A Biosurfactant-Enhanced Soil Flushing for the Removal of Phenanthrene and Diesel in Sand

In order to examine the potential of biosurfactants in soil remediation, and to investigate the effects of several operating conditions, such as flow rate, biosurfactant concentration and surfactant type, biosurfactant-enhanced soil flushing was conducted. In the biosurfactant-enhanced soil flushing process, the removal efficiency increased as the flow rate decreased. Rhamnolipid showed no effect on the removal efficiency of phenanthrene and diesel from sand in the concentration range 0.3-0.5%. However, rhamnolipid showed higher efficiencies for the removal of phenanthrene and diesel from sand than Tween 80. Based on total recovery, following an equivalent pore volume flush, it was more difficult to remove diesel than phenanthrene. In order to obtain the specific removal efficiency, more pore volumes of surfactant solution may be required in field applications. Under optimum conditions, the biosurfactant removed as much as 70% of the phenanthrene and 60% of the diesel in the sand. These results indicate that the use of biosurfactants in the flushing process is favorable, not only with respect to the environment, but also on removal efficiencies.     

影响柴油在土壤中挥发的因素

石油污染物进入土壤中后经历一系列物理化学和生物过程,其中发生的挥发过程是一种重要的迁移过程。本文以柴油为石油污染物的代表,研究了温度及土壤质地对柴油挥发行为的影响。通过在不同温度下纯柴油的挥发及柴油从四种不同土质的薄层土壤中的挥发试验,对柴油的挥发量与挥发时间的关系进行了模拟,结果表明:在不同温度下,纯柴油及柴油在四种薄层土壤中的挥发量与挥发时间的关系均可采用二次多项式来拟合。通过对比经相近时间柴油从4种不同土壤表面的挥发后,发现柴油挥发量均大于从纯柴油时的挥发量。在有机质质量分数不同的土壤中进行了柴油挥发试验,结果表明高有机质会抑制土壤中的柴油的挥发。     

汽油机冷启动时燃油蒸发多参数影响研究

采用CFD商用软件STAR-CD对汽油机冷启动过程中燃油蒸发进行三维数值模拟,研究了油滴初直径、油滴初速度、进气温度、燃油温度、喷射定时和转速对燃油蒸发率的影响规律.计算结果表明,进气温度、燃油温度和转速对燃油蒸发有重要影响.进气门开时,在进气温度为-7℃和90℃时,蒸发率分别为5.7%和25.0%;相应地,在燃油温度为0℃和60℃时,燃油蒸发率分别为5.7%和22.0%.油滴初直径和喷射定时对燃油蒸发率有一定影响,油滴初速度对燃油蒸发率影响很小.     

混燃甲醇和乙醇改善柴油机碳烟排放

以柴油机为基础，以乙醇或甲醇作为预混合燃料，与喷入的柴油组成部分预混的复合燃烧，大幅度降低了发动机排气烟度，同时使氮氧化物排放得到一定改善，发动机的燃油消耗率优于原柴油机，而HC排放，尤其是在低负荷时有所增加，甲醇比乙醇具有降低烟度效果更好、氮氧化物降低更多和HC及CO排入增加较少的优越性。     

