不同掺混比例甲醇汽油车的排放特性

采用《轻型汽车污染物排放限值及测量方法》(GB 18352.3─2005)规定的Ⅰ型试验方法,对汽油车和不同掺混比例的甲醇燃料车在原催化器和新催化器条件下的瞬态常规污染物排放特性进行了研究. 结果表明:甲醇燃料汽车CO和HC排放较汽油车低,其NO_x的排放通常高于汽油车,且随甲醇比例的提高而增加,使用针对甲醇燃料开发的新催化器后,3种常规污染物排放均明显降低;甲醇燃料汽车CO的排放多数出现在第1个195工况,HC的瞬态排放规律与CO相近,NO_x几乎在每个急加速阶段和城郊运行工况(EUDC)循环中均出现峰值.      

上海城市交通与机动车排气污染调查

上海市机动车保有量逐年增加，车辆的排气污染愈来愈严重，据调查，１９９７年机动画排放的ＣＯ，ＭＮＨＣ，ＮＯＸ和ＰＭ分别达到５８．６，９．０８，６．２０和０．２３万吨。中心城区机动车排放的ＣＯ，ＮＭＨＣ和ＮＯＸ污染物５０％以上来自于小型车，是影响上海城区环境空气质量的主要污染源。     

溶剂使用源有组织排放VOCs监测方法及组成特征

以上海2家大型修造船企业、3家大型汽车制造企业、2家大型涂料生产企业、1家大型油墨生产企业以及1家大型包装印刷企业为例,研究不同监测方法对溶剂使用源有组织排放废气VOCs(挥发性有机物)监测的适用性;并在此基础上初步探讨溶剂使用源排放VOCs的组成特征.结果表明:Summa罐可以很好地采集和储存溶剂使用源排放的有机物,废气在Summa罐采集、储存1周后,其中NMHC(非甲烷总烃)质量浓度与企业现场测试结果一致性很好,二者相关系数高达0.99,平均比值为1.04±0.09.采用GC-FID/MS(气相色谱-氢离子火焰/质谱)联用技术分析Summa罐采集的废气发现,VOCs可定量组分的质量浓度平均值占ρ(NMHC)的61.0%(以碳计);不同溶剂使用源排放的NMHC中可定量组分所占比例在29.2%～95.7%之间,行业之间存在一定差异.溶剂使用源排放的废气中可定量的VOCs组分主要是芳香烃和含氧VOCs;修造船和汽车制造等喷涂过程排放的VOCs中芳香烃贡献最大,其次是含氧VOCs;在涂料油墨生产及包装印刷过程排放的VOCs中,含氧VOCs贡献最大,特别是包装印刷源排放的VOCs中有85.0%是乙酸乙酯.研究结果对溶剂使用源VOCs物质排放清单编制有一定的支撑作用.      

汽车零配件涂装过程VOCs排放特征与案例分析

VOCs（挥发性有机物）现已被列为我国大气环境领域的核心污染物.随着汽车零配件制造行业减排要求的提出,于2018年6月选取典型汽车零配件制造企业,采用美国TO-15方法分析VOCs物种,采用FID（氢离子火焰检测器）对NMHC（非甲烷总烃）进行实测,分析汽车零配件涂装过程的VOCs排放特征.结果表明:①由于分析方式的不同,有组织排放的ρ（NMHC）比ρ（VOCs）高1.3~1.9倍,其中末端未安装VOCs处理设施的排气筒排放的ρ（NMHC）最高.②汽车零配件涂装过程排放的主要VOCs物种质量浓度占比范围分别为46.72%~98.33%（芳香烃）、1.20%~52.90%（含氧VOCs）,其中ρ（二甲苯）、ρ（苯系物）超标（DB 31/933—2015《大气污染物综合排放标准》）情况较为严重.③未进入VOCs处理装置前的VOCs物种组成与原辅料中VOCs物种组成一致,二者主要VOCs物种的质量分数大致相同,说明生产工艺的不同对VOCs的排放组成影响较小.④比较RTO（蓄热式热力燃烧装置）和活性炭吸附装置处理VOCs前、后废气组成的差异发现,活性炭吸附装置处理对VOCs排放的组成基本无影响,经RTO处理后排放物种以芳香烃和含氧VOCs为主,但是w（芳香烃）和w（含氧VOCs）变化不一致,说明RTO对芳香烃和含氧VOCs处理效率不同.研究显示,为满足国家对汽车零配件制造行业VOCs的减排要求,源头使用高固分涂料或水性涂料替代溶剂型涂料,优化过程收集系统,增强末端处理技术的净化效果、安全性和稳定性,是实现汽车零配件制造行业全过程减排的重要手段.      

