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1.
In this study, two method intercomparisons were performed. One thermal and two optical methods for the measurement of black carbon (BC) were applied to laboratory generated aerosols containing only BC. For the optical measurements, an aethalometer (Hansen et al., 1984. Science of Total Environment 36, 191–196) and an integrating sphere technique (Hitzenberger et al., 1996b. Journal of Geophysical Research 101, D14, 19 601–19 606) were used. The thermal method was described by Cachier et al. (1989a. Tellus 41B, 379–390). In an additional comparison, the integrating sphere was compared to a thermal optical technique (Birch and Cary, 1996. Aerosol Science Technology 25, 221–241) on ambient aerosol samples. The absorption coefficients were obtained from transmission measurements on filter samples for both the aethalometer and the integrating sphere. The BC mass concentration for the aethalometer was derived from this absorption measurement. The BC mass concentration for the integrating sphere, however, was obtained using an independent calibration curve. The agreement between the absorption coefficient σa obtained for the BC test aerosol on parallel filters with the aethalometer and the integrating sphere was satisfactory. The slope of the regression lines depended on filter type. A comparison between BC mass concentrations, however, showed that the aethalometer values were only 23% of those obtained by the integrating sphere technique indicating that for pure BC aerosols, the standard aethalometer calibration should not be used. Compared to the thermal method, the integrating sphere gave an overestimation of the BC mass concentrations by 21%. For the ambient samples, the integrating sphere and the thermal optical methods for BC mass concentration determination showed agreement within 5% of the 1 : 1 line, although the data were not so well correlated.  相似文献   

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3.
Emissions from a cereal straw through-burning furnace have been characterized by chemical analysis and the Ames Salmonella/microsome assay. The emissions of polycyclic aromatic hydrocarbons (PAH) were considerable, from 24 to 64 mg per kilo dry fuel. Most of the mutagenic activity was found in the extracts of the particles, while the condensate fractions and the XAD-2 extracts showed much lower mutagenic responses.  相似文献   

4.
In the present work, engine and tailpipe (after a three-way catalytic converter) emissions from an internal combustion engine operating on two oxygenated blend fuels [containing 2 and 11% weight/weight (w/w) methyl tertiary butyl ether (MTBE)] and on a nonoxygenated base fuel were characterized. The engine (OPEL 1.6 L) was operated under various conditions, in the range of 0-20 HP. Total unburned hydrocarbons, carbon monoxide, methane, hexane, ethylene, acetaldehyde, acetone, 2-propanol, benzene, toluene, 1,3-butadiene, acetic acid, and MTBE were measured at each engine operating condition. As concerns the total HC emissions, the use of MTBE was beneficial from 1.90 to 3.81 HP, which were by far the most polluting conditions. Moreover, CO emissions in tailpipe exhaust were decreased in the whole operation range with increasing MTBE in the fuel. The greatest advantage of MTBE addition to gasoline was the decrease in ethylene, acetaldehyde, benzene, toluene, and acetic acid emissions in engine exhaust, especially when MTBE content in the fuel was increased to 11% w/w. In tailpipe exhaust, the catalyst operation diminished the observed differences. Ethylene, methane, and acetaldehyde were the main compounds present in exhaust gases. Ethylene was easily oxidized over the catalyst, while acetaldehyde and methane were quite resistant to oxidation.  相似文献   

5.
Emissions from a small residential wood stove and a newly developed residential stove burning charcoal have been characterized by chemical analysis and mutagenicity testing (Ames Salmonella test). For wood burning the samples were taken under normal and starved air conditions burning birch and spruce separately. The burning conditions in the stove seemed to influence the emissions to a larger extent than the type of wood.The emissions of aldehydes, benzene and polycyclic aromatic hydrocarbons from the charcoal-burning stove are lower by a factor of 25–1000 as compared to the wood stove. The mutagenicity of the emissions showed a similar trend.  相似文献   

