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Article(id=1153780539120144553, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1153780537878634558, articleNumber=null, orderNo=null, doi=10.19562/j.chinasae.qcgc.2024.01.016, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1683216000000, receivedDateStr=2023-05-05, revisedDate=1688400000000, revisedDateStr=2023-07-04, acceptedDate=null, acceptedDateStr=null, onlineDate=1753012316732, onlineDateStr=2025-07-20, pubDate=1706112000000, pubDateStr=2024-01-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1753012316732, onlineIssueDateStr=2025-07-20, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1753012316732, creator=13701087609, updateTime=1753012316732, updator=13701087609, issue=Issue{id=1153780537878634558, tenantId=1146029695717560320, journalId=1146120084050784272, year='2024', volume='46', issue='1', pageStart='1', pageEnd='186', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=0, articleOrder=1, issueType=-1, specialIssue=null, createTime=1753012316436, creator=13701087609, updateTime=1753067606853, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1154012442750345936, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1153780537878634558, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1154012442750345937, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1153780537878634558, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=151, endPage=160, ext={EN=ArticleExt(id=1153780539443105963, articleId=1153780539120144553, tenantId=1146029695717560320, journalId=1146120084050784272, language=EN, title=Research on Real-World NOx Emission Analysis Methods for Heavy-Duty Diesel Vehicles, columnId=1149809889280750125, journalTitle=Automotive Engineering, columnName=Selected Papers, runingTitle=null, highlight=

PEMS is used to conduct the real-world emission tests on six typical China-VI diesel vehicles. Based on the work-based MAW （China and the EU），NTE method （U.S. EPA） and 3B-MAW method （U.S. CARB），the real-world NOx emission characteristics of heavy diesel vehicles are studied，and the characteristics and applicability of different analysis methods are discussed. The results show that the NOx emission results based on the work-based MAW method can meet the regulatory requirements of China and the EU，but the NOx emission compliance based on the NTE method and 3B-MAW method is uncertain. The low utilization of NOx emission data leads to the inability of NTE method to effectively analyze the real-world NOx emission characteristics. And the 3B-MAW method is worthy of reference for NOx emission classification management. Cold-start NOx emission accounts for 47.3%-80.7% of the PEMS test，and the cold-start NOx emission of heavy-duty diesel vehicles should be paid attention to. However，the current real-world NOx emission analysis methods for heavy-duty vehicles in China，the EU and U.S. are unable to effectively evaluate cold-start NOx emission. Therefore，the supervision of cold-start NOx emission in the next stage of emission regulations should put forward the specific test cycle，analysis methods and emission limit，to effectively reduce the actual NOx emission of heavy diesel vehicles.

, articleAbstract=

PEMS is used to conduct the realworld emission tests on six typical ChinaVI diesel vehicles. Based on the workbased MAW (China and the EU), NTE method (U.S. EPA) and 3BMAW method (U.S. CARB), the realworld NO emission characteristics of heavy diesel vehicles are studied, and the characteristics and applicability of different analysis methods are discussed. The results show that the NO, emission results based on the workbased MAW method can meet the regulatory requirements of China and the EU, but the NO emission compliance based on the NTE method and 3BMAW method is uncertain. The low utilization of NO, emission data leads to the inability of NTE method to effectively analyze the realworld NO, emission characteristics. And the 3BMAW method is worthy of reference for NO, emission classification management. Coldstart NO, emission accounts for 47.3%80.7% of the PEMS test, and the coldstart NO, emission of heavyduty diesel vehicles should be paid attention to. However, the current realworld NO, emission analysis methods for heavyduty vehicles in China, the EU and U.S. are unable to effectively evaluate coldstart NO, emission. Therefore, the supervision of coldstart NO emission in the next stage of emission regulations should put forward the specific test cycle, analysis methods and emission limit, to effectively reduce the actual NO, emission of heavy diesel vehicles.

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利用PEMS对6辆典型国六重型柴油车开展实际道路排放测试，基于功基窗口法（中国和欧盟）、NTE法（美国EPA）和3B-MAW法（美国CARB）研究了重型柴油车实际道路NOx排放特性，探讨了不同分析方法的特点及适用性。结果表明：基于功基窗口法的NOx排放结果符合中国和欧盟的监管要求，但基于NTE法和3B-MAW法的NOx排放合规性具有不确定性。NOx排放数据利用率低导致NTE法无法有效分析实际道路NOx排放，3B-MAW法对NOx排放分类管理值得借鉴。冷起动NOx排放占PEMS试验的47.3%~80.7%，重型柴油车冷起动NOx排放应被重视。然而目前中国、欧盟和美国的重型车实际道路NOx排放分析方法均无法有效评估冷起动NOx排放。因此，下阶段排放法规对冷起动NOx排放的监管应当提出相应测试循环、分析方法和排放限值，切实降低重型柴油车NOx实际排放。

