In this study, the sensitivity of operating parameters such as the hydrogen and air excess coefficient, cathode inlet pressure, intake relative humidity, and coolant inlet temperature and their effects on the performance of single proton exchange membrane fuel cells (PEMFCs) are experimentally assessed. The results revealed that the fuel cell node voltage increases as the hydrogen and air excess coefficient increases, and the impact of the hydrogen and air excess coefficient on the fuel cell node voltage gradually increases as the current density increases. However, a higher hydrogen and air excess coefficient is not always better. The node voltage increases as the intake pressure increases. However, it is not that a higher intake pressure is always better, but rather that there is an optimal intake pressure value to achieve the best overall performance of the fuel cell. The node voltage increases as the coolant inlet temperature increases at most fuel cell current densities. However, the optimum fuel cell operating inlet temperature is not necessarily higher, as the coolant inlet temperature may have a strong coupling relationship with other operating conditions that will also affect the fuel cell performance. The fuel cell operating inlet temperature may have a strong coupling relationship with the intake relative humidity, and both of these parameters must be well-matched to achieve better fuel cell performance.

The real driving emission (RDE) test is the test for vehicle type approval in the China VI emission standard and is one of the most important indicators for assessing the environmental performance of vehicles. To investigate the feasibility of shortening the RDE test trip, we measured emissions of CO, NO_X, and PN₁₀ (i.e., the number of particles above 10 nm in diameter) from gasoline, diesel, and hybrid electric vehicles based on portable emission measurement systems (PEMSs) and analyzed the influence of shortening test trips on pollutant emissions. The results indicated that the CO and PN₁₀ emission factors of the gasoline vehicle increased by about two times during short trips compared with standard trips, while the NO_X emission factor changed insignificantly. The diesel vehicle showed a two-fold increase in NO_X and PN₁₀ emission factors during short trips compared with standard trips, with CO emissions remaining largely unchanged. The short trips of the hybrid electric vehicle doubled CO and PN₁₀ emission factors and slightly increased NO_X emission factors compared with standard trips. The study can aid in improving RDE test efficiency, reducing RDE test cost, and controlling pollutant emissions from newly produced and in-use vehicles, which is crucial for air pollution management and sustainable development.

Heavy-duty methanol engines are regarded as a promising low-carbon solution for commercial vehicle decarbonization, yet the comprehensive coupled characteristics of fuel consumption, multi-dimensional exhaust emissions, and the corresponding aftertreatment adaptability between stoichiometric and lean-burn technical routes remain insufficiently quantified, restricting the optimized application of methanol powertrains for China-VI emission compliance. To address this research gap, this study systematically investigates two China-VI compliant heavy-duty methanol engines with stoichiometric and lean-burn combustion strategies under cold-start and hot-start Worldwide Harmonized Transient Cycle. And a comparative analysis is conducted to clarify the differences in the fuel consumption, raw exhaust emission (including regulated pollutants, particulate matters, greenhouse gases, and unregulated pollutants), and the catalytic performance of aftertreatment systems between two engines with stoichiometric and lean-burn strategy. Results demonstrate that the lean-burn strategy achieves a 6% reduction in methanol fuel consumption compared with stoichiometric combustion, delivering superior fuel economy. In terms of regulated gaseous pollutants, both combustion strategies satisfy China-VI emission limits for CO and NO, while lean-burn combustion effectively lowers raw CO and NO emissions and reduces the purification pressure of aftertreatment systems. Non-methane Hydrocarbon emission under cold-start condition is identified as the primary compliance challenge, requiring a minimum aftertreatment conversion efficiency of 95%. Although lean-burn increases raw exhaust NMHC emission under hot-start condition, the post-catalyst emission could still meet the regulation limits. For particulate pollutants, lean-burn strategy realizes substantial reductions in both PM and PN emissions, which can meet emission standards without the corresponding aftertreatment system. In contrast, the stoichiometric combustion faces a risk of PN emission exceeding the regulation limit under cold-start conditions even with aftertreatment system. Additionally, lean-burn strategy optimizes greenhouse gas emission performance by cutting CO and CH₄ emissions. Regarding unregulated pollutants, lean-burn strategy increases raw exhaust unburned methanol and formaldehyde emissions, particularly under cold-start condition, but significantly inhibits NH₃ emission. This study quantitatively clarifies the performance trade-offs and adaptation advantages of lean-burn and stoichiometric strategy for heavy-duty methanol engines, providing fundamental data support and technical guidance for the low-carbon and low-pollution optimization of heavy-duty methanol vehicles.