiency is a form of thermal efficiency that depends on the unique parameters of the engine, aerodynamic drag, weight and rolling resistance of a vehicle, while fleet efficiency describes the fuel use of a group of vehicles, which can be improved either by improving the performance of an individual vehicle or by route optimization or behavior modification.
The authors identify the following groups as potential owners of alternative fuel vehicles: cities and schools (school buses; police departments and departments fire brigade; public transport); car rental companies; federal and state agencies; commercial legal entities; cargo transportation companies; mail and delivery services. The authors motivate the relevance of this choice by the fact that, according to statistics, the environmental impact of large parks is higher than that of personal vehicles due to the large annual mileage. Personal car mileage averages 12,000 miles/years, while medium car 23,000 miles per year travel in the park. In addition, the share of new cars in the fleet is significant, as they are updated more often than individual owners.
In Russia, only targeted measures to support hybrid and electric transport have been tested. Among them, the abolition of import duties on new electric vehicles, the provision of free parking for electric vehicles in Moscow, the development of electric taxis in Stavropol, the introduction of a program for the construction of infrastructure for electric transport by MOESK, the introduction of Euro-5 on imported cars, as well as the proposal of the Ministry of Natural Resources to mark cars with a high level of pollution, banning them from entering the center of the capital.
Providing access to goods, jobs, services, education and leisure through an environmentally friendly, health-saving, economically and socially viable transport system is a key factor in improving the environment and quality of life, a factor in economic and social growth. Following the Transport, Health and Environment Pan European Program (THE PEP) Meeting in Amsterdam in 2009 and THE PEP Symposium 2010 on Green and Healthy Investments and Jobs in the Transport Sector, the Partnership to coordinate the efforts of the participating countries and develop joint projects for the transition to "green" transport. At the same time, it is indicated that the transition to a low-carbon transport system can be achieved through a combination of the following areas:
- a systematic transition to low-carbon modes of transport, including renewable energy sources and alternative vehicles and fuels;
- reducing emissions from this mode of transport, including through mobility management that promotes less polluting and more cost-effective transport;
- changes in the mobility model towards reducing the number of trips and reducing distances
During the debate on sustainable development, the participants of the United Nations Conference on Sustainable Development (Rio + 20 Conference) noted that transport and mobility are extremely important for sustainable development as one of the factors for increasing social equity, improving people's health, building urban resilience, building urban-rural linkages and improving productivity in rural areas. The need to promote an integrated approach to the development of national, regional and local levels policies on transport services and systems to promote sustainable development.
THE PEP notes that it is encouraging to see positive examples of measures taken to improve the quality of the urban environment and to support the redistribution of modes of travel by increasing the share of walking and cycling combined with urban transport. These are the improvement of cycling infrastructure and city traffic with bicycles in Paris and Barcelona, the charging of congested areas in London, Stockholm and other cities, and the measures taken in New York to "ban motor vehicles" in heavily congested areas and make them to the parks. In addition, it is noted that electromobility is becoming more accessible and widespread. Many corporate car parks and car-sharing schemes throughout the pan-European region rely on electric and/or hybrid vehicles, and the introduction of electric bicycles has made cycling not only a health and recreational activity, but also a viable means of transportation.
Development deterrent alternative ways movement is the fact that only 68 countries have adopted policies at the national and subnational levels that promote walking and cycling, and only 79 countries have taken measures to protect pedestrians and cyclists by isolating them from other motorized high-speed transport. This figure is significantly higher in high-income countries (69%) than in low- and middle-income countries (34%).
Secure Systems public transport is increasingly seen as an important means of safely increasing the mobility of the population, especially in urban areas suffering from increasing traffic congestion. Many high-income cities are emphasizing policies to reduce the use of personal road transport by investing in the development of public transport networks. Investing in safe public transport is also seen as a mechanism to encourage increased physical activity and thus improve public health.
More than 100 countries have adopted policies at the national or subnational levels to invest in public transport. In most high-income countries, public transport is well regulated and therefore significantly safer than private transport: however, in many low- and middle-income countries with rapidly growing economies, growth is unregulated, leading to increased road traffic. traffic injuries among its users. Governments should ensure that public transport systems are safe, accessible and affordable.
Thus, in cities such as London, Paris, New York, Mexico City, Singapore, Seoul, Hong Kong, etc., restrictions on the use of cars have been introduced and new mobility standards are being actively introduced. Since 2003, London has charged motorists to enter the city center in an effort to reduce congestion. In addition, the London Transport Authority has demonstrated its commitment to hybrid technology, with officials placing a production order for 600 new hybrid buses. Mexico City uses "Hoy no" program - restriction individual driving. New car registration restriction policy introduced in Beijing. In Paris, you can use the bicycle rental system (Velib) or the Autolib system (electric car rental). In addition, according to forecasts, by 2016 buses equipped with a hybrid engine will run on the streets of the French capital.
The environmental impact of large fleets is higher than that of personal vehicles due to the high annual mileage, so fleets are the most significant for the introduction of new innovative solutions in terms of improving the environmental friendliness of vehicles. trucks working in cities (municipal vehicles, delivery vehicles) and city buses. Automotive emissions are most intense in traffic jams, making roads and traffic conditions the main source of air pollution in cities. Development hybrid technology on public transport improve the ecological situation of cities. Application batteries much lower capacity than in electric vehicles, reduces the problem of disposal of used batteries.
At a meeting to expand the use natural gas as motor fuel in the regions of the Volga federal district The head of the Ministry of Industry and Trade, Denis Manturov, said that the State Duma is considering the ministry's application for the allocation of 3.7 billion rubles in 2014 from the federal budget for subsidies for the purchase by regions of motor vehicles running on natural gas fuel, primarily buses and trucks. According to him, subsidies will be provided primarily to those regions where the batch order will be formed, while the volume of purchases should correspond to the infrastructure for refueling vehicles running on gas motor fuel, which will either be provided or already exists.
The problems of reducing the negative impact of vehicles on the environment can be solved by using vehicles for alternative sources fuel. With similar environmental performance, hybrid buses have significant operational advantages compared to gas and electric buses, since they do not require additional maintenance infrastructure. However, in the long term, while for new modes of transport, such as electric vehicles and hybrid vehicles, no solutions have been found to reduce the cost of their operation, it would be relevant to expand the use of gas motor fuel as an alternative to gasoline.
The work was carried out at the expense of a subsidy allocated to Kazan Federal University for the implementation of the design part of the task in the field of scientific activity.
Reviewers:
Kulakov A.T., Doctor of Technical Sciences, Head of the Department of Motor Transport Operation of the Naberezhnye Chelny Institute (branch), Kazan (Volga Region) Federal University, Kazan;
Akhmetzyanova G.N., Doctor of Pedagogy, Head of the Department " Information Technology» Naberezhnye Chelny branch of the Institute of Economics, Management and Law, Kazan.
The work was received by the editors on 01.10.2014.
Bibliographic link
Makarova I.V., Khabibullin R.G., Gabsalikhova L.M., Mukhametdinov E.M. HYBRID BUSES - SOLUTION TO THE ENVIRONMENTAL PROBLEM OF CITIES // Basic Research. - 2014. - No. 11-1. - S. 28-32;URL: http://fundamental-research.ru/ru/article/view?id=35472 (date of access: 06/15/2019). We bring to your attention the journals published by the publishing house "Academy of Natural History"