, articleAbstract=

利用PEMS对6辆典型国六重型柴油车开展实际道路排放测试,基于功基窗口法(中国和欧盟)、NTE法(美国EPA)和3BMAW法(美国CARB)研究了重型柴油车实际道路NO排放特性,探讨了不同分析方法的特点及适用性。结果表明:基于功基窗口法的NO排放结果符合中国和欧盟的监管要求,但基于NTE法和3BMAW法的NO排放合规性具有不确定性。NO排放数据利用率低导致NTE法无法有效分析实际道路NO,排放,3BMAW法对NO排放分类管理值得借鉴。冷起动NO排放占PEMS试验的47.3%~80.7%,重型柴油车冷起动NO排放应被重视。然而目前中国、欧盟和美国的重型车实际道路NO,排放分析方法均无法有效评估冷起动NO排放。因此,下阶段排放法规对冷起动NO,排放的监管应当提出相应测试循环、分析方法和排放限值,切实降低重型柴油车NO实际排放。

, correspAuthors=null, authorNote=null, correspAuthorsNote=
葛蕴珊，教授，博士，E-mail：。
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tableContent=
试验车 V01&V02 V03 V04&V05 V06
燃油/进气 高压共轨/进气中冷
排量/L 7.8 9.5 10.5 12.5
额定功率/kW 235 289 316 412
最大转矩/（N·m） 1 309 2 062 2 200 2 814
行驶里程/km 300~2 500
生产年月 2020-06 2021-06 2020-09 2021-09
车辆类型 N3 M3 N3 N3
排放控制 EGR，DOC，DPF，SCR，ASC
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试验车技术参数

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试验车 V01&V02 V03 V04&V05 V06
燃油/进气 高压共轨/进气中冷
排量/L 7.8 9.5 10.5 12.5
额定功率/kW 235 289 316 412
最大转矩/（N·m） 1 309 2 062 2 200 2 814
行驶里程/km 300~2 500
生产年月 2020-06 2021-06 2020-09 2021-09
车辆类型 N3 M3 N3 N3
排放控制 EGR，DOC，DPF，SCR，ASC
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窗口类型 标准化平均CO2率/% NOx限值
Idle-bin ≤6 e S O S , I d l e≤1.5×Idle限值
Low-bin 6~20 e S O S , L o w≤1.5×FTP LLC限值
M/H-bin ＞20 e S O S , M / H≤1.5×FTP/RMC限值
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3B-MAW法窗口NOx比排放限值

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窗口类型 标准化平均CO2率/% NOx限值
Idle-bin ≤6 e S O S , I d l e≤1.5×Idle限值
Low-bin 6~20 e S O S , L o w≤1.5×FTP LLC限值
M/H-bin ＞20 e S O S , M / H≤1.5×FTP/RMC限值
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重型柴油车实际道路NOx排放分析方法研究*
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吕立群 1 , 徐龙 2 , 尹航 3 , 杨杨 2 , 葛蕴珊 1
汽车工程 | 精选论文 2024,46(1): 151-160
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汽车工程 | 精选论文 2024, 46(1): 151-160
重型柴油车实际道路NOx排放分析方法研究*
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吕立群1, 徐龙2, 尹航3, 杨杨2, 葛蕴珊1
作者信息
  • 1 北京理工大学机械与车辆学院，北京 100081
  • 2 潍柴动力股份有限公司排放法规室，潍坊 261061
  • 3 中国环境科学研究院机动车排污监控中心，北京 100021

通讯作者:

葛蕴珊，教授，博士，E-mail：。
Research on Real-World NOx Emission Analysis Methods for Heavy-Duty Diesel Vehicles
Liqun Lyu1, Long Xu2, Hang Yin3, Yang Yang2, Yunshan Ge1
Affiliations
  • 1 School of Mechanical Engineering，Beijing Institute of Technology，Beijing　 100081
  • 2 Emission Regulation Office，Weichai Power Co.，Ltd.，Weifang　 261061
  • 3 Vehicle Emission Control Center，Chinese Research Academy of Environmental Sciences，Beijing　 100021
出版时间: 2024-01-25 doi: 10.19562/j.chinasae.qcgc.2024.01.016
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摘要
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利用PEMS对6辆典型国六重型柴油车开展实际道路排放测试,基于功基窗口法(中国和欧盟)、NTE法(美国EPA)和3BMAW法(美国CARB)研究了重型柴油车实际道路NO排放特性,探讨了不同分析方法的特点及适用性。结果表明:基于功基窗口法的NO排放结果符合中国和欧盟的监管要求,但基于NTE法和3BMAW法的NO排放合规性具有不确定性。NO排放数据利用率低导致NTE法无法有效分析实际道路NO,排放,3BMAW法对NO排放分类管理值得借鉴。冷起动NO排放占PEMS试验的47.3%~80.7%,重型柴油车冷起动NO排放应被重视。然而目前中国、欧盟和美国的重型车实际道路NO,排放分析方法均无法有效评估冷起动NO排放。因此,下阶段排放法规对冷起动NO,排放的监管应当提出相应测试循环、分析方法和排放限值,切实降低重型柴油车NO实际排放。

