La1-x Cex Cuy Mn1-yO3／HZSM-5催化剂低温去除柴油机碳烟和NOx

为实现对柴油机碳烟和NOx的低温同步去除,采用柠檬酸络合法制备分子筛负载钙钛矿型金属复合氧化物催化剂,应用x衍射分析仪（XRD）和电镜扫描仪（SEM）对催化剂性能进行表征,并在微型固定床反应器中对催化剂低温去除碳烟和NOx进行活性评价。利用程序升温反应（TPR）技术,进行催化剂活性评价、柴油机负荷和排放等特性实验。结果表明,A位用适量Ce部分取代La,B位用适量cu部分取代Mn,可使碳颗粒燃烧温度降低,CO2选择性好,NOx转化率升高。La0.4 Ce0.6 Cu0.2 Mn0.8O3／HZSM-5催化剂的最大NOx转化率为81．0％,Ti、Tm和Tf分别为250、350和475℃,表明该催化剂具有较好的催化活性,能在低温条件下去除碳烟和NOx。     

La_(1-x)Ce_xCu_yMn_(1-y)O_3/HZSM-5催化剂低温去除柴油机碳烟和NO_x

为实现对柴油机碳烟和NOx的低温同步去除,采用柠檬酸络合法制备分子筛负载钙钛矿型金属复合氧化物催化剂,应用X衍射分析仪(XRD)和电镜扫描仪(SEM)对催化剂性能进行表征,并在微型固定床反应器中对催化剂低温去除碳烟和NOx进行活性评价。利用程序升温反应(TPR)技术,进行催化剂活性评价、柴油机负荷和排放等特性实验。结果表明,A位用适量Ce部分取代La,B位用适量Cu部分取代Mn,可使碳颗粒燃烧温度降低,CO2选择性好,NOx转化率升高。La0.4Ce0.6Cu0.2Mn0.8O3/HZSM-5催化剂的最大NOx转化率为81.0%,Ti、Tm和Tf分别为250、350和475℃,表明该催化剂具有较好的催化活性,能在低温条件下去除碳烟和NOx。     

高效钙钛矿型H2-SCR催化剂的制备与研究

用溶胶凝胶法合成了3种不同B位的钙钛矿催化剂,同时用X射线衍射(XRD)、比表面积分析(BET)、扫描电镜(SEM)、程序升温化学吸附(TPR)4种手段对催化剂进行了物理化学表征.从经济性和实际性考虑,本研究使用了清洁无二次污染的H2作为SCR的还原剂,同时控制了H2的加入比例,在小NO/H2比(1∶1、1∶5、1∶10)情况下,考察了3种催化剂的催化效率.由于实际燃煤烟气中含有大量的O2,因此,同时考察了高O2(O2/NO=100∶1)的加入对氧化还原反应的影响.从考察结果我们得知,在NO/H2为1∶1时,LaCoO3和LaNiO3的催化活性优于LaMnO3,达到80％.而在高H2/NO比时,则是LaMnO3的催化活性最高,达95％以上.O2的加入对氧化还原反应影响较大,温度高于250℃时,O2出现竞争性反应,消耗了大部分的还原剂,使得NO脱除率降低,而在250℃以下,O2的影响较小.     

富氧条件下流化床内Ru基双贵金属催化去除碳颗粒

采用等体积浸渍法制备了系列Ru基双贵金属催化剂.利用程序升温技术研究了富氧条件下Ru基双贵金属催化剂催化氧化碳颗粒的反应,考察了双贵金属活性组分比例、载体以及双贵金属组合对催化活性的影响.还对固定床与流化床内碳颗粒氧化进行了比较,分析了流化床内碳颗粒低温氧化的原因.结果表明,双贵金属摩尔比为1∶1时具有较高的催化活性,复合载体TiO2/SiO2更易与双贵金属组分形成协同效应,不同贵金属取代形成的双贵金属催化剂中,Ru-X/TiO2/SiO2(X=Rh、Ag和Ir)的催化活性较高.与固定床相比,流化床因其良好的传热和传质特性,使得碳颗粒催化氧化温度最多可降低50℃左右.流化床是一种类似于尾气中气流流动状态的反应装置,具有潜在的应用前景.     

柴油车尾气碳烟颗粒物催化燃烧催化剂的最新研究进展

柴油车尾气排放的碳烟颗粒已经引起了严重的环境污染问题,必须加以净化处理.柴油车碳烟颗粒的低温燃烧离不开高活性的催化剂.针对柴油车排放的碳烟颗粒物后处理方法中的催化氧化技术,总结了近年来几种主要类型的碳烟燃烧催化剂(贵金属催化剂、碱金属催化剂、单组分过渡金属氧化物催化剂、多组分混合氧化物催化剂和固定结构复合氧化物催化剂)的最新研究进展,并对该研究方向存在的主要问题和应用前景进行了探讨.     

