Norms of emissions of harmful substances with cars in the world. reference

The leadership of the European Union expects to reduce CO2 automotive emissions by a third over the next twelve years, from the indicators that has not yet come 2021, to which car manufacturers need to come with average indicators equal to 95 grams per kilometer. In other words, by 2030, the average CO2 emissions of CO2 should be 66 grams per kilometer, while the intermediate marker is called 2025.

Testing for new CO2 emissions in the EU

Cutting the average carbon dioxide emissions by car will reduce the greenhouse effect, at least it calculates the leadership of the European Union, which in this regard calls on all automakers to shift the focus on the release of electrical, or at least hybrid automotive vehicle. The European Commission decided to support substantial financial investments, the size of which will be at least 800 million euros, which will be spent on the creation of roadside infrastructure, namely, fast charging stations for electrocars. In addition, an additional 200 million euros, the leadership of the European Union intends to invest in further developing energy-intensive batteries.

Fines for automakers

In order to raise interest in their call, the European Commission introduces penalties that automakers will be subject to automakers who could not reduce the average carbon dioxide emissions. The penalty, in principle, is not large for automakers, its size is already known and it constitutes only 95 euros, however, for each excess gram of CO2. Exceeding indicators of average standards will be measured depending on the year of the car and standards acting at this time.

New CO2 emissions in the EU

It should be recognized that almost all the leading European automakers currently seek all sorts of ways to achieve the planned CO2 emissions reduction standards, among them the use of lighter cars can be called among them building materials, reduction of engine volume, using turbocharging system and so on. It is noteworthy that they all talk about their efforts, as well as that the results are not easy to conclude, from which it can be concluded that such events are also financially costly. For us, for potential buyers of environmentally friendly cars, this means that you can expect an increase in the cost of cars literally by 2021.

Plans for a sharp reduction in CO2 emissions more than once commented on officials of the largest automotive companies. In particular, the CEO of Mercedes-Benz frankly criticized such a decision of the European Commission, which he was answered that it was possible to do this if desired, and with very acceptable financial costs.

Real tests instead of laboratory

By the way, European automakers today are actively discussing another problem, namely, the passage of tests on the WLTP system, that is, the passing tests for CO2 real conditions Driving cars. This testing system should replace the former when testing was carried out under conditions of laboratories, and earn an innovation in the territory of the European Union on the first autumn day of the current 2018. Many analysts note that such a rigid testing system will put European automakers in unprofitable conditions in the global market. Moreover, some experts are confident that cars in the framework of new testing will not show even 130 g / km, not that 95 km, as required by the 2018 standards, and this suggests that some of them need to be prepared for payments billion fines.

Environmental norms, green technologies

What happens in September, and even more so in 2021 or 2030, it is difficult to predict, but it seems electric cars Cool the market at least european, much earlier.

Control of the toxicity of the diesel engine on the brake stand

Maximum permissible indicators of smoke when testing vehicles with diesel engines

* Norms are given for an effective dynamomer base L \u003d 0.43 m.

Control on the bench with running drums. Control toxicity of exhaust diesel engines installed on vehicles with full mass From 400 to 3,500 kg, carried out on the modes of the driving cycle on the stand with running drums on the OST 37.001.054-86, which extends to cars with gasoline engines and with diesel engines. In Europe, these tests are carried out according to the rules No. 83.03 (type 1). The norms for the emission of CO, CH + NOH and particles are given in Table. 10.

Table 10.

Mode number	Rotation frequency crankshaft Diesel, min -1	Percentage of load from maximum on this mode
	N x min.
	N x Max
	N x Max
	N x Max
	N x Max
	N x Max
	N x min.
	N X Nom.
	N X Nom.
	N X Nom.
	N X Nom.
	N X Nom.
	N x min.

Notes:

1 - N x min - the minimum rotation frequency of the engine shaft when working on idling;

2 - n x max - the speed of rotation corresponding to the maximum torque value;

3 - n x n - rotation frequency corresponding to the rated power.

Tests are carried out on a stand equipped with devices according to GOST 14846-81 and equipment for measuring CO, CH and NOh emissions.

