柴油机与柴油汽车烟度标准的发展及应用

研究了中国柴油机与柴油汽车烟度排放标准的发展和现状,分析了现行标准应用中应注意的问题,指出柴油机和柴油汽车烟度排放标准不统一,在烟度限值、试验方法、试验规程、试验仪器等方面存在较大差异.强调了自1993年以来,中国对柴油汽车的烟度排放要求并没有提高,以及出台更为严格的强制性标准和法规对在用柴油车排放监控的重要性,旨在有...     

新型的汽车尾气净化催化剂效能的测试

在东风ＥＱ１４０型发动机的台架试验中，用涂覆天然沸石粉的堇青石蜂窝贵金属（Ｐｔ，Ｐｄ）催化剂进行了排气净化试验及动力性能试验，在发动机的功率及负荷特性试验条件下，测试了催化箱对发动机功率、油耗、排气阻力及噪音等的影响，测试了气中ＨＣ和ＣＯ的净化效果，结果表明，催化箱的结构是可行的，排气的净化效果良好，制作了催化箱，在新东风型和跃进１３１型货车上初步测试了其实际跑车性能。     

用后处理装置减少DMDF发动机的有害排放

在一台增压中冷电控单体泵的四缸柴油机上采用柴油/甲醇双燃料(DMDF)燃烧方式进行台架实验,研究了甲醇替代率和不同后处理装置对有害气体、烟度和微粒排放特性的影响。结果表明:在排气管加装柴油机氧化催化转化器(DOC)耦合微粒催化转化器(POC)可以大幅降低双燃料燃烧产生的THC和CO,基本可以实现零排放;与催化前相比,微粒的总数量浓度和总质量浓度均有大幅度降低,平均降幅分别为91.7%和88.1%;烟度排放得到改善,平均降幅为21.9%;同时,该后处理装置对DMDF发动机的NO_x排放无明显影响。与之不同,双DOC耦合的后处理装置对THC和CO的催化效率略优于DOC+POC,但在大部分工况下会导致NO_x和烟度排放的同时增加。     

垃圾焚烧残渣填埋场渗滤液回喷处理试验研究

研究了回喷负荷、回喷次数对焚烧残渣填埋场渗滤液回喷处理的影响。正交试验结果表明,回喷负荷为24.6 L/(m2·d)、回喷次数为6次/d时,蒸发比为0.94,影响蒸发比的关键因素是回喷负荷,其次为回喷次数,二者的交互作用对蒸发比影响不显著。     

柴油机颗粒物及重金属比排放特征研究

测定了国Ⅲ、国Ⅳ和国Ⅴ3种排放水平道路柴油机及一种非道路国Ⅱ柴油机的颗粒物与重金属比排放。结果表明,国Ⅴ排放水平的道路柴油机在颗粒物及重金属比排放方面均远低于国Ⅲ和国Ⅳ道路柴油机,重金属比排放仅为国Ⅲ和国Ⅳ道路柴油机的约75%。国Ⅳ道路柴油机瞬态工况(ETC)试验的颗粒物及重金属比排放均显著高于稳态工况(ESC)试验,且大排量柴油机在ETC试验中重金属比排放比小排量柴油机高出20%以上。道路与非道路柴油机7种重金属比排放顺序基本为As>Zn、Cu、Cr>Ni、Pb>Cd。非道路国Ⅱ柴油机重金属总比排放是道路柴油机重金属比排放的近16倍,表明非道路柴油机在颗粒物和重金属比排放方面对环境的污染风险均显著高于道路柴油机。     

复合垂直流人工湿地除磷正交试验研究

为了确定复合垂直流人工湿地的流程、水力负荷、pH、COD对TP去除率的影响和提高除磷效果,选择了美人蕉和风车草构建的复合垂直流人工湿地试验系统,开展除磷的正交试验研究。采用SPSS13.0软件对正交试验结果进行方差分析,确定各因素显著性及优选条件。结果表明,复合垂直流人工湿地流程、水力负荷、pH、COD对除磷效果均有影响,其中流程对TP去除率影响显著,COD对TP去除率影响不显著。各因素对TP去除率的影响程度依次为:流程水力负荷pHCOD。除磷优选条件:COD为225mg/L,pH为8,流程为1100mm,水力负荷为181.25L/(m2.d)。     

燃油催化微粒捕集器在柴油机排气后处理中的应用研究

分析探讨了柴油机排气颗粒物的组成及危害,介绍了一种燃油催化微粒捕集器的结构及原理,结合发动机台架试验数据分析了该微粒捕集器对柴油机排气颗粒物的改善效果,同时研究了该微粒捕集器的强制再生过程以及对柴油机动力性和燃油经济性的影响.试验结果表明,该微粒捕集器具有较大的应用前景.     

