共查询到19条相似文献,搜索用时 140 毫秒
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重庆市机动车尾气对大气环境的影响分析及减缓措施 总被引:7,自引:0,他引:7
在对重庆市机动车保有量、主城区交通状况进行深入调查的基础上,对机动车尾气排放对大气环境的影响进行了细致的分析与评估。阐述了机动车尾气是造成重庆市大气污染的重要因素。同时结合国内外一些先进的预防、控制和处理汽车尾气污染的方法,及近年来的观察、研究和试验,提出了合理减缓、控制机动车尾气污染的措施,以防止机动车尾气污染进一步蔓延。 相似文献
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为了分析机动车尾气氮氧化物净化催化剂的催化性能,建立了一套尾气模拟评价体系,分别使用电化学法、化学发光法和比色法3种氮氧化物分析手段进行检测。结果表明,3种方法都能在一定精度范围内测量机动车尾气中的氮氧化物,化学发光法测量精度高,响应时间短,能够及时地反映发动机运转过程中的氮氧化物浓度变化情况,是一种较好的分析手段。电化学法随着使用时间推移,响应时间变长,灵敏度降低,需要及时更换传感器。比色法通过化学吸收可以测定氮氧化物的浓度,不能实现连续在线分析,只能采样测量。在分析中,还尝试利用一些辅助设备,将尾气中的NO和NO2转化后再通人测量仪器,实现测量总氮氧化物或其中某一气体的功能。 相似文献
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为了解基于不同净化原理的室内环境空气甲醛净化方法的净化性能以及协同净化的效果,选取常用的净化原理代表性产品(活性炭、光触媒净化产品、生物酶甲醛清除液)作为研究对象,基于环境舱进行了甲醛净化性能测试。结果表明:(1)活性炭的原料特性影响其甲醛净化能力,净化效果表现为椰壳活性炭>果壳活性炭>竹木活性炭;日常所用光源的不同对光触媒净化产品的甲醛净化效果影响不大;生物酶甲醛清除液的净化效果取决于其稀释比例。(2)3种净化方法中基于物理吸附法的活性炭的甲醛净化性能最优,基于光催化氧化法的光触媒净化产品次之,之后是基于生物酶降解法的生物酶甲醛清除液。(3)净化产品的联用均提高了甲醛去除率,但提高程度有限。活性炭分别与光触媒、生物酶联用时表现出比光触媒与生物酶联用更高的甲醛去除率。研究结果对设计和开发具有高效甲醛净化能力的新型复合材料具有一定参考价值。 相似文献
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机动车尾气已成为城市重要的空气污染源之一,对城市的环境影响越来越严重.根据《九江市环境保护“十一五”规划》,九江市机动车尾气污染的控制势在必行.因此,为了有利于城市机动车尾气污染的综合整治和科学管理,结合该市特征和机动车尾气污染现状,在分析机动车尾气污染形成原因的基础上,提出了控制城市机动车尾气污染的对策. 相似文献
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机动车尾气污染物已成为影响城市大气环境质量的主要因素之一,预测未来机动车尾气污染物排放状况可以为城市机动车尾气污染防治提供有力的依据.依据成都市的经济发展趋势,设定了不同阶段的轻型车尾气污染物排放标准,并利用建立的尾气污染物排放趋势预测模型分析了该市轻型车尾气中颗粒物、NOx、总碳氢化合物、CO的排放量和变化趋势,并提出了相应的尾气污染物减排对策. 相似文献
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杭州市机动车尾气污染和控制对策 总被引:3,自引:0,他引:3
随关经济的快速发展,城市道路交通和机动车尾气污染成为人们关注的热点,通过对杭州市机动车行驶现状及路检情况调查,分析了机动车排污分担率及尾气排放的潜在影响,提出控制机动车尾气大大气污染的对策。 相似文献
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Hisato Yano Makoto Shoda 《Journal of the Air & Waste Management Association (1995)》2013,63(3):324-331
ABSTRACT The investigation of an appropriate organic solvent removal apparatus for installation in a newly reconstructed print shop as a countermeasure for preventing the exhaust of organic solvents was conducted. The selection of an organic solvent removal apparatus was made after bench-scale tests of the activated carbon adsorption method and the catalytic oxidation method, both of which are effective for the removal of organic solvents, were performed on the actual exhaust gas at the print shop. The results showed that both methods were efficient enough to be applied to the removal of organic solvents, but the activated carbon adsorption method had many drawbacks, such as the need for frequent replacement of activated carbon and complex maintenance. For the catalytic oxidation method, running costs are high, but there are many merits, such as that the catalysts do not have to be replaced as often and maintenance is simple. After considering these factors, a catalytic oxidation removal apparatus was installed at the new print shop. In the results of the substantiation test on the actual apparatus using mixed catalysts of platinum and manganese plus copper, the removal efficiency was 97.998.7% and the concentration of the outlet exhaust gas was about 10 ppm (the average concentration of the inlet exhaust gas was 528 ppm) at a space velocity of 30,000 hr-1 and a reaction temperature of 200 °C. The results of this study were substantiated. 相似文献
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Reul-Chen CK Ross C Steele NL Winer AM 《Journal of the Air & Waste Management Association (1995)》2005,55(2):241-247
To reduce public exposure to diesel particulate matter (DPM), the California Air Resources Board has begun adoption of a series of rules to reduce these emissions from in-use heavy-duty vehicles. Passive diesel particulate filter (DPF) after-treatment technologies are a cost-effective method to reduce DPM emissions and have been used on a variety of vehicles worldwide. Two passive DPFs were interim-verified in California and approved federally for use in most 1994--2002 engine families for vehicles meeting min engine exhaust temperature requirements for successful filter regeneration. Some vehicles, however, may not be suited to passive DPFs because of lower engine exhaust temperatures. The purpose of this study was to determine the applicability of two types of passive DPFs to solid waste collection vehicles, the group of vehicles for which California recently mandated in-use DPM reductions. We selected 60 collection vehicles to represent the four main types of collection vehicle duty cycles--rolloffs, and front-end, rear, and side loaders--and collected second-by-second engine exhaust