摩托车催化净化系统与整车匹配技术的研究

本文论述了摩托车排放控制催化净化系统的应用特点，并在与国内摩托车生产厂家进行催化净化系统匹配的试验基础上，提出了应用摩托车催化净化系统可能遇到的问题和解决方案。     

摩托车污染控制催化转化器的试验研究

本文介绍了摩托车排气净化催化转化器的研究情况 ,包括催化剂的研制及转化器的结构设计 ,经过实验室模拟尾气活性评价、转鼓台架检测、实车试验 ,证明所研制的催化转化器具有较好的催化活性和实用性。同时讨论了催化转化器与二冲程、四冲程摩托车匹配的问题。     

摩托车污染控制催化转化器的试验研究

本文介绍摩托车排气净化催化转化器的研究情况,包括催化剂的研制及转化器的结构设计,经过实验室模拟尾气活性评价、转鼓台架检测、实车试验,证明所研制的催化转化器具有较好的催化活性实用性。同时讨论了催化转化器与二冲程、四种程摩托车匹配的问题。     

超高效气溶胶净化系统有效性现场检验研究

各类超高效气溶胶净化系统普遍存在的较为突出的问题是:缺乏系统工作有效性现场检测手段,难以判断系统防护是否失效。根据超高效滤料过滤特性和测试原理,并在分析了大气气溶胶对过滤效率测试影响的基础上,提出大气气溶胶背景下,基于粒数浓度测量和使用发生的高浓度单分散气溶胶作为实验气溶胶的净化系统防护有效性现场检验测试技术及系统组成,并进行了验证。     

水泥窑炉烟气催化还原脱硝技术研究进展

水泥工业是NOx的高排放行业,现有的燃烧控制技术难以满足日益提高的环保要求,因此烟气脱硝技术在水泥工业的应用将势在必行.选择性催化还原(SCR)脱硝技术是脱硝率最高的烟气脱硝技术,在燃煤电厂已有较大规模的应用,但是在水泥工业中的研究和应用相对滞后.简要介绍了SCR脱硝技术工作原理及其在水泥窑炉的应用现状,总结了催化材料研究和应用进展,探讨了水泥窑炉NOx减排用SCR脱硝技术和催化材料的研究方向.     

瘦西湖风光电能驱动的曝气生物接触氧化水净化系统结构与功能

在瘦西湖选择中试河段,利用太阳能风能绿色能源,研发了风光电能驱动的曝气生物接触氧化水净化系统。系统由风光互补发电子系统、曝气生物接触氧化子系统、植物生态子系统组成。风光电能驱动的曝气生物接触氧化水净化系统运行正常。按照景观娱乐用水水质标准进行水质监测,采用模糊综合评价与贴近度计算方法,进行了系统水净化功能评价。结果表明,在试验段原水水质低于景观水C类,经该系统水净化后,可以达到景观水B类。系统的开发与实验,探索了利用绿色能源河湖水净化的新途径。     

高效铁系除臭剂净化制药污泥带滤间恶臭的工程应用研究

在实验室条件下考察了自制高效铁系除臭剂的吸附性能，确定出了最佳工艺条件。将该除臭剂应用于制药厂污水处理污泥带滤间的恶臭气体净化，设计了废气处理量为11 000 m³/h的吸附净化系统。工程实际运行效果良好，H₂S去除率可达97％以上。结果表明：该除臭剂对于处理含硫恶臭气体具有良好的实际应用价值，工业应用前景广阔。     

纳米催化技术用于空气净化

纳米催化剂作为新一代高效环保催化剂 ,在大气污染治理 ,尤其是在室内空气净化中有着广阔的应用前景。评述了纳米催化技术在光催化空气净化、汽车尾气净化、化石燃料脱硫和降低温室效应等空气净化领域的研究进展 ,并对应用纳米催化技术净化空气的关键科学问题进行了分析和展望     

