不同油品对柴油车实际道路原排和尾排的影响研究
- Study on the effects of different fuels on real road primary and tailpipe emissions of diesel vehicles
- 基金项目：船舶柴油机高强化燃烧机理及控制方法研究；风光独立可再生能源系统氢-电储能机理及系统鲁棒性强化研究
- 摘要：为研究不同燃料对实际道路原排和尾排的影响，选择了一辆商用柴油车，采用实际道路车载尾气检测设备（PEMS）测试了柴油车的氮氧化物（NOx）和颗粒物数量（PN）排放。根据当前车用柴油国六标准对燃料特性进行了调整，测试燃料E2是京博市售国六柴油，E1相比E2，适当降低了芳香烃含量，T90（90%回收温度）温度和密度，增加了链烷烃含量。利用功基窗口法，不同工况分析法，以及三区间移动平均窗口（3B-MAW）法对试验结果进行分析，获取了不同燃料实际道路NOx和PN排放特征。功基窗口法表明：新设计的E1油品原排NOx和PN均小于E2基准油品，两种油品的尾排NOx和PN均能通过国六法规，且PN排放比限值低一个数量级。不同工况分析法表明：E1油品的原排NOx和PN要好于E2油品，而且在市区工况下效果更好，分别降低了18%和24%；E1油品的尾排NOx 在中高负荷时小于E2油品，在小负荷时大于E2油品；不同工况下E1油品的尾排PN排放高于E2油品。3B-MAW法显示：E1油品的原排NOx和PN整体分布要小于E2油品，在小负荷时降低的幅度更大；在M/H-bin区间下E1油品尾排NOx小于E2油品，其他区间下均高于E2油品；E1油品三个区间的尾排PN均高于E2油品。综合来看，经过组分优化后的燃料可以在后处理失效或低效时，实现NOx和PN排放的有效降低，总行程的NOx和PN排放分别降低了7.5%和4.4%；此外由于原排更低，有望减轻后处理的压力，降低尿素使用量以及颗粒捕集器的再生频率。
- Abstract：In order to study the effects of different fuels on real road primary and tailpipe emissions, a commercial diesel vehicle was selected to test the nitrogen oxides (NOx) and particulate number (PN) emissions using Portable Emission Measurement System (PEMS). The fuel characteristics were adjusted according to the current China VI standard for automotive diesel fuel.The test fuel, E2, is a China VI diesel fuel produced by Chambard. In comparison, E1 has been formulated with a reduced aromatic hydrocarbon content, Lower T90 (90% recovery temperature), and decreased density, while its streptane hydrocarbon content has been increased.The test results were analyzed using the power-based window method, the different operating conditions analysis method, and the three-band moving average window (3B-MAW) method to obtain the actual on-road NOx and PN emission characteristics of the different fuels. The results of power-based window method shows that: Both NOx and PN primary emissions from the well-designed E1 fuel are smaller than those from the E2 baseline fuel. the NOx and PN tailpipe emissions of both fuels can pass the China VI regulations, and the PN emission is one order of magnitude Lower than the limit value. The different working conditions analysis method shows that: the NOx and PN primary emissions of E1 fuel are better than that of E2 fuel, especially under urban working conditions, with a reduction of 18% and 24%, respectively. The NOx tailpipe emission of E1 fuel is smaller than that of E2 fuel at medium and high loads, and larger than that of E2 fuel at Low loads. The PN tailpipe emission of E1 fuel is higher than E2 fuel under different working conditions. The 3B-MAW method shows that: the overall distribution of NOx and PN primary emissions of E1 fuel is smaller than that of E2 fuel and the reduction is greater at Low loads. The NOx tailpipe emission of E1 fuel is smaller than that of E2 fuel in the M/H-bin interval, and is higher than that of E2 fuel in the other intervals. The PN tailpipe emission of E1 fuel in the three intervals is higher than that of E2 fuel. Taken together, the optimized fuel components can achieve an effective reduction in NOx and PN emissions when the aftertreatment fails or is ineffective, with a 7.5% and 4.4% reduction in NOx and PN emissions on the total trip, respectively. In addition, due to the Lower original emissions, it is expected to reduce the pressure on the aftertreatment, the amount of urea used, as well as the frequency of regeneration of the particulate filter.