When testing should be recorded:

Concentrations in the exhaust gases of carbon oxide (% of volume), hydrocarbons and nitrogen oxides (pp --1);

The rotational speed of the crankshaft, min -1;

Torque torque, nm;

Hourly fuel consumption, kg / h;

Hour air flow, kg / h;

The temperature of the exhaust gases, coolant, oil, air and fuel, 0 C;

Pulvement in the inlet pipe, mm of water. st; Compression in the graduation pipe, mm of water. Art.; Barometric pressure, mm RT. Art.

Gas analysis of OG should be performed using high-speed gas analyzers of continuous action with registration of the results of the analysis on the tape of the self-examination with a stand speed of at least 10 mm / min.

To determine the concentration of CO, an undisperse infrared gas analyzer must be applied, for CH - flame-ionization, and for noh - chemiluminescent. The relative error of gas analyzes should not be more than ± 3% of the limit value of the scale for any component.

When testing diesel engines in order to reduce the loss of hydrocarbons in the tubes of the CH supply to the gas analyzer, it is heated by a samplement system, providing the temperature of the OG sample in the range of 150-200 0 C.

The calculation of the specific emissions of harmful substances in g / (kWh) is made by the formulas given in the standard.

Diesel is considered to be the relevant requirements of the standard, if the values \u200b\u200bof the specific emissions of the CH, CH and NOH for the test cycle do not exceed the norms specified in Table. eleven.

The first exhaust toxicity norms appeared in the mid-80s in California, when it turned out that Los Angeles and San Francisco choke from Smog. And today the legislation of these states is the most severe in the world in this matter. The rest are tightened. Throughout Europe, in America and Japan, legislators pumped on car manufacturers, forcing them to reduce the harmful emissions of the engines. The execution of their requirements is becoming more and more expensive. At the same time, among the car owners, "green" are not so much. The latter generally consider cars evil and ride bicycles and electricians. The rest consider the rise in price of technology inevitable tax, which must be paid to sleep well.

Why pay? Main harmful substances that emit car EngineCurrent gas, nitrogen oxides and not burned hydrocarbons. Their emissions are currently limited almost to zero. There are still carbon dioxide, but while he is taken inevitable evil, and get rid of it, without going to feed with hydrogen, it fails. Therefore, they are trying to reduce the norms of discharge, but they are tightly tied to fuel consumption, and the dimensions and weight of the car.

We will talk about carbonate gas later, but for now - about everything else. The first to fight the carbonated gas. Motorists with experience remember how the inspector with gas analyzers were standing along the roads and checked the old Soviet machines to the concentration of CO in the exhaust. It started on a tens of one and a half years later than in America. And there the first reaction to the introduction of the concentration of harmful substances in the exhaust was the installation of systems that feed additional air in exhaust pipe. It was served under the sauce of afterburning fuel on the release, but, in fact, it was simply dilution to reduce the concentration of CO.

The lawmakers are "requested" and banned. I had to work in the development of fuel injection systems, which could more accurately regulate the mixing processes and exclude incomplete combustion. Then the catalysts appeared, which were quite effectively purified by exhaust gases, leaving only water and carbon dioxide. For diesel engines, then it was still relatively calm, because in their exhaust there is no carbon monoxide gas.

The struggle went on increasing. Since 2000, there have been norms on nitrogen oxides and unburned particles in Europe. And here petrol engines Special problems have not been added, but they started with dieselists.

When the nozzle injects fuel, on the edges of the air torch a lot, and fuel is well lit - blue colour In the photo A, and in the middle of the oxygen, there is not enough - there is an orange flame. Due to twirl in the combustion chamber, you can organize air supply to the combustion zone, but it should be in excess for this. Dark zones in the photo in - the place where excess air is located and the oxidation of nitrogen occurs.

After all, in order for diesel to work, the air in it is compressed at 20-40 times, heating up to very high temperatures. It is impossible to squeeze so the mixture, it simply rests much earlier. The fuel is injected into the cylinder almost at the very end of the compression tact and the torch begins to burn around the edges, and then tramples what in the middle. And anyway, a lot of air remains in the combustion chamber, which did not have enough fuel.

As a result, oxygen enters the reaction with nitrogen, and there remains a lot of fuel, which has not enough air. At the same time, nitrogen oxides and particles of unburned hydrocarbons are formed. The problem is that at the same time get rid of both harmful substances. Carefully adjusting the moment and injection pressure and twisting the vortices in the combustion chamber, the manufacturers were able to bring engines to the norms of Euro-3.