temperature readings for one week from each vehicle. As a group, the collection vehicles exhibited low engine exhaust temperatures, making the application of passive DPFs to these vehicles difficult. Only 35% of tested vehicles met the temperature requirements for one passive DPF, whereas 60% met the temperature requirements for the other. Engine exhaust temperatures varied by vehicle type. Side and front-end loaders met the engine exhaust temperature requirements in the greatest number of cases with approximately 50-90% achieving the required regeneration temperatures. Only 8-25% of the rear loader and roll-off collection vehicles met the engine exhaust temperature requirements. Solid waste collection vehicles represent a diverse fleet with a variety of duty cycles. Low engine exhaust temperatures will need to be addressed for successful use of passive DPFs in this application. 相似文献
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Crystal K. Reul-Chen Charles Ross Nancy L.C. Steele Arthur M. Winer 《Journal of the Air & Waste Management Association (1995)》2013,63(2):241-247
Abstract To reduce public exposure to diesel particulate matter (DPM), the California Air Resources Board has begun adoption of a series of rules to reduce these emissions from in-use heavy-duty vehicles. Passive diesel particulate filter (DPF) after-treatment technologies are a cost-effective method to reduce DPM emissions and have been used on a variety of vehicles worldwide. Two passive DPFs were interim-verified in California and approved federally for use in most 1994–2002 engine families for vehicles meeting min engine exhaust temperature requirements for successful filter regeneration. Some vehicles, however, may not be suited to passive DPFs because of lower engine exhaust temperatures. The purpose of this study was to determine the applicability of two types of passive DPFs to solid waste collection vehicles, the group of vehicles for which California recently mandated in-use DPM reductions. We selected 60 collection vehicles to represent the four main types of collection vehicle duty cycles—roll-offs, and front-end, rear, and side loaders—and collected second-by-second engine exhaust temperature readings for one week from each vehicle. As a group, the collection vehicles exhibited low engine exhaust temperatures, making the application of passive DPFs to these vehicles difficult. Only 35% of tested vehicles met the temperature requirements for one passive DPF, whereas 60% met the temperature requirements for the other. Engine exhaust temperatures varied by vehicle type. Side and front-end loaders met the engine exhaust temperature requirements in the greatest number of cases with ~50–90% achieving the required regeneration temperatures. Only 8–25% of the rear loader and roll-off collection vehicles met the engine exhaust temperature requirements. Solid waste collection vehicles represent a diverse fleet with a variety of duty cycles. Low engine exhaust temperatures will need to be addressed for successful use of passive DPFs in this application. 相似文献
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Canagaratna MR Onasch TB Wood EC Herndon SC Jayne JT Cross ES Miake-Lye RC Kolb CE Worsnop DR 《Journal of the Air & Waste Management Association (1995)》2010,60(10):1192-1203
Aerosol mass spectrometer (AMS) measurements are used to characterize the evolution of exhaust particulate matter (PM) properties near and downwind of vehicle sources. The AMS provides time-resolved chemically speciated mass loadings and mass-weighted size distributions of nonrefractory PM smaller than 1 microm (NRPM1). Source measurements of aircraft PM show that black carbon particles inhibit nucleation by serving as condensation sinks for the volatile and semi-volatile exhaust gases. Real-world source measurements of ground vehicle PM are obtained by deploying an AMS aboard a mobile laboratory. Characteristic features of the exhaust PM chemical composition and size distribution are discussed. PM mass and number concentrations are used with above-background gas-phase carbon dioxide (CO2) concentrations to calculate on-road emission factors for individual vehicles. Highly variable ratios between particle number and mass concentrations are observed for individual vehicles. NRPM1 mass emission factors measured for on-road diesel vehicles are approximately 50% lower than those from dynamometer studies. Factor analysis of AMS data (FA-AMS) is applied for the first time to map variations in exhaust PM mass downwind of a highway. In this study, above-background vehicle PM