6.
This study was aimed at evaluating the effects of gasoline-ethanol blends on the exhaust emissions in a catalyst-equipped four-stroke moped engine. The ethanol was blended with unleaded gasoline in at percentages (10, 15, and 20% v/v). The regulated pollutants and the particulate matter emissions were evaluated over the European ECE R47 driving cycle on the chassis dynamometer bench. Particulate matter was characterized in terms of total mass collected on filters and total number ofparticles in the range 7 nm-10 microm measured by electrical low-pressure impactor (ELPI). In addition, particle-phase polycyclic aromatic hydrocarbons (PAHs) emissions were evaluated to assess the health impact of the emitted particulate. Finally, an accurate morphological analysis was performed on the particulate by high-resolution transmission electron microscope (TEM) equipped with a digital image-processing/data-acquisition system. In general, CO emission reductions of 60-70% were obtained with 15 and 20% v/v ethanol blends, while the ethanol use did not reduce hydrocarbon (HC) and NOx emissions. No evident effect of ethanol on the particulate mass emissions and associated PAHs emissions was observed. Twenty-one PAHs were quantified in the particulate phase with emissions ranging from 26 to 35 microg/km and benzo[a]pyrene equivalent (BaPeq) emission factors from 2.2 to 4.1 microg/km. Both particulate matter and associated PAHs with higher carcinogenic risk were mainly emitted in the submicrometer size range (<0.1 microm). On the basis of the TEM observations, no relevant effect of the ethanol use on the particulate morphology was evidenced, showing aggregates composed ofprimary particles with mean diameters in the range 17.5-32.5 nm.  相似文献   

7.
The characteristics of carbonyl compounds emissions were investigated on a direct injection, turbocharged diesel engine fueled with pure biodiesel derived from soybean oil. The gas-phase carbonyls were collected by 2,4-dinitrophenylhydrazine (DNPH)-coated silica cartridges from diluted exhaust and analyzed by HPLC with UV detector. A commercial standard mixture including 14 carbonyl compounds was used for quantitative analysis. The experimental results indicate that biodiesel-fueled engine almost has triple carbonyls emissions of diesel-fueled engine. The weighted carbonyls emission of 8-mode test cycle of biodiesel is 90.8 mg (kW h)?1 and that of diesel is 30.7 mg (kW h)?1. The formaldehyde is the most abundant compound of carbonyls for both biodiesel and diesel, taking part for 46.2% and 62.7% respectively. The next most significant compounds are acetaldehyde, acrolein and acetone for both fuels. The engine fueled with biodiesel emits a comparatively high content of propionaldehyde and methacrolein. Biodiesel, as an alternative fuel, has lower specific reactivity (SR) caused by carbonyls compared with diesel. When fueled with biodiesel, carbonyl compounds make more contribution to total hydrocarbon emission.  相似文献   

8.
This paper discusses the use of the fuels propane and butane–propane (80:20) in a four-stroke engine made to function with gasoline (petrol). The experiment covered gas emissions, emissions temperature and fuel consumption. It was observed that gas emissions were reduced compared with gasoline. The reduction for carbon monoxide emissions was greater when butane–propane was used. The same was true for hydrocarbon emissions when the electrical load was below 1500 W, but above 1500 W propane performed better. Higher emissions temperatures were observed with both alternative fuels. Under unloaded conditions the emissions from propane combustion have higher temperature, whereas under full load conditions the emissions from the combustion of the butane–propane mixture have higher temperature. The consumption of propane is lower than that of the mixture.  相似文献   

9.
The carbonaceous components of Particulate Matter samples form a substantial fraction of their total mass, but their quantification depends strongly on the instruments and methods used. United Kingdom monitoring networks have provided many relevant data sets that are already in the public domain. Specifically, hourly organic carbon (OC) and elemental carbon (EC) were determined at four sites between 2003 and 2007 using Rupprecht and Pattashnik (R & P) 5400 automatic instruments. Since 2007, daily OC/EC measurements have been made by manual thermo-optical analysis of filter samples using a Sunset Laboratory Carbon Aerosol Analysis instrument. In parallel, long term daily measurements of Black Smoke, a quantity directly linked to black carbon (measured by aethalometers) and indirectly related to elemental carbon, have been made at many sites. The measurement issues associated with these techniques are evaluated in the context of UK measurements, making use of several sets of parallel data, with the aim of aiding the interpretation of network results. From the results available, the main conclusions are that the R & P 5400 instruments greatly under-read EC and total carbon (TC = OC + EC) at kerbside sites, probably due to the fact that the smaller particles are not sampled by the instrument; the R & P 5400 instrument is inherently difficult to characterise, so that all quantitative results need to be treated with caution; both aethalometer and Black Smoke (converted to black carbon) measurements can show reasonable agreement with elemental carbon results; and manual thermo-optical OC/EC results may under-read EC (and hence over-read OC), whether either transmittance or reflectance is used for the pyrolysis correction, and this effect is significant at rural sites.  相似文献   