重型柴油车  /  实际道路NOx排放  /  NTE法  /  功基窗口法  /  3B-MAW法

PEMS is used to conduct the realworld emission tests on six typical ChinaVI diesel vehicles. Based on the workbased MAW (China and the EU), NTE method (U.S. EPA) and 3BMAW method (U.S. CARB), the realworld NO emission characteristics of heavy diesel vehicles are studied, and the characteristics and applicability of different analysis methods are discussed. The results show that the NO, emission results based on the workbased MAW method can meet the regulatory requirements of China and the EU, but the NO emission compliance based on the NTE method and 3BMAW method is uncertain. The low utilization of NO, emission data leads to the inability of NTE method to effectively analyze the realworld NO, emission characteristics. And the 3BMAW method is worthy of reference for NO, emission classification management. Coldstart NO, emission accounts for 47.3%80.7% of the PEMS test, and the coldstart NO, emission of heavyduty diesel vehicles should be paid attention to. However, the current realworld NO, emission analysis methods for heavyduty vehicles in China, the EU and U.S. are unable to effectively evaluate coldstart NO, emission. Therefore, the supervision of coldstart NO emission in the next stage of emission regulations should put forward the specific test cycle, analysis methods and emission limit, to effectively reduce the actual NO, emission of heavy diesel vehicles.