Triton X-100对土壤中柴油的解吸特征及影响因素

为考察非离子表面活性剂Triton X-100对土壤中柴油解吸特性及土壤理化性质对其解吸的影响,通过振荡平衡法研究Triton X-100对浙江水稻土、重庆紫壤、江西红壤、海南沙土、青海灰漠土和黑龙江黑土中柴油解吸行为及其影响因素.结果表明,Triton X-100对浙江水稻土、重庆紫壤、江西红壤、海南沙土、青海灰漠土和黑龙江黑土中柴油的解吸均符合先快后慢、最后达到解吸平衡的规律,平衡时解吸量分别1.61、1.85、1.80、2.29、2.01和1.13 mg/g.其解吸动力学过程均符合准二级动力学模型（R2>0.99）;6种典型土壤中柴油的等温解吸特征可较好地用修正的米氏方程模型进行描述（R2>0.92）.Q_max（柴油最大解吸量）介于1.81~2.23 mg/g之间,浙江水稻土、重庆紫壤、江西红壤、海南沙土、青海灰漠土和黑龙江黑土中ρ_max（柴油最大解吸率）分别为73.20%、78.06%、75.63%、90.36%、79.89%和62.92%;土壤各理化性质对Triton X-100解吸土壤中柴油的影响起综合作用,其中土壤w（砂粒）与ρ_max呈显著正相关（R2=0.993 6,P < 0.01）,对Triton X-100解吸柴油的影响最大;而CEC（阳离子交换量）、w（OM）、w（黏粒）均与ρ_max呈显著负相关（P < 0.05）.研究显示,修正的米氏方程可用于描述柴油在土壤-水-表面活性剂Triton X-100系统中的解吸行为,w（砂粒）是影响不同土壤中柴油解吸的关键因子,可为应用Triton X-100修复柴油污染土壤提供理论基础.      

满足国五排放标准的柴油甲醇双燃料发动机非常规排放研究

在一台装备有电控单体泵增压中冷系统柴油机的进气管上,加装甲醇喷射装置并向进气道喷入定量的纯甲醇,结合废气再循环(EGR)技术并使用氧化催化转化器(DOC)组合微粒氧化催化器(POC)后处理系统,使其常规排放能满足国五排放法规基础上,全面研究了柴油甲醇双燃料(Diesel Methanol Dual Fuel,DMDF)发动机的非常规排放特性.在采用国五排放法规标准规定的ESC(稳态13点工况)测试方法条件下,利用FTIR(傅里叶变换红外检测法)对DMDF发动机的检测结果表明:该机非常规排放物主要为甲醇、甲醛、1,3-丁二烯、苯、甲苯和SO2,非常规排放物的全工况加权比排放为19.532 g·kW~(-1)·h~(-1),其中,甲醇的全工况加权比排放为11.395 g·kW~(-1)·h~(-1),甲醛的全工况加权比排放为5.927g·kW~(-1)·h~(-1),SO2的全工况加权比排放为0.053 g·kW~(-1)·h~(-1),其余排放物为痕量水平.在催化氧化装置处理后非常规排放物全工况加权比排放为0.115 g·kW~(-1)·h~(-1),降幅为99.41%.催化氧化装置对甲醇、1,3-丁二烯、苯和甲苯的消除率为100%,对甲醛的消除率为99.04%.     

BED含氧燃料在不同海拔下对柴油机PM和NOx排放的影响

为研究生物柴油-乙醇-柴油(简称为BED)含氧燃料在不同海拔下对柴油机微粒(PM)和氮氧化物(NO_x)排放的影响,在一台高压共轨柴油机上分别燃用纯柴油和BED含氧燃料,在两种大气压力(81和100 k Pa)下进行了排放试验研究.结果表明,燃用纯柴油和B15E5(15%生物柴油+5%乙醇+80%柴油,体积比)燃料后,在中、低负荷时的PM排放在高气压下基本高于低气压下,最高增幅分别达到26.2%和19.0%;在全负荷时的PM排放在高气压下降低,最高降幅分别达到6.1%和17.0%.燃用B25E5(25%生物柴油+5%乙醇+70%柴油,体积比)燃料后,PM排放在高气压下降低.燃用纯柴油后,柴油机在高气压下的NO_x排放低于低气压下;燃用B15E5和B25E5含氧燃料后,在中、低负荷下的NO_x排放在高气压下降低,在全负荷下的NO_x排放在高气压下升高.在中、低负荷下NO_x排放最高降幅分别达到12.1%和15.3%;在全负荷下,NO_x排放最高增幅分别达到6.5%和5.8%.在不同大气压力下,柴油机燃用纯柴油和BED含氧燃料后,PM与NO_x排放均呈现明显的trade-off关系.相比于在低气压下,随负荷增加引起的PM排放降幅和NO_x排放增幅在高气压下增加.     

