小型燃油锅炉NOx的排放特征与管理控制

以68台燃油锅炉（≤10～MW）NOx排放实测数据为基础，通过统计分析方法，研究了NOx的排放特征；通过对比分析，探讨了我国燃油锅炉NOx排放控制与管理现状，讨论了进一步加强我国燃油锅炉NOx排放管理控制的可能性与可行性，并提出了相应的管理控制建议。结果表明，NOx平均排放浓度为318．2mg／m^3，基于燃料消耗量的平均排放因子为4．4kg／t，基于燃料发热量的平均排放因子为102．8ng／J，基于燃料氮含量的平均排放因子为2．1mg／mg；建议采取分阶段控制的方式，逐步提高NOx排放限制，从而实现控源减排目标。     

燃用天然气锅炉NO_x的排放特征与管理控制

以64台燃用天然气锅炉(≤30 MW)NO_x排放实测数据为基础,通过统计分析方法,研究了NO_x的排放特征.通过对比分析,探讨了中国燃用天然气锅炉NO_x排放控制与管理现状,讨论了进一步加强中国燃用天然气锅炉NO_x排放管理控制的可能性与可行性,并提出了相应的管理控制建议.结果表明,NO_x平均排放质量浓度为243 mg/m~3,基于燃料消耗量的平均排放因子为27.83 kg/万m~3,基于燃料发热量的平均排放因子为76.89 ng/J.建议采取分阶段控制的方式,逐步提高NO_x排放限制,从而实现控源减排目标.     

小型燃油锅炉NOx的排放特征与管理控制

以68台燃油锅炉（≤10.5 MW）NO_x排放实测数据为基础，通过统计分析方法，研究了NO_x的排放特征；通过对比分析，探讨了我国燃油锅炉NO_x排放控制与管理现状，讨论了进一步加强我国燃油锅炉NO_x排放管理控制的可能性与可行性，并提出了相应的管理控制建议。结果表明，NO_x平均排放浓度为318.2 mg/m³，     

小型燃油锅炉大气污染物的排放管理控制

燃料燃烧过程是大气污染物的重要来源之一,对人体健康,空气质量和气候变化具有非常重要的影响;管理控制是控制污染物排放的重要手段.以85台小型燃油锅炉(≤10.5 MW)燃料特性分析数据和污染物排放实测数据为基础,通过统计分析方法,分析了中国在用燃油品质以及大气污染物的排放现状,讨论了小型燃油锅炉大气污染物排放管理控制的潜力与可行性.结果表明,对燃油品质的管理控制是有效控制燃烧过程大气污染物排放的重要措施,分别有95%和98%燃油的灰分和含硫量符合国家相关规定;所有测试锅炉PM排放浓度远低于<锅炉大气污染物排放标准>(GB/T 13271-2001)规定的最高允许排放限值,有90%以上的锅炉达到GB/T 13271～2001中SO2最高允许排放限值,有84%的锅炉达到GB/T 13271-2001中NOx最高允许排放限值;与其他国家相比,中国对小型燃油锅炉常规大气污染物排放的管理控制处于中等水平,应当适时开展对有害空气污染物的管理控制.     

基于国Ⅵ标准的重型柴油车气态污染物排放控制技术

基于车载尾气检测设备(portable emission measurement system,PEMS),研究了国Ⅵ重型车气态污染物的排放特征;基于单位燃油消耗排放因子、单位行驶里程排放因子、单位时间排放因子,分析了NO_x、HC、CO污染物随路况的变化规律。实验结果表明,NO_x、HC、CO气态污染物较国V重型柴油车下降幅度较大,3种气态污染物分别下降88%、98%、62.7%。采用功基窗口法对数据进行整理分析,NO_x测量结果为460 mg·(kWh)~(-1),CO测量结果为192 mg·(kWh)~(-1),HC测量结果为37.5 mg·(kWh)~(-1),该重型柴油车可以满足国Ⅵ车载法规的要求。研究结果可为国Ⅵ重型车排放标准制定及其在环境污染控制领域的应用提供参考。     

中小型燃用烟煤层燃炉NO_x排放特征分析

以86台中小型燃烟煤层燃炉(≤65 MW)的燃料特性分析数据和NOx排放实测数据为基础,通过统计分析方法,研究了锅炉出力、过量空气系数、燃煤挥发分、燃煤氮含量对NOx排放浓度的影响,分析了我国中小型燃烟煤层燃炉NOx的排放与管理控制现状。结果表明,中小型燃用烟煤层燃炉NOx平均排放浓度为324.6 mg/m3;锅炉出力对NOx排放浓度不具有显著影响;燃煤挥发分增高,NOx排放浓度降低;过量空气系数和燃煤氮含量增大,NOx排放浓度增高;并建议在国家层面上尽快制订燃煤锅炉NOx排放标准限值。     