concentrations are highest close to the highway and decrease by a factor of 2 by 200 m away from the highway. Comparison with the gas-phase CO2 concentrations indicates that these vehicle PM mass gradients are largely driven by dilution. Secondary aerosol species do not show a similar gradient in absolute mass concentrations; thus, their relative contribution to total ambient PM mass concentrations increases as a function of distance from the highway. FA-AMS of single particle and ensemble data at an urban receptor site shows that condensation of these secondary aerosol species onto vehicle exhaust particles results in spatial and temporal evolution of the size and composition of vehicle exhaust PM on urban and regional scales. 相似文献
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Peter A. Gabele Kenneth T. Knapp 《Journal of the Air & Waste Management Association (1995)》2013,63(6):851-858
An emission study was conducted on a 1987 Ford Crown Victoria flexible-fuel vehicle, an early prototype which had been driven about 25,000 miles. The vehicle was run on both gasoline and a blend of 85 percent methanol and 15 percent gasoline. Emission rates of regulated pollutants (hydrocarbons, carbon monoxide, nitrogen oxides, formaldehyde, and methanol) and nonregulated pollutants (speciated organic materials) were determined for both exhaust and evaporative emissions. Tests were run varying the driving cycle, ambient temperature and catalytic converter. In general, hydrocarbon composition of exhaust emissions was significantly affected by catalyst replacement and cold starts, slightly affected by driving schedule, and unaffected by ambient temperature and test fuel. Hydrocarbon composition of evaporative emissions was only sensitive to the type of evaporative test being performed: diurnal tests typically had larger fractions of lower molecular weight paraffins than hot soak tests. 相似文献
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Preparation of activated carbon using low temperature carbonisation and physical activation of high ash raw bagasse for acid dye adsorption 总被引:1,自引:0,他引:1
Activated carbons were prepared from bagasse through a low temperature (160 degrees C) chemical carbonisation treatment and gasification with carbon dioxide at 900 degrees C. The merit of low temperature chemical carbonisation in preparing chars for activation was assessed by comparing the physical and chemical properties of activated carbons developed by this technique to conventional methods involving the use of thermal and vacuum pyrolysis of bagasse. In addition, the adsorption properties (acid blue dye) of these bagasse activated carbons were also compared with a commercial activated carbon. The results suggest that despite the high ash content of the precursor, high surface areas (614-1433 m2 g(-1)) and microporous (median pore size from 0.45 to 1.2 nm) activated carbons can be generated through chemical carbonisation and gasification. The micropore area of the activated carbon developed from chars prepared by the low temperature chemical carbonisation provides favourable adsorption sites to acid blue dye (391 mg g(-1) of carbon). The alkalinity of the carbon surface and total surface area were shown to have complementary effects in promoting the adsorption of acid blue dye. Adsorption of the anionic coloured component of the acid dye was shown to be promoted in carbon exhibiting alkaline or positively charged surfaces. This study demonstrates that activated carbons with high acid dye adsorption capacities can be prepared from high ash bagasse based on low temperature chemical carbonisation and gasification. 相似文献
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《Atmospheric environment(England)》1988,22(5):965-971
Suspended particles were sampled at several sites in Athens during the summer of 1982 and the winter of 1982–1983. This paper examines the trace element and carbon composition of the Athens aerosol. Chemical element balances indicate that motor vehicle exhaust was a major contributor to fine particle mass concentrations. Statistical analyses of the ambient measurements indicate that the emissions of elemental and organic carbon by local vehicles were relatively high. The observed effects of an experiment in which stringent restrictions were placed on vehicle use were somewhat ambiguous. 相似文献
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活性碳纤维吸附甲苯废气吸附等温方程的研究 总被引:1,自引:0,他引:1
研究了固定床吸附器中粘胶基活性碳纤维(viscose rayon-based ACFs)吸附甲苯废气的特性,通过实验测定活性碳纤维吸附不同浓度甲苯废气的穿透曲线,作出等温吸附曲线。根据实验数据拟合出几个吸附平衡方程,并与实验结果进行比较。实验结果可为工业设备设计提供参考。 相似文献