汽油车冷起动排气后处理技术

为满足即将实施密耦催化剂的国家第3阶段排放标准，汽油车排气冷起动问题显得尤为重要。采用如低起燃温度催化剂、密耦催化剂、HC捕集器、二次空气注入和电加热催化剂等在内的排气后处理技术，可以有效地减少污染物尤其是HC的排放。多种处理技术的结合和系统优化能够满足更加严格的排放标准。     

双燃料发动机瞬态工况HC排放特征

采用双燃料增压中冷发动机,模拟了不同转速、转矩、进气流量以及进气温度对HC排放的影响.结果表明,在一定范围内HC排放会随着进气流量和转速增加而升高,随转矩和进气温度的增加而减小.1 600 r/min时HC排放水平高于其他各转速,此转速对应的最高HC排放水平进气流量、转矩和进气温度分别为80 kg/h、30N·m和28℃.对1 600 r/min下各参数进行拟合得出了最大HC排放水平对应的进气流量、转矩和进气温度,拟合效果较好.通过相关性分析,进气温度、转速和进气流量对HC排放影响显著,转矩对HC的排放影响不明显.     

柴油车尾气碳烟颗粒物催化燃烧催化剂的最新研究进展

柴油车尾气排放的碳烟颗粒已经引起了严重的环境污染问题,必须加以净化处理.柴油车碳烟颗粒的低温燃烧离不开高活性的催化剂.针对柴油车排放的碳烟颗粒物后处理方法中的催化氧化技术,总结了近年来几种主要类型的碳烟燃烧催化剂(贵金属催化剂、碱金属催化剂、单组分过渡金属氧化物催化剂、多组分混合氧化物催化剂和固定结构复合氧化物催化剂)的最新研究进展,并对该研究方向存在的主要问题和应用前景进行了探讨.     

基于COPERT 4模型的杭州市机动车排气污染特征研究

以2015年为基准年,利用COPERT 4模型计算了杭州市分车型分排放标准下的机动车排气污染物(CO、碳氢化合物(HC)、NO_x、PM_(2.5))的排放因子,并估算了各污染物排放量及分车型分排放标准下的各污染物分担率。结果表明,随着排放标准的提升,机动车排气污染物排放因子总体呈现下降的趋势。汽油车的CO和HC排放因子高于柴油车,而柴油车的NO_x和PM_(2.5)排放因子高于汽油车;天然气车的各污染物排放因子基本接近汽油车,而汽油电混动车的各污染物排放因子则明显低于其他动力车;各污染物排放因子随车型的增大(重)而增大。2015年杭州市机动车排气污染物CO、NO_x、HC和PM_(2.5)排放量分别为48 923.0、44 713.7、7 014.7、837.9t,其中汽油车CO和HC分担率较高主要是因为小型汽油客车CO和HC分担率高,并且其保有量占比也高,应重点控制小型汽油客车的保有量;柴油车NOx和PM_(2.5)分担率较高主要是因为重型柴油货车NO_x和PM_(2.5)分担率高,但其保有量占比不高,应重点控制重型柴油货车的排放因子。     

基于国Ⅵ标准的重型柴油车气态污染物排放控制技术

基于车载尾气检测设备(portable emission measurement system,PEMS),研究了国Ⅵ重型车气态污染物的排放特征;基于单位燃油消耗排放因子、单位行驶里程排放因子、单位时间排放因子,分析了NO_x、HC、CO污染物随路况的变化规律。实验结果表明,NO_x、HC、CO气态污染物较国V重型柴油车下降幅度较大,3种气态污染物分别下降88%、98%、62.7%。采用功基窗口法对数据进行整理分析,NO_x测量结果为460 mg·(kWh)~(-1),CO测量结果为192 mg·(kWh)~(-1),HC测量结果为37.5 mg·(kWh)~(-1),该重型柴油车可以满足国Ⅵ车载法规的要求。研究结果可为国Ⅵ重型车排放标准制定及其在环境污染控制领域的应用提供参考。     

