School of Mechanical Engineering, Beijing Institute of Technology, Beijing 100081, China.
School of Mechanical Engineering, Beijing Institute of Technology, Beijing 100081, China.
J Hazard Mater. 2022 Feb 15;424(Pt C):127590. doi: 10.1016/j.jhazmat.2021.127590. Epub 2021 Oct 27.
Nitrogen oxides (NO) and particulate number (PN) emissions are the main concerns of the passenger cars in the real-world driving. NO and PN emissions are greatly dependent on the driving behaviors which differ significantly between standard driving cycles and real-world driving. However, the significant contribution regions (short durations corresponding to high proportions of total emissions) of NO and PN emissions regarding different driving behaviors (e.g. vehicle speed and acceleration) are still uncovered. NO and NO refer to instantaneous NO emission rates when NO emission rates are ranked from high to low level where the sums of NO emission rates being higher than NO and NO correspond to 20% and 50% of total NO emissions, respectively. t and t are corresponding durations where NO emission rates are higher than NO and NO. In this paper, three Euro-6 compliant direct injection gasoline passenger cars and a diesel passenger car are tested in a real-world driving trial in which nineteen drivers are involved. Novel key performance indicators with reference to the regimes of specific NO and PN contributions to total emissions are defined. Instantaneous NO and PN emissions are monitored using a portable emission measurement system (PEMS) in the test. The results indicate that the maximum and minimum average speed over the four cars being approximately 32.3 km/h s and 42.6 km/h, respectively. Average PN emission factor of the diesel car is the lowest among the four given cars. Average t and t corresponding to NO and NO are lower than 3% and 12%, respectively, for all the passenger cars; additionally, these two parameters show the same pattern. The corresponding t and t variations of the Euro-6a gasoline car and the diesel car are much lower than the other two. Average acceleration corresponding to 20% and 50% of total NO emissions for the given diesel car is approximately 1.25 m/s and 0.6 m/s, respectively, being much higher than that of the other three gasoline cars (lower than 1 m/s and 0.4 m/s respectively) over the specific driving route and drivers. The average PN and PN of the given diesel car are approximately 7 × 10#/s and 3 × 10#/s respectively, being much lower than the three given gasoline cars (higher than 8 ×10#/s and 2 ×10#/s respectively) under the given test conditions; the corresponding t and t are lower than 4% and 17% respectively for all the three gasoline cars.
氮氧化物 (NO) 和颗粒物数量 (PN) 排放是实际驾驶中乘用车的主要关注点。NO 和 PN 排放很大程度上取决于驾驶行为，而驾驶行为在标准驾驶循环和实际驾驶之间有很大的差异。然而，不同驾驶行为（例如车速和加速度）下 NO 和 PN 排放的显著贡献区域（对应高排放比例的短持续时间）尚未被揭示。NO 和 NO 分别指的是当按从高到低的顺序对 NO 排放率进行排名时，NO 排放率的瞬时值，其中 NO 排放率高于 NO 和 NO 的总和分别对应于总 NO 排放的 20%和 50%。t 和 t 分别对应于 NO 排放率高于 NO 和 NO 的持续时间。在本文中，使用便携式排放测量系统 (PEMS) 在实际驾驶试验中对三辆符合 Euro-6 标准的直喷式汽油乘用车和一辆柴油乘用车进行了测试，其中涉及 19 名驾驶员。定义了与特定 NO 和 PN 对总排放的贡献有关的新的关键性能指标。使用便携式排放测量系统 (PEMS) 在测试中监测瞬时 NO 和 PN 排放。结果表明，四辆车中的最大和最小平均速度分别约为 32.3km/h 和 42.6km/h。给定四辆车中，柴油车的平均 PN 排放因子最低。所有乘用车的平均 t 和 t 对应于 NO 和 NO 的值均低于 3%和 12%，此外，这两个参数呈现相同的模式。对于给定的 Euro-6a 汽油车和柴油车，相应的 t 和 t 的变化比其他两辆车低得多。给定柴油车对应于总 NO 排放的 20%和 50%的平均加速度分别约为 1.25m/s 和 0.6m/s，明显高于特定驾驶路线和驾驶员下其他三辆汽油车（分别低于 1m/s 和 0.4m/s）。给定柴油车的平均 PN 和 PN 分别约为 7×10#/s 和 3×10#/s，远低于给定测试条件下的其他三辆汽油车（分别高于 8×10#/s 和 2×10#/s）；相应的 t 和 t 对于所有三辆汽油车，值均低于 4%和 17%。
