On-going nitrification in chloraminated drinking water distribution system (DWDS) is conditioned by hydraulics and disinfection strategies

Within the drinking water distribution system (DWDS) using chloramine as disinfectant, nitrification caused by nitrifying bacteria is increasingly becoming a concern as it poses a great challenge for maintaining water quality. To investigate efficient control strategies, operational conditions including hydraulic regimes and disinfectant scenarios were controlled within a flow cell experimental facility. Two test phases were conducted to investigate the effects on the extent of nitrification of three flow rates (Q = 2, 6, and 10 L/min) and four disinfection scenarios (total Cl₂=1 mg/L, Cl₂/NH₃-N=3:1; total Cl₂=1 mg/L, Cl₂/NH₃-N=5:1; total Cl₂=5 mg/L, Cl₂/NH₃-N=3:1; and total Cl₂=5 mg/L, Cl₂/NH₃-N=5:1). Physico-chemical parameters and nitrification indicators were monitored during the tests. The characteristics of biofilm extracellular polymetric substance (EPS) were evaluated after the experiment. The main results from the study indicate that nitrification is affected by hydraulic conditions and the process tends to be severe when the fluid flow transforms from laminar to turbulent (2300<Re<4000). Increasing disinfectant concentration and optimizing Cl₂/NH₃-N mass ratio were found to inhibit nitrification to some extend when the system was running at turbulent condition (Q = 10 L/min, Re = 5535). EPS extracted from biofilm that was established at the flow rate of 6 L/min had greater carbohydrate/protein ratio. Furthermore, several nitrification indicators were evaluated for their prediction efficiency and the results suggest that the change of nitrite, together with total organic carbon (TOC) and turbidity can indicate nitrification potential efficiently.     

Chemical characteristics of road dust PM2.5 fraction in oasis cities at the margin of Tarim Basin

In order to understand the compositions characteristics of particulate matter with aerodynamic diameter less than 2.5 μm (PM_2.5) fraction in road dust (RD_2.5) of oasis cities on the edge of Tarim Basin, 30 road dust (RD) samples were collected in Kashi, Cele, and Yutian in the spring, 2018, and RD_2.5 was collected using the resuspension approach. Eight water-soluble ions, 39 trace elements and 8 fractions of carbon-containing species in PM_2.5 were analyzed. Ca²⁺ and Ca were the most abundant ions and elements in RD_2.5 (7.1% and 9.5%). Cl^- in RD_2.5 was affected not only by attributed to saline-alkali soils in oasis cities of the Tarim Basin and dust from Taklimakan Desert but also by human activities. Moreover, the organic carbon/elemental carbon (OC/EC) ratio indicated that carbon components in RD_2.5 in Cele town mainly come from fossil fuel combustion, while those in Yutian and Kashi mainly come from biomass combustion. It is noteworthy that high Ca in RD_2.5 was seriously affected by anthropogenic emissions, and high Na and K contents in RD_2.5 could be derived from soil and desert dust. It was estimated that Cd, Tl, Sn and Cr were emitted from anthropogenic emissions using the enrichment factor. The coefficients of divergence (COD) result indicated that the influence of local emission on road dust emission is greater than that of long-distance transmission. This study is the first time to comprehensively analyze the chemical characteristics of road dust in oasis cities, and the results provides the sources of road dust at the margin of Tarim Basin.     

Investigation to meet China II emission legislation for marine diesel engine with diesel methanol compound combustion technology

In order to reduce the pollutant emission and alleviate the pressure of petroleum resources shortage and greenhouse gas emission at the same time, the use of clean and renewable alternative fuel for marine engines is a promising option. In this study, a marine diesel engine, which was modified to run in diesel methanol compound combustion (DMCC) mode, was investigated. After the diesel injection parameters were calibrated, and combined with a sample after-treatment device DOC (diesel oxidation catalyst), the engine could meet the requirements of China II legislation. The overall MSP (methanol substitute percent) reached 54.1%. The value of each pollutant emission was much lower than that in China II emission legislation, and there was almost no methanol and formaldehyde emissions. When methanol was injected into the inlet manifold, the intake air temperature decreased a lot, as well as the exhaust gas temperature, which were beneficial to increase engine thermal efficiency and improve engine room environment. Compared with the engine running in pure diesel mode, when the engine ran in diesel/methanol dual fuel mode, the combustion phase was advanced, and the combustion duration became shorter. Therefore, the engine thermal efficiency increased, and fuel consumption decreased significantly.     