两段式蚯蚓强化快速渗滤系统的试验研究

通过分析不同水力负荷下两段式蚯蚓强化快速渗滤系统进出水水质以及堵塞问题,研究水力负荷对两段式蚯蚓强化快速渗滤系统污水处理效果的影响.试验结果表明,陶粒柱中,当水力负荷从2 m3/(m2·d)提高到6 m2/(m2·d)时,COD去除率下降.水力负荷对出水污泥SS的影响不显著,但出水污泥VSS/SS却与水力负荷呈极显著正相关;煤渣桂中,水力负荷提高对有机物去除效果有一定的影响,但影响程度较小.随水力负荷的提高,煤渣柱出水NH4 -N浓度逐渐升高.其平均去除率分别为74.51%,58.21%、45.53%,下降趋势明显;由于陶粒柱中蚯蚓的作用和陶粒柱的预处理作用,在提高水力负荷的情况下,陶粒柱和煤渣柱均未发生堵塞问题,装置运行稳定.     

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.     

潜流、垂直流人工湿地污染物净化效果及耐污染负荷冲击能力研究

依托建立在新沂河河漫滩上的人工湿地中试工程进行现场试验,研究分析潜流和垂直流2种人工湿地对污染河水的净化效果及其耐污染负荷冲击能力。结果表明:在相同的进水高锰酸盐指数浓度条件下,垂直流对高锰酸盐指数的净化效果明显优于潜流;2种人工湿地对NH4+-N的去除率均比较高(平均去除率均高于80%),且没有明显差异;2种人工湿地构造不同引起的水流运行方式及截留、过滤作用的差异对高锰酸盐指数的去除影响较大,而对NH4+-N去除的影响较小;进水污染负荷变化对人工湿地污染物去除的影响显著,垂直流耐高锰酸盐指数污染负荷冲击能力明显强于潜流,而对NH4+-N污染负荷变化,两者都表现出了较强的耐受能力,差异不明显。     

enforcement of diesel smoke emissions for the state of new jersey

This paper reports on the research program undertaken by the State of New Jersey to determine those tests and instruments which can be used by authorized state agencies for the enforcement of diesel smoke emissions. The state agencies under consideration for the enforcement of diesel smoke emissions are the following: (1) The Division of Motor Vehicles, in its system of state owned inspection stations, will be able to inspect all diesel-powered trucks, and tractors which are registered in New Jersey. (2) The Public Utilities Commission will be able to inspect at their home garages all buses registered in the State. (3) The New Jersey State Police will be able to inspect diesel-powered vehicles on the road. It was decided that the maximum inspection time for each vehicle was not to exceed one minute. On the basis of the one minute per vehicle requirement, eight different tests were evaluated to determine which ones correlated well with normal vehicle operation. These tests included acceleration of a fixed external inertia, free acceleration of only the moving parts of the engine, three ramp tests, a test in which a heavy vehicle was towed, and a driving test in which the vehicle being tested was actually accelerated. The results of tests demonstrated that the modified free acceleration method correlates reasonably well with a loaded steady state cycle, distinguishes the high emitters and is simple to perform. Consequently, the free acceleration test method is recommended for use in inspection stations and on the road. Finally, nearly two hundred vehicles have been tested by this procedure to determine present and potential levels of diesel smoke emissions. Another phase of the program consisted of the determination of smoke measuring techniques and instrumentation. The use and design of smokemeters were extensively investigated, as well as the use of the visual and photographic techniques. Of the various smokemeters tested for this application, several measured smoke satisfactorily in the laboratory, but none were found adequate for field use; they either lacked portability or were unstable due to the deposition of soot on the optics. At the time of writing, specifications for the necessary smokemeter have been drafted and published for bid to interested manufacturers.     

