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首页> 外文期刊>Environmental Science & Technology >Comparison of Gasoline Direct-Injection (GDI) and Port Fuel Injection (PFI) Vehicle Emissions: Emission Certification Standards, Cold-Start, Secondary Organic Aerosol Formation Potential, and Potential Climate Impacts
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Comparison of Gasoline Direct-Injection (GDI) and Port Fuel Injection (PFI) Vehicle Emissions: Emission Certification Standards, Cold-Start, Secondary Organic Aerosol Formation Potential, and Potential Climate Impacts

机译：汽油直接喷射（GDI）和港口燃料喷射（PFI）车辆排放的比较：排放认证标准，冷启动，二次有机气溶胶形成潜力和潜在的气候影响

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摘要

Recent increases in the Corporate Average Fuel Economy standards have led to widespread adoption of vehicles equipped with gasoline direct-injection (GDI) engines. Changes in engine technologies can alter emissions. To quantify these effects, we measured gas- and particle-phase emissions from 82 light-duty gasoline vehicles recruited from the California in-use fleet tested on a chassis dynamometer using the cold-start unified cycle. The fleet included 15 GDI vehicles, including 8 GDIs certified to the most-stringent emissions standard, superultra-low-emission vehicles (SULEV). We quantified the effects of engine technology, emission certification standards, and cold-start on emissions. For vehicles certified to the same emissions standard, there is no statistical difference of regulated gas-phase pollutant emissions between PFIs and GDIs. However, GDIs had, on average, a factor of 2 higher particulate matter (PM) mass emissions than PFIs due to higher elemental carbon (EC) emissions. SULEV certified GDIs have a factor of 2 lower PM mass emissions than GDIs certified as ultralow-emission vehicles (3.0 ± 1.1 versus 6.3 ± 1.1 mg/mi), suggesting improvements in engine design and calibration. Comprehensive organic speciation revealed no statistically significant differences in the composition of the volatile organic compounds emissions between PFI and GDIs, including benzene, toluene, ethylbenzene, and xylenes (BTEX). Therefore, the secondary organic aerosol and ozone formation potential of the exhaust does not depend on engine technology. Cold-start contributes a larger fraction of the total unified cycle emissions for vehicles meeting more-stringent emission standards. Organic gas emissions were the most sensitive to cold-start compared to the other pollutants tested here. There were no statistically significant differences in the effects of cold-start on GDIs and PFIs. For our test fleet, the measured 14.5% decrease in CO_2 emissions from GDIs was much greater than the potential climate forcing associated with higher black carbon emissions. Thus, switching from PFI to GDI vehicles will likely lead to a reduction in net global warming.
机译：公司平均燃油经济性标准的最新提高导致配备汽油直喷（GDI）发动机的车辆得到广泛采用。发动机技术的变化会改变排放。为了量化这些影响，我们测量了从加利福尼亚使用中的车队招募的82辆轻型汽油车的气相和颗粒相排放量，这些车在底盘测功机上使用冷启动统一循环进行了测试。机队包括15辆GDI车辆，其中包括8辆经最严格排放标准认证的GDI，超低排放车辆（SULEV）。我们量化了发动机技术，排放认证标准和冷启动对排放的影响。对于经认证具有相同排放标准的车辆，PFI和GDI之间的调节型气相污染物排放没有统计差异。但是，由于元素碳（EC）排放量较高，因此GDI的平均颗粒物排放量比PFIs高2倍。与获得超低排放车辆认证的GDI相比，经SULEV认证的GDI的PM排放量降低了2倍（3.0±1.1与6.3±1.1 mg / mi），这表明发动机设计和校准得到了改善。全面的有机物种分析表明，PFI和GDI（包括苯，甲苯，乙苯和二甲苯（BTEX））之间的挥发性有机化合物排放成分在统计学上没有显着差异。因此，废气的二次有机气溶胶和臭氧形成潜能不取决于发动机技术。对于满足更严格的排放标准的车辆，冷启动在统一循环总排放量中所占比例较大。与此处测试的其他污染物相比，有机气体排放对冷启动最敏感。冷启动对GDI和PFI的影响没有统计学上的显着差异。对于我们的测试车队，测得的GDI产生的CO_2排放量减少了14.5％，远大于与黑碳排放量增加相关的潜在气候强迫。因此，从PFI车辆转向GDI车辆可能会导致全球净变暖的减少。

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  • 来源
    《Environmental Science & Technology》 |2017年第11期|6542-6552|共11页
  • 作者

    Georges Saliba; Rawad Saleh; Yunliang Zhao; Albert A. Presto; Andrew T. Lambe; Bruce Frodin; Satya Sardar; Hector Maldonado; Christine Maddox; Andrew A. May; Greg T. Drozd; Allen H. Goldstein; Lynn M. Russell; Fabian Hagen; Allen L. Robinson;

  • 作者单位

    Department of Mechanical Engineering, Carnegie Mellon University, Pittsburgh, Pennsylvania 15213, United States;

    College of Engineering, University of Georgia, Athens, Georgia 30602, United States;

    Department of Mechanical Engineering, Carnegie Mellon University, Pittsburgh, Pennsylvania 15213, United States;

    Department of Mechanical Engineering, Carnegie Mellon University, Pittsburgh, Pennsylvania 15213, United States;

    Aerodyne Research Inc., Billerica, Massachusetts 01821, United States;

    California Air Resource Board, Sacramento, California 95814, United States;

    California Air Resource Board, Sacramento, California 95814, United States;

    California Air Resource Board, Sacramento, California 95814, United States;

    California Air Resource Board, Sacramento, California 95814, United States;

    The Ohio State University, Columbus, Ohio 43210, United States;

    University of California, Berkeley, Berkeley, California 94720, United States;

    University of California, Berkeley, Berkeley, California 94720, United States;

    University of California, La Jolla, California 92093, United States;

    Scripps Institution of Oceanography, La Jolla, California 92037, United States;

    Department of Mechanical Engineering, Carnegie Mellon University, Pittsburgh, Pennsylvania 15213, United States;

  • 收录信息 美国《科学引文索引》(SCI);美国《工程索引》(EI);美国《生物学医学文摘》(MEDLINE);美国《化学文摘》(CA);
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