污泥腐殖酸对Cd2+的吸附特性

为了促进污水处理厂剩余污泥的资源化利用,探索S-HA（sludge-based humic acid, 污泥腐殖酸）对溶液中重金属Cd2+的吸附特性.采用国际腐殖酸协会（IHSS）推荐的方法提取S-HA,通过元素分析、FT-IR（傅里叶红外光谱分析）和SEM-EDS（外观形态分析）等方法,考察溶液pH和共存阳离子对吸附过程的影响,并对吸附过程分别进行了吸附动力学模型、等温吸附模型和吸附热力学模型拟合,同时通过对比S-HA吸附前后的红外光谱和扫描电镜-能谱图片,探索S-HA对Cd2+的吸附机制.结果表明:①S-HA表面呈松散的簇团状,含有大量的羧基、醇羟基和酚羟基等含氧官能团,芳香度较高,含有较多的脂肪链结构;S-HA在吸附水中Cd2+的过程中,Cd2+与S-HA表面上的酚羟基、羧基等官能团发生了络合作用.②S-HA对Cd2+的吸附量随溶液pH升高而增加,溶液中Na+、NH₄+和Ca2+等共存阳离子的存在不利于S-HA对Cd2+的吸附,其中Ca2+的存在对S-HA吸附Cd2+影响最大.③S-HA对Cd2+的吸附由快吸附、慢吸附和吸附平衡3个阶段组成,吸附平衡时间为12 h;吸附过程符合准二级动力学模型,其整体吸附速度由液膜扩散和颗粒内扩散共同控制;吸附等温线符合Freundlich等温吸附模型,25℃下的最大吸附量为19.29 mg/g,Cd2+在S-HA上的吸附是自发吸热反应.研究显示:污水处理厂剩余污泥提取的S-HA对Cd2+具有较好的吸附效果;S-HA对Cd2+的吸附过程同时存在着物理吸附和化学吸附;高pH对S-HA吸附Cd2+有促进作用,而高离子强度对S-HA吸附Cd2+有抑制作用.      

基于模糊PI控制的瞬态高温控制策略研究

目的通过地面环境试验研究气动热引起的瞬态高温环境对飞行器结构的影响。方法设计基于石英灯和离心机的瞬态高温-加速度复合试验系统,研究温度和加速度同步控制系统的结构和原理,分析无制冷装置环境下瞬态高温控制的难点,提出基于模糊PI控制器的温度控制策略。结果通过MATLAB仿真验证,设计的模糊PI控制器相比传统的PI控制器能够有效提高温度控制的动态性能与精确性。结论将基于模糊PI控制的瞬态加热控制策略应用于瞬态高温控制是可行、有效的,能为地面气动热模拟环境试验提供技术保障。     

石期河流域地下水化学特征及物质来源分析

为明确典型岩溶溶丘洼(谷)地区域地下水化学特征及其成因,以石期河流域为研究对象,运用Gibbs图、Piper图、端元分析及离子比例系数等方法,对地下水水化学特征及物质来源进行了定性和定量分析.结果表明,研究区内地下水pH值介于6.06～8.07之间,Ca~(2+)、 Mg~(2+)和HCO~-_3是地下水中的主要离子,其质量浓度范围分别为2.61～108.7、 0.54～27.61和8.1～370.74mg·L~(-1),符合岩溶水高钙弱碱性特征;地下水物质成分中, Ca~(2+)和Mg~(2+)主要受到碳酸参与的灰岩和白云岩风化作用的控制, Na~+主要来源于硅酸盐岩的溶解,同时, Ca~(2+)和Na~+在地下水流动过程中进行阳离子交替吸附作用; K~+、 Cl~-和NO~-_3主要受到农业化肥施放和生活废水排放的影响.此外,大气降水作为该区域地下水的主要补给来源,对当地地下水化学特征和物质来源也有一定的影响.     

