Khan A B M S, Clark Nigel N, Thompson Gregory J, Wayne W Scott, Gautam Mridul, Lyons Donald W, Hawelti Daniel
Department of Mechanical and Aerospace Engineering, West Virginia University, Morgantown, WV, USA.
J Air Waste Manag Assoc. 2006 Oct;56(10):1404-19. doi: 10.1080/10473289.2006.10464551.
Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NOx), particulate matter (PM), and carbon dioxide (CO2) have been reported. Idle CO2 emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted approximately 20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NOx, 1 g/hr of PM, and 4636 g/hr of CO2 during idle. MFI equipped vehicles emitted approximately 35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NOx, 4 g/hr of PM, and 4484 g/hr of CO2, on average, during idle. Vehicles with EFI emitted less idle CO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NOx, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO2 and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO2, NOx, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO2 and NOx emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by approximately 100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NOx, and PM emissions and consumed fuel at only 75% of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.
重型柴油车辆空转既消耗燃料又会降低大气质量，但其限制不能简单地被禁止，因为驾驶室供暖或空调能为驾驶员提供必要的舒适感。目前还没有一个全面的排气管排放数据库来描述空转的影响。本文展示了一个大量的数据集，该数据集整合了西弗吉尼亚大学瞬态发动机测试台、E - 55/59研究以及汽油/柴油颗粒物分离研究的结果。它涵盖了75台重型柴油发动机和卡车，这些被分为两组：机械燃油喷射（MFI）车辆和电子燃油喷射（EFI）车辆。报告了一氧化碳（CO）、碳氢化合物（HC）、氮氧化物（NOx）、颗粒物（PM）和二氧化碳（CO2）的怠速排放情况。怠速时的二氧化碳排放使得能够推算出空转期间的燃料消耗。由于测量差异、附件负载和环境条件，在对同一车辆进行重复怠速测试时观察到了测试间的变化。配备EFI的车辆在怠速时平均每小时排放约20克CO、6克HC、86克NOx、1克PM和4636克CO2。配备MFI的车辆在怠速时平均每小时排放约35克CO、23克HC、48克NOx、4克PM和4484克CO2。配备EFI的车辆怠速时的CO、HC和PM排放量较少，这可归因于EFI系统中高效的燃烧和更好的燃油雾化。然而，怠速时的NOx随着EFI增加，这与为改善怠速燃烧而提前正时相对应。燃油喷射管理对CO2没有任何影响，因此对燃料消耗也没有影响。在不提高发动机转速的情况下使用空调，平均使怠速时的CO2、NOx、PM、HC和燃料消耗增加了25%。当发动机转速从每分钟600转提高到1100转时，CO2和NOx排放以及燃料消耗增加超过150%，而PM和HC排放分别增加了约100%和70%。在发动机测试台中发现六台底特律柴油机公司（DDC）的60系列发动机排放的CO、NOx和PM较少，并且消耗的燃料仅为底盘测功机数据中所发现水平的75%。这是因为发动机测试台中没有风扇和压缩机负载。
