Page 11 - Fuels & Lubes International 2013 - Quarter 3
Basic HTML Version
由欧洲、日本、美国的汽车和
发动机制造商所组成的委员会成
员将在今年夏末前完成对新版的
最终编辑、审查和批准工作。
包括燃油生产商在内的众多利
益相关方在二月份受邀对修订提
出建议；委员会对所有评论和建议
进行了审查，并在新版中采纳了部
分修改意见。
专家说，在第五版草案中最主
要的修改是向市场引入了新的第
五级，称为“类别5”燃油，对排放控
制和燃油经济性提出了非常先进
的要求。这个级别将在美国、欧洲
等国家和地区中使用，那些市场要
求汽车和发动机满足最严格的燃
油经济性和排放标准。
委员会说，类别5将把汽车的
最低研究法辛烷值（RON）从90
提高到95。辛烷值是评估用于火
花点火发动机的燃油性能的标准
指标。辛烷值越高的燃油可用于
压缩比更高的发动机，其性能也通
常更高。
在今年三月召开的第十九轴燃
料油和滑润油亚洲年会上，本田研
发公司的Masato Matsuki在其
报告中预测，到2020年，发达国家
和新兴国家的燃油质量和排放控
制要求将进一步提高，他认为提高
RON也同样重要。
“提升燃油质量可以通过在政
府、石油业和汽车业之间达成相
互理解和合作来实现，” Matsuki
说，他还担任日本汽车制造商协会
（JAMA）燃料油和润滑油子委员
会副主席。“未来燃油质量提高的
方向应该基于超低排放，大幅度降
低二氧化碳，以及国际标准的统
一。提高汽油的RON及统一与降
低硫含量同样重要。”
对于柴油，类别5引入了高质量
的纯烃规格，以充分利用一些先进
生物燃料的性能优势，如加氢植物
油和生物质油。规范修订建议中，
经修订后的类别4将允许在柴油燃
料中添加最高5%的生物柴油。
之前的规范，根据不同市场的
无铅汽油和柴油包括了四种燃油
质量等级——从无排放控制的等
级到很先进的对排放控制和燃油
经济性要求的等级。
该委员会的成员包括来自欧
洲汽车制造商协会（ACEA）、美
国汽车制造商联盟（AAM）、卡车
和发动机制造商协会（TEMA）和
trace metals—which can be harmful
to engines or affect engine perfor-
mance—plus an updated gasoline
volatility table and updated biofuels
information including ethanol,
biodiesel and other alternatives to
petroleum-based fuels.
"As countries move toward
more stringent vehicle and engine
requirements, fuel quality becomes
more important in terms of preserv-
ing the functionality of vehicles
and engines," the committee wrote
in remarks about the proposed
charter. "Sulfur-free and metal-free
fuels remain critical prerequisites
for ultraclean and efficient emission
control systems. Fuel properties
play key roles in vehicle and engine
emissions and performance, and the
most advanced vehicles and engines
require the best fuel quality—as
represented in Category 5—to meet
their design potential."
The ultimate goal of the charter
is to make fuel standards uniform
around the world. But that could
be years away. In the meantime,
the charter is a very important way
to help provide a link between fuel
quality and emission controls being
implemented worldwide to reduce
negative environmental impacts.
"The charter has always differen-
tiated fuel categories by relationship
to engine and emission control tech-
nologies," said Roger Gault, a com-
mittee member and vice president
of Regulatory Activities for TEMA.
"Basically, one fuel worldwide may
make sense one day when all of the
areas around the world use com-
mon engine and emission control
technologies. Until then the charter
segregates both gasoline and diesel
fuel based on the technologies being
implemented in different regions.
One of the goals of the charter is to
inform local officials that there is
a strong interdependence between
emission control requirements that
they may wish to implement and
the fuel required for those engines/
vehicles to function properly in their
respective marketplace."
According to the proposed
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