海水入侵指标对比分析与评价—以珠江口地下水含水层为例

合理评价海水入侵对于地下水含水层管理和居民生活健康有着重要的意义。当前海水入侵评价应用较广泛的为包含单一因子和基于统计分析的多种水化学方法。本文综合阐述了海水入侵评价中所用的水化学指标、原理与方法,包括在国内评价体系中少见的一些方法,并以珠江口地下水含水层为例,对比了各种指标的有效性,评价了各类方法的优缺点以及在实际应用中可能产生的问题。结果显示,以Cl-和TDS作为简单直接的单因子可以快速评价海水入侵,尤其对于大范围的海水入侵评价十分有效。而和Ca2+,HCO₃-,SO₄2-等变化有关的指标具有地域性,在研究区对海水入侵的指示并不是十分敏感。在复杂评价因子中,与离子交换有关SAR,BEX以及GQI_SWI与Cl-相关性较高,可以较好的指示海水入侵及水岩相互作用。经过分析,受到地下含水层和地表水道双重介质入侵的影响,研究区海水入侵范围在过去几个年代有向北推进的趋势。本研究对于高速经济发展下的沿海地下水含水层管理和评价有重要的指导意义。     

A novel state-of-charge-based method for plug-in hybrid vehicle electric distance analysis validated with actual driving data

Mitigation and Adaptation Strategies for Global Change - Promoting&nbsp;Plug-In Hybrid Vehicles (PHEVs) is viewed as a promising strategy to mitigate the energy consumption and greenhouse gas...     

Well-to-wheels greenhouse gas and air pollutant emissions from battery electric vehicles in China

Mitigation and Adaptation Strategies for Global Change - Electric vehicles (EVs) play a crucial role in addressing climate change and urban air quality concerns. China has emerged as the global...     

Optimal range of plug-in electric vehicles in Beijing and Shanghai

Both China’s national subsidy policies for plug-in electric vehicles (PEVs) purchasers and passenger cars corporate average fuel consumption and new vehicle credit regulation (dual-credit policy) favor long-range 300+ km battery electric vehicles (BEVs) and 80+ km plug-in hybrid electric vehicles (PHEVs). However, these electric vehicles tend to have lower energy efficiency and higher purchase and operation costs. Vehicle with larger batteries can also be less equitable because the subsidies are often provided to more expensive vehicles and wealthier owners. This study takes advantage of a novel dataset of daily driving data from 39,854 conventional gasoline vehicles in Beijing and 4999 PHEVs in Shanghai to determine the optimal range of BEVs and PHEVs within their respective cities. We simulate a model to explore ranges with which PEVs emit less GHGs than that of a baseline hybrid and conventional gasoline vehicle while ensuring that all daily travel demands are met. Our findings indicate that in both cities, the optimal ranges to balance cost and travel demand for BEVs are 350 km or less and for PHEVs are 60 km or less in Beijing and 80 km or less in Shanghai. We also find that to minimize carbon dioxide (CO₂) emissions, the ranges are even lower 10 km in Beijing and 30 km in Shanghai. Our study suggests that instead of encouraging long-range PEVs, governments should subsidize PEV models with shorter ranges. Parallel efforts should also be made to both increase renewable energy over fossil fuels and expand charging facilities. Although individual mobility demand varies, the government could reduce occasional long-distance driving by subsidizing alternative transportation choices. Providing week-long driving trials to consumers before their purchases may help decrease the demand of very long range PEVs by alleviating the range anxiety through a learning process.