heavy-duty diesel vehicles  /  real-world NOx emission  /  NTE method  /  work-based MAW method  /  3B-MAW method
吕立群, 徐龙, 尹航, 杨杨, 葛蕴珊. 重型柴油车实际道路NOx排放分析方法研究*. 汽车工程, 2024 , 46 (1) : 151 -160 . DOI: 10.19562/j.chinasae.qcgc.2024.01.016
Liqun Lyu, Long Xu, Hang Yin, Yang Yang, Yunshan Ge. Research on Real-World NOx Emission Analysis Methods for Heavy-Duty Diesel Vehicles[J]. Automotive Engineering, 2024 , 46 (1) : 151 -160 . DOI: 10.19562/j.chinasae.qcgc.2024.01.016
正文
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前言
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机动车尾气排放已成为城市大气污染的重要来源，汽车排放的负面环境效益不容忽视。重型柴油车在汽车保有量中仅占比3.07%，但氮氧化物（NOx）排放量占比却高达76.1%[1]，减少重型柴油车NOx排放对城市大气污染治理具有重要意义。
过去几十年，为降低汽车污染物排放对大气环境的破坏和对人体健康的危害，世界各国和地区出台了相应的排放法规，并逐渐形成了以美国、欧盟和中国为主的主要排放标准体系[2]。在排放限值不断加严和测试技术不断升级的背景下，重型车污染物排放因子的降低却大幅落后于排放限值的降低[3-6]。传统型式认证排放限值体现在对应的测试循环上，排放限值的加严能否促进单车排放的降低，取决于测试循环是否能够表征车辆实际行驶工况。虽然各类测试循环不断优化，但存在测试温度、湿度和海拔等边界条件以及测试时间等限制，无法有效覆盖车辆实际行驶工况，最终导致污染物实际排放量被低估[7-8]。
为定量分析机动车实际道路排放和型式认证排放结果差异，将便携式排放测试系统PEMS（portable emission measurement system）运用于车辆尾气排放评估的技术迅速发展。众多研究结果相继证明PEMS在轻型车[9-10]、重型车[3-8]和非道路工程机械[11-13]实际排放测试中具备良好精度和可信度，同时研究结果表明机动车实际污染物排放因子远超实验室测试循环结果。这证明了虽然排放标准不断加严且基于实验室测试循环的单车污染物排放因子大幅降低，但机动车污染物排放总量控制却未能达到预期效果[4-8]。
针对重型车实际道路排放与型式认证排放结果差异，美国EPA（environmental protection agency）于2005年提出使用PEMS对重型车气态污染物开展实际道路排放测试，并提出NTE（not-to-exceed）法[14]开展重型车在用符合性检查。次年，欧盟宣布使用PEMS对重型发动机气态污染物以及重型柴油机颗粒污染物开展测试。2011年5月，欧六法规使用窗口法对新生产车的排放达标及在用符合性进行检查，后续欧六法规[15]逐步完善，并在最新的法规中考虑对冷起动NOx排放进行监管。2017年，中国环境保护部发布重型车车载排放测试规程[16]，对新生产的国五重型车开展排放达标检查和在用符合性检查。2018年，生态环境部颁布重型国六排放法规[17]，正式将实际道路排放测试（PEMS试验）纳入到对重型车尾气排放监管体系。2020年，美国CARB（california air resources board）宣布未来将采用3B-MAW法[18]评估重型车的实际道路排放。
不同数据处理方法会导致实际道路污染物排放评估的显著差异。文献[19]中利用PEMS测试了6辆柴油车的实际道路NOx排放，发现功基窗口法较比功率等级分组法的排放因子高出2%~31%。文献[4]中分别使用窗口法、VSP法和NTE法对不同排放阶段和不同后处理技术路线的各型重型车实际道路污染物排放开展了系统性研究，发现NTE法对发动机转速和负荷的要求较高，不适合评估怠速占比高的公交车和城市车辆；窗口法虽然在车辆排放合规判定上具有优势，但无法区分高排放区域，应结合VSP法对重型车实际道路排放作全面评估。文献[20]中利用PEMS对6辆重型柴油车开展实际道路排放测试，发现国六法规的功率阈值导致大量市区工况柴油机低负载但NOx高的排放数据被剔除，严重低估了重型柴油车实际道路NOx排放量，文献[21]中也揭示了相同结果。
目前国内外对重型车实际道路NOx排放的研究主要集中在获取车辆真实排放因子以及定量评估实际道路与型式认证排放结果差异，而对目前主流的实际道路NOx排放评估方法的研究则鲜有报道。以法规形式实施的重型车实际道路NOx排放分析方法主要有功基窗口法（中国和欧盟）、NTE法（美国EPA）和3B-MAW法（美国CARB）[21]。因此，本研究使用PEMS设备对6辆典型国六重型柴油车开展实际道路排放测试，并基于上述3种分析方法研究国六重型柴油车实际道路尤其冷起动NOx排放特性，讨论不同评估方法的特点及适用性。研究结果可为将来PEMS测试规程和分析方法的完善提供参考。
1 试验方案
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1.1 试验车辆