某典型石油化工园区冬季大气中VOCs污染特征

利用TH-300B挥发性有机物(volatile organic compounds,VOCs)在线监测系统于2014年12月~2015年2月对我国某石油化工园区的VOCs进行连续在线监测.分析了其组成特征、时间变化特征、来源以及光化学活性特征.结果表明,研究区冬季大气中VOCs的混合体积分数较高,烷烃占据主导地位,占TVOCs的86.73%;TVOCs、烷烃、烯烃、芳香烃的昼夜变化特征均表现为夜间高而白天低,且烷烃、烯烃的变化与TVOCs较为一致.利用主成分分析-多元线性回归(PCA-MLR)模型解析得到5个因子,分别表征燃料挥发源、工业排放源、汽油车尾气和植物排放混合源、柴油车尾气排放源和燃料燃烧源,其贡献率分别为60.02%、8.50%、2.07%、12.21%、17.20%.利用Propy-equiv法和MIR法计算得出该研究区冬季大气中各类VOCs对臭氧生成的相对贡献率的大小均表现为烷烃烯烃芳香烃,其中环戊烷、正丁烷和1-戊烯的贡献率较高,气团光化学年龄较长.     

The influence of ambient temperature on tailpipe emissions from 1985 to 1987 model year light-duty gasoline motor vehicles—II

Tailpipe emissions from gasoline fieled motor vehicles are sensitive to a number of factors including driving schedule (speed vs time), ambient temperature and fuel composition. The sensitivity of hydrocarbon (HC), aldehyde, CO, and oxides of nitrogen (NO_x) emissions to these variables was examined with 11 recent technology (1985–1987 model year) four- six- and eight-cylinder gasoline fueled motor vehicles. In excess of 200 individual HCs and 12 aldehydes were included in the detailed organic emission characterizations. Two fuels and driving schedules were used. Hydrocarbon and CO emissions increased significantly and NO_x emissions, in general, increased slightly as ambient temperature decreased. Formaldehyde also increased only slightly at test temperature decreased. Paraffin and aromatic emission fractions were dependent on fuel composition with olefin fraction being less fuel sensitive. When the low temperature cold start was preceded by a 5 min engine idle, CO and HC emissions were lowered, and NO_x emissions essentially unchanged.     

Waste from road transport: development of a model to predict waste from end-of-life and operation phases of road vehicles in Europe

This paper presents the model developed within the TRENDS (TRansport and ENvironment Database System) project for the prediction of waste produced from road vehicles, both at their end-of-life and during vehicle operation. The model covers passenger cars and light-duty commercial vehicles on a detailed level, and heavy-duty vehicles and buses with less detail. The computer model forecasts the waste produced by road transport in Europe from 1990 to 2020 in annual steps. In analogy to the well-known emission factors, which indicate the amount of airborne emissions per kilometre travelled by a vehicle, so-called waste factors were derived which express the amount of waste produced, both per vehicle kilometre (for waste from vehicle operation), and per vehicle scrapped (for waste from end-of-life vehicles). Waste factors depend on the technology stage (EURO I, II, etc.) of the vehicles in order to reflect the rapid change in technology and in the material composition of vehicles over the last decades. Materials covered are ferrous (iron, steel) and non-ferrous metals (aluminium, cadmium, chromium, copper, lead, zinc, and mercury), various plastics and various kinds of operating liquids (lubricants, engine oil). On the side of the vehicle components, batteries and tires are included. Activity data needed for the forecast of the total annual waste production, such as the number of scrapped vehicles and the annual mileage per vehicle category and EU member country, were obtained from the so-called Road Transport model of TRENDS. Model results are presented for all material components as well as tires for the entire EU15 as time series from 1990 to 2020. They were validated against data originating from various sources, including the European Environment Agency and the European Tyre Recycling Association. Finally, methods for the future enhancement of the quality of the model forecasts are discussed.     