Then it was possible only to reduce something one at the expense of another. And with the remaining fighting already at the exit. And legislators are hiped. Starting with Euro-4, toxicity is controlled by special authorities and all failures are fixed in the memory of the control unit for 400 days. In Europe, the Transport Inspectorate may at any time check these codes and ride such a penalty that it will not seem little. And even in the absence of a dogland, it was no strong to pollute environmentThe NOX-control function is built into the engine control system, which cuts off 2/3 of the torque, if it comes to excess norms.

Manufacturers went different ways. Some decided to increase the temperature in the cylinders and thoroughly burn the fuel, and with the increased amount of nitrogen oxides to deal with the help of the subsequent processing of the SCR exhaust system. A vanadium catalyst is built into the muffler of such machines, and in the exhaust manifold - a nozzle, which injected a special reagent - urea, which is called adblue or def. The evaporated solution is decomposed on ammonia and water, and on the surface of the catalyst the reaction between it and nitrogen oxide occurs. The result is still water and pure nitrogen.

The pump serves a reagent (urea solution NH2 + H2O) to a dosing device that controls the electronic unit Based on the testimony of two sensors of the NOX concentration (not shown in the diagram). The first is to the catalyst, the second is controlled after. A certain amount of solution is injected into the exhaust manifold, where evaporates and, together with the spent gases, enters the catalyst. On the active surface of the catalyst, nitrogen oxides react with the ammonia separated from the solution and turn into nitrogen and water. For European cars, these systems produce Bosch and Highlite.

Everything would be just wonderful, but there are several problems, it is still completely able to solve. And they are more connected to a greater extent with technique, but with a human factor.

Ammonia carry in the car is impossible - this is a strong poison, therefore a solution of carbamide (urea) is used, which consists mainly of water, but costs about 1 euro per liter. Trucks Euro-4 consume about 2-4 liters of reagent, as carefully refer to this composition, 100 km, and Euro-5 - up to 8 liters.

How to cheat?

Toad puts the first blow to the brain of the owner and he begins to search for workarounds. The most harmless for nature is an attempt to replace the branded reagent with something cheaper. In the countries of the former social value, they love to buy fertilizers that are bred in dirty buckets. But the system is very sensitive to the pollution and quality of urea. Result - scored filters, Syrystallized sprayers, burned catalysts. The same results lead and simply refusal to fill urea at all. If for some time to ride without it, most likely, the catalyst will be unworn, and to return the system to work it will have to be changed.

The second problem is a glow. Although the tank for the reagent has a blue cover, it is regularly trying to pour diesel fouls. And for the rubber in the pump and valves of the system - this is death. Recently, repair kits appeared, and before the entire SCR unit went to the garbage.

Knowing all this, Scania, MAN and many manufacturers of passenger diesel engines elected another direction. They use the recycling of exhaust gases, or EGR. In this system, part of the exhaust gases is cooled and sent back to the inlet. There, mixing with air, they create a mixture, which is worse skipping the front of the flame during the explosion. The combustion occurs slower, the temperature decreases, and the oxidation of nitrogen decreases.

And besides, the mixture is less than the concentration of oxygen and, therefore, less likely to meet an unused oxygen with nitrogen, which also reduces the formation of harmful substances. For Euro-4 engines, the refund is about 10%, and for Euro-5 - up to 30%.

The advantage of EGR is in the absence of additional liquids and catalysts. Consequently, the price of the entire system, both when purchasing and during operation, is much lower. But everything is not so simple ... the decrease in temperature reduces the efficiency, which means that fuel consumption increases.

Another obstacle was the quality of fuel. Sulfur, which is contained in the diesel, also willingly react with oxygen and forms oxide, which dissolving in water turns into sulfuric acid. If this acid immediately flies out into the street, it spoils the environment, but does not harm the engine. But in the case of returning to cylinders, it starts to eat everything in its path. Especially while the motor does not work.

For diesel engines with EGR, fuel is required, in which sulfur is less than five parts per million. Until recently, the Russian standard for sulfur content was almost 40 times more, and although now it fully corresponds to European (no more than 10 mg per kilogram), illegal trade is flourishing in the country, which does not correspond to the technical flamber. And if there are not much more in the large cities of the "pilose" fuel, then in the provinces and on the tracks - it is full. In the worst case, regular refueling with a poor diesel fuel will be wrapped with a complete replacement of the piston group and fuel system After a couple of years. And it will easily pull on a dozen other thousand in European currency. Therefore, Scania has banned the sale of such machines in all countries of the former social value. For them offer machines with urea.