试验车辆为6辆典型国六重型柴油车，详细技术参数如表1所示。试验车后处理系统采用典型国六柴油车尾气后处理技术路线，均配备氧化催化器DOC（diesel oxidation catalyst）、选择性催化还原SCR（selected catalyst reduction）装置、颗粒捕集器DPF（diesel particulate filter）和氨逃逸催化器ASC（ammonia slip catalyst）以降低氨排放。试验车况良好，同时为避免燃油品质差异对试验结果的影响，试验燃油为相同批次的市售0号国六柴油。
1.2 PEMS设备
用于实际道路排放测试的PEMS设备为日本HORIBA研发的OBS-ONE，主要包括气态污染物测量模块、排气流量计、OBD（on-board diagnostics）通信模块、环境监控模块和车辆定位系统，可实时获取尾气污染物浓度、发动机及车辆运行参数，满足车辆实际道路排放测试需求。NOx测量原理为化学发光法CLD（chemiluminescent detector），测量量程为0~3000×10-6，测量精度满足各法规要求，PEMS设备安装如图1所示。
1.3 试验要求
所有PEMS试验均遵循重型国六法规中PEMS测试规程，试验车为N3和M3类型车辆，PEMS试验按照20%市区、25%市郊和55%高速工况依次进行。PEMS试验测试路线如图2所示，试验起点与终点的海拔高度差在25 m以内，试验期间累计正海拔高度增加量低于600 m/100 km。
2 数据处理方法
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2.1 数据预处理
尽管不同法规采用的分析方法对PEMS试验边界条件的定义存在差异，但无效数据类型大致相同，共3类：① 设备检查及标定期间数据；② 不满足海拔和环境温度条件数据；③ 冷起动数据为发动机点火后直至冷却液温度达到70 ℃或冷却液温度5 min内变化不超过2 ℃期间的数据。
目前仅欧六法规在NOx排放计算中包含冷起动NOx排放，现阶段中国和美国法规在计算NOx排放因子时均需剔除冷起动NOx排放，需要指出，CARB将在2026年后包含冷起动NOx排放。
2.2 美国法规
2.2.1 EPA法规
NTE法在重型车实际行驶中可能发生的、相对宽泛的封闭发动机区域内开展排放测试，以确保满足FTP法规的发动机和重型车实际运行中的排放依然被有效控制[14]。NTE控制区是由发动机外特性曲线、15%ESC转速线、30%最大转矩线和30%最大功率线构成的封闭区间，如图3所示。
（1）事件划分
实际道路排放测试中记录发动机运行参数和NOx瞬态排放数据，当发动机在NTE控制区内运行超过30 s，则记录为1个NTE事件。NTE事件加权时间是指该事件在全部NTE事件中所占权重的时间，以下3者中取最小值：① NTE事件实际持续时间；② 全部NTE事件中最短持续时间×10；③ 600 s。
（2）比排放及判定
NTE事件内NOx质量与发动机累计功的比值称为NTE事件比排放，计算如式（1）所示。NTE法利用时间通过率 R p a s s来判定排放合规性。
e N O x , i = m N O x , i W i
首先，确定PEMS试验有效性：NTE事件数量＞5。
其次，确定NTE事件阈值：NOx限值+在用符合性测试裕度+PEMS测量裕度，本研究中NTE阈值为0.3 g·（bhp·h）-1。
最终，计算NTE时间通过率，如式（2）所示。当 R p a s s≥90%，判定排放合格。
R p a s s = ∑ k = 1 n p a s s t ∑ k = 1 n t o t a l t
式中： e N O x , i为第 i个NTE事件NOx比排放，g·（kW·h）-1； m N O x , i为第 i个NTE事件NOx质量，g； W为第 i个NTE事件的发动机累计功，kW·h； t为NTE事件加权时间，s； n p a s s和 n t o t a l分别为NTE事件总数量和低于NTE阈值事件数量。
2.2.2 CARB法规
3B-MAW法基于移动平均原理，以固定的300 s作为划分依据，将PEMS试验排放数据以1 Hz的频率划分为不同窗口，并计算各窗口NOx比排放。
（1）窗口划分
窗口的标准化平均CO2率决定窗口类型，标准化平均CO2率计算如式（3）所示。标准化平均CO2率低于6%的窗口被划定为Idle-bin，标准化平均CO2率在6%~20%范围内的窗口被定义为Low-bin，标准化平均CO2率超过20%的被定义为Medium/High（M/H）-bin。
N o r m a l i z e d   A v e r a g e   C O 2 = C O 2   a v e r a g e F C L × H P m a x
式中： C O 2   a v e r a g e为窗口CO2平均排放速率，g·h-1； F C L为系族认定等级，g·（bhp·h）-1； H P m a x为发动机最大功率，bhp。
（2）比排放与判定
Idle-bin、Low-bin和M/H-bin的NOx比排放计算如式（4）和式（5）所示。法规要求所有窗口均应低于相应NOx排放限值，限值要求如表2所示。
e S O S , I d l e = ∑ k = 1 n m ˙ N O x × Δ t ∑ k = 1 n Δ t × 3600
e S O S , a = ∑ k = 1 n m ˙ N O x × Δ t ∑ k = 1 n m C O 2 × Δ t × e C O 2 , F T P , F C L
式中： e S O S , I d l e为Idle-bin的NOx比排放，g·h-1； e S O S , a为Low-bin和M/H-bin的NOx比排放，a为Low或M/H，g·（bhp·h）-1； m ˙ N O x和 m ˙ C O 2分别为NOx和CO2质量流率，g·s-1； e C O 2 , F T P , F C L为发动机对应FTP CO2 FCL，g·（bhp·h）-1。