Characterization and source identification of respirable particulate matter in Athens,Greece

Twenty-seven samples of respirable particulate matter (RP) were collected in central Athens during the summer of 1987. The samples were analyzed for the concentration SO₄²⁻ and NO₃⁻ (collected with Teflon and nylon filters and analyzed by ion-chromatography); organic and elemental carbon (collected on quartz fiber filters and analyzed with a thermo-optical method); and 20 elements (collected on Teflon filters and analyzed by proton-induced X-ray emission spectroscopy). Simultaneously collected samples for SO₂ and HNO₃ were also evaluated (collected with annular denuders and analyzed by ion-chromatography). T The average RP concentration measured was 80.7 μg m⁻³, well above the USEPA annual standard for PM₁₀ aerosol. In addition, high levels of organic (16.9 μg m⁻³) and elemental carbon (4.2 μg m⁻³) were found. Correlations between aerosol carbon and Br, Pb, NO and NMHC (all > 0.8) confirm that gasoline and diesel powered vehicles are one of the major sources of pollution in the region. Correlations between RP and Al, Si, K, Ca and Fe also suggest that soil aerosols contribute to the high RP concentrations. Enrichment factors for the RP samples relative to the composition of soil in the Athens basin indentify major contributions from vehicles (Pb and Br) and industrial operations (S, Ti, Mn, Fe, Ni, Cu, Zn). Based on these results, a Chemical Mass Balance receptor model was applied to each of the 27 samples and the contributions to RP from soil (4.5 %), vehicles (20.3 %), steel industries (4.6. %) and cement plant emissions (3.2 %) estimated. Other major components of the RP were SO₄²⁻ (13.0 %) and organic carbon from non-vehicle and industrial sources (15.5 %).     

推广新能源汽车碳减排和大气污染控制的协同效益研究——以上海市为例

随着我国机动车数量的持续增长,交通运输行业已经成为仅次于工业部门的第二大能源消费部门,也是温室气体排放和空气污染物的主要贡献部门.为了支持低碳发展,自2009年起,中国便开始使用新能源汽车取代传统燃油汽车.通过上海市2016年纯电动和插电式混合动力的私家车、出租车和公交车的行驶情况、能源消耗和排放因子等数据,对新能源汽车运行过程以及所需电能生产过程中产生的大气污染物和CO₂的排放量进行了测算,利用协同控制坐标系评价和污染物减排量交叉弹性分析方法探讨了新能源汽车的协同减排能力与效果.基于协同效益潜力分析结果,对推广3类新能源汽车的协同效益进行了排序,结果表明纯电动公交车具有最佳的碳减排和大气污染控制协同效益,纯电动以及插电式混合动力私家车和出租车对CO、NO_x、NMHC、PM₁₀都具有协同效益,而插电式混合动力公交车不具备协同效益.     

典型钢铁企业VOCs污染特征及SOA生成潜势估算

为了解钢铁企业的大气污染特征,使用在线监测仪器于2016年7月对某典型钢铁企业VOCs（挥发性有机化合物）、PM_2.5和NMHC（非甲烷烃）等污染物进行观测,同时基于FAC（气溶胶生成系数）估算了该区域的SOA（二次有机气溶胶）生成潜势.结果表明:观测期间ρ（总VOCs）为（106.08±63.81）μg/m3,与ρ（NMHC）（以C计）的相关系数（R2）达到了0.8（P < 0.05）以上;VOCs中主要类别为烷烃和芳烃;ρ（O₃）超标期间的ρ（苯）和ρ（甲苯）分别比ρ（O₃）未超标时间段高47.0%和37.2%,并且高ρ（总VOCs）期间芳烃占比高达46.0%,这可能与钢铁企业在炼焦时苯系物（苯、甲苯和二甲苯）排放有关.ρ（总VOCs）、ρ（NMHC）、ρ（烷烃）、ρ（芳烃）和ρ（乙炔）均呈早晚高峰值的日变化特征,而ρ（烯烃）由于异戊二烯受天然源排放影响,呈午间单峰值的特征.观测期间的SOA生成潜势为2.54 μg/m3,较城区高出76.4%,显示钢铁企业SOA对PM_2.5具有一定贡献;其中芳烃对SOA生成贡献高达97.2%,主要贡献组分包括苯、间/对-二甲苯、乙苯、苯、邻-二甲苯.研究显示,钢铁企业VOCs污染治理应重点控制苯系物,同时烷烃的排放也不容忽视.      