What awaits us ahead

And from Euro-6 is still more difficult, because there both systems work together, catalysts in the muffler - 3 pieces, and also dairy filter in addition. And particles are now measured by no concentration, but the piece, in 1 hour. If you look at all this through the eyes of the automotive engineer of the twentieth century, then it is just a nightmare.

Chemists, which created a block of catalysts, are called its chemical factory, and the engine is negligible to refer to the source of raw materials and heat. The price of such a factory in Europe is about 13 thousand euros, and how much it will cost us - even think scary.

To disabling everything, it is built into the system, which is no longer the power of "rubit", and the speed. For example, urea ran out in the tank - and speed drops to 25 km / h. Polly yourself slowly to the nearest column where you can buy it. Another chip of lawmakers - if so far the car was considered satisfying the norms on the fact of its birth, then for Euro-6 there is a selective control of machines with mileage.

EURO-6 engines used both systems and SCRs and EGRs. Up to 30% of the spent gases, passing through the cooler, returned to the cylinders to reduce the temperature and reduce the formation of nitrogen oxides. And then, with which they could not cope (1), processed in a silencer, where the oxidizing catalyst (2) is first worth it, which survive everything that has not burned down, then the filter of solid particles (3). After that, the gases go into a mixing chamber (6), where the reagent (5) is supplied through nozzle (4), which evaporates, and all this together falls, in fact, in SCR - a catalyst in which the reaction between the urea and the remnants of NOX (7 ). And at the outlet, the catalyst that is splitting from the ammonia reaction (8). All this block weighs 130 kg.

The price of "chemical factories" is so sweet that they were attached to not only car manufacturers, but also such, it would seem distant from the firm silencers as Ebershpecher. In the picture full range For all major European brands.

Is it worth the heater of the dressing?

Our person, in the mass of his own, all these costs seem completely unnecessary. And the limitations imposed by the so-called NOX-control and is suppressed. In general, European drivers, too, therefore, the system and failure of fault codes are built into the system, and it cannot be turned off, it is clogged into the engine "by iron".

And here again the battle of the shield and sword. Environmentalists are carried out through legislation increasingly stringent measures. Manufacturers are fighting over their execution. And at that time, most European and Chinese chip tuners and other electronic sages abandoned the engine capacity and focused on the deception of toxicity control systems. The demand for these services, given the above, is huge even in old law-abiding Europe. And in our country he is just a robbery.

You can deceive - so far. It is not even very difficult and expensive. More precisely, you can turn off the NOX control, shoot elements of the systems and think that now the engine has become easier to live. In fact, the torque really ceases to be limited, but the engine is included in emergency mode Works, and the panel burns the light toxicity of the exhaust. This is especially true of machines with EGR, where many motor control functions are tied to the ratio of air with exhaust gases.

If you simply block the stream of exhaust gases to the inlet, the system will notice the lack of pressure in the collector and will include a workaround program that will replace the missing data on the averaged value. When this happens, the engine power decreases by 40%. If this restriction is removed, the engine will work with strong disadvantage Air, which reduces efficiency and increases exhaust smoke. In the future, this leads to a rings.

You can actually disable the system only completely replacing the control unit software, but this is usually done only through the manufacturer. And he, knowing that after such a rework, the car will cease to fulfill local law, most likely refuses. Although for some firmware machines, our craftsmen appeared.

The desire to save here and now is our national sport. But for some reason, coming to Germany or Sweden, we gladly inhale the clean air of their cities, and returning to the homeland, the Klyas of the chiefs who made us pay for "no one who needs" euro ...

The result of fuel from the reagent tank: pump gaskets deteriorated and the urea flowed inside the control unit (brown crystals)

By 2020, in Europe, carbon dioxide emissions in new cars should be reduced to 95 g / km. Automakers of other continents will also strive to such indicators. Currently, the emission rate is 130 g / km. The normative level of CO 2 emissions depends on the cutting mass and calculated for each vehicle according to the formula: CO 2 \u003d 130 + A * (M-M-0), where M is the mass of the car in the currency in kilograms, m 0 \u003d 1372 kg, and \u003d 0,0457. In 2016, M 0 will be revised.