La1-xCexFe0.7Co0.3O3-δ网状多层纳米纤维对碳烟催化燃烧性能研究

采用静电纺丝法制备了一系列钙钛矿催化剂La_(1-x)Ce_xFe_(0.7)Co_(0.3)O_(3-δ)(x=0、0.1、0.2、0.3和0.4),并采用XRD、SEM、FT-IR、H2-TPR和O_2-TPD等技术分析了Ce掺杂量对催化剂结构、微观形貌及理化特性的影响.同时,采用程序升温氧化(TPO)技术评价了催化剂对碳烟的催化燃烧活性,探讨了催化剂对碳烟的催化燃烧机理.结果表明:在La_(1-x)Ce_xFe_(0.7)Co_(0.3)O_(3-δ)中掺杂适宜的Ce有助于提高催化剂活性,改善催化剂比表面积和孔容积.在催化剂与碳烟松散接触条件下,当Ce掺杂量(质量百分比)为0.3时,所制备的La_(0.7)Ce_(0.3)Fe_(0.7)Co_(0.3)O_(3-δ)对碳烟的起燃温度(T_(ig))、最大燃烧温度(T_m)和燃尽温度(T_f)分别为329.5、409.8和421.1℃,呈现良好的催化氧化活性.碳烟最大转化效率为98.7%,平均活化能为123 kJ·mol~(-1),CO_2选择率为98.2%,实现了对柴油机碳烟排放污染物有效"过滤+催化燃烧"的双重目标.     

异质结型SnO2-TiO2纳米纤维光催化降解柴油机多环芳烃

采用同轴静电纺丝法制备了SnO_2-TiO_2纳米纤维,用X射线衍射仪(XRD)、扫描电子显微镜(SEM)、红外光谱仪(FTIR)和紫外-可见光谱能谱仪(UV-Vis),表征了SnO_2-TiO_2纳米纤维相组成和微观形貌,评价了催化剂表面化学形态和吸光特性,研究了SnO_2含量、光源条件、温度和催化稳定性对降解萘污染物的影响规律.结果表明,催化剂Sn25对萘降解效率最高.在暗光、可见光和紫外光条件下,萘降解效率分别为13.8%、37%和98%.Sn25对萘降解稳定率(标准差率)为0.36%.利用催化剂Sn25对柴油机尾气中多环芳烃(PAHs)排放污染物光催化降解应用发现,Sn25对低苯环PAHs、中苯环PAHs和高苯环PAHs的平均催化降解效率分别为80.2%、75.4%和60.2%.表明SnO_2-TiO_2纳米纤维具有较强光催化降解多环芳烃污染物能力.     

Performance of a diesel engine with water emulsified diesel prepared with optimized process parameters

An attempt has been made to produce stable water–diesel emulsion with optimal formulation and process parameters and to evaluate the performance and emission characteristics of diesel engine using this stable water–diesel emulsion. A total of 54 samples were prepared with varying water/diesel ratio, surfactant amount and stirring speed and water separation was recorded after 24 and 48 hr of emulsification. The recorded data were used in artificial neural network (ANN)-particle swarm optimization (PSO) technique to find the optimal parameters to produce water–diesel emulsion for engine testing. The predicted optimal parameters were found as 20% water to diesel ratio, 0.9% surfactant and 2200 rpm of stirrer for a water separation of 14.33% in one day with a variation of 6.54% against the actual value of water separation. Water–diesel emulsion fuel exhibited similar fuel properties as base fuel. The peak cylinder gas pressure, peak pressure rise rate and peak heat release rate for water–diesel were found higher as compared to diesel at medium to full engine loads. The improved air-fuel mixing in water–diesel emulsion enhanced brake thermal efficiency (BTE) of engine. The absorption of heat by water droplets present in water–diesel emulsion led to reduced exhaust gas temperature (EGT). With water–diesel emulsion fuel, the mean carbon monoxide (CO), unburned hydrocarbon and oxides of nitrogen (NO_x) emissions reduced by 8.80, 39.60, and 26.11%, respectively as compared to diesel.