汽油车技术发展对尾气排放影响研究进展

近年来,汽油车尾气排放已成为城市大气污染的主要来源之一.为减少油耗、温室气体和大气污染物的排放,汽油直喷技术(GDI)、醇类燃料替代以及混合动力系统等新兴技术被应用到汽车产品中,该研究对GDI发动机汽车、醇类燃料车和混合动力车的颗粒物(PM)、氮氧化物(NO_x)、总碳氢化合物(THC)的排放研究进行梳理和总结,综合评估先进动力技术和醇类燃料的环境影响.结果表明:GDI汽油车的PM排放因子为进气道喷射(PFI)汽油车的1.2~5倍,加装汽油颗粒物捕集器(GPF)后GDI汽油车的PM排放大幅下降,同时具备催化能力的GPF可减少NO_x和THC排放.与汽油车相比,乙醇燃料车PM排放量减少了35%~56%,尾气THC排放减少了10%~44%,但挥发性有机物(VOCs)蒸发排放增加了20%~41%,其主要来自于日呼吸损失.各类型车辆的NO_x排放差异较小,比较结果存在一定的不确定性.混合动力车相比传统内燃机汽车污染物减排优势明显,可积极推广其在公共交通和私家车队中的应用.建议今后研究应着重关注以下几个方面:①GDI和混合动力车在实际条件下排放污染物的环境影响;②醇类燃料车VOCs蒸发排放控制技术及相关法规标准的完善;③新兴技术汽油车排放污染物的生成机理及其影响因素.      

长江三角洲2017年机动车IVOCs排放清单构建及其对SOA的生成影响

中等挥发性有机物（IVOCs）对大气中二次有机气溶胶（SOA）的生成有重要贡献,但尚未包括在目前的排放清单中.本研究以长三角地区为研究对象,分别基于排放因子法和IVOCs/POA比例系数法对长三角地区2017年机动车IVOCs的排放量进行估算,构建长三角地区2017年机动车IVOC排放清单,分析其不确定性并估算其对SOA生成潜势的影响.基于排放因子法的结果表明,2017年长三角地区机动车IVOCs排放总量为3.58万t,SOA的生成潜势为695 t,其中载货汽车的IVOCs排放量在长三角大部分城市的占比均超过70%;从燃料类型来看,柴油车的IVOCs排放量远高于汽油车.基于IVOCs/POA比例系数法的结果表明,由不同的IVOCs/POA比例以及不同的POA/PM_2.5占比得到的排放清单结果差别巨大,最大值可达64.2万t,最小仅为5.2万t,造成的SOA生成潜势分别为1.55万t和1032 t.本研究表明基于不同的估算方法构建的IVOCs排放清单结果差别巨大,具有很大的不确定性,将直接影响后续空气质量模型对SOA的模拟结果.因此,需进一步将不同清单结果用于空气质量模型中对SOA进行模拟,通过与观测值的比较,从而获得较为准确的长三角地区机动车IVOCs排放清单.     