催化湿式氧化法处理糖蜜酒精废液的研究

以非贵金属Cu、Fe、Mn和Ce为主要活性成分和TiO2、γ-Al2O3为载体，制备了10种用于催化湿式氧化法处理糖蜜酒精废液的催化剂。考察了载体、焙烧温度、成分配比对催化剂催化活性与稳定性的影响，研究了氧气分压、催化剂投加量、反应温度和反应时间对催化湿式氧化过程的影响规律。结果表明：（1）Fe-Mn／γ-Al2O3（3：1：1）催化剂是催化湿式氧化法处理糖蜜酒精废液的可选催化剂；（2）适宜的氧气供应量为理论需氧量的3．4～4．6倍。催化剂的投加量以10g／L为佳；在300℃下反应30min或在280℃下反应60min,处理水可达到污水综合排放标准GB9878—1996的三级标准。     

催化湿式氧化法处理糖蜜酒精废液的研究

以非贵金属Cu、Fe、Mn和Ce为主要活性成分和TiO2、-γA l2O3为载体,制备了10种用于催化湿式氧化法处理糖蜜酒精废液的催化剂。考察了载体、焙烧温度、成分配比对催化剂催化活性与稳定性的影响,研究了氧气分压、催化剂投加量、反应温度和反应时间对催化湿式氧化过程的影响规律。结果表明:(1)Fe-Mn/-γA l2O3(3∶1∶1)催化剂是催化湿式氧化法处理糖蜜酒精废液的可选催化剂;(2)适宜的氧气供应量为理论需氧量的3.4~4.6倍,催化剂的投加量以10 g/L为佳;在300℃下反应30 m in或在280℃下反应60 m in,处理水可达到污水综合排放标准GB9878-1996的三级标准。     

喷消石灰脱除垃圾焚烧炉尾气中HC1和SO2的试验研究

在日处理200t进口流化床垃圾焚烧炉上，进行烟气喷水降温加上喷消石灰粉末胶除尾气中的酸性气体HC1和SO2的试验研究，HC1和SO2浓度由布袋除尘器出口的在线气体分析仪测得，结果表明HC1和SO2的去除率在Ca/C1摩尔比等于9时分别在80%和20%，说明该法消石灰利用率较低，宜改为半干法脱除HC1和SO2酸性气体以便降低吸收剂用量，提高运行的经济性。     

北京市机动车排放遥感监测分析

机动车排放遥感监测反映实际道路行驶中的排放状况,对全面分析排放水平有很强的统计意义。北京市机动车排放遥感监测的CO、HC和NOx的平均浓度分别为1.94%、388×10-6和700×10-6。北京市机动车排放的CO、HC和NOx中50%分别来自于15.90%、13.98%、11.13%的高排放车,但某车辆对于一种污染物出现高排放并不意味着它对其他污染物也是高排放。根据遥感监测得到北京市轻型汽油车基于油耗的CO、HC和NOx平均尾气管排放因子分别为200.1g/L、11.05 g/L和6.68 g/L。     

La1-x Cex Cuy Mn1-yO3／HZSM-5催化剂低温去除柴油机碳烟和NOx

为实现对柴油机碳烟和NOx的低温同步去除,采用柠檬酸络合法制备分子筛负载钙钛矿型金属复合氧化物催化剂,应用x衍射分析仪（XRD）和电镜扫描仪（SEM）对催化剂性能进行表征,并在微型固定床反应器中对催化剂低温去除碳烟和NOx进行活性评价。利用程序升温反应（TPR）技术,进行催化剂活性评价、柴油机负荷和排放等特性实验。结果表明,A位用适量Ce部分取代La,B位用适量cu部分取代Mn,可使碳颗粒燃烧温度降低,CO2选择性好,NOx转化率升高。La0.4 Ce0.6 Cu0.2 Mn0.8O3／HZSM-5催化剂的最大NOx转化率为81．0％,Ti、Tm和Tf分别为250、350和475℃,表明该催化剂具有较好的催化活性,能在低温条件下去除碳烟和NOx。     

