A total of 15 light-duty diesel vehicles（LDDVs） were tested with the goal of understanding the emission factors of real-world vehicles by conducting on-board emission measurements. The emission characteristics of hy...A total of 15 light-duty diesel vehicles（LDDVs） were tested with the goal of understanding the emission factors of real-world vehicles by conducting on-board emission measurements. The emission characteristics of hydrocarbons（HC） and nitrogen oxides（NOx） at different speeds, chemical species profiles and ozone formation potential（OFP） of volatile organic compounds（VOCs） emitted from diesel vehicles with different emission standards were analyzed. The results demonstrated that emission reductions of HC and NOxhad been achieved as the control technology became more rigorous from Stage I to Stage IV. It was also found that the HC and NOxemissions and percentage of O2 dropped with the increase of speed, while the percentage of CO2 increased. The abundance of alkanes was significantly higher in diesel vehicle emissions, approximately accounting for 41.1%–45.2%, followed by aromatics and alkenes. The most abundant species were propene,ethane, n-decane, n-undecane, and n-dodecane. The maximum incremental reactivity（MIR）method was adopted to evaluate the contributions of individual VOCs to OFP. The results indicated that the largest contributors to O3 production were alkenes and aromatics, which accounted for 87.7%–91.5%. Propene, ethene, 1,2,4-trimethylbenzene, 1-butene, and1,2,3-trimethylbenzene were the top five VOC species based on their OFP, and accounted for 54.0%-64.8% of the total OFP. The threshold dilution factor was applied to analyze the possibility of VOC stench pollution. The majority of stench components emitted from vehicle exhaust were aromatics, especially p-diethylbenzene, propylbenzene, m-ethyltoluene, and p-ethyltoluene.展开更多
The transportation sector is responsible for 25% of the total Carbon dioxide (CO2) emissions, whereas 60.6% of this sector represents small and medium passenger cars. However, as noted by the European Union Long-term ...The transportation sector is responsible for 25% of the total Carbon dioxide (CO2) emissions, whereas 60.6% of this sector represents small and medium passenger cars. However, as noted by the European Union Long-term strategy, there are two ways to reduce the amount of CO2 emissions in the transportation sector. The first way is characterized by creating more efficient vehicles. In contrast, the second way is characterized by changing the fuel used. The current study addressed the second way, changing the fuel type. The study examined the potential of battery electric vehicles (BEVs) as an alternative fuel type to reduce CO2 emissions in Hungarys transportation sector. The study used secondary data retrieved from Statista and stata.com to analyze the future trends of BEVs in Hungary. The results showed that the percentage of BEVs in Hungary in 2022 was 0.4% compared to the total number of registered passenger cars, which is 3.8 million. The simple exponential smoothing (SES) time series forecast revealed that the number of BEVs is expected to reach 84,192 in 2030, indicating a percentage increase of 2.21% in the next eight years. The study suggests that increasing the number of BEVs is necessary to address the negative impact of CO2 emissions on society. The Hungarian Ministry of Innovation and Technologys strategy to reduce the cost of BEVs may increase the percentage of BEVs by 10%, resulting in a potential average reduction of 76,957,600 g/km of CO2 compared to gasoline, diesel, hybrid electric vehicles (HEVs), and plug-in hybrid vehicles (PHEVs).展开更多
Cu-SAPO-34/cordierite catalysts were prepared via one-step hydrothermal synthesis method and their performances to remove NO x from the diesel vehicle exhaust were evaluated. The morphology, structure, Cu content and ...Cu-SAPO-34/cordierite catalysts were prepared via one-step hydrothermal synthesis method and their performances to remove NO x from the diesel vehicle exhaust were evaluated. The morphology, structure, Cu content and valence state were characterized by SEM, XRD, ICP and XPS, respectively. The experimental results show the active component Cu of the catalysts via in situ synthesis could significantly improve the selective catalytic reduction （SCR） activities of NOx and the optimal Cu content is in the range of 0.30%-0.40%（mass fraction）. No N 2 O is detected by gas chromatograph （GC） during the evaluation process, which implies that NOx is almost entirely converted to N2 over Cu-SAPO-34/cordierite catalyst. The conversion rate of NOx to N2 by NH3 over catalyst could almost be up to 100%in the temperature range of 300-670 ℃with a space velocity of 12000 h-1 and it is still more than 60% at 300-620 ℃ under 36000 h-1. The catalysts also show the good hydrothermal and chemical stability at the atmosphere with H 2 O.展开更多
