Quantifying the change of brake wear particulate matter emissions through powertrain electrification in passenger vehicles
Quantifying the change of brake wear particulate matter emissions through powertrain electrification in passenger vehicles
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通过乘用车动力总成电气化量化制动器磨损颗粒物排放的变化
DOI：
10.1016/j.envpol.2023.122400
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发表时间：
2023
影响因子：
8.9
通讯作者：
Hicks W
中科院分区：
文献类型：
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作者：
Hicks W
随着车辆从内燃机(ICE)向电动总成的转变，我们使用摩擦制动功率模拟，针对不同的车辆类别和驾驶方式，预测再生制动系统(RBS)对制动磨损颗粒物排放(PM10和PM2.5)的影响。在相同的动力系统下，超小型汽车(SC)的摩擦制动功率预计将比重型运动型多功能车(L-SUV)低38%至68%。然而，尽管电动和混合动力汽车比内燃机汽车更重，但结果显示，苏格兰皇家银行可以将刹车磨损减少到95%之间。这项研究强调了积极制动对所需摩擦制动功率的影响，与更长、更慢的制动事件相比，电动总成更有可能需要摩擦制动来执行短期但激进的制动。制动磨损的减少量在不同的驾驶条件下是不同的，因为缓解的程度取决于几个变量的复杂相互作用，包括：车速、减速率、再生制动技术和车辆质量。电动总成的城市制动磨损排放系数在3.9-5.5 mg PM10/公里和1.5-2.1 mg PM2.5/公里之间，PM排放系数平均降低68%。农村和高速公路驾驶条件下的制动磨损排放系数较低，插电式混合动力汽车(PHEV)和电池电动汽车(BEV)排放的PM10和PM2.5制动磨损可以忽略不计。尽管电动总成使用量、车辆行驶里程和驾驶方式取决于国家政策和战略，但我们预计，到2035年，英国刹车磨损PM排放总量将比2020年的水平减少39%。这一分析支持向电动和混合动力车队的过渡，以减少刹车磨损排放，但由于车辆质量增加，轮胎磨损、道路磨损和再悬浮增加可能会抵消这些好处。
With vehicle fleets transitioning from internal combustion engines (ICE) to electric powertrains, we have used friction brake power simulations, for different vehicle classes and driving styles, to predict the impact of regenerative braking systems (RBS) on brake wear particulate matter emissions (PM10and PM2.5). Under the same powertrain, subcompact (SC) vehicles were predicted to require between 38 and 68% less friction brake power than heavier sports utility vehicles (L-SUV). However, despite electric and hybrid vehicles being heavier than ICE vehicles, the results show that RBS would reduce brake wear by between 64 and 95%. The study highlights the effect of aggressive braking on the amount of friction brake power required, with electric powertrains more likely to require friction braking to perform short, but aggressive braking compared with longer, slower braking events. Brake wear reductions varied under different driving conditions, as the level of mitigation depends on the complex interaction of several variables, including: vehicle speed, deceleration rate, regenerative braking technology and vehicle mass. Urban brake wear emission factors for electric powertrains ranged from 3.9 to 5.5 mg PM10/km and 1.5–2.1 mg PM2.5/km, providing an average reduction in PM emission factors of 68%. Rural and motorway driving conditions had lower brake wear emission factors, with plug-in hybrid electric vehicles (PHEV) and battery electric vehicles (BEV) emitting negligible PM10and PM2.5brake wear. Although electric powertrain uptake, vehicle mileage driven and driving styles are dependent upon national policies and strategies, by 2035, we project that total UK brake wear PM emissions would reduce by up to 39% compared with 2020 levels. This analysis supports the transition towards electric and hybrid vehicle fleets to reduce brake wear emissions, however increases in tyre wear, road wear, and resuspension due to increased vehicle mass may offset these benefits.