Air Pollutant Emissions from the Incineration of Hospital Wastes The Alberta Experience

Since the early seventies, hospital waste incineration has been an ever increasing issue in Alberta because of the emissions of particles, hydrochloric acid and chlorine which result from burning plastic-rich hospital waste. These stack emissions were measured from various hospital incinerators in the Province of Alberta and most were found to be above the standards adopted by the Alberta Department of Environment. Compliance with particulate and HC1 emission standards are mandatory in order to receive final approval for a hospital incinerator in Alberta. Adequate control measures are available to meet Alberta Environment requirements for hospital incinerator emissions.     

Emission Characteristics of Mexico City Vehicles

The University of Denver remote sensor for automobile exhaust was set up for nine days at five locations in the Mexico City area. A total of 31,838 valid readings for CO and HC emissions were obtained. The emissions distribution was unlike any other we have observed in North America or Europe, in that the emissions for both CO and HC were vastly greater than seen elsewhere. The readings are discussed in terms of the fraction of CO and HC which would be measured by a tailpipe probe, and in terms of grams emitted per gallon of gasoline. The median CO emission was 3.8 percent, with half of the CO emissions coming from the 24 percent of the fleet with over 6.6 percent CO in the exhaust. The median HC emission was 1,100 parts per million measured as propane equivalent, while half the emissions come from twelve percent of the fleet with more than 4,000 ppm propane equivalent in the exhaust.     

Multispecies remote sensing measurements of vehicle emissions on Sherman Way in Van Nuys,California

As part of the 2010 Van Nuys tunnel study, researchers from the University of Denver measured on-road fuel-specific light-duty vehicle emissions from nearly 13,000 vehicles on Sherman Way (0.4 miles west of the tunnel) in Van Nuys, California, with its multispecies Fuel Efficiency Automobile Test (FEAT) remote sensor a week ahead of the tunnel measurements. The remote sensing mean gram per kilogram carbon monoxide (CO), hydrocarbon (HC), and oxide of nitrogen (NO_x) measurements are 8.9% lower, 41% higher, and 24% higher than the tunnel measurements, respectively. The remote sensing CO/NO_x and HC/NO_x mass ratios are 28% lower and 20% higher than the comparable tunnel ratios. Comparisons with the historical tunnel measurements show large reductions in CO, HC, and NO_x over the past 23 yr, but little change in the HC/NO_x mass ratio since 1995. The fleet CO and HC emissions are increasingly dominated by a few gross emitters, with more than a third of the total emissions being contributed by less than 1% of the fleet. An example of this is a 1995 vehicle measured three times with an average HC emission of 419 g/kg fuel (two-stroke snowmobiles average 475 g/kg fuel), responsible for 4% of the total HC emissions. The 2008 economic downturn dramatically reduced the number of new vehicles entering the fleet, leading to an age increase (>1 model year) of the Sherman Way fleet that has increased the fleet's ammonia (NH₃) emissions. The mean NH₃ levels appear little changed from previous measurements collected in the Van Nuys tunnel in 1993. Comparisons between weekday and weekend data show few fleet differences, although the fraction of light-duty diesel vehicles decreased from the weekday (1.7%) to Saturday (1.2%) and Sunday (0.6%).

Implications: On-road remote sensing emission measurements of light-duty vehicles on Sherman Way in Van Nuys, California, show large historical emission reductions for CO and HC emissions despite an older fleet arising from the 2008 economic downturn. Fleet CO and HC emissions are increasingly dominated by a few gross emitters, with a single 1995 vehicle measured being responsible for 4% of the entire fleet's HC emissions. Finding and repairing and/or scrapping as little as 2% of the fleet would reduce on-road tailpipe emissions by as much as 50%. Ammonia emissions have locally increased with the increasing fleet age.     

