【作者】 李晓玲；

【导师】 傅立新；

【作者基本信息】 清华大学 ， 环境科学与工程， 2011， 硕士

【摘要】 我国城市道路机动车，特别是私人汽车保有量的迅速增长，加重了交通拥堵以及空气污染等问题。对于日益庞大的在用车队的排放控制，检测维护（I/M）制度是最为有效的措施之一。利用在用车I/M制度检测数据，一方面能对在用车排放特征进行分析，另一方面能够评估I/M制度实施的实际效果。本研究利用广州市轻型汽油车I/M制度简易瞬态工况法（IG195）测试试点获得的检测数据，分析了控制技术水平、累积里程以及车龄对于车辆排放水平的影响。国一车辆的平均排放水平较国零车辆有大幅度降低。与新车认证数据相比较，在用轻型汽油车的排放水平比新车高2-8倍左右。国一车辆污染物排放随累积里程存在分段劣化的规律，而排放随车龄的劣化规律与之类似。对国二与国三车辆在低里程和低车龄时的劣化应给予关注。广州市轻型汽油车初检和复检数据表明，广州市20%的高排放车大约贡献CO和HC排放量的64%，以及NOx排放量的52%。国零和国一车辆占2009年高排放车的比例为71.6%，是高排放车的重点控制技术类型。高排放车主要集中在车龄为4年到7年左右的车辆中。CO限值对超标车辆的识别率较高，但HC和NOx限值的设定较为宽松。IG195初检测试得到的国零及非国零车辆排放超限值比例分别为20.1%和17.6%。IG195复检数据得到两类车辆经维护后能够达标的比例分别为76.0%和64.7%，且超标车辆经过有效维护后排放水平有较大比例的削减。本研究对MOBILE-China模型进行了广州市车队构成、活动水平、平均车速等本地化修正，在此基础上建立了轻型车I/M效果评估模块。将I/M制度对污染物的排放削减归纳为由于维修和由于淘汰或置换两部分，并分别推导削减量计算公式。利用本研究建立的I/M效果评估模块，以2009年为基准年，在利用IG195检测强化I/M制度后，复检不达标车辆在全部淘汰情景下，CO、HC和NOx的削减比例为17.2%、15.3%和8.2%；而在全部置换为国四新车情景下，三种污染物的削减比例为16.9%、15.0%和8.0%。其中国零和国一是对污染物削减量贡献最高的两种技术类别。更多还原

【Abstract】 Chinese cities are undergoing rapid growth of motor vehicles, especially privatecars, which causes the problems of traffic congestion and air pollution. Inspection andmaintenance (I/M) program is one of the most effective measures for emission controlof in-use vehicles. Based on I/M test data, the in-use vehicle emissions characteristicscan be investigated; and the effectiveness of I/M program can be evaluated.This study is based on the pilot short transient loaded mode (IG195) test data oflight-duty gasoline vehicles (LDGV) in Guangzhou. The impacts of controltechnology, accumulated mileage and vehicle age on emission levels are analyzed.Emission level of Euro I LDGVs has a significant reduction compared to post-Euro I(including Euro I) vehicles. The emissions of Euro I LDGVs fit the piecewisedeterioration as mileages accumulated. The deterioration trend as vehicle ages issimilar with that as mileages. For Euro II and Euro III vehicles, emissionsdeterioration during low mileages and ages should not be ignored.The initial and re-test data of Guangzhou LDGVs show that20%of highemitters contribute to64%of CO and HC emissions, and about50%of NOXemissions. In2009, pre-Euro I and Euro-I vehicles accounted for71.6%of highemission vehicles. Age4to7vehicles are the main type of high emission vehicles.The identification rate for high emitters with CO limits is higher than that with HCand NOx limits; the latter might be less strict.IG195initial test data shows that the percentages of high emitters exceeding thecut points for pre-and post-Euro I vehicles were20.1%and17.6%, respectively.Re-inspection test data showed that76.0%of the pre-Euro I and64.7%of thepost-Euro I high emitters could meet the requirement after proper maintenance. Theemission levels of the vehicles failing the initial test have been reduced by a largeproportion after proper maintenance.The MOBILE-China model is modified according to Guangzhou’s fleet configuration, vehicle activity and average speed. The I/M module is developed tocalculate the emission reduction. The emission reduction is divided to two parts: onepart is due to maintenance of vehicles failing the initial test, and the other part is dueto scrapping or replacement by new Euro IV vehicles of the vehicles failing the finaltest. Formulae to calculate the two parts of benefits are derived.Considering the compliance rate, if all of the vehicles which finally failed theIG195test could be scrapped, the emissions of CO, HC and NOXcan be reduced by17.2%,15.3%and8.2%of the total LDGV emissions. If all of the vehicles finallyfailing IG195could be replaced by Euro IV models that complied with their emissionstandards, the emissions of CO, HC and NOXcould be reduced by16.9%,15.0%and8.0%of the total LDGV emissions, respectively. Controlling the pre-Euro I and EuroI vehicles is the most effective way in achieving emission reduction benefits by thenew I/M program.更多还原