Ambient temperature has substantial impacts on vehicle emissions, but the impacts may differ between traditional and alcohol gasolines. The objective of this study was to investigate the effects of temperature on gaseous and particulate emissions with both traditional and alcohol gasoline. Regulated gaseous, particle mass (PM), particle number (PN) and black carbon (BC) emissions from typical passenger vehicles were separately quantified with gasoline, E10 (10% ethanol and 90% gasoline by volume) and M15 (15% methanol and 85% gasoline by volume) at both 30°C and −7°C. The particulate emissions with all fuels increased significantly with decreased temperature. The PM emissions with E10 were only 48.0%–50.7% of those with gasoline at 30°C but increased to 59.2%–79.4% at −7°C. The PM emissions with M15 were comparable to those with gasoline at 30°C, but at −7°C, the average PM emissions were higher than those with gasoline. The variation trend of PN emissions was similar to that of PM emissions with changes in the fuel and temperature. At 30°C, the BC emissions were lower with E10 and M15 than with gasoline in most cases, but E10 and M15 might emit more BC than gasoline at −7°C, especially M15. The results of the transient PN and BC emission rates show that particulate emissions were dominated mainly by those emitted during the cold-start moment. Overall, the particulate emissions with E10 and M15 were more easily affected by ambient temperature, and the advantages of E10 and M15 in controlling particulate emissions declined as the ambient temperature decreased.

环境温度会对车辆排放产生重大影响，但传统汽油和酒精汽油的影响可能有所不同。这项研究的目的是研究温度对传统汽油和酒精汽油对气体和颗粒物排放的影响。典型乘用车的受控气体，颗粒质量（PM），颗粒数（PN）和黑碳（BC）排放分别用汽油，E10（按体积计10％的乙醇和90％的汽油）和M15（按15％的甲醇在30°C和-7°C下均按体积计85％的汽油）。随着温度降低，所有燃料的颗粒物排放量显着增加。在30°C下，E10的PM排放仅为汽油的PM排放的48.0％–50.7％，但在-7°C下，增加到59.2％–79.4％。M15的PM排放可与30°C的汽油相比。但在−7°C时，平均PM排放量高于汽油。随着燃料和温度的变化，PN排放的变化趋势与PM排放的变化趋势相似。在30°C下，大多数情况下，E10和M15的BC排放量比汽油低，但在−7°C下，E10和M15的BC排放量可能比汽油多，尤其是M15。PN和BC瞬态排放率的结果表明，颗粒物排放主要由冷启动期间的排放所控制。总体而言，E10和M15的颗粒物排放更容易受到环境温度的影响，并且E10和M15在控制颗粒物排放方面的优势随着环境温度的降低而下降。随着燃料和温度的变化，PN排放的变化趋势与PM排放的变化趋势相似。在30°C下，大多数情况下，E10和M15的BC排放量比汽油低，但在−7°C下，E10和M15的BC排放量可能比汽油多，尤其是M15。PN和BC瞬态排放率的结果表明，颗粒物排放主要由冷启动期间的排放所控制。总体而言，E10和M15的颗粒物排放更容易受到环境温度的影响，并且E10和M15在控制颗粒物排放方面的优势随着环境温度的降低而下降。随着燃料和温度的变化，PN排放的变化趋势与PM排放的变化趋势相似。在30°C下，大多数情况下，E10和M15的BC排放量比汽油低，但在−7°C下，E10和M15的BC排放量可能比汽油多，尤其是M15。PN和BC瞬态排放率的结果表明，颗粒物排放主要由冷启动期间的排放所控制。总体而言，E10和M15的颗粒物排放更容易受到环境温度的影响，并且E10和M15在控制颗粒物排放方面的优势随着环境温度的降低而下降。特别是M15。PN和BC瞬态排放率的结果表明，颗粒物排放主要由冷启动期间的排放所控制。总体而言，E10和M15的颗粒物排放更容易受到环境温度的影响，并且E10和M15在控制颗粒物排放方面的优势随着环境温度的降低而下降。特别是M15。PN和BC瞬态排放率的结果表明，颗粒物排放主要由冷启动期间的排放所控制。总体而言，E10和M15的颗粒物排放更容易受到环境温度的影响，并且E10和M15在控制颗粒物排放方面的优势随着环境温度的降低而下降。