Speciated hydrocarbon and carbon monoxide emissions from an internal combustion engine operating on methyl tertiary butyl ether-containing fuels

In the present work, engine and tailpipe (after a three-way catalytic converter) emissions from an internal combustion engine operating on two oxygenated blend fuels [containing 2 and 11% weight/weight (w/w) methyl tertiary butyl ether (MTBE)] and on a nonoxygenated base fuel were characterized. The engine (OPEL 1.6 L) was operated under various conditions, in the range of 0-20 HP. Total unburned hydrocarbons, carbon monoxide, methane, hexane, ethylene, acetaldehyde, acetone, 2-propanol, benzene, toluene, 1,3-butadiene, acetic acid, and MTBE were measured at each engine operating condition. As concerns the total HC emissions, the use of MTBE was beneficial from 1.90 to 3.81 HP, which were by far the most polluting conditions. Moreover, CO emissions in tailpipe exhaust were decreased in the whole operation range with increasing MTBE in the fuel. The greatest advantage of MTBE addition to gasoline was the decrease in ethylene, acetaldehyde, benzene, toluene, and acetic acid emissions in engine exhaust, especially when MTBE content in the fuel was increased to 11% w/w. In tailpipe exhaust, the catalyst operation diminished the observed differences. Ethylene, methane, and acetaldehyde were the main compounds present in exhaust gases. Ethylene was easily oxidized over the catalyst, while acetaldehyde and methane were quite resistant to oxidation.     

Speciated Hydrocarbon and Carbon Monoxide Emissions from an Internal Combustion Engine Operating on Methyl Tertiary Butyl Ether-Containing Fuels

ABSTRACT

In the present work, engine and tailpipe (after a three-way catalytic converter) emissions from an internal combustion engine operating on two oxygenated blend fuels [containing 2 and 11% weight/weight (w/w) methyl tertiary butyl ether (MTBE)] and on a nonoxygenated base fuel were characterized. The engine (OPEL 1.6 L) was operated under various conditions, in the range of 0-20 HP. Total unburned hydrocarbons, carbon monoxide, methane, hexane, ethylene, acetaldehyde, acetone, 2-propanol, benzene, toluene, 1,3-butadiene, acetic acid, and MTBE were measured at each engine operating condition. As concerns the total HC emissions, the use of MTBE was beneficial from 1.90 to 3.81 HP, which were by far the most polluting conditions. Moreover, CO emissions in tailpipe exhaust were decreased in the whole operation range with increasing MTBE in the fuel.

The greatest advantage of MTBE addition to gasoline was the decrease in ethylene, acetaldehyde, benzene, toluene, and acetic acid emissions in engine exhaust, especially when MTBE content in the fuel was increased to 11% w/w. In tailpipe exhaust, the catalyst operation diminished the observed differences. Ethylene, methane,and acetaldehyde were the main compounds present in exhaust gases. Ethylene was easily oxidized over the catalyst,while acetaldehyde and methane were quite resistant to oxidation.     

Idle emissions from heavy-duty diesel vehicles: review and recent data

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.     

Experimental investigation of regulated and unregulated emissions from a diesel engine fueled with Euro V diesel fuel and fumigation methanol