稀土氧化物在烟气脱硫过程中的应用研究进展

目前烟气脱硫是控制ＳＯ２排放最有效的途径之一。本文综述了以稀土氧化物作为吸收剂或催化剂在烟气脱硫过程中应用的研究进展,重点介绍了稀土氧化物吸收或催化脱硫反应的机理及特殊性能,并对稀土氧化物材料吸收或催化脱硫方法的特点及应用前景进行了讨论。     

模拟车用工况下5kW燃料电池尾气净化系统

模拟了车用工况下燃料电池发动机脉冲式排氢的特点,设计开发了一套质子交换膜燃料电池的尾气净化系统,并以5 kW燃料电池的尾气排放为例,研究其净化效果。研究了电池阳极排放氢气缓冲前后尾气中氢气浓度的变化,以及不同空速条件下氢气的去除效果。结果表明：电堆阳极排放氢气经过缓冲处理后,尾气中氢气浓度趋于平稳,大部分工况下处在2%以下,达到了安全处理的要求;尾气中氢气的去除效果与空速密切相关。对自制的整体式催化剂而言,当空速低于20000 h^-1时,氢气的去除率能达到约95%,而当空速达到39270 h^-1时,氢气的去除率仅为10.9%。鉴于这一问题,提出通过采用尾排空气的分流手段调整催化燃烧反应器对空速的要求,以提高尾气中氢气的去除率。     

Analysis of Motorcycle Exhaust Regular Testing Data—A Case Study of Taipei City

Abstract

In Taiwan, a continuous increase in the number of motorcycles has made exhaust pollution one of the major emission sources of air pollutants. The regular testing program carried out by the Republic of China Environmental Protection Agency was designed to reduce air pollutant emissions by enhancing maintenance and repair. During the execution period, abundant testing results were accumulated to discuss pollutant emissions from motorcycles. Exhaust testing data of motorcycles in Taipei City from 1996 to 2005 were chosen as the basic data to survey changes in motorcycle exhaust. Effects of motorcycle age and mileage on exhaust pollution were studied. The introduction of advanced emission standards enhances the elimination of high-emitting motorcycles. The testing data indicate that the testing rate rose from approximately 50 to 70% and the failure rate changed from approximately 15 to 10%. The operation cycles of two-stroke motorcycles make them high-emitting vehicles. Concentrations of carbon monoxide and hydrocarbons are higher in two-stroke motorcycle exhaust than that in four-stroke motorcycles. In contrast, the concentration of carbon dioxide produced from complete oxidation processes is lower in exhaust from two-stroke motorcycles. Therefore, failure rates of two-stroke motorcycles are higher than those of four-stroke motorcycles and were also observed to deactivate more easily. On the basis of analytical results of testing data, we found that failure rates show a gradually increasing trend for motorcycles older than 3 yr or used for mileages greater than 10,000 km, and failure rates are highly correlated to the age/mileage of motorcycles. We reason that the accumulation of age or mileage means accumulating usage time of engines and emission control systems. Concentrations of pollutant emissions would increase because of engine wear and emission control system deactivation. After discussing changes of failure rates and pollutant emissions, some suggestions are proposed to improve the testing rate and effectiveness of regular testing.     

Considering the effects of ambient particulate matter on the lung function of motorcycle taxi drivers in Bangkok,Thailand