挤压法制备Fe-Al-Ce复合氧化物颗粒除氟性能及地下水处理应用

利用粘结挤压法将Fe-Al-Ce复合氧化物粉末材料制备成颗粒材料(GFAC),进行表征、静态和动态吸附除氟性能评价和现场应用.结果显示,优选GFAC颗粒直径为1.6 mm,具有较高的压缩破坏强度33.80 N和除氟性能.GFAC颗粒对氟的吸附过程符合准二级反应动力学方程,吸附速率受膜扩散和内扩散共同控制;在pH 7.0±0.2条件下,GFAC颗粒对氟的饱和吸附容量达到51.28 mg/g(25℃,Langmuir等温吸附模型).不同空间流速(SV)下动态实验出水穿透(1mg/L)时对氟的累积吸附量分别为5.69mg/g (SV=1 h-1)、5.61mg/g (SV=2h-1)、2.83 mg/g (SV=5 h-1),高于常见活性氧化铝除氟剂(AA,1.77 mg/g,SV=1 h-1)及其他报道的颗粒除氟剂.GFAC颗粒在河北现场成功用于实际高氟地下水的处理,在原水氟浓度(3.7±0.3)mg/L和pH 8.0±0.2条件下,对氟的累计吸附量为3.16 mg/g,明显高于AA(0.83mg/g),具有较好的应用前景.     

基于碳烟颗粒催化氧化的三维有序大孔催化剂制备及性能

三维有序大孔钴锰尖晶石催化剂（3DOM CoMn2O4）以及三维有序大孔镧、铈掺杂的钴锰尖晶石催化剂（3DOM RxCo1-xMn2O4（R=Ce, La））由胶晶模板法成功合成。通过对所得的催化剂在NOx协助下的碳烟催化氧化活性评价,优化了Ce/Co和La/Co的配比。此外,还对目标催化剂进行了XRD、N2吸脱附、Raman、H2-TPR、SEM、XPS等表征。结果表明：3DOM结构增强了催化剂与碳烟颗粒之间的接触,对碳烟氧化等“固-固-气”非均相催化反应具有明显的提升作用。此外,铈和镧的掺杂增大了活性氧物种的浓度,从而增强了钴锰尖晶石催化剂的催化氧化能力。在松散接触工况下,3DOM Ce0.9Co0.1Mn2O4的Tig（起燃温度）和Tm（CO2出口浓度最大时的温度）分别为285 oC和377 oC,3DOM La0.3Co0.7Mn2O4的Tig和Tm分别为287 oC和376 oC。     

夏季白洋淀颗粒的有机质碳氮同位素特征及其来源解析

为阐明白洋淀颗粒有机质碳氮同位素空间分布差异及其来源,于2022年9月测定了白洋淀夏季悬浮颗粒物样品中颗粒有机碳 (POC) 、颗粒有机氮 (PON) 、δ¹³C和δ¹⁵N,并运用MixSIAR模型对颗粒有机质来源进行分析。结果表明,白洋淀内POC和PON质量分数分别为3.55%~21.91%和0.44%~2.93%,全淀区POC和PON整体水平处于8.60%±5.52%和1.14%±0.72%,受入淀河流的影响,POC、PON整体空间分布存在较大差异;δ¹³C和δ¹⁵N的范围分别为−25.27‰~−32.95‰和3.86‰~7.32‰,呈由淀南向淀北逐渐偏正的趋势,表明由南向北外源贡献升高,自生源贡献降低。贝叶斯混合模型计算结果表明,悬浮颗粒有机质主要来源于浮游植物 (28.60%~37.40%) 、陆源植物 (22.40%~34.30%) 和水生植物 (30.20%~31.30%) ,内源自生贡献率高达59.90%。基于上述研究,提出在适当的时期通过收割淀内芦苇等挺水植物及适当的对沉水植物及藻类残体进行打捞的工程措施,可有效降低自生源对于有机质的贡献,进而切断有机质对于水环境中有机碳氮的贡献,确保水质的达标和稳固提升。本研究结果可为白洋淀的水质保护及修复提供理论参考。     

柴油机排放碳颗粒物和NOx催化净化技术的研究进展

本文从柴油机排放的特点、柴油机排放的标准、柴油机排放碳颗粒物和NOx催化净化技术等方面进行了综述与探讨,就柴油机排放碳颗粒物和NOx催化净化技术的研究提出了一些建议和设想.     