珠江三角洲机动车挥发性有机物排放化学成分谱研究

根据珠三角地区机动车挥发性有机物排放(VOCs)贡献特征,选取在用轻型汽油车、轻型柴油车、液化石油气(LPG)出租车和摩托车,采用底盘测功机及实际道路测试,获取了以上车型尾气排放的VOCs化学成分(59种非甲烷碳氢化合物)特征谱.轻型汽油车以及摩托车的尾气组成中芳香烃含量最高,其次为烷烃;苯系物、异戊烷以及乙烯占轻型汽油车尾气VOCs组成的54.5%;苯系物、异戊烷以及乙炔占摩托车尾气组成的54.6%.轻型柴油车的尾气组成中烷烃比例最高,其次是芳香烃和烯炔烃.除了苯和甲苯,正十一烷、正十二烷、正癸烷、乙烯、丙烯、1-丁烯亦在柴油车尾气中占有重要比例(41.2%).LPG出租车尾气组成以丙烷、正丁烷、异丁烷为主,并伴有较高比例的1,2,4-三甲基苯、1,2,3-三甲基苯和甲苯.与类似研究比较结果表明:由于在油品、排放标准及采样与分析方法等方面的差异,机动车排放源成分谱相关研究结果仍存在一定的差异性,建议对机动车成分谱研究在尾气采样与分析方法等方面进行规范化和标准化.     

Emission of intermediate volatility organic compounds from a ship main engine burning heavy fuel oil

Intermediate volatility organic compounds (IVOCs) are crucial precursors of secondary organic aerosol (SOA). In this study, gaseous IVOCs emitted from a ship main engine burning heavy fuel oil (HFO) were investigated on a test bench, which could simulate the real-world operations and emissions of ocean-going ships. The chemical compositions, emission factors (EFs) and volatility distributions of IVOC emissions were investigated. The results showed that the main engine burning HFO emitted a large amount of IVOCs, with average IVOC EFs of 20.2–201?mg/kg-fuel. The IVOCs were mainly comprised of unspeciated compounds. The chemical compositions of exhaust IVOCs were different from that of HFO fuel, especially for polycyclic aromatic compounds and alkylcyclohexanes. The volatility distributions of IVOCs were also different between HFO exhausts and HFO fuel. The distinctions in IVOC emission characteristics between HFO exhausts and HFO fuel should be considered when assessing the IVOC emission and related SOA formation potentials from ocean-going ships burning HFO, especially when using fuel-surrogate models.     

上海市机动车排污状况与污染控制战略

通过对上海市中心城区机动车行驶工史现状的主要特点及发展趋势的分析，计算出中心城区１９９５年机动车尾气排放的ＣＯ、ＮＭＨＣ和ＮＯｘ负荷，分别占区域内机动车和固定源产排放总量的７６％、９３％和４４％，据预测，到２０１０年，中心城区内机动车排出的ＣＯ、ＮＭＨＣ和ＮＯｘ负荷，将分别占区域中机动车和固定源排放总量的９４％、９８％和７５％，因此，针对机动车排污所面临的严峻挑战，需要采取加强机动车检查与维修（Ｉ     

重型柴油公交车实际道路颗粒物排放的理化特征

为研究重型柴油公交车实际道路颗粒物排放的理化特征,采用车载排放测试方法,选取了2辆国Ⅲ和4辆国Ⅳ柴油公交车,对气态污染物和颗粒物排放因子、粒径分布及颗粒物中的组分(包括碳组分、离子、元素和有机组分)排放特征进行了实测分析.结果表明:测试车辆的颗粒数量主要集中在100 nm以下粒径段,颗粒质量排放总体呈倒U型分布,粒径峰值位于300 nm左右.OC和EC分别占尾气颗粒物总质量的36.10%±8.94%和27.97%±10.00%,离子和元素组分分别占7.75%±1.01%和22.71%±3.09%.柴油质量对柴油车尾气颗粒物成分具有较大影响,燃用国Ⅲ柴油的车辆尾气中富含S、Ca、Mg、Na等元素组分,其主要来自燃油中的硫分和杂质.在可检出的弱极性可溶有机物中,正构烷烃和脂肪酸的含量较为丰富,分别占颗粒物总质量的1.95%和5.13%,此外还有一定量的藿烷和PAHs(多环芳烃).其中,正构烷烃组分主要分布于C19～C29,正构烷酸主要集中在C12、C14、C16和C18等偶数碳组分.国Ⅲ和国Ⅳ柴油公交车的PAHs排放因子分别为198.2、62.5 μg/km,以3环和4环PAHs为主,菲、荧蒽、芘、惹烯、苯并荧蒽、、苯并[123-cd]芘和苯并苝是较为主要的PAHs组分.需要指出的是,由于采用定比例稀释方法,颗粒物中组分的测试结果可能与其实际排放存在一定偏差.      