Black carbon(BC)is considered the second largest anthropogenic climate forcer,but the radiative effects of BC are highly correlated with its combustion sources.On-road vehicles are an important source of anthropogenic...Black carbon(BC)is considered the second largest anthropogenic climate forcer,but the radiative effects of BC are highly correlated with its combustion sources.On-road vehicles are an important source of anthropogenic BC.However,there are major uncertainties in the estimates of the BC emissions from on-road light-duty passenger vehicles(LDPVs),and results obtained with the portable emissions measurement system(PEMS)method are particularly lacking.We developed a PEMS platform and evaluated the on-road BC emissions from ten in-use LDPVs.We demonstrated that the BC emission factors(EFs)of gasoline direction injection(GDI)engine vehicles range from 1.10 to 1.56 mg.km^(-1),which are higher than the EFs of port fuel injection(PFI)engine vehicles(0.10–0.17 mg.km^(-1))by a factor of 11.The BC emissions during the cold-start phase contributed 2%–33%to the total emissions.A strong correlation(R^(2)=0.70)was observed between the relative BC EFs and average vehicle speed,indicating that traffic congestion alleviation could effectively mitigate BC emissions.Moreover,BC and particle number(PN)emissions were linearly correlated(R^(2)=0.90),and compared to PFI engine vehicles,the instantaneous PN-to-BC emission rates of GDI engine vehicles were less sensitive to vehicle specific power-to-velocity(VSPV)increase in all speed ranges.展开更多
To define the diffusion behavior of harmful exhaust substances from diesel vehicles and support safety risk assessments of underground coal mines,we performed a multi-species coupling calculation of the emission and d...To define the diffusion behavior of harmful exhaust substances from diesel vehicles and support safety risk assessments of underground coal mines,we performed a multi-species coupling calculation of the emission and diffusion of harmful substances from a trackless rubber-wheel diesel vehicle.A computational fluid dynamics(CFD)model of the diffusion of harmful emissions was hence established and verified.From the perspective of risk analysis,the diffusion behavior and distribution of hazardous substances emitted by the diesel vehicle were studied under 4 different conditions;moreover,we identified areas characterized by hazardous levels of emissions.When the vehicle idled upwind in the roadway,high-risk areas formed behind and to the right of the vehicle:particularly high concentrations of pollutants were measured near the rear floor of the vehicle and within 5 m behind the vehicle.When the vehicle idled downwind,high-risk areas formed in front of it:particularly high concentrations of pollutants were measured near the floor and within 5 m from the front of the vehicle.In the above cases,the driver would not breathe highly polluted air and would be relatively safe.When the vehicle idled into the chamber,however,high-risk areas formed on both sides of the vehicle and near the upper roof.Forward entry of the vehicle caused a greater increase in the concentration of pollutants in the chamber and in the driver’s breathing zone compared with reverse entry.展开更多
Because of global warming,people have paid more attention to greenhouse gas emitted by vehicles.To quantify the impact of temperature on vehicle CO_(2)emissions,this study was conducted using the world light vehicle t...Because of global warming,people have paid more attention to greenhouse gas emitted by vehicles.To quantify the impact of temperature on vehicle CO_(2)emissions,this study was conducted using the world light vehicle test cycle on two light-duty E10 gasoline vehicles a ambient temperatures of-10,0,23,and 40℃,and found that CO_(2)emission factors of Vehicle1 in the low-speed phase were 22.07%and 20.22%higher than those of Vehicle 2 at cold star and hot start under-10℃.The reason was vehicle 1 had a larger displacement and more friction pairs than vehicle 2.There was the highest CO_(2)emission