It is important to know that each manufacturer receives an indicator of the average level of emissions of the entire range of cars, not a separate instance. This is not just a norm: for her violation, the company should pay fines, and considerable. For each vehicle produced, CO 2 emissions exceed the average set level, 5 euros are paid at exceeding 1 g / km, 15 euros - for exceeding 2 g / km, 25 euros - 3 g / km, and after exceeding 4 g / km Each gram costs the manufacturer at 95 euros. Since 2019, everything will be more stricter - every gram of exceeding the norm will cost 95 euros!

But besides the whip there is a gingerbread. Each manufacturer can get a bonus if you cut the ejected carbon dioxide to 7 g / km. True, subject to the application of innovative technologies on vehicles manufactured. As an example, we took four cars, three of which are stacked in the current norm:

• 1.4, power - 150 hp, average flow fuel - 5.0 l / 100 km; CO 2 - 116 g / km emissions
• Renault Logan. 1.6, power - 102 hp, average fuel consumption - 7.1 l / 100 km; CO 2 - 167 g / km emissions
• Mercedes-Benz C-Class 1.6, power - 156 hp, average fuel consumption - 5.5 l / 100 km; CO 2 - 126 g / km emissions
• Porsche Cayenne S E-Hybrid, Power - 333 hp, Middle Fuel consumption - 3.4 l / 100 km; CO 2 - 79 g / km emissions; electricity consumption - 20.8 kW / h / 100 km; Efficiency class: a +

Note that the most powerful Porsche Cayenne. S E-Hybrid at the same time easily overcomes the future barrier on emission standards. What is this - a breakthrough in automotive technologies or the debris of automakers? Both.

You see, fuel consumption and emissions of harmful substances into the atmosphere are measured on cross-country drums according to a specific technique. And why not on the road, would it be honest so honest? Now it is impossible, and that is a number of reasons. The first is the comparability of the results, they should neither the influence of weather conditions, nor the state of the road, nor other factors that can distort the result. The second important reason is the collection of exhaust gases for analysis. Collect them when the car is moving, difficult. Therefore, tests are carried out on cross-country drums, imitating real road conditions.

Today, three methods of determining fuel consumption are most common in the world: European NEDC, American FTP-75 and Japanese JC 08. They differ in many parameters. The longest and speed - American. Japanese is characterized by the smallest average speed - only 24.4 km / h. This is due to the imitation of significant downtime on traffic lights. The European most sluggish is the maximum acceleration does not exceed 0.83 m / s 2. But they have both in common: all three techniques are far from the real cycle of the movement of the machine, so that the automotive companies have learned to adapt to them.

Weak link

Consider the European NEDC to estimate the fuel consumption with a full weight of up to 3,500 kg. Duration duration - only 1220 seconds. During this time, it is imitated by the urban (speed is limited to 50 km / h) and the country modes of movement with maximum speed up to 120 km / h At the same time, the specified speed should be developed for a certain time. For example, in order to accelerate in the urban cycle of up to 50 km / h, it is necessary to spend 26 seconds. If you are real life For so long you will accelerate from the traffic light, you will start signal, and aggressive drivers will continue and show a bad gesture.

Now it becomes clear why for the overclocking of modern small tramples you have to push the accelerator pedal almost in the floor. When the processor corresponds to everything in cars for everything, and the volume of incoming and processed information is calculated by megabytes, the test of the test becomes the writing of the joint and transmission algorithm. And it does not matter that the consumer does not like the behavior of the car in the city cycle, and real flow Fuel will not coincide with the claimed. The test passed, consumption and emissions comply with the standards. What emissions will show the car on the autobah, when it exceeds the speed of measurements in the test, no one interests anyone. Everyone knows that much more, but the rules are observed, it means everything is in order.

Example from life. When the car "Moskvich-2141" was preparing for the release in 1986, measurements were performed on fuel consumption on running drums. He was not very good. It was necessary to reduce it a little. The engine does not touch, the more it was made at another factory. Therefore, we decided to experiment with the main transmission: the lower the gear ratio with the similar mode of movement, the lower the fuel consumption. Changed the main gear, instead of the gear ratio of 4.1, they set 3.9. The desired flow numbers reached, and buyers received a car with a weak dynamics. But the garage masters were well enriched, because the shed radio was very quickly spread that for little money it was possible to make a dynamic hatchback from the ticker.