Modelling soot and SOF emissions from a diesel engine

Modelling of soot and SOF emissions from a typical European turbocharged diesel engine has been made. The model consists of a detailed kinetic mechanism with 472 reactions (120 chemical species) and data from the thermodynamic diagnostic procedure of the combustion process of the engine. The forward kinetic constants were obtained from literature and the background constants from a self-developed non-linear fitting routine based on the Marquardt algorithm. The dilution and mixing processes inside the engine are represented by a simple Wiebe function. The system of ordinary differential equations is solved with the Rosenbrock method for rigid systems and using the interpolating Lagrange polynomials to calculate the heat capacity of each species at the corresponding temperature. The kinetic model has been implemented in Digital Visual Fortran 6.0. The model has been executed for five different fuels and three mixtures of biodiesel and reference diesel operating under three diverse conditions from the European transient urban/extraurban Certification Cycle and the results of soot and SOF predicted are compared with experimental data.     

Measurements of ion concentration in gasoline and diesel engine exhaust

The nanoparticles formed in motor vehicle exhaust have received increasing attention due to their potential adverse health effects. It has been recently proposed that combustion-generated ions may play a critical role in the formation of these volatile nanoparticles. In this paper, we design an experiment to measure the total ion concentration in motor vehicle engine exhaust, and report some preliminary measurements in the exhaust of a gasoline engine (K-car) and a diesel engine (diesel generator). Under the experimental set-up reported in this study and for the specific engines used, the total ion concentration is ca. 3.3×10⁶ cm⁻³ with almost all of the ions smaller than 3 nm in the gasoline engine exhaust, and is above 2.7×10⁸ cm⁻³ with most of the ions larger than 3 nm in the diesel engine exhaust. This difference in the measured ion properties is interpreted as a result of the different residence times of exhaust inside the tailpipe/connecting pipe and the different concentrations of soot particles in the exhaust. The measured ion concentrations appear to be within the ranges predicted by a theoretical model describing the evolution of ions inside a pipe.     

Transformation of diesel engine exhaust in an environmental chamber

Overnight aging experiments with diesel engine exhaust from a diesel power aggregate, with no or 9 kW load, and from a diesel-fueled vehicle were conducted in an environmental chamber. During a 24 h aging period the volatilities of monodisperse particles at 140, 250 and 360 °C heater temperatures were analyzed with volatility tandem differential mobility analysis (VTDMA). The particulate organic to total carbon ratio and organic carbon subfractions at 120, 250, 450 and 550 °C were analyzed with thermal-optical carbon analysis for samples from fresh, 8 or 18 h aged and 24 h aged aerosol. During the experiment also the particle size distribution, ozone and nitrogen oxide concentration, and temperature, relative humidity and total solar and total ultraviolet radiation in the chamber were monitored.After injection, the geometric mean diameter and number concentration of the particles in the chamber were 66–85 nm and 0.9–4.6×10⁵ cm⁻³, respectively. The particles were seen to grow fast, at a growth rate of 18–47 nm h⁻¹ during the first hour. The fresh particles from the diesel power aggregate contained 37–45% of apparent volume semi-volatile compounds with no load and 10–24% with 9 kW load. The semi-volatile apparent volume fraction at 360 °C for 50 nm particles produced by the diesel power aggregate was 57%. After 24 h of aging, the semi-volatile apparent volume fraction at 360 °C for 100 nm particles was 99%. This suggests that the particles in the 24 h aged aerosol at this size class are no more primary particles but particles that are formed in the chamber through nucleation and subsequent growth.     

Carbon nanotube-like materials in the exhaust from a diesel engine using gas oil/ethanol mixing fuel with catalysts and sulfur

Particulate matter from a diesel engine, including soot and carbon nanomaterials, was collected on a sampling holder and the structure of the materials was studied by transmission electron microscopy (TEM) and scanning electron microscopy (SEM). As a result of employing gas oil/ethanol mixing fuel with sulfur and ferrocene/molybdenum as catalyst sources, formation of carbon nanotubes (CNT)-like materials in addition to soot was observed in the exhaust gas from a diesel engine. It was revealed that CNT-like materials were included among soot in our system only when the following three conditions were satisfied simultaneously: high ethanol fraction in fuel, high sulfur loading, and presence of catalyst sources in fuel. This study confirmed that if at least one of these three conditions was not satisfied, CNT-like materials were not observed in the exhaust from a diesel engine. These experimental results shown in this work provide insights into understanding CNT-like material formation mechanism in a diesel engine.

