机动车实际道路排放特性及若干影响因素的研究

利用所设计的“机动车车载实时排放测试系统”研究了机动车实际道路排放因子的分布特征以及速度、加速度等参数对排放因子的影响规律。研究结果给出了 HC、CO、NO的排放因子在 g/ km和 g/ kg两种形式下高排放值的工况区域。这些区域的存在可根据发动机的燃烧状况和机动车的行驶速度、发动机的燃油消耗率等给出确定的解释。改善城市道路交通状况和优化发动机这些工况点的燃烧质量是减少机动车大气污染的关键所在。     

基于车载排放测量系统的排放污染物研究

本文以宁波城市道路实际车辆行驶为研究对象,利用IPEXD便携式排放测量仪、GPS测速系统,获取实际车辆行驶速度、排放污染物数据.在此基础上分析城市道路行驶工况,实际道路上车辆排放情况,同时进一步研究行驶工况、速度与排放之间的关系.     

城市交通中机动车尾气排放与扩散特性的研究

获取城市机动车尾气排放因子及其扩散特性是城市低碳交通研究的重要基础,以杭州市为例,通过对机动车的行驶工况、控制技术水平、主要车型比例等车辆信息的测试和调研,对International Vehicle Emission(IVE)模型进行本地化修正后获得机动车排放因子;在高斯点源和线源扩散模型的基础上,充分考虑城市交通中机动车在交叉口和公交站点的尾气排放特性,建立了符合城市道路机动车尾气污染扩散实情的点源与线源排放源强计算方法.通过杭州市实际路段的试验研究表明:该方法能够真实地模拟城市道路附近的尾气污染物浓度;在交通高峰时期,公交车在站点停靠时的尾气排放所造成的点源污染,对城市道路机动车尾气污染物的浓度分布具有重大影响.     

机动车行驶中尾气排放的遥感测量及排放因子的估算

利用遥感测量技术测量了Nissan货车在实际行驶工况下污染物的排放。根据测量结果，利用回归分析的方法对CO、HC和NOx等污染物的排放因子进行了估算，考虑了的瞬态车速和加/减速度的影响。测量结果表明，车辆的行驶工况对污染物的排放浓度及排放因子有明显影响。     

机动车排放测试循环特性分析及适用性评价

根据对两种被测车型在天津市实际道路上行驶的总体平均参数和速度构成参数与 ECE- 15、FTP-75两种标准排放测试循环的比较 ,证明实测结果与目前所采用的标准测试循环的行驶特性有明显差异。为了得到能在实验室中真实评价机动车实际道路行驶排放特性的模拟测试循环 ,构造了能表征速度构成特性的准则数 ,并根据各种参数对机动车有害排放物影响的程度确定了不同的准则数相对误差阈值。试验结果表明 ,其设定值是合理的。     

机动车排主测试循环特性分析及适用性评价

根据对两种测被浊车型在天津市实际道路上行驶的总体平均参数和速度构成参数与ECE－15、FTP－75两种标准排放测试循环的比较，证明实测结果与目前所采用的标准测试循环的行驶特性有明显差异。为了得到能在实验室中真实评价机动车实际道路行驶排放特性的模拟测试循环，构造了能表征速度构成特性的准则数，并根据各种参数对机动车有害排放物影响的程度确定了不同的准则数相对误差阈值。试验结果表明，其设定值是合理的。     

济南市机动车道路污染状况及道路分担率分析

本文利用机动车污染物排放道路分担率计算公式,根据实际监测数据,对济南市2000年机动车的道路污染状况及其道路分担率进行了计算及分析,为机动车排放污染控制研究提供了一些可借鉴的资料.     