Calibration

At the beginning of the article, we led to the example of Porsche Cayenne S E-Hybrid with an average consumption of 3.4 l / 100 km and CO 2,79 g / km emissions. Do you believe it? Me not. For comparison, take the usual Porsche Cayenne with a gasoline engine with a capacity of 300 hp Its average consumption is declared at 9.2 l / 100 km, and CO 2 - 215 g / km emissions. The difference in consumption and emissions of CO 2 is almost three times. What is this - technology or imperfection of the NEDC test? Obviously, on the autobahn hybrid car It makes all its environmental friendliness, because the amount of emissions directly depends on fuel consumption. Think about new Ford. Fiesta during a recent endurance marathon "60 hours" driving "had an average consumption of 16.8 liters per 100 km, and CO 2 emissions significantly exceeded the norm. And such a picture is almost every car.

But it is expected that in 2017 the new WLTC measuring cycle (Worldwide Harmonized Light Vehicles Test Procedures) will enhance. This will not be a regional, but a global test. It is a series of cycles for cars with a full weight of up to 3,500 kg. But the ratio of the engine power to the curb mass of all cars is different, and this parameter greatly affects efficiency. Therefore, to make a test more realistic, all cars are divided into three classes in accordance with their energy-relatedness. Class 1 - 22 W / kg, class 2 - from 22 to 34 W / kg, and class 3 - more than 34 W / kg. Although this cycle is imperfect, it is at least more close to the realities. For example, acceleration during acceleration will be 1.58 m / s 2, and this is not a retired ride style.

The legislators decided to change the rules of the game, and not just fixed them, but radically. In the remaining five years, automakers should not only adapt to a new measurement cycle, but also significantly reduce CO 2 emission rates. Will it succeed to them? We'll see. But in order to perform a carbon dioxide emission rate, the average consumption of the gasoline engine should be no higher than 4.1 liters, and for diesel - 3.6 l per 100 km.

Deputies against engineers

Such competition of lawmakers and engineers can only be welcomed. After all, if it, who, who forced the automakers to introduce first central, and then direct injection Fuel B. gasoline engines? Why did you need to raise the injection pressure in diesel engines up to 2500 bar, if not for tough ecoons?

But together with automakers for clean air, motorists are paid. All fines and costs of automakers for improvement in one way or another will equally lie on our shoulders. In addition, cars are becoming more and more expensive every year. Consider the car without a scanner and the tester is almost impossible. And by 2020, most new cars are likely to be hybrids, because it is possible to reduce emissions by using the electrical machine.

Perhaps by 2030 will appear disposable cars With a service life of 3 years. Economically contain such a car wastefully, it is easier to buy a new one. But it is in Europe. We will always have lovers who of two, three and more cars will collect one and will ride.

Finally, information for reflection. CO 2 emission norms for the same machines sold from us and in Europe will greatly differ. For example, give Skoda Octavia data.

There are PDV directly source of emissions and PDA enterprises (or object). The PDV ratio (in g / s) is established from the condition so that the content of the pollutant in the surface layer of air (at an altitude of 1.5-2.5 m from the earth's surface) from the sources or their totality did not exceed the air quality standards for the population, animal and vegetable in the world (i.e. PDC) on the border of the SZZ; It represents the amount of pollutant maximum allowed to emission to the atmosphere a specific source per unit of time.

There are organized and unorganized sources that are divided into stationary and movable (transport and other moving means and installations). An example of an organized source of emission is any pipe (stationary or movable), and inorganized - tailings, dumps of rocks. In addition, small single sources are isolated in the classification (ventilating lights, etc.).

For each organized stationary source of emission, as well as for each model of transport and other mobile means and installations, an individual PDV is installed. For unorganized emission sources and for a set of small single sources, the total PDV is set.

Sources of harmful emissions establish supervisory and control bodies by inventory, which is carried out at least once every year. In accordance with GOST 12.2.1.04-77 under inventory of emissions understand the systematization of information on the distribution of sources in the territory, quantity and composition of emissions.These data are necessary for the compilation of statistical reporting in the form of 2-TP air, the development of the draft standards of the PDV, to compile an alarm recovery plan.

Inventory of emissions is regulated by the "Guidelines for Control of Sources of Pollution of the Atmosphere" of OND-90 and other guidelines and guidelines. Inventory is usually carried out, as a rule, technology services of the enterprise in conjunction with specialized scientific or commissioning organizations. The main ultimate goal of the inventory is to determine mass emissions of harmful substances from each source (g / s).