The motorcycle taxi drivers of Bangkok have been heavily exposed to high concentrations of PM₁₀ (particulate matter with an aerodynamic diameter ≤10 μm), and the impact of this on their lungs has been neither documented nor studied. This study examines the association between exposure to PM₁₀ and lung function decline among motorcycle taxi drivers. A cross-sectional study was conducted in Bangkok between two groups: a subject group of motorcycle taxi drivers and control group of enclosed vehicle taxi drivers. The findings of the Thailand Pollution Control Department were used to estimate the annual ambient PM₁₀ concentration levels in the metropolis. Pulmonary functions of motorcycle taxi drivers and enclosed vehicle taxi drivers were measured and compared using the Mann-Whitney test. Multiple linear regression analysis was applied to estimate the effects of PM₁₀ exposure on the lung function of motorcycle taxi drivers. A total of 1283 motorcycle taxi drivers and 600 taxi drivers were investigated. The mean forced expiratory volume in 1 sec/forced vital capacity (FEV₁/FVC) of the motorcycle taxi drivers was significantly lower than that of the taxi drivers (P < 0.001). The mean FEV₁/FVC of motorcycle taxi drivers exposed to ≥50 µg/m³ PM₁₀ was statistically lower (?2.82%; 95% confidence interval [CI]: ?4.54% to ?1.09%) and the mean % vital capacity (%VC) of those exposed to 40–49.9 µg/m³ PM₁₀ was statistically lower than that of motorcycle taxi drivers exposed to <30 µg/m³ PM₁₀ (?3.33%; 95% CI: ?5.79% to ?0.87%). Motorcycle taxi drivers were directly exposed to air pollution in their working environment. As a result, their lung function might decrease more than that of enclosed vehicle taxi drivers. With the possible exposure to ≥50 µg/m³ PM₁₀, the vehicular emission standards should be vigorously enforced. Further investigation is warranted to clarify the effect of lung dysfunction on the work and lifestyle of motorcycle taxi drivers.

Implications: Motorcycle taxi drivers are directly exposed to air pollution in their work environment; therefore, their lung function might decrease more than that of enclosed vehicle taxi drivers, especially when exposed to ≥50 µg/m³ PM₁₀. World Health Organization (WHO) vehicular emission standards should be recognized and eventually enforced.     

隧道实验测定南京市机动车PM_（10）排放因子

选取南京城市隧道进行机动车PM10平均排放因子的测试研究。采用质量平衡模型和多元线性回归方法计算了4种车型PM10的综合排放因子。结果表明：隧道内机动车PM10平均排放因子为0.347±0.100 g/（km·辆）;大型车的PM10排放因子远高于其他车型的排放因子,其次是中型车和摩托车,小型车最小,其综合排放因子分别为1.440 g/（km·辆）、0.850 g/（km·辆）、0.790 g/（km·辆）和0.320 g/（km.辆）;在车速相似的情况下,本隧道实验所测机动车的PM10排放因子与国内隧道实验结果相仿,却远大于国外隧道实验结果。     

Determining gaseous emission factors and driver's particle exposures during traffic congestion by vehicle-following measurement techniques

Vehicle gaseous emissions (NO, CO, CO2, and hydrocarbon [HC]) and driver's particle exposures (particulate matter < 1 microm [PM1], < 2.5 microm [PM2.5], and < 10 microm [PM10]) were measured using a mobile laboratory to follow a wide variety of vehicles during very heavy traffic congestion in Macao, Special Administrative Region, People's Republic of China, an urban area having one of the highest population densities in the world. The measurements were taken with high time resolution so that fluctuations in the emissions can be seen readily during vehicle acceleration, cruising, deceleration, and idling. The tests were conducted in close proximity to the vehicles, with the inlet of a five-gas analyzer mounted on the front bumper of the mobile laboratory, and the distance between the vehicles was usually within several meters. To measure the driver's particle exposures, the inlets of the particle analyzers were mounted at the height of the driver's breathing position in the mobile laboratory, with the driver's window open. A total of 178 and 113 vehicles were followed individually to determine the gaseous emission factor and the driver's particle exposures, respectively, for motorcycle, passenger car, taxi, truck, and bus. The gaseous emission factors were used to model the roadside air quality, and good correlations between the modeled and monitored CO, NO2, and nitrogen oxide (NO(x)) verified the reliability of the experiments. Compared with petrol passenger cars and petrol trucks, diesel taxies and diesel trucks emitted less CO but more NO(x). The impact of urban canyons is shown to cause a significant increase in the PM1 peak. The background concentrations contributed a significant amount of the driver's particle exposures.     

