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图 5.8 中、欧、美轻型车排放限值演变历程(以汽油乘用车为例)

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所属报告：

亚洲清洁空气中心：2022大气中国特别篇十年清洁空气之路中国与世界同行（45页）.pdf

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注：1.由于不同法规体系测试工况不同，各国限值数值不宜直接比较；日本不同阶段的法规测试工况变化较大，因此报告未呈现日本排放限值演变历程。 2.实施时间选择上，中国为符合新标准汽车的销售、注册登记执行日期；欧盟为符合新标准汽车的注册登记执行日期；美国根据车型年逐步加严车队平均和完全实施年份。 3. 美国轻型车排放标准说明：轻型车测试工况包括 FTP-75 循环和 SFTP 循环，本报告仅展示 FTP-75 限值；美国对汽车中期寿命和全寿命的排放情况进排放标准提出了车队平均 NOx限值，Tier3 排放示单车需满足的排放限值之一，其中Tier 2使用 Bin5 限值(相当于车队NOx需达到的平均水平), 车队2025 年需要到的平均水平）；美国轻型车限值单位为 g/mile,本报告中按照 1英里 (mile)=1.61 千米 (km)进行转换。 4.日本 2009 年实施的后新长期规定和 2018 年实施的未来规定中，汽油乘用车的限值没有变化；欧五和欧六的汽油乘用车限值没有变化。中国在轻型汽车排放控制上已达到全球领先水平。相比欧美和日本，中国在机动车排放控制上起步较晚，轻型欧美仍在加强轻型车的排放管控，欧盟委员会公布的欧七提案加严了PN 和CO限值，加强了实际行驶污染物车相同水平限值的实施时间较欧盟滞后 5-8 年，但过去十年中国标准升级速度快，国六b较国一阶段相比, 排放控制，且提高了全生命周期的耐久性要求。在减污降碳新形势下，中国和其他亚洲国家也面临着继续提高机动车排放标准、增加温室气体排放控制的需求。 CO限值加严 82%，HC+NO×限值加严 91%。

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