应急救援物资车辆运输线路的选择

为了给紧急救援物资支持保障中心的物资调度人员提供科学的车辆路线调度决策方法,提高应急救援工作的响应能力,基于应急条件下物资运输调度的时效性、安全性和经济性特征,运用旅行商理论,对上述3个决策属性分量进行了数学描述,构造了它们的目标函数,并进行了无量纲和权重聚合处理,继而按照多属性决策理论建立了用来评价备选线路决策效用函数的数学模型.利用期望效用属性合并所搜集的信息,将多属性决策问题转化成单属性决策问题,确立了选择具有最高期望效用方案的方法,最后进行了实例分析.结果表明,应急救援条件下的运输调度与正常环境下的企业运输调度决策目标之间存在明显的差异,前者虽然本质上属于图论中最短路线问题的范畴,但由于多个决策目标的存在,不能直接运用最短路线模型和Dijkstra算法求解.运用多属性决策理论建立的评价备选线路决策效用函数,是有关人员进行车辆路线安排的有效方法,但其相对优越性尚需做进一步的研究和探讨.     

环境保护部发布《2013年中国机动车污染防治年报》

环境保护部日前发布《2013年中国机动车污染防治年报》,公布了2012年全国机动车污染排放状况。本期“研究成果报道”专栏以七篇文稿形式连载该年报摘要和六部分主要内容。本文刊载《2013年中国机动车污染防治年报》摘要及其主要目录内容,以飨读者。     

车用燃料环保管理——《2013年中国机动车污染防治年报》（第V部分）

环境保护部日前发布《2013年中国机动车污染防治年报》,公布了2012年全国机动车污染排放状况。本期“研究成果展示”专栏以六篇形式连载。本文刊载关于车用燃料环保管理的内容,以飨读者。该年报指出。2012年,全国实施车用汽油国Ⅲ阶段标准,硫含量不超过150ppm。按照国家强制性标准《车用汽油》（GB17930—2011）要求,自2014年1月1日起,全国实施车用汽油国IV阶段标准,硫含量不超过50ppm。2012年,我国车用柴油生产和销售执行《车用柴油》（GB19147—2009）标准和《普通柴油》（GB252—2011）标准。按照规定,车用柴油硫含量不得超过350ppm,2013年7月1日后普通柴油硫含量将不得超过350ppm。在已发布第四阶段车用汽油标准（硫含量不大于50ppm）的基础上,由国家质检总局、国家标准委尽快发布第四阶段车用柴油标准（硫含量不大于50ppm）,过渡期至2014年底;2013年6月底前发布第五阶段车用柴油标准（硫含量不大于10ppm）,2013年底前发布第五阶段车用汽油标准（硫含量不大于10ppm）,过渡期均至2017年底。加快国内炼油企业升级改造,确保按照汽、柴油标准升级实施时间如期供应合格油品。2012年环境保护部发布的《关于加强储油库、加油站和油罐车油气污染治理工作的通知》指出,按照国务院批复的《重点区域大气污染防治“十二五”规划》要求,列入大气污染防治“重点控制区”的地区,应限时完成加油站、储油库、油罐车的油气回收治理;大气污染严重的地区可根据本地实际,提前完成油气污染治理工作。     

机动车排气检验机构的环境影响评价研究

机动车排气定期检验机构对周边环境质量的影响虽然不大,但由于大多处在闹市区,贴近敏感人群,其噪声与机动车尾气对市民的影响却不容忽视。通过环境影响评价,分析机动车排气定期检验机构的环境影响特点,并结合机动车排气定期检验业务流程,对机动车排气定期检验机构的整体规划与布局提出合理建议,对噪声与大气污染物排放提出有效控制措施,不仅可以有效控制机动车排气定期检验机构对周边大气环境质量的影响,也能有效减小噪声对周边市民日常生活的影响。     

Carbonyl emissions from heavy-duty diesel vehicle exhaust in China and the contribution to ozone formation potential

Fifteen heavy-duty diesel vehicles were tested on chassis dynamometer by using typical heavy duty driving cycle and fuel economy cycle. The air from the exhaust was sampled by 2,4- dinitrophenyhydrazine cartridge and 23 carbonyl compounds were analyzed by high performance liquid chromatography. The average emission factor of carbonyls was 97.2 mg/km, higher than that of light-duty diesel vehicles and gasoline-powered vehicles. Formaldehyde, acetaldehyde, acetone and propionaidehyde were the species with the highest emission factors. Main influencing factors for carbonyl emissions were vehicle type, average speed and regulated emission standard, and the impact of vehicle loading was not evident in this study. National emission of carbonyls from diesel vehicles exhaust was calculated for China, 2011, based on both vehicle miles traveled and fuel consumption. Carbonyl emission of diesel vehicle was estimated to be 45.8 Gg, and was comparable to gasolinepowered vehicles （58.4 Gg）. The emissions of formaldehyde, acetaldehyde and acetone were 12.6, 6.9, 3.8 Gg, respectively. The ozone formation potential of carbonyls from diesel vehicles exhaust was 537 mg O3/km, higher than 497 mg O3/km of none-methane hydrocarbons emitted from diesel vehicles.     