On-road and laboratory investigation of low-level PM emissions of a modern diesel particulate filter equipped diesel passenger car

Modern diesel particulate filter (DPF) systems are very effective in reducing particle emissions from diesel vehicles. In this work low-level particulate matter (PM) emissions from a DPF equipped EURO-4 diesel vehicle were studied in the emission test laboratory as well as during real-world chasing on a high-speed test track. Size and time resolved data obtained from an engine exhaust particle sizer (EEPS) and a condensation particle counter (CPC) are presented for both loaded and unloaded DPF condition. The corresponding time and size resolved emission factors were calculated for acceleration, deceleration, steady state driving and during DPF regeneration, and are compared with each other. In addition, the DPF efficiency of the tested vehicle was evaluated during the New European Driving Cycle (NEDC) by real time pre-/post-DPF measurements and was found to be 99.5% with respect to PM number concentration and 99.3% for PM mass, respectively. PM concentrations, which were measured at a distance of about 10 m behind the test car, ranged from 1 to 1.5 times background level when the vehicle was driven on the test track under normal acceleration conditions or at constant speeds below 100 kmh^?1. Only during higher speeds and full load accelerations concentrations above 3 times background level could be observed. The corresponding tests in the emission laboratory confirmed these results. During DPF regeneration the total PM number emission of nucleation mode particles was 3–4 orders of magnitude higher compared to those emitted at the same speed without regeneration, while the level of the accumulation mode particles remained about the same. The majority of the particles emitted during DPF regeneration was found to be volatile, and is suggested to originate from accumulated sulfur compounds.     

An outline of the 1994-1998 European inspection and maintenance study: part I-design, tests, and results of experimental methods.

This paper provides an overview and the main results of a study aiming to evaluate current and alternative inspection and maintenance (I/M) programs to control emissions from in-use cars in Europe. For this purpose, a large number of passenger cars from five countries (France, Germany, Greece, the Netherlands, and the United Kingdom) were tested according to a common test protocol that included a variety of driving cycles and short tests, both legislative and specifically developed for this exercise. Evaluation of all test results was conducted with the objective of defining effective I/M test procedures and examining the potential of periodic I/M programs to reduce pollutant emissions and improve fuel economy of in-use cars. The results indicate that the current idle test used for catalyst-equipped cars in Europe is probably ineffective, while short transient loaded testing was found to offer higher potential in environmental terms. Regarding conventional gasoline cars, it is concluded that the idle test is sufficient, provided that the CO cut point is reduced and an HC test is added at high idle. Finally, the effectiveness of the free acceleration smoke test for diesels is questioned, while a transient cycle with continuous opacity measurement was found to be very promising. A companion paper further uses these results to analyze the likely cost-effectiveness on a per-country basis and discusses the possible effect of maintenance on emissions.     

Effects of driving conditions on diesel exhaust particulates

Four driving conditions were examined to characterize how speeds and loads of a medium-duty diesel engine affect resultant diesel exhaust particulates (DEPs) in terms of number concentrations (< or =400 nm), size distribution, persistent free radicals, elemental carbon (EC), and organic carbon (OC). At the medium engine load (60%), DEPs surged in number concentrations at around 40-70 nm, whereas DEPs from the full engine load (100%) showed a distinctive bimodal distribution with a large population of 30-50 nm and 100-400 nm. Under the full engine load, engine speeds insignificantly affected resultant DEP number concentrations. When the engine load decreased from 100% to the medium level (60%), DEPs of ultrafine size and 100-400 nm decreased at least 1.4 times (from 5.6 x 10(8) to 4 x 10(8) #/cm3) and more than 3 times (from 2.7 x 10(8) to 0.8 x 10(8) #/cm3), respectively. The same reduction in the engine load significantly decreased persistent free radicals in DEPs up to approximately 30 times (from 123 x 10(16) to 4 x 10(16) #spin/g). Decreasing the engine load from 100 to 60% also concurrently reduced both EC and OC in total DEPs around 2 times, from 27.3 to 13.9 mg/m3, and from 17.6 to 9.2 mg/m3, respectively. For DEPs smaller than 1 microm, under the full engine load, EC and OC consistently peaked at 170-330 nm under an engine speed of 1800 rpm or 94-170 nm under an engine speed of 3000 rpm, reflecting processes of nucleation, cluster-cluster agglomeration, and condensation. Decreasing the engine load from 100 to 60% reduced EC and OC in DEPs (smaller than 1 microm) at least 3 times (0.6 to 0.2 mg/m3) and 2 times (0.4 to 0.2 mg/m3), respectively. Taken together, decreasing the full engine load to a medium (60%) level effectively reduced the number concentrations (< or =400 nm), persistent free radicals, EC, and OC of total DEPs, as well as the concentration of EC and OC in ultrafine and accumulation-mode DEPs.     

