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文章介绍了汽车排气污染物的危害以及我国汽车排气污染物控制法规的实施进程,同时总结了柴油发动机的应用特点和在排放领域存在的问题,对柴油发动机排气污染物的种类、生成机理进行阐述,并总结了现阶段调高柴油发动机排放水平、降低柴油发动机排放污染物生成的有效途径. 相似文献
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社会可持续发展向汽车和发动机燃料提出了环保与节能的严格要求。本文介绍了国内外汽油清净剂的发展历史和现状,概述了汽油清净剂的作用机理,通过试验结果表明:汽油清净剂具有抑制和清除发动机沉积物的作用,可大大改善起动性能,同时在一定程度上可以降低排放。最后对我国汽油清净剂的推广和应用提出了建议。 相似文献
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发动机非常规排放物甲醛的检测与分析 总被引:1,自引:0,他引:1
以Flyer M-TCE汽油发动机为对象,以环境空气中甲醛测定方法为基础,采用便携式现场甲醛测定仪,分别进行了93#汽油、甲醇汽油(M15、M25、M85)、乙醇汽油(E10、E25)在一定工况下的非常规排放物——甲醛的检测,结果表明:发动机燃用汽油和醇燃料时,排气中都会产生醛类排放物,且随着混合燃料中的醇含量增加,排气中醛类排放物也相应增加;同一种燃料进行测试时,甲醛排放随着功率的增加呈先增大后减小的趋势;双三元催化器对甲醛有一定的催化作用。本论文通过台架实验得到大量醇类燃料发动机甲醛排放数据,为今后开发醇类燃料汽车燃烧系统及制订排放标准提供科学的依据。 相似文献
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本文以E10乙醇汽油、国III汽油和国IV汽油为试验参比对象,按照GB18352.5-2013的要求对CO、HC、NMHC和NOx等主要污染物的排放进行了检测和对比研究,并对多种污染的形成原因和排放机理进行了分析。研究结果表明,较之国III汽油相比, E10乙醇汽油可以有效减少CO、HC和NMHC的排放;相对于国IV汽油,乙醇汽油也可有显著的减少HC和NMHC排放;在CO2排放量方面,乙醇汽油与国III汽油相当,相对国IV汽油都有一定程度的减少,长期推广使用对减少温室气体的排放具有积极深远的意义。 相似文献
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在M111发动机台架上,采用GB/T 19230.6-2003中所规定的试验方法,研究不同油品对发动机进气阀、燃烧室等部位沉积物的影响,同时用五气分析仪随车检测发动机NOx、CO、HC的排放浓度。结果显示:加清净剂的汽油在减少进气阀积炭的同时增加了燃烧室的积炭;加清净剂的汽油增加了NOx的排放量,对CO排放不明显,若燃烧室积炭严重,会加剧HC的排放;因为试验运行时间较短,不同加剂汽油对发动机常规排放物的影响不明显,需进一步进行8~16万公里的行车试验。 相似文献
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基于李群理论的汽油发动机尾气分析模型匹配算法研究 总被引:1,自引:0,他引:1
为了准确对发动机尾气排放状态和规律进行分析,本文提出了一种基于李群理论的汽油发动机尾气分析模型。该模型针对尾气排放量的非线性变化特征,利用李代数和李群之间的指数映射关系建立李群仿射模型,然后在流行拓扑空间上对尾气中主要污染物的含量进行建模。通过模型匹配算法实现对尾气排放状态的正常与否进行分析。该方法利用数据的流行拓扑信息,有效提高了非线性建模和匹配的准确性和效率。在福特蒙迪欧牌轿车上的实验结果表明,该模型能够以较高精度对汽油机尾气排放状况进行建模和状态匹配。 相似文献
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To accurately investigate vehicle emissions that have become major contributors to global air pollutants and greenhouse gases, test conditions have been transferred from laboratory type approval test cycles to real-world driving conditions. In this study, the real-world driving emissions of carbon monoxide (CO), total hydrocarbons (THC), nitrogen oxides (NOx), and carbon dioxide (CO2) from one gasoline and two diesel Euro 6b light-duty passenger vehicles were investigated by a portable emission measurement system (PEMS) in Lyon, France. NOx and CO2 emission controls remain critical to addressing the real-world driving emissions of Euro 6b vehicles. Notably, the tested gasoline vehicle emitted higher CO2 emissions than diesel vehicles on all types of roads, especially on the urban road with an excess of 29.3–48.3%. The highest emission factors of gaseous pollutants generally occurred on the motorway for the gasoline vehicle, while on the urban road for diesel vehicles. In particular, for high-speed driving conditions, the gasoline vehicle gaseous emissions, especially NOx emissions, were more affected by acceleration than diesel vehicle emissions. In addition, the CO emissions, especially THC emissions, for the gasoline vehicle, were more influenced by warm-start, especially cold-start, than those for diesel vehicles. 相似文献
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Margarida C. Coelho H. Christopher Frey Nagui M. Rouphail Haibo Zhai Luc Pelkmans 《Transportation Research Part D: Transport and Environment》2009,14(2):91-99
This paper assess whether a real-world second-by-second methodology that integrates vehicle activity and emissions rates for light-duty gasoline vehicles can be extended to diesel vehicles. Secondly it compares fuel use and emission rates between gasoline and diesel light-duty vehicles. To evaluate the methodology, real-world field data from two light-duty diesel vehicles are used. Vehicle specific power, a function of vehicle speed, acceleration, and road grade, is evaluated with respect to ability to explain variation in emissions rates. Vehicle specific power has been used previously to define activity-based modes and to quantify variation in fuel use and emission rates of gasoline vehicles taking into account idle, acceleration, cruise, and deceleration. The fuel use and emission rates for light-duty diesel vehicles can also be explained using vehicle specific power -based modes. Thus, the methodology enables direct comparisons for different vehicle fuels and technologies. Furthermore, the method can be used to estimate average fuel use and emission rates for a wide variety of driving cycles. 相似文献
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The heavy reliance on petroleum-derived fuels such as gasoline in the transportation sector is one of the major causes of environmental pollution. For this reason, there is a critical need to develop cleaner alternative fuels. Butanol is an alcohol with four different isomers that can be blended with gasoline to produce cleaner alternative fuels because of their favourable physicochemical properties compared to ethanol. This study examined the effect of butanol isomer-gasoline blends on the performance and emission characteristics of a spark ignition engine. The butanol isomers; n-butanol, sec-butanol, tert-butanol and isobutanol are mixed with pure gasoline at a volume fraction of 20 vol%, and the physicochemical properties of these blends are measured. Tests are conducted on a SI engine at full throttle condition within an engine speed range of 1000–5000 rpm. The results show that there is a significant increase in the engine torque, brake power, brake specific fuel consumption and CO2 emissions with respect to those for pure gasoline. The butanol isomers-gasoline blends give slightly higher brake thermal efficiency and exhaust gas temperature than pure gasoline at higher engine speeds. The iBu20 blend (20 vol% of isobutanol in gasoline) gives the highest engine torque, brake power and brake thermal efficiency among all of the blends tested in this study. The isobutanol and n-butanol blend results in the lowest CO and HC emissions, respectively. In addition, all of the butanol isomer-gasoline blends yield lower NO emissions except for the isobutanol-gasoline blend. 相似文献