Mass release of harmful substances can be determined with a greater or less accuracy of the following methods: tool, instrumental and laboratory, indicator and calculated. Most often due to the lack of instrumental measurements, settlement methods use. They are based on the use of data on the composition of the initial raw materials and fuel, technological modes, the degree of gas purification by gas inquiries, etc., according to empirical dependencies or by specific emissions of harmful substances per unit of products used, used raw materials, fuel generated by energy.

Summing up the PDV of individual sources of contamination, set the PDV for the enterprise (object). The theoretical basis for calculating PDV is the solution of a differential equation of atmospheric turbulent diffusion of impurities, as a result of which the field of surface concentrations created by the source of the emission is determined. Other techniques are also used in world practice.

The normative "method of calculating concentrations in the atmospheric air of harmful substances contained in emissions of enterprises" (OND-86) allows you to calculate the field of one-time concentrations of impurities at the Earth during the emission of single and group of sources: with heated and cold emissions, from point, linear and area sources, It makes it possible to take into account the effect of heterogeneous sources, the summing effect of pollutants. It takes into account the number of sources of pollution, the distribution of emissions in time and space, other factors.

The ultimate goal of the settlements of PDV is to ensure the concentrations of harmful substances in atmospheric air, not exceeding the MPC. Specifically, this means that the magnitude of the greatest concentration of each pollutant in the surface layer of the atmosphere () should not exceed the maximum one
this pollutant, i.e. The condition must be observed:

(3.11)

With the simultaneous presence of several substances with additive properties in the atmospheric air, it is necessary to consider background concentration of pollutant (those. ), created by other sources of pollution.

, (3.12)

or
, (3.13)

or
(3.14)

To perform this condition, dust-free emissions should be purified or dispel in the atmosphere with high pipes. The worst option is to disperse a pollutant (because pollutants still fall into the OPS). Therefore, it is for this case that the PDV is installed.

The PDV calculation technique allows you to solve two tasks:

In this case, the technique allows the calculation for pipes emitting as cold dusty mixtures (
) and heated (
).

Solution of direct task.Initial data for calculating PDS:

When solving a direct task, the development of PDV standards for stationary sources (
) It is carried out according to the following algorithm (case of a single pipe with a round mouth emitting heated gases).

1. Definition of background concentrations ( ) pollutants, i.e. concentrations caused by a complex of other sources, minus normalized.

2. Calculation of actual surface concentrations from the source of emissions of the normized object according to the following procedure:

, (3.15)

where
- maximum surface concentration of impurities;

-Caffefficient determining the conditions for mixing impurities;

- energy emission, g / s or t / year;

-Caffefficient, taking into account the rate of sedimentation of substances from the atmosphere;

and - coefficients taking into account the conditions for the exit of the mixture from the source;

-Cheefficient of roughness depends on the terrain;

- high tube, m;

- The weight of the temperatures of the gas-air mixture and the air of the hottest month;

- Gas-air mixture, m 3 / c.

, (3.16)

where
- the diameter of the mouth of the source, m;

- The exit of the exit of the mixture from the mouth of the source, m 3 / s.

From equation (3.16), it can be seen that a mass of emission and height of the pipe has a significant effect on the surface concentration, therefore, the air quality control is recommended using emission reduction measures. An increase in the height of the pipe is allowed only in cases where the implementation of active events is impossible.

, (3.17)

where - the coefficient is determined additionally for heated and cold gas pepped mixtures;

(3.18)

determine PDV (g / s) for each substance and each source.

determine the PDV (T / year) for the enterprise as a whole as the amount of PDV from single sources or groups of sources:

(3.19)

Note: Maximum permissible mass Combined fuel in the emission of its combustion products is calculated by the formula:

(3.20)

3. Analysis of the resulting field of concentrations, taking into account background concentrations ( ) and comparing them with the required standard of formula (3.14).

In accordance with the expressions (3.18, 3.19), you can define:

a) permissible daily (or annual, etc.) emissions of pollutants, g / day; kg / day;

b) maximum concentration (
) pollutants at the mouth of the pipe, g / m 3; kg / m 3; (here
).

Value
it is a parameter controlled during the work of the object.

4. Detection of substances by which there are zones of exceeding MPC and sources caused by the formation of elevated concentrations.