Wood smoke as a source of particle-phase organic compounds in residential areas

The objective of this study was to investigate the organic composition of wood smoke emissions and ambient air samples in order to determine the wood smoke contribution to the ambient air pollution in the residential areas. From November 2005 to March 2006 particle-phase PM₁₀ samples were collected in the residential town Dettenhausen surrounded by forests near Stuttgart in southern Germany. Samples collected on pre-baked glass fibre filters were extracted using toluene with ultrasonic bath and analysed by gas chromatography mass spectrometry (GC-MS). 21 polycyclic aromatic hydrocarbons (PAH) including 16 USEPA priority pollutants, different organic wood smoke tracers, primarily 21 species of syringol and guaiacol derivatives, levoglucosan and its isomers mannosan, galactosan and dehydroabietic acid were detected and quantified in this study. The concentrations of these compounds were compared with the fingerprints of emissions from hardwood and softwood combustion carried out in test facilities at Universitaet Stuttgart and field investigations at a wood stove during real operation in Dettenhausen. It was observed that the combustion derived PAH was detected in higher concentrations than other PAH in the ambient air PM₁₀ samples. Syringol and its derivatives were found in large amounts in hardwood burning but were not detected in softwood burning emissions. On the other hand, guaiacol and its derivatives were found in both softwood and hardwood burning emissions, but the concentrations were higher in the softwood smoke compared to hardwood smoke. So, these compounds can be used as typical tracer compounds for the different types of wood burning emissions. In ambient air samples both syringol and guaiacol derivatives were found which indicates the wood combustion contribution to the PM load in such residential areas. Levoglucosan was detected in high concentrations in all ambient PM₁₀ samples. A source apportionment modelling, Positive Matrix Factorization (PMF) was implemented to quantify the wood smoke contribution to the ambient PM₁₀ bound organic compounds in the residential area.     

Validation of a new method for measuring and continuously monitoring the efficiency of industrial flares

A new method has been developed for a direct and remote measurement of industrial flare combustion efficiency (CE). The method is based on a unique hyper-spectral or multi-spectral Infrared (IR) imager which provides a high frame rate, high spectral selectivity and high spatial resolution. The method can be deployed for short-term flare studies or for permanent installation providing real-time continuous flare CE monitoring.

In addition to the measurement of CE, the method also provides a measurement for level of smoke in the flare flame regardless of day or night. The measurements of both CE and smoke level provide the flare operator with a real-time tool to achieve “incipient smoke point” and optimize flare performance.

The feasibility of this method was first demonstrated in a bench scale test. The method was recently tested on full scale flares along with extractive sampling methods to validate the method. The full scale test included three types of flares – steam assisted, air assisted, and pressure assisted. Thirty-nine test runs were performed covering a CE range of approximately 60-100%. The results from the new method showed a strong agreement with the extractive methods (r²=0.9856 and average difference in CE measurement=0.5%).

Implications: Because industrial flares are operated in the open atmosphere, direct measurement of flare combustion efficiency (CE) has been a long-standing technological challenge. Currently flare operators do not have feedback in terms of flare CE and smoke level, and it is extremely difficult for them to optimize flare performance and reduce emissions. The new method reported in this paper could provide flare operators with real-time data for CE and smoke level so that flare operations can be optimized. In light of EPA’s focus on flare emissions and its new rules to reduce emissions from flares, this policy-relevant development in flare CE monitoring is brought to the attention of both the regulating and regulated communities.     

A Comparative Study of Aluminum Smelter Roof Vent Sampling Methods

Abstract

The purpose of the study was to quantify the impact of traffic conditions, such as free flow and congestion, on local air quality. The Borman Expressway (I-80/94) in Northwest Indiana is considered a test bed for this research because of the high volume of class 9 truck traffic traveling on it, as well as the existing and continuing installation of the Intelligent Transportation System (ITS) to improve traffic management along the highway stretch. An empirical traffic air quality (TAQ) model was developed to estimate the fine particulate matter (PM_2.5) emission factors (grams per kilometer) based solely on the measured traffic parameters, namely, average speed, average acceleration, and class 9 truck density. The TAQ model has shown better predictions that matched the measured emission factor values more than the U.S. Environmental Protection Agency (EPA)-PART5 model. During congestion (defined as flow-speeds <50 km/hr [30 mi/hr]), the TAQ model, on average, overpredicted the measured values only by a factor of 1.2, in comparison to a fourfold underprediction using the EPA-PART5 model. On the other hand, during free flow (defined as flow-speeds >80 km/hr [50 mi/hr]), the TAQ model was conservative in that it overpredicted the measured values by 1.5-fold.     