2.3 欧六法规
欧六法规[15]以车辆发动机对应WHTC （world harmonized transient cycle）循环功和CO2排放量作为划分依据，将PEMS试验排放数据以1 Hz的频率划分为不同窗口，分别计算各功基窗口和CO2窗口的NOx比排放。目前，欧六法规只对试验车的功基窗口法结果作强制要求，因此本研究仅计算功基窗口法结果。
（1）窗口划分
如图4所示，第 i个窗口的起始和终止时刻分别记作 t 1 , i和 t 2 , i，由式（6）和式（7）确定。功率阈值用于窗口有效性判定，平均功率百分比超过功率阈值的窗口时被判定为有效窗口，仅有效窗口参与NOx排放评估。功率阈值初始设定为20%，有效窗口占比超过50%时则判定PEMS试验有效。若有效窗口占比低于50%则按照1%的步长降低功率阈值并重新计算有效窗口占比，若功率阈值低至10%而有效窗口占比仍不足50%，则判定PEMS试验无效。
W ( t 2 , i ) - W ( t 1 , i ) ≥ W r e f
W ( t 2 , i - Δ t ) - W ( t 1 , i ) < W r e f
式中： W ( t j , i )为0~ t j , i时间内的累计功，kW·h； W r e f为发动机对应WHTC循环功，kW·h； Δ t为窗口移动速率，1 s。
（2）比排放与判定
窗口NOx比排放为该窗口内NOx总质量与累计功的比值，如式（8）所示：
e N O x = ∑ t 1 , i t 2 , i m ˙ N O x W ( t 2 , i ) - W ( t 1 , i )
式中： m ˙ N O x为第i个窗口内NOx质量流率，g·s-1； t 1 , i和 t 2 , i分别为第i个窗口的起始和终止时间，s； W ( t 1 , i )和 W ( t 2 , i )分别为 t 1 , i和 t 2 , i时刻对应的累计功，如图4所示，g·（kW·h）-1。
欧六法规使用符合性因子CF（conformity factor）判定车辆排放是否合格，CF计算方法如式（9）和式（10）所示。
C F = e N O x L
C F f i n a l = 0.14 × C F c o l d + 0.86 × C F w a r m
式中： e N O x为窗口NOx比排放，g·（kW·h）-1； L为WHTC-NOx排放限值，0.46 g·（kW·h）-1； C F c o l d为PEMS试验冷起动窗口的最大CF； C F w a r m为剔除冷起动NOx排放后第90%分位窗口的CF。
2.4 国六法规特点
国六法规采用功基窗口法计算实际道路NOx排放，窗口划分和NOx比排放计算与欧六法规一致。不同之处在于，国六法规以有效窗口NOx比排放作为判定依据，将各窗口NOx比排放升序排列，要求0~90%的有效窗口NOx比排放低于限值，并将第90%分位窗口的NOx比排放记录为该型车的NOx排放因子。此外，国六法规的功基窗口法在计算过程中也未包含车辆冷起动NOx排放。
3 结果分析
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3.1 NOx比排放分析
图5汇总了试验车基于功基窗口法、NTE法和3B-MAW法的实际道路NOx比排放及合规情况。其中，国六NOx比排放仅统计有效窗口NOx比排放，欧六NOx排放因子用CFFinal×WHTC限值表示，而NTE法的NOx比排放则涵盖所有NTE事件结果。此外为便于结果对比，将美国法规的NOx限值及计算结果转化为国际通用单位，即g·h-1和g·（kW·h）-1。
基于功基窗口法的NOx分析结果表明，试验车国六和欧六NOx排放因子分别为0.03~0.16 g·（kW·h）-1和0.11~0.26 g·（kW·h）-1，均未超越相应NOx限值要求。一方面，这表明SCR后处理装置可满足中国和欧盟重型车排放监管体系下实际道路NOx排放控制要求；另一方面，NOx比排放相较于目前NOx限值的裕度表明下阶段NOx排放限值具有进一步收紧空间。
此外，欧六NOx排放因子始终高于国六法规分析结果，欧六法规包含冷起动NOx排放是其主要原因。图6为试验车典型实际道路NOx瞬态排放特性，冷起动期间的NOx瞬态浓度显著高于其他行驶工况，导致欧六法规加权NOx排放因子超出国六NOx排放因子55.7%~403.5%。冷起动NOx排放对重型车实际道路NOx排放计算的影响将在3.2节中讨论。
基于NTE法的NOx排放分析结果表明在EPA重型车监管体系下，试验车实际道路NOx排放合规性存在不确定性，V01车和V02车的最大NOx比排放分别超出NTE阈值63.4%和108.2%。另外，NTE法的NOx比排放显著高于其余3种分析方法的分析结果且无明确对应关系，主要原因在于NTE法对测试数据利用率过低。NTE控制区相比柴油机实际运行区域过窄，因而大部分实际道路NOx排放数据被剔除在计算之外；此外，NTE事件加权时间限制进一步增加了NOx数据利用不确定性，几乎剔除试验车所有怠速排放片段，这表明NTE法已无法满足目前重型车实际道路NOx排放分析需求。
基于3B-MAW法的NOx排放分析结果表明，半数试验车NOx比排放显著超出相应排放限值要求，且超越限值的NOx比排放均来自Low-bin，其中试验车Low-bin中的NOx比排放最高超出207.07%。构成Low-bin的柴油机运行工况均为PEMS试验中市区工况或拥堵工况，此时柴油机输出功率低且排气温度低，SCR催化剂温度低于或接近尿素水解温度，大幅降低了SCR装置效能，导致该工况下NOx瞬态排放量较高[20]。图7为3B-MAW法划分的3种窗口的平均功率百分比，结合图4中NOx比排放可知，代表柴油机高功率运行的M/H-bin的NOx排放被有效控制，表征重型柴油车运行工况中怠速占比较高的Idle-bin虽然NOx比排放较高，但仍可满足现阶段法规要求。而对于柴油机运行工况相对广泛的Low-bin而言，NOx排放控制存在不确定性。考虑到未来CARB将进一步收紧柴油机NOx排放限值，Idle-bin和M/H-bin的限值收紧是合理且必要的，但是进一步收紧对应Low-bin的LLC限值，将会给柴油机NOx排放控制带来更艰巨的挑战。