厦门市双燃料出租车排气污染物对比分析

厦门市双燃料出租车占比达84%,实际行驶过程一般采用天然气为其动力源。通过道路机动车遥感检测、简易瞬态工况法对出租车燃油与燃气2种动力源方式进行比对实验和数据分析,结果显示:燃气时出租车的氮氧化物排放量高于燃油时的排放量,而HC及CO的排放比燃油时低,使用年限越久的出租车,各项污染物的排放浓度越高。社会化机动车环保检验机构定期检验数据的分析及相关调查显示出租车三元催化器的失效及不匹配是导致车辆高排放的主要原因。据此,建议厦门市高排放出租车逐步更新为其他清洁能源车辆。     

济南市机动车污染物排放量及分担率计算分析

本文利用机动车污染物排放量及其分担率计算公式 ,根据实际测量的济南市的车流量和经计算得出的济南市的机动车排放因子 ,计算了 2 0 0 0年济南市的机动车污染物排放量及污染物排放分担率 ,为济南市的机动车排放污染控制工作提供了科学数据     

济南市机动车污染物排放量及分担率计算分析

本文利用机动车污染物排放量及其分担率计算公式,根据实际测量的济南市的车流量和经计算得出的济南市的机动车排放因子,计算了2000年济南市的机动车污染物排放量及污染物排放分担率,为济南市的机动车排放污染控制工作提供了科学数据.     

轻型汽油车行驶工况与排放特性相关性的实验研究

应用美国Sensors公司生产的SEMTECH-DS车载排放测试仪,测试了4辆汽油小轿车在深圳市两种不同类型的典型道路工况下的排放污染物(CO、HC、NOx)的排放特征,对测试数据进行深入的分析,结果表明:车辆的各种排放因子随速度的降低而增加,车速低于10km.h-1的排放污染物急剧增加;车辆在不同特征道路行驶的CO与HC平均排放因子(g.km-1)相差显著,CO与HC的平均排放因子是快速路的2倍以上。     

Modelling of NOx emission factors from heavy and light-duty vehicles equipped with advanced aftertreatment systems

NO_x emission standards are becoming stringiest over the world especially for heavy-duty vehicles. To comply with current and future regulations some vehicle manufacturers are adopting exhaust aftertreatment systems known as Selective Catalytic Reduction (SCR). The catalysts are based on Vanadium (Va) and the reductant agent based on ammonia. However, Va is listed on the California Proposition 65 List as potentially causing cancer and alternatives are being studied. This paper presents a model based on neural networks that integrated with a road vehicle simulator allows to estimate NO_x emission factors for different powertrain configurations, along different driving conditions, and covering commercial, zeolite and mordenite alternatives as the base monolith for SCR. The research included the experimental study of copper based and iron based zeolites (ZSM5 and Cuban natural mordenite). The response of NO_x conversion efficiency was monitored in a laboratory for varying space velocity, oxygen, sulfur, water, NO_x and SO₂ emulating the conditions of a Diesel engine exhaust along a trip. The experimental data was used for training neural networks and obtaining a mathematical correlation between the outputs and inputs of the SCR system. The developed correlation was integrated with ADVISOR road vehicle simulator to obtain NO_x emission factors and to test each SCR system installed on light-duty and heavy-duty vehicles for standardized driving cycles and real measured driving cycles. Despite having lower NO_x conversion efficiencies than the CATCO in the ETC/ESC and NEDC cycles, FeZSM5 maintain the Euro regulation level. Therefore FeZSM5 can be a possible candidate as far as pollutants regulation is considered.     

基于运行工况的纯电动车与汽油车能耗排放比较分析

基于济南市城市道路运行工况,对比分析了纯电动汽车和传统燃油汽车的能耗及排？放。根据纯电动汽车及传统燃油汽车的实车道路~,riL数据,利用主成分分析、聚类分析等方法构建了济南市城市道路工况。基于该工况,对比分析了上述两种车辆的能耗和排放,分析得出在该道路工况下纯电动汽车的能耗约为传统燃油汽车的1／2,排放方面也明显低于后者。     

街道峡谷内污染物对流扩散模拟分析

采用数值模拟和现场实验观测相结合的方法,对街道峡谷内汽车污染物的扩散规律进行研究。在进行数值模拟时,依据污染物对流扩散的基本理论,对不同风速下污染物的对流扩散特征进行模拟分析。将结果与现场观测结果进行比较,从而验证了数学模型的正确性,同时也获得了城市街道峡谷内污染物对流扩散规律。研究结果可为城市街道规划建设、建筑高度和密度控制、机动车尾气的排放控制和交通流量控制提供科学依据。     

