Emission share rates at various operating modes for non-road small spark-ignition engines are comprehensively analyzed, based on 25 sets of emissions data from one particular type of engine with the same displacement manufactured by different factories. The results of the statistical analysis show that the greatest contribution for CO and HC emissions occurs at mode 3, while that for NO x emissions occurs at mode 2. At the rated power mode 1, the average share rates for each pollutant, especially NO x , are beyond their weighting factors. The sum of contributions at modes 2-4 to CO and HC final emissions is close to their summary weighting factors, while the NO x emission characteristic differs greatly. As for each pollutant, the share rates of modes 5-6 are very low and negligible. The maximum standard deviation of share rate for NO x emission appears at mode 1, while the coefficient of variation differs greatly, especially at small-load modes. At the representative mode 1, the correlation coefficients between specific CO, HC and NO x emissions with the excess air ratio are 20.874, 20.762 and 0.946, respectively. Even more, the specific HC + NO x emission shows a positive correlation as high as 0.933, despite the negative correlation of HC. Therefore, a proper excess air ratio of [0.8, 0.9] is recommended for reducing more NO x at mode 1. While at middle and small loads, the excess air ratio should be moderately increased to reduce HC and CO emissions, as well as aiding better fuel consumption. From these results, this study can do a great service in the low-emission management, for non-road gasoline engines without after-treatment devices, to meet current and future emission directives.
The influences of nonlinear suspension system with air spring and nonlinear asymmetrical (NA) absorber in comparison with a linear suspension is analyzed based on a lateral dynamic four degrees of freedom (4-DOF) model. The lateral dynamic model considers the effects of anti-roll bars, the roll center position, and the transient excitation of the road on the roll stability performance. The characteristics of the suspension system, the position of the roll center, the road excitation load all play very important roles in determining the roll stability of the vehicle. The maximum dynamic roll angle with nonlinear suspension is always smaller than that with linear suspension. The maximum dynamic rollover stability index is strongly dependent on the velocity and about 27% on average lower than that of linear suspension in the whole velocity domain, subjected under road excitation. However, the maximum of absolute acceleration is always larger with the nonlinear suspension system.
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