外文翻译--温室气体的排放

1、外文原文Evolving technological systems for diesel engine emission control: balancing GHG and local emissions ABSTRACTThe TriadNorth America, Japan and Europenow addresses diesel vehicle emissions by requiring4080% reductions from new heavy-duty trucks and passenger car diesels. The requirements imply in

2、troduction of new technology and fuels stepwise during 20052012 that will leave emissions from new diesel vehicles on par with the levels of gasoline passenger cars. This paper studies the recent development of diesel engine emission control in response to new regulation. The role for Swedish actors

3、, including two of the worlds major truck manufacturers, is especially studied. The increasingly global Technological System for diesel engine emission control is compelled to manage further reductions of nitrogen oxides emissions and fuel consumption and CO2, the balance of which has been the subje

4、ct of several large legal disputes. Swedish OEMs are at present split into two technological sub-trajectories, while the future may be multi-pronged and include new engine types and fuels. Interestingly, similar commercial advantages that were sought by the pioneers introducing advanced feedback loo

5、p catalysis in gasoline cars in the 1970s are now sought by some heavy-duty diesel engine manufacturers by conversely avoiding the mainstreamSelective catalytic reductionsolution. Incremental innovation is the new radical.IntroductionComing regulations in the leading regions of EU, North America and

6、 Japan on diesel vehicle emissions will reduce non-CO2 emissions to the same level as gasoline passenger cars. This means that the rolling stock of heavy-duty vehicles in the coming decade will take a big step forward in emissions reduction for all regulated emissions. The diesel-powered truck is th

7、e backbone of commercial road transportation, and increasingly diesel also fuels passenger cars. The main areas for regulation are nitrogen oxides (NOx) and particles. In USA, Europe and Japanthe three dominant global markets for vehicle emission regulation the limit values are reduced by 4080% foll

8、owing regional regulation. In a report to the Swedish Agency for Innovation Systems (Bauner and Laestadius 2005), competing diesel emission control technologies are described, and the industrial consequences and potential for Sweden is analyzed. While based on the findings of the report, this articl

9、e focuses on describing and analyzing the national technological/ innovation system for diesel emission control and its role in a global technological/innovation process given developments to date. The research for this paper has been possible through a grant from VINNOVA, the Swedish Agency for Inn

10、ovation Systems.ObjectiveThis paper analyzes the technological system for diesel emission control systems in relation to international development and actors, regarding different technologies and regulatory regimes. A focus is placed on the position ofSwedish actors/stakeholders. Research questions

11、from the objective can be defined as follows: What characterizes the technological system for diesel emission control? What role can a regional cluster, here the Swedish actors, play in this system?Although technologies and the position of individual actors are discussed, it is not the objective of

12、this report to evaluate the merits of individual technologies and actors.MethodFact finding for the paper has been done by means of semistructured interviews, database searches and literature studies. Two of the authors have technical experience in the field. Over 30 interviews have been carried out

13、. After presenting a theoretical overview, the global market demand, technology and the different actors are presented. The evolutionary system moving innovation is presented. An analysis of the system and its components is concluded with recommendations.Theoretical frameworkThe problems investigate

14、d in this study are far from unique in character, even if actor studies on exhaust aftertreatment have not been seen in any frequency. The areas of competence/ knowledge that we judge as most relevant are starting with the most related to technologythose that relate to the character of technological

15、 development, inherently confined in trajectories, and how these processes stabilize in industrially valid systems and products, dominant designs (Utterback and Abernathy 1975). Further, we delve into the issue on which contextual dependencies geographical, technical, cultural and politicalthat char

16、acterize this process. All this may of course be described within the wider notion of innovation theory, but that would constitute a theoretical approach with far too low resolution. As to the character of technical development, there is ample research around technological paradigms and how these co

17、gnitively orchestrate the search for solutions and cause rigid trajectories (Dosi 1984; Nelson and Winter 1982; Vincenti 1990). A famous essay by Constant (1980)shows the difficulty for professionals and engineering collectives to change the train of thought when facing technological shifts. The pre