5. Conclusions:

When using the third version at each stage of emission reduction, temporarily consistent emissions (VV) is established, taking into account the experience of reducing the progressive enterprises with the best achieved technology.

In order not to stop the economic activity of the enterprise, often use the third (compromise) path, i.e. Installing the WW and develop a long-term emission reduction program with environmental protection measures (Fig. 3.2).

Figure 3.2 - Phased process Reduced NVI to the value of PDV

On whether the enterprise is stacked or not the regulations established by him and which is the PDV or only in the NVT, - depend size and sources of environmental pollution.

In the case of emission from a single source of cold gas-air mixture, PDV is determined by the formula:

(3.21)

The organizational aspects of the establishment of PDV are as follows. Work on the establishment of PDV is carried out under the general guidance of the head organization appointed for each settlement. It performs the following functions:

If it is impossible to eliminate or significantly reduce emissions of harmful substances with individual enterprises or objects, then in the territorial-departmental plans should be provided:

the deadlines for the withdrawal of these enterprises or objects from residential territories and lands;

changes in the production profile of these enterprises and objects;

organization of sanitary protection zones.

The solution of the inverse problem.From equation (3.15), it can be seen that the most significant effect on the surface concentration is caused by the emission of pollutants and the height of the pipe (
). Therefore, forcibly regulating air quality on residential territory can be carried out in two ways:

An increase in the height of the pipe is allowed only in cases where the implementation of active environmental activities is impossible. At the same time, there is a solution to the inverse problem, i.e. Calculation of the minimum height of the pipe,
which follows from the equation of solving direct problems (3.18). Next (for simplification) The equation of solving the inverse problem is shown without taking into account the background concentration of the pollutant, and the PDV symbol is replaced by the symbol.
:

(3.22)

It should be borne in mind that the defined minimum height of the pipe (
) For emissions of pollutants in the atmosphere should be above the aerodynamic zone shadowbuildings (Fig. 3.3a), otherwise emissions will not disperse, and falling into the aerodynamic zone shadowspoll into the surface layer of the atmosphere above the site and the site itself (Fig. 3.3b). Currently, pipes are achieved in some cases
≥ 350 m.

Figure 3.3 - Diagram of the ratio of the heights of the pipe for emissions of pollutants into the atmosphere and the aerodynamic shadow of the building:

a) a favorable case (pipe height above the aerodynamic shadow zone); b) an unfavorable case (pipe height below the aerodynamic shadow zone); 1 - industrial building; 2 - Pipe.

Dispersion of emissions is subject to the law of turbulent diffusion and depends on many factors: the state of the atmosphere, the nature of the terrain, the physical properties of emissions, the height of the pipe, the diameter of its mouth, etc.

The two directions of movement of impurities are distinguished: horizontal and vertical. The horizontal movement of impurities is determined mainly, the speed of the wind, and the vertical - the distribution of air temperatures in the vertical direction. In fig. 3.4 shows the distribution of the concentration of harmful substances in the atmosphere from an organized high source (pipe) of emissions.

When calculating the PDV indicator, the zone of influence of the source of emissions and the entire enterprise for each polluting substance is also established. Under the zone of influence, the earth's surface with a radius is understood where the sum of the maximum surface concentration defined for adverse meteorological conditions and background concentration less than
(see equation 3.12 and 3.17):

(3.23)

It can be seen that as it removes the concentration of harm in the surface layer first increases, it reaches the maximum, and then slowly kills. This allows us to talk about the presence of three zones of various air pollution:

1) Emissary torch zone ( small);

2) deceleration zone (here
);

3) the zone of gradual decrease in the level of pollution.

Figure 3.4 - Distribution of the concentration of harmful substances ( ) In the atmosphere from an organized high source (pipe)

emissions at a distance (
)

Thus, the main factor affecting the concentration of pollutants in the surface layer is the height of the pipe. The concentration of harmful substance at the outlet of the pipe is equal to
(Fig. 3.5).

і

Figure 3.5 - dependence of emissions from the height of the pipe

It is with a high tube ( ) at the level of the surface layer may decrease to , and with a low pipe (
) - only before . Hence the difference in the assignable PDV. The distance from the pipe, on which the concentration of the harmful substance is maximum, can only be obtained using special calculations. Approximately this value is taken equal to (10 - 50) .