at the low-speed phase due to low average speed,frequent acceleration,and deceleration.The CO_(2)temperature factor and the ambient temperature had a strong linear correlation(R2=0.99).According to CO_(2)temperature factors and their relationships,CO_(2)emission factors of other ambien temperatures could be calculated when the CO_(2)emission factor of 23℃was obtained,and the method also could be used to obtain the CO_(2)temperature factors of different vehicles.To separate the effect of load setting and temperature variation on CO_(2)emission quantitatively a method was proposed.And results showed that the load setting was dominant for the CO_(2)emission variation.Compared with 23℃,the CO_(2)emission for vehicle 1 caused by load setting variation were 62.83 and 47.42 g/km,respectively at-10 and 0℃,while those fo vehicle 2 were 45.01 and 35.63 g/km,respectively.展开更多
Diesel vehicles have caused serious environmental problems in China.Hence,the Chinese government has launched serious actions against air pollution and imposed more stringent regulations on diesel vehicle emissions in...Diesel vehicles have caused serious environmental problems in China.Hence,the Chinese government has launched serious actions against air pollution and imposed more stringent regulations on diesel vehicle emissions in the latest China VI standard.To fulfill this stringent legislation,two major technical routes,including the exhaust gas recirculation(EGR)and high-efficiency selective catalytic reduction(SCR)routes,have been developed for diesel engines.Moreover,complicated aftertreatment technologies have also been developed,including use of a diesel oxidation catalyst(DOC)for controlling carbon monoxide(CO)and hydrocarbon(HC)emissions,diesel particulate filter(DPF)for particle mass(PM)emission control,SCR for the control of NOx emission,and an ammonia slip catalyst(ASC)for the control of unreacted NH3.Due to the stringent requirements of the China VI standard,the aftertreatment system needs to be more deeply integrated with the engine system.In the future,aftertreatment technologies will need further upgrades to fulfill the requirements of the near-zero emission target for diesel vehicles.展开更多
基金supported by the Natural Sciences Foundation of China(Nos.91544232&51408015)the Ministry of Environmental Protection Special Funds for Scientific Research on Public Causes(No.201409006)+4 种基金the Beijing municipal science and technology plan projects(No.Z131100001113029)the 13th graduate students of science and technology fund of Beijing University of Technology(ykj-2014-11484)the projects supported by Beijing Municipal Commission of Science and Technology(No.Z141100001014002)Beijing Municipal Commission of Education(No.PXM2016_014204_001029)National Science and Technology Support Project of China(No.2014BAC23B02)
文摘A total of 15 light-duty diesel vehicles（LDDVs） were tested with the goal of understanding the emission factors of real-world vehicles by conducting on-board emission measurements. The emission characteristics of hydrocarbons（HC） and nitrogen oxides（NOx） at different speeds, chemical species profiles and ozone formation potential（OFP） of volatile organic compounds（VOCs） emitted from diesel vehicles with different emission standards were analyzed. The results demonstrated that emission reductions of HC and NOxhad been achieved as the control technology became more rigorous from Stage I to Stage IV. It was also found that the HC and NOxemissions and percentage of O2 dropped with the increase of speed, while the percentage of CO2 increased. The abundance of alkanes was significantly higher in diesel vehicle emissions, approximately accounting for 41.1%–45.2%, followed by aromatics and alkenes. The most abundant species were propene,ethane, n-decane, n-undecane, and n-dodecane. The maximum incremental reactivity（MIR）method was adopted to evaluate the contributions of individual VOCs to OFP. The results indicated that the largest contributors to O3 production were alkenes and aromatics, which accounted for 87.7%–91.5%. Propene, ethene, 1,2,4-trimethylbenzene, 1-butene, and1,2,3-trimethylbenzene were the top five VOC species based on their OFP, and accounted for 54.0%-64.8% of the total OFP. The threshold dilution factor was applied to analyze the possibility of VOC stench pollution. The majority of stench components emitted from vehicle exhaust were aromatics, especially p-diethylbenzene, propylbenzene, m-ethyltoluene, and p-ethyltoluene.