牵引车整车性能及动力装置匹配分析

介绍了牵引车性能分析的理论计算方法;建立路况、加速试验及爬坡试验等仿真工况,对一款牵引车的整车基本性能进行分析,得到了整车燃油经济性和动力性方面的性能数据,并根据供选部件的3种组合方案,对该牵引车的动力匹配进行了多方案比较,优化了车辆的3种动力装置匹配方案。     

Realistic simulation of fuel economy and life cycle metrics for hydrogen fuel cell vehicles

The present work contributes an engineered life cycle assessment (LCA) of hydrogen fuel cell passenger vehicles based on a real‐world driving cycle for semi‐urban driving conditions. A new customized LCA tool is developed for the comparison of conventional gasoline and hydrogen fuel cell vehicles (FCVs), which utilizes a dynamic vehicle simulation approach to calculate realistic, fundamental science based fuel economy data from actual drive cycles, vehicle specifications, road grade, engine performance, fuel cell degradation effects, and regenerative braking. The total greenhouse gas (GHG) emission and life cycle cost of the vehicles are compared for the case of hydrogen production by electrolysis in British Columbia, Canada. A 72% reduction in total GHG emission is obtained for switching from gasoline vehicles to FCVs. While fuel cell performance degradation causes 7% and 3% increases in lifetime fuel consumption and GHG emission, respectively, regenerative braking improves the fuel economy by 23% and reduces the total GHG emission by 10%. The cost assessment results indicate that the current FCV technology is approximately $2,100 more costly than the equivalent gasoline vehicle based on the total lifetime cost including purchase and fuel cost. However, prospective enhancements in fuel cell durability could potentially reduce the FCV lifetime cost below that of gasoline vehicles. Overall, the present results indicate that fuel cell vehicles are becoming both technologically and economically viable compared with incumbent vehicles, and provide a realistic option for deep reductions in emissions from transportation. Copyright © 2016 John Wiley & Sons, Ltd.     

柴油机排气氧化催化转化器故障诊断方案道路工况仿真分析

柴油机排气氧化催化转化器(DOC)的在线故障诊断是柴油车OBD系统的重要内容之一.本文根据DOC在线故障诊断技术研究的需要,对以DOC前后的排气温度和排气背压作为DOC催化剂老化、载体堵塞以及破损等失效故障诊断参数的在线故障诊断方案进行了道路工况下的仿真分析.研究结果表明,在一定的柴油车运行道路工况下,以DOC前后的排...     

Cycling degradation testing and analysis of a LiFePO4 battery at actual conditions

This paper presents a degradation testing of a lithium‐ion battery developed using real world drive cycles obtained from an electric vehicle (EV). For this, a data logger was installed in the EV, and real world drive cycle data were collected. The EV battery system consists of 3 lithium‐ion battery packs with a total of 20 battery modules in series. Each module contains 6 series by 49 parallel lithium‐ion cells. The vehicle was driven in the province of Ontario, Canada, and several drive cycles were recorded over a 3‐month period. However, only 4 drive cycles with statistical analysis are reported in this paper. The reported drive cycles consist of different modes: acceleration, constant speed, and deceleration in both highway and city driving at ?6°C, 2°C, 10°C, and 23°C ambient temperatures with all accessories on. Additionally, individual cell characterization was conducted using a C/25 (0.8A) charge‐discharge cycle and hybrid pulse power characterization (HPPC). The Thevenin battery model was constructed in MATLAB along with an empirical degradation model and validated in terms of voltage and SOC for all drive cycles reported. The presented model closely estimated the profiles observed in the experimental data. Data collected from the drive cycles showed that a 4.6% capacity fade occurred over the 3 months of driving. The empirical degradation model was fitted to these data, and an extrapolation estimated that 20% capacity fade would occur after 900 daily drive cycles.