Quantification of sources of PCBs to the atmosphere in urban areas: A comparison of cities in North America, Western Europe and former Yugoslavia

We present estimated emission source strengths of seven polychlorinated biphenyl (PCB) congeners for Banja Luka, a city that was affected by the civil war in Bosnia and Hercegovina (former Yugoslavia) in the 1990s. These emission estimates are compared to PCB emission rates estimated for the cities of Zurich, Switzerland, and Chicago, USA using an approach that combines multimedia mass balance modeling and measurement data. Our modeled per-capita emission estimates for Banja Luka are lower by a factor of ten than those for Zurich and Chicago, which are similar. This indicates that the sources of PCB emissions in Banja Luka are likely to be weaker than in the Western European and North American cities which show relatively high PCB emissions. Our emission rates from the three cities agree within a factor of ten with emission estimates from a global PCB emission inventory derived from production and usage estimates and emission factors.     

机动车污染排放模型研究综述

过去几十年,为了掌握机动车污染排放的规律和特征,向决策者提供科学有效的机动车污染控制措施,研究者们致力于研究机动车污染物排放的物化原理和影响机动车污染的主要因素,并据此建立多种尺度的机动车排放模型,以模拟城市区域或者街道的污染物排放.为了分析机动车的瞬态排放特征,目前的机动车排放模型研究正逐渐从宏观向微观发展,排放测试方法注重获取逐秒的排放数据,排放模型模拟的时间尺度和空间尺度逐步趋向微观.此外,机动车模型研究正趋向与交通模型进行耦合,从而揭示机动车在实际道路交通流中的排放特征.从机动车排放的主要影响因素、机动车排放测试、机动车排放因子模型及机动车排放清单等4个方面综述了国内外机动车排放研究现状和发展动向,对比并评价各种机动车排放模型方法的优缺点和适用范围,对我国的机动车排放模型发展方向进行了展望.     

湿地甲烷排放研究进展

本文综述了湿地甲烷排放的研究进展,包括湿地甲烷排放的研究方法、时空变化、排放机制、影响因素以及主要湿地类型排放通量,并指出了今后研究方向及应注意的问题。     

The European dioxin air emission inventory project--final results

Main results of the second stage of the so-called "European Dioxin Emission Inventory" are presented. They cover emission testing data gained from various facilities in the EU (among these the first emission measurements reported from Portugal and Greece) and some central European countries. Further, updated dioxin emission estimates for the most important emission sources in the 17 western European countries and an evaluation of the emission time trend from 1985 to 2005 are presented. The major conclusions are, that at present, iron ore sintering is likely to be the most important emission source type followed by the former "No. 1", municipal waste incineration; measurement data from a considerable number of installations are still missing, in particular from the metal industries in Spain and Italy; there still exist an unknown number of health care waste incinerators with flue gas PCDD/F concentrations above 100 ng I-TEQ/m3 which must be considered as important local sources; in general, considerable emission reduction has been achieved with respect to the industrial emission sources, whereas emissions from non-industrial sources hardly decreased; hence, in the near future the emissions from non-industrial sources are likely to exceed those from industrial installations; the goal of 90% emission reduction set in the 5th EU Action Programme will be achieved for some source types only.     

An empirical method for predicting exhaust emissions of regulated pollutants from future vehicle technologies

A methodology is presented for estimating emissions of passenger cars and light commercial vehicles complying with future European Union emission standards, which introduces appropriate reductions over the emission factors of existing vehicle technologies. For three-way catalyst gasoline vehicles, future real-world emissions are assumed to decrease by the same ratio as emission standards. Additionally, distinction is made between emissions during the thermally stabilised emission control system operation and emissions during the cold-start phase, where reductions are mainly due to the decreasing light-off time of future catalyst technologies. In case of diesel vehicles, some of the emission standards, such as 1993 CO, did not represent the actual emission level of vehicles at the time. Therefore, reductions brought over the 1993 emission factor are based both on relevant emission standards reductions and on technological considerations. In a second step, the derived emission factors are corrected to account for vehicle age and fuel quality effects. Vehicle age is introduced in the calculation via emission degradation functions of the total vehicle-accumulated mileage. The impact of improved fuels on the emissions of existing and future vehicle technologies is also modelled by applying correction factors depending on fuel specifications. A number of examples are given by applying the methodology on forecast activity data for different European countries to illustrate the expected effects of future vehicle technologies and fuels.