文摘The transportation sector is responsible for 25% of the total Carbon dioxide (CO2) emissions, whereas 60.6% of this sector represents small and medium passenger cars. However, as noted by the European Union Long-term strategy, there are two ways to reduce the amount of CO2 emissions in the transportation sector. The first way is characterized by creating more efficient vehicles. In contrast, the second way is characterized by changing the fuel used. The current study addressed the second way, changing the fuel type. The study examined the potential of battery electric vehicles (BEVs) as an alternative fuel type to reduce CO2 emissions in Hungarys transportation sector. The study used secondary data retrieved from Statista and stata.com to analyze the future trends of BEVs in Hungary. The results showed that the percentage of BEVs in Hungary in 2022 was 0.4% compared to the total number of registered passenger cars, which is 3.8 million. The simple exponential smoothing (SES) time series forecast revealed that the number of BEVs is expected to reach 84,192 in 2030, indicating a percentage increase of 2.21% in the next eight years. The study suggests that increasing the number of BEVs is necessary to address the negative impact of CO2 emissions on society. The Hungarian Ministry of Innovation and Technologys strategy to reduce the cost of BEVs may increase the percentage of BEVs by 10%, resulting in a potential average reduction of 76,957,600 g/km of CO2 compared to gasoline, diesel, hybrid electric vehicles (HEVs), and plug-in hybrid vehicles (PHEVs).
基金Project(20906067)supported by the National Natural Science Foundation of ChinaProject(2011M500543)supported by the Postdoctoral Science Foundation of ChinaProject supported by the Program for the Top Young Academic Leaders of Higher Learning Institutions of Shanxi
文摘Cu-SAPO-34/cordierite catalysts were prepared via one-step hydrothermal synthesis method and their performances to remove NO x from the diesel vehicle exhaust were evaluated. The morphology, structure, Cu content and valence state were characterized by SEM, XRD, ICP and XPS, respectively. The experimental results show the active component Cu of the catalysts via in situ synthesis could significantly improve the selective catalytic reduction （SCR） activities of NOx and the optimal Cu content is in the range of 0.30%-0.40%（mass fraction）. No N 2 O is detected by gas chromatograph （GC） during the evaluation process, which implies that NOx is almost entirely converted to N2 over Cu-SAPO-34/cordierite catalyst. The conversion rate of NOx to N2 by NH3 over catalyst could almost be up to 100%in the temperature range of 300-670 ℃with a space velocity of 12000 h-1 and it is still more than 60% at 300-620 ℃ under 36000 h-1. The catalysts also show the good hydrothermal and chemical stability at the atmosphere with H 2 O.
基金supported by the National Natural Science Foundation of China(51708327 and 51978404)。
文摘Black carbon(BC)is considered the second largest anthropogenic climate forcer,but the radiative effects of BC are highly correlated with its combustion sources.On-road vehicles are an important source of anthropogenic BC.However,there are major uncertainties in the estimates of the BC emissions from on-road light-duty passenger vehicles(LDPVs),and results obtained with the portable emissions measurement system(PEMS)method are particularly lacking.We developed a PEMS platform and evaluated the on-road BC emissions from ten in-use LDPVs.We demonstrated that the BC emission factors(EFs)of gasoline direction injection(GDI)engine vehicles range from 1.10 to 1.56 mg.km^(-1),which are higher than the EFs of port fuel injection(PFI)engine vehicles(0.10–0.17 mg.km^(-1))by a factor of 11.The BC emissions during the cold-start phase contributed 2%–33%to the total emissions.A strong correlation(R^(2)=0.70)was observed between the relative BC EFs and average vehicle speed,indicating that traffic congestion alleviation could effectively mitigate BC emissions.Moreover,BC and particle number(PN)emissions were linearly correlated(R^(2)=0.90),and compared to PFI engine vehicles,the instantaneous PN-to-BC emission rates of GDI engine vehicles were less sensitive to vehicle specific power-to-velocity(VSPV)increase in all speed ranges.
基金supported by the National Natural Science Foundation of China(Nos.52174191 and 51874191)the National Key R&D Program of China(No.2017YFC0805201)+1 种基金Qingchuang Science and Technology Project of Shandong Province University(No.2020KJD002)Taishan Scholars Project Special Funding(No.TS20190935).