Implications: Recent papers reported that carbon nanotube-like materials were included in the exhaust gas from engines, but conditions for carbon nanotube-like material formation have not been well studied. This work provides the required conditions for carbon nanotube-like material growth in a diesel engine, and this will be helpful for understanding the carbon nanotube-like material formation mechanism and taking countermeasures to preventing carbon nanotube-like material formation in a diesel engine.     

Polycyclic aromatic hydrocarbon exhaust emissions from different reformulated diesel fuels and engine operating conditions

The study of light-duty diesel engine exhaust emissions is important due to their impact on atmospheric chemistry and air pollution. In this study, both the gas and the particulate phase of fuel exhaust were analyzed to investigate the effects of diesel reformulation and engine operating parameters. The research was focused on polycyclic aromatic hydrocarbon (PAH) compounds on particulate phase due to their high toxicity. These were analyzed using a gas chromatography–mass spectrometry (GC–MS) methodology.Although PAH profiles changed for diesel fuels with low-sulfur content and different percentages of aromatic hydrocarbons (5–25%), no significant differences for total PAH concentrations were detected. However, rape oil methyl ester biodiesel showed a greater number of PAH compounds, but in lower concentrations (close to 50%) than the reformulated diesel fuels. In addition, four engine operating conditions were evaluated, and the results showed that, during cold start, higher concentrations were observed for high molecular weight PAHs than during idling cycle and that the acceleration cycles provided higher concentrations than the steady-state conditions. Correlations between particulate PAHs and gas phase products were also observed.The emission of PAH compounds from the incomplete combustion of diesel fuel depended greatly on the source of the fuel and the driving patterns.     

Performance and exhaust emission characteristics investigation of compression ignition engine fuelled with microalgae biodiesel and its diesel blends

Biofuels extracted from plant biomass can be used as fuel in CI engines to lower a hazardous atmospheric pollutant and mitigate climate risks. Furthermore, its implementation is hampered by inevitable obstacles such as feedstocks and the crop area required for their cultivation, leading to a lack of agricultural land for the expansion of food yields. Despite this, microalgae have been discovered to be the most competent and unwavering source of biodiesel due to their distinguishing characteristics of being non-eatable and requiring no cropland for cultivation. The objectives of this paper was to look into the potential of a novel, formerly underappreciated biodiesel from microalgae species which could be used as a fuel substitute. Transesterification is being used to extract the biodiesel. Microalgae are blended with petroleum diesel in percentage to create microalgae blends (MAB) as needed for experimentation. The impact of biodiesel on performance as well as exhaust emission attributes of a 1-cylinder diesel engine was experimentally studied. Compared to petroleum diesel, different blend of microalgae biodiesel showed a decline in torque and hence brake power, resulting in an average fall of 7.14 % in brake thermal efficiency and 11.54 % increase in brake-specific fuel consumption. There were wide differences in exhaust emission characteristics, including carbon monoxide and hydrocarbon, as the blend ratio in diesel increased. Moreover, nitrogen oxides and carbon dioxides increase in all algae biodiesel blends, but they are still within the acceptable range of petroleum diesel.

     

不同Cu交换分子筛脱除柴油机尾气中的NOx

以BEA、ZSM-5和SAPO-34分子筛为载体,采用离子交换法制备了用于柴油机尾气中氨选择性催化还原(NH3-SCR)NOx的Cu改性分子筛催化剂.采用XRF、ICP、H2-TPR、和NH3-TPD等表征对催化剂样品的理化特性进行了分析.结果表明,分子筛类型影响铜交换量和铜物种的存在状态.借助H2-TPR和UV-Vis分析可以清晰地看出,在不同类型的分子筛上Cu的还原能力和配位环境明显不同.铜元素引入后,3类分子筛的SCR活性都有明显的改善.3种Cu-交换分子筛的抗高温水热老化能力却明显不同:老化的Cu-SAPO-34依然保持良好脱硝性能而老化的Cu-ZSM-5严重失活.     

低温等离子体处理柴油机NOx和PM 试验研究

建立了一种具有较强实用性的介质阻挡放电等离子体反应器试验装置.借助静态试验研究其放电特性,通过发动机台架试验探讨了利用低温等离子体处理柴油机2种主要有害排放物NOx和PM的效果和化学反应机理,并通过模拟试验作了处理PM的进一步验证.试验结果表明,放电功率对于低温等离子体活性成分的产生有重要影响,应当优选放电参数以获得高的放电功率从而达到更好的处理效果;采用低温等离子体处理柴油机排气,NOx总量变化不大,主要将NO转化成NO2;低温等离子体可以有效去除柴油机排气中的PM,去除率随能量密度的增大而提高.