Abstract Reduction in fossil fuels, contributing to greenhouse gases, and improvement of air quality from vehicle emissions is of growing concern worldwide. This has led to the introduction of several binding and non-binding agreements, such as the Renewable Energy Directive to increase the renewable content of fuel for transportation, the carbon dioxide emissions standards to limit the amount of carbon dioxide emissions from vehicles and the Euro Standards to limit the amount of emissions harmful to human health in the exhaust. However, the influence of the fuel composition on hazardous exhaust emissions is a complex, and often contradictory, relationship between factors such as the fuel properties, combustion characteristics and engine load. Therefore policy implemented to improve one aspect, such as a reduction in carbon dioxide, can have a detrimental effect on another such as increased NOx emissions. This paper analyses, in a holistic manner, the impact on carbon dioxide and harmful emissions from transient compression ignition engines when increasing the renewable content of the fuel to meet the renewable energy targets. The analysis is based on a model developed from a rigorous Design of Experiment methodology used to determine the complex relationship between renewable fuel content and exhaust emissions (carbon monoxide, carbon dioxide and nitrogen oxides). Unlike other studies, the results were collected from a transient engine cycle, the World Harmonised Light vehicle Test Procedure, rather than steady state conditions, thus the results are more applicable to the real world. The results generally show that as the amount of ethanol is increased then the NOx and CO emissions decrease compared to current pump diesel. Increasing the biodiesel content generally increases the CO and CO2 emissions from the engine. For practical reasons a ternary blend is required to minimise the diesel engine emissions whilst meeting the UK’s future renewable content target. A blend of B2.4E10 was found to be the optimum compromise between renewable content and engine emissions. However, for this to be achieved the UK will have to invest in second and third generation ethanol.

中文翻译：

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对英国可再生能源战略对压燃式发动机排放影响的整体评估

摘要 减少化石燃料、增加温室气体排放以及改善车辆排放的空气质量在世界范围内日益受到关注。这导致引入了一些具有约束力和非约束力的协议，例如可再生能源指令以增加运输燃料的可再生含量，二氧化碳排放标准以限制车辆的二氧化碳排放量和欧洲标准限制废气中对人体健康有害的排放量。然而，燃料成分对有害废气排放的影响是一种复杂的，而且往往是相互矛盾的关系，例如燃料特性、燃烧特性和发动机负载等因素之间的关系。因此，为了改善某一方面而实施的政策，例如减少二氧化碳，可能对另一个产生不利影响，例如增加 NOx 排放。本文以整体的方式分析了在增加燃料的可再生含量以满足可再生能源目标时对瞬态压缩点火发动机的二氧化碳和有害排放的影响。该分析基于从严格的实验设计方法开发的模型，用于确定可再生燃料含量与废气排放（一氧化碳、二氧化碳和氮氧化物）之间的复杂关系。与其他研究不同的是，结果是从瞬态发动机循环中收集的，即世界协调轻型车辆测试程序，而不是稳态条件，因此结果更适用于现实世界。结果通常表明，与当前的泵柴油相比，随着乙醇量的增加，NOx 和 CO 排放量减少。增加生物柴油含量通常会增加发动机的 CO 和 CO2 排放。出于实际原因，需要使用三元混合物来最大限度地减少柴油发动机的排放，同时满足英国未来的可再生含量目标。发现 B2.4E10 的混合物是可再生成分和发动机排放之间的最佳折衷方案。然而，要实现这一目标，英国将不得不投资第二代和第三代乙醇。出于实际原因，需要使用三元混合物来最大限度地减少柴油发动机的排放，同时满足英国未来的可再生含量目标。发现 B2.4E10 的混合物是可再生成分和发动机排放之间的最佳折衷方案。然而，要实现这一目标，英国将不得不投资第二代和第三代乙醇。出于实际原因，需要使用三元混合物来最大限度地减少柴油发动机的排放，同时满足英国未来的可再生含量目标。发现 B2.4E10 的混合物是可再生成分和发动机排放之间的最佳折衷方案。然而，要实现这一目标，英国将不得不投资第二代和第三代乙醇。