18、sent study, however, remains inside the present paradigm of road vehicle propulsion namely internal combustion engines and related technologies because neither the supply nor demand sides opt for fuel cell or other Zero emission technologies at present, for example. The inherent problems of low ener

19、gy efficiency, incomplete combustion and noxious emissions have been known for decades and resulted in incremental improvements for the dominating working principles of Otto and Diesel engines, as well as new concepts such as HCCI.1 Incremental innovation is another name for the daily product develo

20、pment that is the mainframe of engineering. Resources are often dedicated to manage new problems arising as a result when solving the old, such as when new catalytic technologies increase emissions of nitrogen dioxide. New systems are added along with the old, resulting in higher complexity (and cos

21、ts). The problem with increasing complexity, as devices are gradually refined, was noted by Adam Smith already over 200 years ago (see Laestadius 1992). Increasing complexity should constitute a warning signal not only for techno-politic units supporting new technology, but also for the companies an

22、d institutes that develop complex solutions. Christensen (1997) has shown that such behavior leaves opportunities for more simple (and which may also be more sophisticated) systems to succeed in the market. Further on the intra-paradigmatic level, trajectories appear: a number of types or families o

23、f technical solutions come out as more attractive or natural, and increase their survival rate by cumulative processes (see Arthur 1989). From a variety of technical solutions, one usually will develop into a de facto standard in the market, i.e. a dominant design. It can be assumed that it is not n

24、ecessarily the most advanced, most performing or most costly solution that wins (see Utterback 1994). Drawing from innovation theory, the technical change that we study is well described by the concept pair variety and selection. On one hand we have the technology generating processmainly with compa

25、nies and research institutionsthat create variety, and on the other hand the market and policy level reactions that create selection (Nelson and Winter 1982). A precursor to selection, a demand shaping process has been described by Hollander (1995) as proactive, not only selecting among existing alt

26、ernatives but requiring improved processes and products, so as often slow, but also persistent and an important driver for sustainable technical development. The selection process is often initiated long before the technologies reach the market, in the cultural and political processes that can be na

27、med protomarkets (see Coombs et al. 2001) as regulation fosters innovation (Jarratt et al. 2003). In the context of technological change, we can note the spatial dimension that is often present in an innovation/ technology policy context. The actors that we study are to a large extent located in the

28、 industrial area in the middle of Sweden, where 60% of the manufacturing industry is located and an even larger share of the vehicle industry. Sectorial, regional (sub-national) as well as national levels of analysis are thus possible. Several research approaches, with some similarities, are relevan

29、t in this context. Cluster analysis, rooted in Porter (1990) and innovation systems (Edqvist 1997) are two perspectives. This article focuses on a sectorial or technological innovation system rather than a regional or a national system. The technological systems discourse may be closer to the issues

30、 at hand than the innovation system approach, to which it is related. A technological systems approach can be carried out in different ways (see Carlson 1995; Hughes 1998) and focuses on the industrial, engineering, culture of technology and institutional network that ties the system together. The a

31、pproach does not assume that the network is regional or national in character. Some technological systems are local and some are global in nature; this may change over time more or less malleable by policy measures. The notion of development blocs developed by Erik Dahme´n (1950) appears as rel

32、evant to our research. In the spirit of Schumpeter, Dahme´n describes the imbalances that always appear in the industrial system, and the resulting dynamics counteracting these imbalances. The fact that the major share of the worlds diesel engines still emits considerable amounts of harmful emi

33、ssions can be viewed as such an imbalance. Just as well, it can be seen as a reverse salient in commercial development with are ference to Hughes (1992). The development blocs described by Dahme´n do not have an explicit or even necessary territorial aspect: the imbalances can appear throughout

34、 the economy. Even if Dahme´n had a Swedish economic perspective, the area of system coverage is more of an empirical issue (cf. Laestadius 2005). The aforementioned discussion can be carried out also incultural terms. Over what territory, and in which way is a critical mass of problem solving