10.
Sidhu S  Graham J  Striebich R 《Chemosphere》2001,42(5-7):681-690
Motor vehicle emissions are a major anthropogenic source of air pollution and contribute to the deterioration of urban air quality. In this paper, we report results of a laboratory investigation of particle formation from four different alternative diesel fuels, namely, compressed natural gas (CNG), dimethyl ether (DME), biodiesel, and diesel, under fuel-rich conditions in the temperature range of 800-1200 degrees C at pressures of approximately 24 atm. A single pulse shock tube was used to simulate compression ignition (CI) combustion conditions. Gaseous fuels (CNG and DME) were exposed premixed in air while liquid fuels (diesel and biodiesel) were injected using a high-pressure liquid injector. The results of surface analysis using a scanning electron microscope showed that the particles formed from combustion of all four of the above-mentioned fuels had a mean diameter less than 0.1 microm. From results of gravimetric analysis and fuel injection size it was found that under the test conditions described above the relative particulate yields from CNG, DME, biodiesel, and diesel were 0.30%. 0.026%, 0.52%, and 0.51%, respectively. Chemical analysis of particles showed that DME combustion particles had the highest soluble organic fraction (SOF) at 71%, followed by biodiesel (66%), CNG (38%) and diesel (20%). This illustrates that in case of both gaseous and liquid fuels, oxygenated fuels have a higher SOF than non-oxygenated fuels.  相似文献   

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The fine particle emissions from a U. S. certified non-catalytic wood stove and a zero-clearance fireplace burning Quercus rubra L. (northern red oak) and Pseudotsuga menziesii (Douglas fir) cordwood each at two different moisture levels were determined. Emission testing was performed using both time-integrated and continuous instrumentation for total particle mass, particle number, particle size distribution, and fixed combustion gases using an atmospheric wind tunnel, full-flow laboratory dilution tunnel, and dilution stack sampler with a comparison made between the three dilution systems and two sampling filter types. The total mass emission factors (EFs) for all dilution systems and filter media are extremely variable ranging from <1 to 55 g kg−1 of dry wood depending on the combination of appliance type, wood species and moisture content, filter medium, and dilution system. For Teflon filter sampling of stove emissions in the wind tunnel, the total mass EFs varied from 2 to 8 g kg−1 of dry fuel depending on wood type whereas the equivalent fireplace emissions burning wet oak averaged 11 g kg−1. A substantial number of ultrafine particles in the accumulation size range were also observed during all tests as determined by an Electrical Low Pressure Impactor (ELPI) and Scanning Mobility Particle Sizer. The PM-2.5 (particles ≤2.5 μm in aerodynamic diameter) fractions determined from the ELPI electrometer data ranged from 93 to 98% (mass) depending on appliance type as reported previously by Hays et al. (Aerosol Science, 34, 1061, 2003).  相似文献   

13.
Title III of the 1990 Clean Air Act Amendments designated methanol as a pollutant to be regulated. The U.S. Environmental Protection Agency (EPA), through a contract with Research Triangle Institute, has developed a method for measuring methanol emissions from stationary sources. The methanol sampling train (MST) consists of a glass-lined heated probe, two condensate knockout traps, and three sorbent cartridges packed with Anasorb 747. Samples are desorbed with a 1:1 mixture of carbon disulfide (CS2) and N,N-dimethylformamide (DMF). Condensate water and CS2/ DMF samples are analyzed by gas chromatography with flame ionization detection. The MST has a practical quantitation limit of approximately 3 ppm for a 20-L sample. Samples were shown to be stable for at least two weeks after collection. Field tests of the MST and the National Council of the Paper Industry for Air and Stream Improvement (NCASI) methanol sampling method were conducted at two pulp and paper mills. Sampling and analysis procedures followed EPA Method 301 requirements. The sampling location for the first field test was the inlet vent to a softwood bleach plant scrubber, where the methanol concentration was approximately 30 ppm. The mean recovery of spike was 108.3% for the MST method and 81.6% for the NCASI method. Although neither method showed significant bias at the 95% confidence level, the between-methods bias was significantly different. A second field test was conducted at a vent from a black liquor oxidation tank where the methanol concentration was approximately 350 ppm. Mean spike recoveries were 96.6 and 94.2% for the MST and NCASI methods, respectively. The biases of the two methods and the between-methods bias were not significantly different for the second field test.  相似文献   