Experiments were conducted on a four-cylinder direct-injection diesel engine with part of the engine load taken up by fumigation methanol injected into the air intake of each cylinder to investigate the regulated and unregulated gaseous emissions and particulate emission of the engine under five engine loads at an engine speed of 1920 rev min^?1. The fumigation methanol was injected to top up 10%, 20% and 30% of the engine load under different engine operating conditions.The experimental results show that at low engine loads, the brake thermal efficiency (BTE) decreases with increase in fumigation methanol; but at high engine loads, the BTE is not significantly affected by fumigation methanol. The fumigation methanol results in significant increase in hydrocarbon (HC), carbon monoxide (CO) and nitrogen dioxide (NO₂) emissions, but decrease in nitrogen oxides (NO_x). For the unregulated gaseous emissions, unburned methanol, formaldehyde and BTX (benzene, toluene and xylene) emissions increase but ethyne, ethene and 1,3-butadiene emissions decrease. Particulate mass and number concentrations also decrease with increase in fumigation methanol. A diesel oxidation catalyst (DOC) is found to reduce significantly most of the pollutants, including the air toxics, when the exhaust gas temperature is sufficiently high.     

Automotive Exhaust Emission Levels by Geographic Area and Vehicle Make A Nationwide Survey

Gross average automotive exhaust emissions data collected by the Atlantic Richfield Clean Air Caravan during the summer of 1970 showed only slight geographical variations when the specific makes were ignored. When considering specific makes, significant differences were found on an average emissions basis. Vehicle population—emission distributions showed wide variations in the 50% population levels and in the percent of vehicles with emissions greater than specified values. Hydrocarbon (HC) and carbon monoxide (CO) data are given on a gross basis for the 1970, 1968-69, 1966-67, and pre-1966 model year group vehicles. Average HC and CO emissions and vehicle population-Idle emissions distribution curves are included for specific make vehicles in selected areas.     

Product Guide/1970

Abstract

In Mexico City, the use and composition of fuels determine that carbon monoxide (CO) comes mostly from mobile sources, and sulfur dioxide (SO₂) from fixed and mobile sources. By simultaneously measuring hydrocarbons (HC), CO, and SO₂ in the atmosphere of Mexico City, the relative amounts coming from different sources can be estimated. Assuming that some HC are emitted proportionally to CO emissions, we can establish that [HC]₁= m1? [CO], where the proportionality constant ml corresponds to the ratio of emissions factor for HC and CO in mobile sources. Similarly for fuels containing sulfur, it can be assumed that [HC]₂ = m2 ? [SO₂]. In this way, the total HC are [HC]_total=[HC]₀+ ml ? [CO]+ m2 ? [SO₂], where [HC]₀ corresponds mainly to other sources like solvent evaporation, gas consumption, and natural emissions. In this way, it can be estimated that in Mexico City 75% of average HC comes from mobile sources, 5% from sulfur-related sources, and 19% from natural sources and solvent evaporation. Compared with the HC/CO ratio measured in the exhaust pipe of vehicles, we estimated that 70% of HC emitted from mobile sources are evaporative losses, and only 30% come through the exhaust system.     

Emissions profile from new and in-use handheld, 2-stroke engines

The objective of this study was to characterize exhaust emissions from a series of handheld, 2-stroke small engines. A total of 23 new and used engines from model years 1981–2003 were studied; these engines spanned three phases of emission control (pre-control, phase-1, phase-2). Measured emissions included carbon monoxide (CO), carbon dioxide (CO₂), nitrogen oxides (NO_x), hydrocarbons (HC), fine particulate matter (PM_2.5), and sulfur dioxide (SO₂). Emissions reductions in CO (78%) and HC (52%) were significant between pre-control and phase-2 engines. These reductions can be attributed to improvements in engine design, reduced scavenging losses, and implementation of catalytic exhaust control. Total hydrocarbon emissions were strongly correlated with fuel consumption rates, indicating varying degrees of scavenging losses during the intake/exhaust stroke. The use of a reformulated gasoline containing 10% ethanol resulted in a 15% decrease in HC and a 29% decrease in CO emissions, on average. Increasing oil content of 2-stroke engine fuels results in a substantial increase of PM_2.5 emissions as well as smaller increases in HC and CO emissions. Results from this study enhance existing emission inventories and appear to validate predicted improvements to ambient air quality through implementation of new phase-2 handheld emission standards.