基于聚类分析的长治市夏季VOCs来源及活性

分析长治市夏季环境VOCs浓度及其反应活性（以OH·消耗速率计）,基于聚类分析与正定矩阵因子分解法 （PMF）解析VOCs来源.结果表明：长治市总VOCs平均浓度为37.40 μg/m³,平均活性水平为5.07s^-1,具有本地新鲜排放和反应后混合的特征.机动车排放、燃煤、液化石油气/天然气（LPG/ NG）使用、工艺过程和溶剂使用源对环境VOCs的贡献分别为29.7%、29.2%、23.5%、11.6%和6.1%;对具有新鲜排放特征VOCs的贡献分别为34.6%、38.4%、10.1%、8.5%和8.5%.长治市VOCs主要受本地机动车与燃煤源排放的影响,而LPG/ NG使用源与工艺过程源可通过区域传输影响本地环境VOCs.可见,有效控制本地机动车与燃煤源排放、加强市区周边LPG/NG使用与工艺过程源的联防联控,是降低长治市环境VOCs浓度与O₃生成的有效途径.     

区县尺度机动车高分辨率排放清单建立方法及应用

提出了一种基于现场调查和卫片解译建立区县尺度机动车行驶里程(VKT)数据库和尾气排放高分辨率排放清单的方法,以北京市通州区为例进行了应用和排放特征分析.分别使用登记注册车辆信息(保有量方法)和实际车流量信息(车流量方法)计算出VKT和对应的各污染物排放量.结果表明,基于保有量方法计算得到的行驶里程比基于车流量方法的结果低约37%,应用实际车流量的计算方法与实际状况更接近.基于保有量的方法低估了小型载客汽车、大型载客汽车和中型载货汽车的行驶里程,高估了轻型载货汽车、重型载货汽车、低速载货汽车和摩托车的行驶里程.基于保有量的计算方法低估了小客车的尾气污染物排放量,低估比例约为51%.对于大客车、轻型载货汽车和中型载货汽车,2种方法计算的排放量差别较小.基于保有量的计算方法高估了重型载货汽车、低速载货汽车和摩托车的排放量的尾气排放量,高估比例分别约为41%、30%、30%.     

Reviews of emission of biogenic volatile organic compounds (BVOCs) in Asia

Biogenic volatile organic compounds (BVOCs) in the atmosphere play important roles in the formation of ground-level ozone and secondary organic aerosol (SOA) in global scale and also in regional scale under some condition due to their large amount and relatively higher reactivity. In places with high plant cover in the tropics and in China where air pollution is serious, the effect of BVOCs on ozone and secondary organic aerosols is strong. The present research aims to provide a comprehensive review about the emission rate, emission inventory, research methods, the influencing factors of BVOCs emissions, as well as their impacts on atmospheric environment quality and human health in recent years in Asia based on the summary and analysis of literatures. It is suggested to use field direct measurement method to obtain the emission rate and model method to calculate the emission amount. Several recommendations are given for future investigation and policy development on BVOCs emission.     

Inclusion of the variability of diffuse pollutions in LCA for agriculture: the case of slurry application techniques

LCAs (life cycle assessments) are often based on average data to produce a generic evaluation of a good or service. However, ignoring variability and induced uncertainty of LCA results reduces their significance, especially when dealing with agricultural processes that present high natural fluctuations. The objective of the study was to explore the robustness of LCA results when accounting for variable emissions data, illustrated by the case of slurry application techniques. Four application techniques were compared: band spreading, broadcast spreading, harrowing after surface application and direct injection.On the basis of the normalisation results, acidification, eutrophication and global warming potentials were selected. To estimate field nitrogen emissions, an original approach was developed based on relative nitrogen loss factors for each technique from a literature review. The calculated field emissions from different soil and climate conditions were considered equally probable and were propagated into a range of LCA result using the Monte Carlo method. Injection and harrowing both showed reduced acidification and eutrophication potentials compared to band spreading and broadcast spreading but had larger global warming potentials, which could be particularly important with injection. Harrowing consequently appeared as the best compromise. Despite the large range of LCA results, robust conclusions could be drawn. To achieve a more refined comparison between the techniques, the use of process-based models in contrasted situations is suggested.