14.
Composition of exhaust from a ship diesel engine using heavy fuel oil (HFO) was investigated onboard a large cargo vessel. The emitted particulate matter (PM) properties related to environmental and health impacts were investigated along with composition of the gas-phase emissions. Mass, size distribution, chemical composition and microphysical structure of the PM were investigated. The emission factor for PM was 5.3 g (kg fuel)?1. The mass size distribution showed a bimodal shape with two maxima: one in the accumulation mode with mean particle diameter DP around 0.5 μm and one in the coarse mode at DP around 7 μm. The PM composition was dominated by organic carbon (OC), ash and sulphate while the elemental carbon (EC) composed only a few percent of the total PM. Increase of the PM in exhaust upon cooling was associated with increase of OC and sulphate. Laser analysis of the adsorbed phase in the cooled exhaust showed presence of a rich mixture of polycyclic aromatic hydrocarbon (PAH) species with molecular mass 178–300 amu while PM collected in the hot exhaust showed only four PAH masses.Microstructure and elemental analysis of ship combustion residuals indicate three distinct morphological structures with different chemical composition: soot aggregates, significantly metal polluted; char particles, clean or containing minerals; mineral and/or ash particles. Additionally, organic carbon particles of unburned fuel or/and lubricating oil origin were observed. Hazardous constituents from the combustion of heavy fuel oil such as transitional and alkali earth metals (V, Ni, Ca, Fe) were observed in the PM samples.Measurements of gaseous composition in the exhaust of this particular ship showed emission factors that are on the low side of the interval of global emission factors published in literature for NOx, hydrocarbons (HC) and CO.  相似文献   

15.
Mobile sources are among the largest contributors of four hazardous air pollutants--benzene, 1,3-butadiene, acetaldehyde, and formaldehyde--in urban areas. At the same time, federal and state governments are promoting the use of alternative fuel vehicles as a means to curb local air pollution. As yet, the impact of this movement toward alternative fuels with respect to toxic emissions has not been well studied. The purpose of this paper is to compare toxic emissions from vehicles operating on a variety of fuels, including reformulated gasoline (RFG), natural gas, ethanol, methanol, liquid petroleum gas (LPG), and electricity. This study uses a version of Argonne National Laboratory's Greenhouse Gas, Regulated Emissions, and Energy Use in Transportation (GREET) model, appropriately modified to estimate toxic emissions. The GREET model conducts a total fuel-cycle analysis that calculates emissions from both downstream (e.g., operation of the vehicle) and upstream (e.g., fuel production and distribution) stages of the fuel cycle. We find that almost all of the fuels studied reduce 1,3-butadiene emissions compared with conventional gasoline (CG). However, the use of ethanol in E85 (fuel made with 85% ethanol) or RFG leads to increased acetaldehyde emissions, and the use of methanol, ethanol, and compressed natural gas (CNG) may result in increased formaldehyde emissions. When the modeling results for the four air toxics are considered together with their cancer risk factors, all the fuels and vehicle technologies show air toxic emission reduction benefits.  相似文献   

16.
In this paper we derive typical emission factors for coarse particulate matter (PM(10)), oxides of nitrogen (NO(x)), black carbon (BC), and number particle size distributions based on a combination of measurements and air quality dispersion modeling. The advantage of this approach is that the emission factors represent integrated emissions from several vehicle types and different types of wood stoves. Normally it is very difficult to estimate the total emissions in cities on the basis of laboratory measurements on single vehicles or stoves because of the large variability in conditions. The measurements were made in Temuco, Chile, between April 18 and June 15, 2005 at two sites. The first one was located in a residential area relatively far from major roads. The second site was located in a busy street in downtown Temuco where wood consumption is low. The measurements support the assumption that the monitoring sites represent the impact of different emission sources, namely traffic and residential wood combustion (RWC). Fitting model results to the available measurements, emission factors were obtained for PM(10) (RWC = 2160 +/- 100 mg/kg; traffic = 610 +/- 51 mg/veh-km), NO(x) (RWC = 800 +/- 100 mg/kg; traffic = 4400 +/- 100 mg/veh-km), BC (RWC = 74 +/- 6 mg/kg; traffic = 60 +/- 3 mg/veh-km) and particle number (N) with size distribution between 25 and 600 nm (N(25-600)) (RWC = 8.9 +/- 1 x 10(14) pt/kg; traffic = 6.7 +/- 0.5 x 10(14) pt/veh-km). The obtained emission factors are comparable to results reported in the literature. The size distribution of the N emission factors for traffic was shown to be different than for RWC. The main difference is that although traffic emissions show a bimodal size distribution with a main mode below 30 nm and a secondary one around 100 nm, RWC emissions show the main mode slightly below 100 nm and a smaller nucleation mode below 50 nm.  相似文献   