35、activities towards the diesel engine emission problems created? How should incentives be structured? Given the globalization involving product development and research such an approach may be valid. It is especially relevant for the automotive industry system in a wider context because it is highly

36、globalized regarding production. It is our understanding without focusing on this aspectthat our specific area of technology has advanced its state of globalization in the most recent years. This paper has some focus on the Swedish role in development of technology for emission abatement. It should

37、however be stated from the outset that many of the companies that are involved in a national innovation system for catalysts are not Swedish, at least not regarding ownership. A strong development culture in combustion engine and emission aftertreatment thus cuts through national and corporate borde

38、rs. This complicates the establishment in a globalized economy (cf. Kenney and Florida 2004; Dunning 2000). In short, we deal with the partly contradictory phenomenon that we can observe sticky places, i.e. locations that attract industrial activities, in contrast with an increasing globalization wh

39、ich signifies slippery space, i.e. a global and friction-free physical movement of production processes, knowledge generation as well as traditional trade (c.f. Markusen 1996). The development of new technologies in one area is characterized by interactivity with other areas of technology, as well a

40、s with societal institutions and with companies. This phenomenon is labeled co-evolution and contributes to the momentum of a developing trajectory once it is defined and is under development (Nelson 1998). All technical development is not characterized by such interdependence. Innovations are often

41、 modular or architectural, meaning that a new technology is added onto an old, without changing the initial structure, or rearranging established technologies in a new pattern (Henderson and Clark 1990). We would argue that all these models relate to the development of catalytic exhaust after treatm

42、ent systems in different phases of development. The end-of-pipe, modular and scalable character of the technology did facilitate the introduction. In later stages, development is better characterized by co-evolution. Fogelberg (2003) cites Gibbons et al. (1994) and others in discussing the different

43、 knowledge cultures or epistemic cultures or communities in engine innovation, more common mergers between science and society, and the development of knowledge in the context of application as a new research tradition. Different cultures would have greater difficulty in communication than was previ

44、ously thought, e.g. between different scientific disciplines or between research and commercial development. Specifically relating to diesel engine emission abatement technology, Ng (2006) has shown that the setting of standards is often based in part on demonstrations of effectiveness of new techno

45、logy. Demonstrations are real life indications of which new technologies may commercially comply with more strict emission standards. This shows that the rules of the market are not set only by the regulators, but by interaction on a proto market between regulators, the scientific community and comm

46、ercial actors with an interest in change. Ng defines non-market strategies as aimed at enhancing a companys competitive position by altering, advancing or retarding the development of a new regulatory policy. The language in this dialogue, labeled trans-epistemic objects by Fogelberg, is the emissio

47、n results from demonstrations and proposed limit values for standards, using common test methods and technology which would be interpretable by different types of actors.不断发展的技术系统为柴油发动机废气排放管制：平衡温室气体的排放量和当地摘 要北美，日本和欧洲-现在地址柴油车辆排放的废气要求40-80，减少新的重型卡车和客车柴油机。这意味着引进新技术和燃料，逐步在2005年至2012年将离开排放量由新的柴油车看齐，与各级汽油

48、客车。本文研究了最近开发的柴油机排放控制在回应新规例。作为瑞典的行动者，包括世界上两个主要的卡车制造商，尤其是研究。日益全球化的技术体系，为柴油机排放控制是迫使管理，进一步削减氮氧化物排放和燃料消耗和二氧化碳的平衡，这一直受到几个大的法律纠纷。瑞典原始设备制造商目前正分裂成两个技术小组的轨迹，而未来可能会多管齐下，包括新的引擎类型和燃料。有趣的是，类似的商业优势，被要求的先锋，引进先进的反馈回路在催化汽油车在七十年代，现正寻求一些重型柴油发动机制造商，反过来，避免主流-选择性催化还原解决方案。增量创新的自由基。1导言未来在法规方面的领先地区，欧盟，北美和日本对柴油车辆排放的废气将会减少非二氧化