文摘To define the diffusion behavior of harmful exhaust substances from diesel vehicles and support safety risk assessments of underground coal mines,we performed a multi-species coupling calculation of the emission and diffusion of harmful substances from a trackless rubber-wheel diesel vehicle.A computational fluid dynamics(CFD)model of the diffusion of harmful emissions was hence established and verified.From the perspective of risk analysis,the diffusion behavior and distribution of hazardous substances emitted by the diesel vehicle were studied under 4 different conditions;moreover,we identified areas characterized by hazardous levels of emissions.When the vehicle idled upwind in the roadway,high-risk areas formed behind and to the right of the vehicle:particularly high concentrations of pollutants were measured near the rear floor of the vehicle and within 5 m behind the vehicle.When the vehicle idled downwind,high-risk areas formed in front of it:particularly high concentrations of pollutants were measured near the floor and within 5 m from the front of the vehicle.In the above cases,the driver would not breathe highly polluted air and would be relatively safe.When the vehicle idled into the chamber,however,high-risk areas formed on both sides of the vehicle and near the upper roof.Forward entry of the vehicle caused a greater increase in the concentration of pollutants in the chamber and in the driver’s breathing zone compared with reverse entry.
基金supported by the National Natural Science Foundation of China(No.52172337)the National Engineering Laboratory for Mobile Source Emission Control Technology(No.NELMS2018A17)the National Key Research and Development Project of China(No.2018YFE0106800-001)。
文摘Because of global warming,people have paid more attention to greenhouse gas emitted by vehicles.To quantify the impact of temperature on vehicle CO_(2)emissions,this study was conducted using the world light vehicle test cycle on two light-duty E10 gasoline vehicles a ambient temperatures of-10,0,23,and 40℃,and found that CO_(2)emission factors of Vehicle1 in the low-speed phase were 22.07%and 20.22%higher than those of Vehicle 2 at cold star and hot start under-10℃.The reason was vehicle 1 had a larger displacement and more friction pairs than vehicle 2.There was the highest CO_(2)emission at the low-speed phase due to low average speed,frequent acceleration,and deceleration.The CO_(2)temperature factor and the ambient temperature had a strong linear correlation(R2=0.99).According to CO_(2)temperature factors and their relationships,CO_(2)emission factors of other ambien temperatures could be calculated when the CO_(2)emission factor of 23℃was obtained,and the method also could be used to obtain the CO_(2)temperature factors of different vehicles.To separate the effect of load setting and temperature variation on CO_(2)emission quantitatively a method was proposed.And results showed that the load setting was dominant for the CO_(2)emission variation.Compared with 23℃,the CO_(2)emission for vehicle 1 caused by load setting variation were 62.83 and 47.42 g/km,respectively at-10 and 0℃,while those fo vehicle 2 were 45.01 and 35.63 g/km,respectively.
基金supported by the National Key R&D Program of China(No.2017YFC0211101)the Key Project of National Natural Science Foundation(No.21637005)+1 种基金the Cultivating Project of Strategic Priority Research Program of Chinese Academy of Sciences(No.XDPB1902)the Strategic Priority Research Program of the Chinese Academy of Sciences(No.XDA23010200)。
文摘Diesel vehicles have caused serious environmental problems in China.Hence,the Chinese government has launched serious actions against air pollution and imposed more stringent regulations on diesel vehicle emissions in the latest China VI standard.To fulfill this stringent legislation,two major technical routes,including the exhaust gas recirculation(EGR)and high-efficiency selective catalytic reduction(SCR)routes,have been developed for diesel engines.Moreover,complicated aftertreatment technologies have also been developed,including use of a diesel oxidation catalyst(DOC)for controlling carbon monoxide(CO)and hydrocarbon(HC)emissions,diesel particulate filter(DPF)for particle mass(PM)emission control,SCR for the control of NOx emission,and an ammonia slip catalyst(ASC)for the control of unreacted NH3.Due to the stringent requirements of the China VI standard,the aftertreatment system needs to be more deeply integrated with the engine system.In the future,aftertreatment technologies will need further upgrades to fulfill the requirements of the near-zero emission target for diesel vehicles.