图8是功基窗口法和3B-MAW法的NOx窗口比排放分布对比，其中功基窗口法仅统计了有效窗口的NOx比排放。两者NOx比排放的均值和中位值差异较小，但3B-MAW法NOx比排放的90%分位值和最大值远高于功基窗口法结果，主要原因是3B-MAW法的窗口持续时间较功基窗口明显缩短，导致窗口NOx比排放结果的离散程度更高。另外，CARB并未根据功率对窗口进行有效性判定，所有窗口均须满足相应限值要求，这在排放合规性上相较中国和欧盟更加严格。若依照国六法规规定的90%以上有效窗口满足限值要求即认定排放合规，则3B-MAW法的评估结果中仅V06车排放未达标。
CARB采用的3B-MAW法根据标准化平均CO2率划分窗口类型，确定了表征重型柴油车不同运行工况的“bin”并开发了相应台架和转鼓测试循环及限值。相较于中国、欧盟和美国EPA使用的实际道路NOx分析方法，既能判定重型柴油车排放合规性，还能获取重型柴油车不同运行工况下更加真实的NOx排放量，实现对重型柴油车实际道路NOx排放的分类管理。这既有助于企业明确重型柴油车NOx排放控制欠佳的行驶工况，进而完善NOx排放控制策略；还有助于监管部门对重型柴油车实际道路NOx排放控制相对薄弱的运行工况重点监督。这是仅依靠限定行驶工况进而获取单车NOx排放因子/符合性系数来监管重型柴油车排放的国六和欧六法规所不具备的，更是采用NTE法（数据利用率极低）的EPA法规所不具备的。值得注意的是，目前中国和欧盟的重型车排放监管机构已着手于制定如超低负荷循环等相应的测试循环及限值，并将在下阶段法规中实施。
3.2 冷起动NOx分析
实际道路排放试验冷起动NOx排放量及质量占比如图9所示。由于SCR装置存在低温尿素结晶风险[22]且需要时间升温才能稳定工作，因此冷起动阶段SCR装置的NOx转化效率极低，导致冷起动NOx排放占比高达47.3%~80.7%，这与文献[23]和文献[24]中的结果一致。因此，将冷起动NOx排放剔除在实际道路NOx排放计算外并不合理。
3.2.1 冷起动NOx对3B-MAW法的影响
试验车在冷起动期间发动机功率占比低于30%，NTE法会剔除所有冷起动数据，因此仅分析冷起动NOx排放对3B-MAW法分析结果的影响。图10为冷起动NOx排放对3B-MAW法分析结果的影响。V01~V03车Idle-bin的NOx比排放显著提高，最高增幅达2737.0%，导致V01~V03车的NOx比排放显著超越45 g·h-1限值，相反V04~V06车的NOx比排放结果无变化。试验车Low-bin的NOx比排放剧增且超越相应限值，而试验车M/H-bin的NOx比排放无变化。此外，3种“bin”的NOx比排放增幅与NOx比排放并无明确数值对应关系。在Idle-bin中，NOx比排放仅为5.5 g·h-1的V03车，其NOx比排放增幅却高达149.9 g·h-1；而Low-bin中NOx比排放最高的V05车，其增幅仅为3.0 g·（kW·h）-1，远低于V06车的5.7 g·（kW·h）-1增幅。
包含冷起动NOx排放数据的“bin”定义为冷起动bin，图11为试验车冷起动bin的标准化平均CO2率。由图11可知，试验车冷起动bin的标准化平均CO2率均低于20%，导致冷起动NOx排放数据均划分至Idle-bin/Low-bin中。其中V01~V03车部分冷起动bin的标准化平均CO2率低于6%，结果为V01~V03车Idle-bin的NOx比排放显著增加。V04~V06车冷起动bin的标准化平均CO2率均处于6%~20%范围，因此冷起动NOx仅能影响Low-bin的NOx比排放结果。冷起动期间柴油机平均功率和CO2排放速率均处于较低水平，因此冷起动NOx排放大概率无法影响M/H-bin的NOx评估结果。
虽然2026年后CARB将在重型车实际道路NOx排放分析中将冷起动NOx排放归为有效数据，但基于目前使用的3B-MAW法无法有效监管重型车冷起动NOx排放。基于上述分析，冷起动NOx排放极可能被归至Idle-bin和Low-bin中，而这两种“bin”均无法直接表征重型车冷起动期间的行驶特征。同时，冷起动NOx排放极可能改变这两种“bin”下NOx比排放的真实性。未来Idle-bin和Low-bin的对应限值将持续加严，依靠这两种“bin”监管冷起动NOx排放并不合理，这不仅会导致监管机构对冷起动NOx排放的无效监管，还会干扰企业对柴油机非冷起动期间NOx排放控制的标定策略。若CARB未来继续基于3B-MAW法监管重型车冷起动NOx排放，则须采取如划分“Cold-bin”等措施，切实监管冷起动NOx排放。
3.2.2 冷起动NOx对国六功基窗口法的影响
包含冷起动NOx排放数据的窗口定义为冷起动窗口，图12为冷起动NOx排放对国六功基窗口法的NOx排放因子的影响。结果表明冷起动NOx排放对NOx排放因子影响有限。冷起动NOx排放归为有效数据后，仅V02车的NOx排放因子相对剔除增加7.4%，甚至低于欧六功基窗口法加权结果的0.26 g·（kW·h）-1排放因子。
图13为冷起动NOx排放对有效窗口NOx比排放分布的影响。与图12中NOx排放因子变化一致，仅V02车的NOx比排放分布显著变化。冷起动NOx排放虽极大提高了有效窗口NOx比排放的最大值，但对前90%的有效窗口NOx比排放分布影响十分有限。这导致冷起动NOx排放归为有效数据后，有效窗口NOx比排放的均值、中位值及第90%分位值增加有限，最终导致V02车的NOx排放因子未显著增加。