49、碳的排放量，以相同的水平，汽油客车。这就是说，机车车辆的重型汽车在未来十年将采取向前迈进了一大步，在排放量减少为所有受管制的排放量。该柴油动力的卡车是骨干，商业道路交通，和越来越多的柴油燃料也客车。主要领域的规管是氮氧化物和粒子。在美国，欧洲和日本的三个主导全球市场的车辆废气管制规例的限值是减少40-80 以下区域规例。在一份报告中向瑞典机构的创新体系（鲍纳和莱斯塔迪乌斯2005年），竞争的柴油车辆废气排放控制技术的描述，以及工业的后果和潜在的为瑞典，分析了。而基础上，该报告的调查结果，本文着重于描述和分析了国家技术/创新体系的柴油车辆废气排放控制，它的作用在全球范围内的技术/创新的过程中给予

50、的事态发展至今。研究这一文件已尽可能通过格兰特从瑞典机构的创新体系，瑞典机构的创新体系。 2目的 本文分析了技术系统的柴油车辆废气排放控制系统在有关国际发展和演员，对于各种不同的技术和管理制度。重点是放在上的立场瑞典演员/利益相关者。研究问题从客观可以被界定为如下：-有什么特点的技术体系，为柴油车辆废气排放管制？-什么样的作用，才能区域集群，在这里，瑞典演员，在这方面发挥的制度？ 虽然技术和的立场，个别演员讨论，也不是本报告的目的，以评估个别技术和行动者。 3方法 事实上，找的文件已做了手段半面试，数据库检索和文学研究。两位作者有技术在该领域的经验。超过30采访已进行的。后呈现出的理论概述，全

51、球市场需求，技术和不同的行动者。进化系统的移动创新是。分析系统及其组成部分的结论与建议。4理论框架问题的调查，在这方面的研究是迄今从独特的性格，即使演员的研究排气后处理都没有过的任何频率。领域的能力/知识，我们的法官作为最相关的是启动与最相关的技术-那些涉及到性格的科技发展，本质上只限于在轨道飞行，而且这些进程如何稳定在工业有效的系统和产品，主导设计。此外，我们进去，深不问题上，内容相依地理，技术，文化和政治的特点是这一进程。这一切当然可以来形容与更广泛的概念，创新理论，但将构成一个理论的做法，实在太低的决议。至于性质的技术发展，有充分的研究，围绕技术范式，以及如何认知协调寻求解决办法和僵化的

52、事业轨迹。一位著名的散文不断显示困难，为专业人员和工程集体改变的思路时，所面临的技术变化。本研究中，不过，仍然是内目前范式的道路车辆推进-即内部内燃机及相关技术-因为，无论是供应，也没有供求双方选择的燃料电池或其他''零排放''技术，目前，例如。固有的问题，低能源效率，不完全燃烧和有毒气体已众所周知，几十年来，并导致在逐步改进为主导的工作原理，奥托和柴油引擎，以及新的概念，如均质充量压缩点火增量创新是另一个名称每天的产品开发，这是大型机工程。资源往往专责管理产生的新问题，因此在解决旧的，例如当新催化技术，增加排放的二氧化氮。新系统的补充，随着旧，从而获得更高的复

53、杂性（和成本）。问题日趋复杂，设备正在逐步完善，有人指出，亚当斯密已超过200多年前。日趋复杂，应构成一个警告信号，不仅为技术支持的政治单位的新技术，而且也为公司和机构发展的复杂的解决办法。克里斯腾森已表明，这种行为叶片的机会，更简单的系统的成功在市场上。进一步对内部的典范水平，运动轨迹出现：一些类型或家庭的技术解决方案出来，作为更具吸引力，或自然，并增加他们的存活率累积过程。从各种技术解决方案，其中一个通常会发展成为一个事实上的标准在市场上，即主导设计。我们可以假定，它不一定是最先进，最表演或最昂贵的解决方案，赢得。借鉴创新理论，技术的变化，我们的研究，以及所描述的概念，对品种和选择。一方面，我们有技术的产生过程，主要是与公司和研究机构-创造品种，在另一方面，市场和政策层面的反应，创造选择。先导的选择，需求形成过程一直所描述