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《Transportation Research Part D: Transport and Environment》2007,12(3):189-194
Air pollution is the most serious environmental problem in Tehran with exhaust emissions from spark-ignition engines accounting for a major part of problem. The formation and accumulation of deposits on the internal surfaces of engines could adversely affect the exhaust emission from vehicles. It is the perception that some of fuel additives can remove these deposits due to their detergency. The Iranian Department of Environment decarbonized more that 250,000 SI engine vehicles in Tehran with the goal of reducing exhaust CO and HC emissions from gasoline engine vehicles by engine deposit removal. Here, the influence of engine deposit removal by decarbonization on the exhaust CO and HC emissions from more than 500 gasoline engine vehicles is examined. It is found that the decarbonization process could reduce the exhaust CO and HC emissions, significantly. Emissions from Peykan and Pride vehicles decreased considerably after decarbonization. 相似文献
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On-road vehicle tests of three heavy duty diesel trucks were conducted by a portable emission measurement system (PEMS) in Chengdu, China. SEMTECH-ECOSTAR provided by Sensors Inc. was employed to detect gaseous emissions and MI2, an emissions measuring instrument powered by the Pegasor Particulate Sensor (PPS) was used to detect particulate emissions during the tests. The impacts of speed, acceleration and engine load on emissions were analyzed. The average nitrogen oxides (NOx) emission factors of the heavy duty diesel truck (HDDT), medium-duty diesel truck (MDDT), light duty diesel truck (LDDT) were 7.29, 5.29 and 5.53 g/km. The particulate emission factors were 0.60, 0.30 and 0.14 g/km respectively, higher than the similar reported in the previous studies. Both gaseous and particulate emission exhibit significant correlations with the change in vehicle speed, acceleration and power demand. The highest emission was generally in high VSPs and higher loads. High engine load caused by aggressive driving was the main factor of high emissions for the vehicles on real-world conditions. 相似文献
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H. Christopher Frey Kangwook Kim 《Transportation Research Part D: Transport and Environment》2009,14(8):585-592
In-use micro-scale fuel use and emission rates were measured for eight cement mixer trucks using a portable emission measurement system. Each vehicle was tested on petroleum diesel and B20 biodiesel. Average fuel use and emission rates increase monotonically versus engine manifold absolute pressure. A typical duty cycle includes loading at a cement plant, transit while loaded from the cement plant to work site, creeping in a queue of vehicles at the worksite, unloading, and transit without load from the site to the plant. For B20 versus petroleum diesel, there is no significant change in the rate of fuel use, CO2 emissions, and NO emissions, and significant decreases in emissions for CO, hydrocarbons, and particulate matter. For loaded versus unloaded onroad travel, fuel use and CO2 emissions rates are approximately 60% higher and the rates for other pollutants are approximately 30–50% higher. A substantial portion of cycle emissions occurred at the work site. Inter-vehicle and intra-cycle variability are also quantified using the micro-scale methodology. 相似文献
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The objective of the present study is the assessment of the environmental impact of a bivalent (bi-fuel) vehicle, running either on gasoline or compressed natural gas (CNG). To that aim, a Euro 6 passenger car was tested under various real-world driving conditions. In order to cover the full range of conventional powertrains currently in the market, the tests were also repeated on a Euro 6 diesel passenger car. Both cars were driven in two routes, the first complying with the regulation limits and the second going beyond them. Carbon monoxide (CO), nitrogen oxides (NOx) and particle number (PN) emissions were recorded using a Portable Emissions Measurement System (PEMS). Apart from the aggregated emission levels, in g/km, the exact emission location along the route was also assessed. Natural gas proved beneficial for CO and PN emissions, the level of which always remained below the respective legislation limits. On the other hand, under the dynamic driving conditions with gasoline, the relevant limits were exceeded. Cold start, occurring at the beginning of the urban part, and motorway driving were identified as major contributors to total emissions, especially in gasoline mode. However, the application of natural gas was associated with a penalty in NOx emissions, which were significantly increased as compared to gasoline. Local peaks within the urban part were identified in CNG mode. In any case, the diesel vehicle was by far the highest NOx emitter. 相似文献