图14为V02车有效窗口和冷起动窗口按照NOx比排放升序排列的结果。虽然部分冷起动窗口被判定有效，但因NOx比排放较高而使其处于被监管的前90%的有效窗口之外，并未参与NOx排放判定。因此，V02车的NOx排放因子增加的根本原因在于冷起动NOx排放增加了有效窗口数量，致使第90%分位有效窗口在图14中右移，最终导致V02车的NOx排放因子增加。
冷起动NOx排放量在PEMS试验种占比极高，而目前各实际道路NOx排放分析方法均无法有效评估重型柴油车冷起动期间NOx排放量及其带来的负面环境效益。受限于NTE控制区，美国EPA无法有效监管重型车冷起动NOx排放。虽然2026年后美国CARB将在重型柴油车NOx实际排放分析中将冷起动NOx排放归为有效数据，但冷起动NOx排放不仅会导致监管机构对冷起动NOx排放的无效监管，还极有可能干扰企业对柴油机非冷起动期间NOx排放控制的标定策略。目前欧六法规虽然将冷起动窗口和有效窗口的NOx比排放结果进行加权，但无法直接体现重型车冷起动NOx比排放；而同样基于功基窗口法的国六法规并未对冷起动NOx排放作监管要求，即便在将来引入冷起动NOx排放后，受限于功率阈值也无法真实反映重型车冷起动NOx排放。因此，下阶段排放法规对重型车冷起动NOx排放的监管应当提出相应测试循环、分析方法及限值要求，切实降低重型柴油车NOx实际排放。
4 结论
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本研究利用PEMS设备对6辆典型国六重型柴油车开展实际道路排放测试，基于中国、欧盟、EPA和CARB重型排放法规采用的功基窗口法、3B-MAW法和NTE法分析了重型柴油车实际道路NOx排放。
（1）6辆重型柴油车基于功基窗口法的NOx排放因子远低于国六和欧六法规相应限值要求，表明目前SCR装置可满足中国和欧盟重型车排放监管体系下实际道路NOx排放控制要求；也表明下阶段中国和欧盟实际道路NOx排放限值具有进一步收紧空间。
（2）基于NTE法的NOx排放合规性存在不确定性，NTE法无法有效利用重型柴油车实际道路NOx排放数据，已无法满足目前及下阶段重型柴油车实际道路NOx排放分析要求。
（3）基于3B-MAW法的NOx排放因子中仅Low-bin结果超越限值要求，表明重型柴油车实际道路NOx排放在怠速和高速高负荷工况下NOx排放控制有效，而低速和低负荷工况下NOx排放控制有待提高。此外，3B-MAW法实现了对重型车实际道路NOx排放分类管理既有助于企业明确重型柴油车NOx排放控制效果欠佳的行驶工况，进而完善NOx排放控制策略；还有助于辅助监管部门对重型车NOx排放控制效果欠佳的运行工况重点监督，值得其他法规借鉴。
（4）冷起动NOx排放在PEMS试验中占比高达47.3%~80.7%，对重型车冷起动NOx排放的管控势在必行。然而，目前中国、欧盟和美国重型排放法规使用的实际道路NOx排放分析方法均无法有效评估冷起动NOx排放。因此，下阶段排放法规对重型车冷起动NOx排放的监管应当提出相应测试循环、分析方法及限值要求，切实降低重型柴油车NOx实际排放。
基金
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  • *国家自然科学基金(52272342)
  • 国家重点研发计划(2022YFC3701802)
文献
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2024年第46卷第1期
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doi: 10.19562/j.chinasae.qcgc.2024.01.016
  • 接收时间：2023-05-05
  • 首发时间：2025-07-20
  • 出版时间：2024-01-25
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  • 收稿日期：2023-05-05
  • 修回日期：2023-07-04
基金
*国家自然科学基金(52272342)
国家重点研发计划(2022YFC3701802)
作者信息
    1 北京理工大学机械与车辆学院，北京 100081
    2 潍柴动力股份有限公司排放法规室，潍坊 261061
    3 中国环境科学研究院机动车排污监控中心，北京 100021

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葛蕴珊，教授，博士，E-mail：。
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2种不同金属材料的力学参数
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Family		 属数
Number of
genus		 种数
Number of
species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
Number of
species		 占总种数比例
Percentage of total
species (%)
鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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