北京典型道路交通环境机动车黑碳排放与浓度特征研究

本研究对2009年北京市典型道路(北四环中路西段)进行实际交通流监测和调研,分析了总车流量、车型构成和平均速度的日变化规律.应用北京机动车排放因子模型(EMBEV模型)和颗粒物黑碳排放的研究数据,计算该路段的黑碳平均排放因子和排放强度.根据同期观测的气象数据,应用AERMOD模型对道路黑碳排放进行了扩散模拟,并根据城市背景站点和道路边站点的监测数据对模拟结果进行了验证.研究表明,该路段黑碳平均排放因子与重型柴油车在总车流中所占比例呈现出极强的相关性,由于北京市实行货车区域限行制度,日间时段总车流的平均黑碳排放因子为(9.3±1.2)mg·km-1·veh-1,而夜间时段上升至(29.5±11.1)mg·km-1·veh-1.全天时均黑碳排放强度为17.9~115.3g·km-1·h-1,其中早(7:00—9:00)晚(17:00—19:00)高峰时段的黑碳排放强度分别为(106.1±13.0)g·km-1·h-1和(102.6±6.2)g·km-1·h-1.基于同期监测数据验证,AERMOD模型的模拟效果较好.模拟时段的道路黑碳排放对道路边监测点的平均浓度贡献为(2.8±3.5)μg·m-3.由于局地气象条件差异,日间和夜间的机动车排放对道路边黑碳的模拟浓度存在显著差异.日间时段,小型客车排放对道路边站点的黑碳浓度贡献最高,达(1.07±1.57)μg·m-3;其次为公交车,达(0.58±0.85)μg·m-3.夜间时段货车比例明显上升,其黑碳排放占主导地位,贡献浓度(2.44±2.31)μg·m-3.     

The Real-World Safety Potential of Connected Vehicle Technology

Objective: This article estimates the safety potential of a current commercially available connected vehicle technology in real-world crashes.

Method: Data from the Centre for Automotive Safety Research's at-scene in-depth crash investigations in South Australia were used to simulate the circumstances of real-world crashes. A total of 89 crashes were selected for inclusion in the study. The crashes were selected as representative of the most prevalent crash types for injury or fatal crashes and had potential to be mitigated by connected vehicle technology. The trajectory, speeds, braking, and impact configuration of the selected in-depth cases were replicated in a software package and converted to a file format allowing “replay” of the scenario in real time as input to 2 Cohda Wireless MK2 onboard units. The Cohda Wireless onboard units are a mature connected vehicle technology that has been used in both the German simTD field trial and the U.S. Department of Transport's Safety Pilot project and have been tuned for low false alarm rates when used in the real world. The crash replay was achieved by replacing each of the onboard unit Global Positioning System (GPS) inputs with the simulated data of each of the involved vehicles. The time at which the Cohda Wireless threat detection software issued an elevated warning was used to calculate a new impact speed using 3 different reaction scenarios and 2 levels of braking.

Results: It was found that between 37 and 86% of the simulated crashes could be avoided, with highest percentage due a fully autonomous system braking at 0.7 g. The same system also reduced the impact speed relative to the actual crash in all cases. Even when a human reaction time of 1.2 s and moderate braking of 0.4 g was assumed, the impact speed was reduced in 78% of the crashes. Crash types that proved difficult for the threat detection engine were head-on crashes where the approach angle was low and right turn–opposite crashes.

Conclusions: These results indicate that connected vehicle technology can be greatly beneficial in real-world crash scenarios and that this benefit would be maximized by having the vehicle intervene autonomously with heavy braking. The crash types that proved difficult for the connected vehicle technology could be better addressed if controller area network (CAN) information is available, such as steering wheel angle, so that driver intent can be inferred sooner. More accurate positioning in the real world (e.g., combining satellite positioning and accelerometer data) would allow the technology to be more effective for near-collinear head-on and rear-end crashes, because the low approach angles that are common in such crashes are currently ignored in order to minimize false alarms due to positioning uncertainty.     

高速公路交通流实时安全性评价

根据多条高速公路近3年的事故数据及实时交通流数据,分析了高速公路运营安全性的相关影响因素,在此基础上提出了车速变异系数指标及其分级标准,建立了考虑交通流量、平均车速、车速变异系数、天气条件等多因素的高速公路交通流运行风险预测多元模型,并提出了高速公路交通流实时行车风险指数TRI指标,制定了交通流状态实时安全性评价标准,最后给出了高速公路交通流混合交通状态下的实时安全风险评价流程。通过西攀高速公路的交通流实时数据,验证了模型的有效性。     

基于环境保护的机动车税优化建议

当前区域性大气污染问题突出,机动车使用造成的污染问题不可忽视。为解决区域性的大气污染问题,机动车税费的污染减排调控功能日益被政府和学者重视。研究围绕"如何使机动车税更好发挥环境保护的效果"的问题,比较了中日机动车税的结构和性质,分析了在购买、保有和使用等不同环节的机动车税的特点以及环保效果,并基于问卷调查分析中国私家车主不同环节机动车税的负担情况。研究表明,在机动车使用环节征收的成品油消费税污染调控效果要优于其他环节的税收;对商业用途的机动车使用征税仅有收入功能没有调控功能,建议将机动车相关税的作用重心从购买环节转移到使用环节上,并对商业用途和私人用途的机动车实施差别税率。     

机动车尾气污染及防治对策研究

汽车是当今社会中人们最重要的代步工具,在人们的日常生活中占据着不可替代的位置。随着我国经济快速发展,城市机动车数量不断增加,导致尾气污染问题也日益严重,这不仅对大气质量造成了不良影响,同时也严重危害到了人们的身体健康。因此,机动车尾气污染问题必须得到有关部门高度重视,并且结合造成污染加剧的主要原因,找到机动车尾气污染防治的有效对策。本文将针对机动车尾气污染危害及防治对策进行分析。