17.
Phase I cooling tower testing at the University of North Dakota Energy Research Center (UNDERC) was designed to use solvent extracted and steam stripped wastewater from fixed-bed gasification of lignite as makeup. The objective of this test was to simulate the proposed mode of operation at the Great Plains Gasification Associates (GPGA) plant. A crucial part of this study was the characterization of emissions from a stripped gas liquor (SGL) fed cooling tower. Several types of sampling equipment including a multicyclone, cooled impingers, and an XAD resin trap were used for the collection and retention of components in the tower evaporate.Results of this study indicated that a significant portion of the phenol and ammonia, and also some methanol, in the tower makeup stream were stripped into the atmosphere. Concentration levels of 26,900 μg m−3 ammonia, 8000 μg m−3 phenol and 2500 μ m−3 methanol were detected in the lower exhaust.  相似文献   

18.
为了确定废水COD组分表征的物化分析方法,对0.1μm滤膜过滤、0.45μm滤膜过滤、絮凝和絮凝+0.45μm滤膜过滤4种方法进行了实验比较和评估。结果表明:某些材料的滤膜会因"COD溶出"而影响表征结果;4种方法分离废水的重现性都很好,相互没有明显区别;物化分离对废水快速可生物降解COD(SS)没有影响,但4种方法得到的处理液中可生物降解COD仍含降解速率明显不同的组分,其中SS仅占35%~45%。因此,物化方法不能合理表征SS;絮凝+0.45μm滤膜过滤速度快、干扰少、分离机理与活性污泥系统类似,更适用于废水溶解性惰性COD组分(SI)表征。  相似文献   

19.
To reliably measure at the low particulate matter (PM) levels needed to meet California’s Low Emission Vehicle (LEV III) 3- and 1-mg/mile particulate matter (PM) standards, various approaches other than gravimetric measurement have been suggested for testing purposes. In this work, a feasibility study of solid particle number (SPN, d50 = 23 nm) and black carbon (BC) as alternatives to gravimetric PM mass was conducted, based on the relationship of these two metrics to gravimetric PM mass, as well as the variability of each of these metrics. More than 150 Federal Test Procedure (FTP-75) or Supplemental Federal Test Procedure (US06) tests were conducted on 46 light-duty vehicles, including port-fuel-injected and direct-injected gasoline vehicles, as well as several light-duty diesel vehicles equipped with diesel particle filters (LDD/DPF). For FTP tests, emission variability of gravimetric PM mass was found to be slightly less than that of either SPN or BC, whereas the opposite was observed for US06 tests. Emission variability of PM mass for LDD/DPF was higher than that of both SPN and BC, primarily because of higher PM mass measurement uncertainties (background and precision) near or below 0.1 mg/mile. While strong correlations were observed from both SPN and BC to PM mass, the slopes are dependent on engine technologies and driving cycles, and the proportionality between the metrics can vary over the course of the test. Replacement of the LEV III PM mass emission standard with one other measurement metric may imperil the effectiveness of emission reduction, as a correlation-based relationship may evolve over future technologies for meeting stringent greenhouse standards.

Implications: Solid particle number and black carbon were suggested in place of PM mass for the California LEV III 1-mg/mile FTP standard. Their equivalence, proportionality, and emission variability in comparison to PM mass, based on a large light-duty vehicle fleet examined, are dependent on engine technologies and driving cycles. Such empirical derived correlations exhibit the limitation of using these metrics for enforcement and certification standards as vehicle combustion and after-treatment technologies advance.  相似文献   


20.
Energy recovery from refuse derived fuels (RDF) and packaging derived fuels (PDF) is one option in integrated waste management. Nine RDF and PDF co-combustion tests with peat and coal in a circulating fluidized bed boiler were carried out in this work. Heavy metal emissions in flue gas and fly ash were measured. Multivariate data analyses were used to find out the most important parameters affecting metal emissions in the flue gas.

The results showed that total heavy metal emissions were low. Although RDF and PDF had more heavy metals than peat and coal, the multivariate data analysis showed that an increase of the RDF or PDF share in the fuel mixture up to 20% did not correlate directly with the metal emissions in the flue gas. Distribution of Cd, Cu, Zn and Sn between flue gas and fly ash correlated with each other. Injection of limestone to bind sulphur and chlorine did not have a significant effect on heavy metal emissions in the flue gas. Heavy metals concentrated on the fly ash, but all fly ashes passed the EPA-TCLP tests.  相似文献   


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