中小型燃用烟煤层燃炉NOx排放特征分析

以86台中小型燃烟煤层燃炉（≤65 MW）的燃料特性分析数据和NOx排放实测数据为基础,通过统计分析方法,研究了锅炉出力、过量空气系数、燃煤挥发分、燃煤氮含量对NOx排放浓度的影响,分析了我国中小型燃烟煤层燃炉NOx的排放与管理控制现状。结果表明,中小型燃用烟煤层燃炉NOx平均排放浓度为324.6 mg/m^3;锅炉出力对NOx排放浓度不具有显著影响;燃煤挥发分增高,NOx排放浓度降低;过量空气系数和燃煤氮含量增大,NOx排放浓度增高;并建议在国家层面上尽快制订燃煤锅炉NOx排放标准限值。     

燃煤机组烟气污染物排放特性研究

在分析超净排放技术和脱硫、脱硝及除尘中各污染物的作用机制基础上,研究了不同工况条件下SO_2、NO_x、烟尘的排放特性。结果表明:(1)脱硝工艺烟气温度控制在377~407℃,总风量控制在1 100~1 500t/h,出口NO_x质量浓度能够达到《火电厂大气污染物排放标准》(GB 13223—2011)超净排放(50mg/m~3)的脱硝标准,比改造前NO_x平均脱除效率提升6百分点。(2)改造后,出口烟气SO_2质量浓度为28.7 mg/m~3,低于35 mg/m~3;出口烟尘质量浓度为3.4 mg/m~3,低于5 mg/m~3,均达到了GB13223—2011超净排放的标准。(3)电厂完成改造后每年可减少SO_2及NO_x排放量分别为2.7万、1.3万t,年缴纳的SO_2和NO_x排污费用可减少2 526.3万元,具有显著的节能及经济效益。     

基于反向传播-向量评价遗传算法模型的燃煤电站锅炉燃烧多目标优化

基于MATLAB智能工具箱对某300MW电站锅炉进行燃烧优化。利用反向传播(BP)神经网络分别建立了锅炉热效率和NO_x排放预测模型,用以预测锅炉热效率和NO_x排放特性。锅炉热效率预测的校验样本相对误差平均绝对值为0.210 0%,NO_x排放量预测的校验样本相对误差平均绝对值为2.410 0%,表明模型具有良好的准确性和泛化性。借助向量评价遗传算法(VEGA)优化模型得到锅炉热效率和NO_x排放量的优质解集合。300 MW负荷下锅炉热效率优质解集合为92.93%~93.64%,NO_x排放量优质解集合为367~413mg/m~3;270 MW负荷下锅炉热效率优质解集合为92.26%~93.56%,NO_x排放量优质解集合为360~416mg/m~3。研究结果对实际的电站锅炉燃烧具有一定的指导意义。     

燃油锅炉燃烧过程SO2的生成与排放特征

燃料燃烧过程是大气污染物的重要来源之一，对人体健康、空气质量和气候变化产生非常重要的影响。以62台燃油锅炉（≤10.5 MW）的燃料特性分析数据和SO₂排放实测数据为基础，通过统计分析方法，研究了燃油燃烧过程中燃油硫含量S和过量空气系数α对硫的转化率、SO₂排放因子和排放浓度的影响，获得了基于燃料消耗量、燃料发热量的SO₂排放因子EF_C、EF_H以及SO₂标态折算浓度C′_SO2与硫含量S间的关联式。结果表明，在过量空气系数α＞1的燃油燃烧过程中，EF_C、EF_H、C′_SO2与燃油硫含量S呈现出显著的线性正相关性，而与过量空气系数α无关，其关系式分别为：EF_C=18.86602×S，EF_H=443.78751×S ，C′_SO2＝1 509.28337×S；硫转化率η和基于燃料硫含量的SO₂排放因子EF_S则与燃油硫含量S和过量空气系数α无关，其平均值分别为96.3％和1.93 kg/kg。     

我国氮氧化物排放因子的修正和排放量计算:2000年

根据我国城市的发展状况 ,采用城市分类的方法 ,将我国 2 6 1个地级市按照人口数量分为 5个类别。每类城市选取一个典型城市进行实地调查 ,对我国燃烧锅炉和机动车的NOx 的排放因子进行了修正 ,提出了适合我国目前排放水平的各类城市的固定源和移动源的排放因子。并依据 2 0 0 0年中国大陆地区的电站锅炉、工业锅炉和民用炉具的燃料消耗量和机动车保有量 ,以地级市为基本单位 ,估算了 2 0 0 0年我国各地区的NOx 排放量 ,分析了分地区、分行业、分燃料类型的NOx 排放特征。 2 0 0 0年我国NOx 排放总量为 11.12Mt,其中固定源占 6 0 .8% ;移动源占 39.2 %。NOx 排放在地域、行业和燃料类型上分布均不平衡。NOx 的排放主要集中在华东和华北地区 ,其排放量占全国排放量的一半以上。燃煤为最重要的NOx 排放源 ,其排放量占燃料型NOx 排放量的 72 .3%左右。     

Development of Federal Air Standards to Reduce Sulfur Dioxide Emissions from New Industrial Boilers