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This paper explores the experimental investigation of the performance, emission and combustion characteristics of bio fuels from ceiba pentandra methyl ester (CPME), ceiba pentandra methyl ester-pine oil blends (CPMEP) and pine oil and the results are compared with diesel. In ceiba pentandra seed oil the CPME yield is 92% by using transesterification process with the optimum conditions of 560 rpm, reaction time 58 min, catalyst concentration 13 g and methanol amount 500 ml. The viscosity of CPME is high when compare with diesel. So the low viscosity of pine oil is blended with CPME and it can be directly used in diesel engine without any modification. At different loads the Pine oil, CPME and CPMEP blends were used in direct injection naturally aspirated compression ignition engine. The outcomes exhibited that at full load conditions for CPME and CPMEP blends increased brake specific fuel consumption, and decreased brake thermal efficiency, CO, HC emissions. NOx emissions decreased and smoke emissions are increased on CPME and CPMEP blends, expect B25 blend compared with diesel. The combustion analysis like the heat release rate, peak cylinder pressure, cumulative heat release rate and ignition delay for CPME, CPMEP blends slightly lower and combustion duration higher than diesel and pine oil. At the Same engine operating condition, the engine fuelled with pine oil the values of brake thermal efficiency 4.79%, peak cylinder pressure, heat release rate, cumulative heat release rate and ignition delay are increased. Brake specific fuel consumption, CO, HC, and smoke were 9.46%, 16.66%, 14.89% and 8.33% decreased. However, the NOx emission is 8.29% higher than that of diesel. Experimental fuels up to B50 (50% pine oil and 50% CPME) blends have proved good potential for future energy is needed. 相似文献
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The transport sector is fast changing with demand for distillates increasing amidst declining gasoline consumption in many markets especially in the developed world. Increasingly refineries are stretched to operate less efficiently and this is manifested through a drop in efficiency as a consequence of increasing diesel production via less efficient routes, particularly on the marginal barrel of diesel. It has been suggested that this decline in diesel production efficiency, as the ratio of gasoline to diesel (G/D) production drops, can partly be mitigated through the use of Gas-to-Liquid (GTL) diesel. In this paper we adopted refinery Linear-Programming models to represent the refining system in Europe as well as a district in the U.S. to investigate the effects of increased availability of GTL diesel to a refiner on the energy efficiency and GHG emissions of refineries. Here we showed that indeed there is an improvement in diesel production efficiency with increasing GTL concentrations, but this efficiency gain (<0.5%) is insufficient to counteract the higher energy consumption and emissions associated with the production of GTL, thus leading to an overall decline in life cycle efficiency (up to 5%), and an increase in life cycle GHG emissions (up to 2%). 相似文献
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Darrell B. Sonntag H. Oliver Gao 《Transportation Research Part D: Transport and Environment》2009,14(4):240-248
To better assess health impacts from diesel transportation sources, particle number emissions can be modeled on a road network using traffic operating parameters. In this work, real-time particle number emissions rates from two diesel transit buses were aggregated to the roadway link-level and modeled using engine parameters and then vehicle parameters. Modern statistical methods were used to identify appropriate predictor variables in the presence of multicollinearity, and controlled for correlated emission measurements made on the same day and testing route. Factor analysis helped to reduce the number of potential engine parameters to engine load, engine speed, and exhaust temperature. These parameters were incorporated in a linear mixed model that was shown to explain the variation attributable to link-characteristics. Vehicle specific power and speed were identified as two surrogate vehicle travel variables that can be used in the absence of engine parameters, although with a loss in predictive power compared to the engine parameter model. If vehicle speed is the only operating input available, including road grades in the model can significantly improve particle number emission estimates even for links with mild grade. Although the data used are specific to the buses tested, the approach can be applied to modeling emissions from other vehicle models with different engine types, exhaust systems, and engine retrofit technologies. 相似文献