Federal new source performance standards to control air emissions of sulfur dioxide from new industrial boilers were proposed by EPA on June 19, 1986. These standards would require boiler owners to reduce SO₂ emissions by 90 percent and meet an emission limit of 1.2 lb/MM Btu of heat input for coal-fired boilers and 0.8 lb/MM Btu for oil-fired boilers. In developing these standards, several regulatory options were considered, from standards that could be met by firing low sulfur fuels to standards that would necessitate flue gas treatment. The environmental, economic, and cost impacts of each option were analyzed. National impacts were estimated by a computer model that projects the population of new boilers over the 5-year period following proposal, predicts the compliance strategy that will be used to comply with the particular option (always assuming that the lowest cost method of compliance will be selected), and estimates the resulting emission reductions and costs. Impacts on specific industries and on model boilers were also analyzed. This paper focuses on these analyses and their results. The Agency's conclusions from these analyses, which led to the decision to establish percent reduction standards, are provided, and the proposed SO₂ standards are summarized. The proposed standards also include an emission limit for particulate matter from oil-fired boilers (0.1 lb/MM Btu). However, this article focuses only on the SO₂ standards.     

中国山东电网燃煤锅炉NOx排放状况和治理技术试验研究

通过对山东电网所属发电厂锅炉NOx排放状况进行调查、测试,得出锅炉NOx排放量与煤种、炉型、燃烧器型式、运行中空气过剩系数、负荷等的关系.结果表明,山东省火力发电厂50 MW及以上容量机组2003年的NOx排放总量超过40万t(按NO2计算).控制和治理NOx排放已成为刻不容缓的重要工作.     

Developing a high-resolution vehicular emission inventory by integrating an emission model and a traffic model: Part 1--Modeling fuel consumption and emissions based on speed and vehicle-specific power

To improve the accuracy and applicability of vehicular emission models, this study proposes a speed and vehicle-specific power (VSP) modeling method to estimate vehicular emissions and fuel consumption using data gathered by a portable emissions monitoring system (PEMS). The PEMS data were categorized into discrete speed-VSP bins on the basis of the characteristics of vehicle driving conditions and emissions in Chinese cities. Speed-VSP modal average rates of emissions (or fuel consumption) and the time spent in the corresponding speed-VSP bins were then used to calculate the total trip emissions (or fuel consumption) and emission factors (or fuel economy) under specific average link speeds. The model approach was validated by comparing it against measured data with prediction errors within 20% for trip emissions and link-speed-based emission factors. This analysis is based on the data of light-duty gasoline vehicles in China; however, this research approach could be generalized to other vehicle fleets in other countries. This modeling method could also be coupled with traffic demand models to establish high-resolution emissions inventories and evaluate the impacts of traffic-related emission control measures.     

Real-World Energy Use and Emission Rates for Idling Long-Haul Trucks and Selected Idle Reduction Technologies

Abstract

Long-haul freight trucks typically idle for 2000 or more hours per year, motivating interest in reducing idle fuel use and emissions using auxiliary power units (APUs) and shore-power (SP). Fuel-use rates are estimated based on electronic control unit (ECU) data for truck engines and measurements for APU engines. Engine emission factors were measured using a portable emission measurement system. Indirect emissions from SP were based on average utility grid emission factors. Base engine fuel use and APU and SP electrical load were analyzed for 20 trucks monitored for more than 1 yr during 2.76 million mi of activity within 42 U.S. states. The average base engine fuel use varied from 0.46 to 0.65 gal/hr. The average APU fuel use varied from 0.24 to 0.41 gal/hr. Fuel-use rates are typically lowest in mild weather, highest in hot or cold weather, and depend on engine speed (revolutions per minute [RPM]). Compared with the base engine, APU fuel use and emissions of carbon dioxide (CO₂) and sulfur dioxide (SO₂) are lower by 36–47%. Oxides of nitrogen (NO_x) emissions are lower by 80–90%. Reductions in particulate matter (PM), carbon monoxide (CO), and hydrocarbon emissions vary from approximately 10 to over 50%. SP leads to more substantial reductions, except for SO₂. The actual achievable reductions will be lower because only a fraction of base engine usage will be replaced by APUs, SP, or both. Recommendations are made for reducing base engine fuel use and emissions, accounting for variability in fuel use and emissions reductions, and further work to quantify real-world avoided fuel use and emissions.     

Utility Boiler Operating Modes for Reduced Nitric Oxide Emissions

The information presented is directed to those individuals concerned with reducing nitric oxide (NO) emissions from gas- and oil-fired utility boilers, either as operators,manufacturers, or those having air quality management responsibilities.

The purpose of this paper is to present the results that are being obtained in a continuing program to reduce NO emissions from gas- and oil-fired utility boilers operated by the Southern California Edison Company. First, an understanding of NO formation and the controlling factors is presented, followed by a discussion of the combustion control techniques of ofF-stoichiometric combustion and reduced combustion temperatures. Results of field testing employing these techniques are demonstrated. Finally, boiler operating characteristics affecting NO and the implementation of the techniques for achieving operating reductions in NO emissions are discussed.