Development of an empirical model to estimate real-world fine particulate matter emission factors: the traffic air quality model

The purpose of the study was to quantify the impact of traffic conditions, such as free flow and congestion, on local air quality. The Borman Expressway (I-80/94) in Northwest Indiana is considered a test bed for this research because of the high volume of class 9 truck traffic traveling on it, as well as the existing and continuing installation of the Intelligent Transportation System (ITS) to improve traffic management along the highway stretch. An empirical traffic air quality (TAQ) model was developed to estimate the fine particulate matter (PM2.5) emission factors (grams per kilometer) based solely on the measured traffic parameters, namely, average speed, average acceleration, and class 9 truck density. The TAQ model has shown better predictions that matched the measured emission factor values more than the U.S. Environmental Protection Agency (EPA)-PART5 model. During congestion (defined as flow-speeds < 50 km/hr [30 mi/hr]), the TAQ model, on average, overpredicted the measured values only by a factor of 1.2, in comparison to a fourfold underprediction using the EPA-PART5 model. On the other hand, during free flow (defined as flow-speeds > 80 km/hr [50 mi/hr]), the TAQ model was conservative in that it overpredicted the measured values by 1.5-fold.     

Tetracycline and 4-epitetracycline modified the in vitro catabolic activity and structure of a sediment microbial community from a tropical tilapia farm idiosyncratically

Aquaculture farmers commonly add tetracycline to fish feed or to their ponds to prevent or treat bacterial infections in their crops. To assess the short-term effect of tetracycline (TET) and of one of its reversible epimers, 4-epitetracycline (ETC), on the function and structure of a sediment microbial community from a tropical tilapia farm, we contrasted community-level physiological profiles (CLPP) and phospholipid fatty acid profiles (PLFA) obtained from microcosms exposed for 12 days to 5, 10, 50, or 75 mg kg^?1of these antibiotics. Notwithstanding that the concentration of the antibiotics during the experiment decreased between 13–100% (TET) or 16–61% (ETC), both compounds provoked opposing metabolic responses that did not revert. TET displayed a tendency to inhibit respiration at concentrations < 50 mg kg^?1, whereas ETC showed the opposite effect. As revealed by the finding of the fatty acids 11:0 iso 3OH, 16:1w6c, and 18:1w6c, the sediment analyzed was predominantly colonized by Gram-negative bacteria. A marked decrease in fatty acid diversity accompanied the aforementioned metabolic responses, with TET concentrations > 50 mg kg^?1leading to an enrichment of yeast and fungal biomarkers and both antibiotics at concentrations < 10 mg kg^?1selecting for microorganisms with 11:0 iso 3OH. In agreement with CLPP data, differences between the PLFA profiles of control and treated microcosms were more pronounced for TET than for ETC. We conclude that high, yet field-relevant, concentrations of TET and ETC have the potential to modify the composition, and to a lesser extent, the functioning of a sediment microbial community. This study highlights the importance of considering antibiotic degradation products in ecotoxicological research.     

Polychlorinated dibenzo-p-dioxins, dibenzofurans, and dioxin-like polychlorinated biphenyls in rice straw smoke and their origins in Japan

Polychlorinated dibenzo-p-dioxins (PCDDs), polychlorinated dibenzofurans (PCDFs), and dioxin-like polychlorinated biphenyls (DL-PCBs) contained in the smoke generated from rice straw burning in post-harvest paddy fields in Japan were analyzed to determine their congener profiles. Both the apportionment of toxic equivalent (TEQ) by using indicative congeners and the comparison of the homolog profiles showed that the PCDDs/PCDFs/DL-PCBs present in the rice-straw smoke were greatly influenced by those present as impurities in pentachlorophenol (PCP) and chlornitrofen (CNP, 4-nitrophenyl-2,4,6-trichlorophenyl ether) formulations that had been widely used as herbicides in paddy fields in Japan. Further, in order to investigate the effects of paddy-field soil on the PCDDs/PCDFs/DL-PCBs present in rice-straw smoke, PCDD/PCDF/DL-PCB homolog profiles of rice straw, rice-straw smoke and paddy-field soil were compared. Rice-straw smoke was generated by burning rice straw on a stainless-steel tray in a laboratory. The results suggested that the herbicides-originated PCDDs/PCDFs/DL-PCBs and the atmospheric PCDDs/PCDFs/DL-PCBs contributed predominantly to the presence of PCDDs/PCDFs/DL-PCBs in the rice-straw smoke while the contribution of PCDDs/PCDFs/DL-PCBs formed during rice straw burning was relatively minimal. The major sources of the PCDDs/PCDFs/DL-PCBs found in the rice-straw smoke were attributed primarily to the paddy-field soil adhered to the rice straw surface and secondarily to the air taken by the rice straw. The principal component analysis supported these conclusions. It is concluded that rice straw burning at paddy fields acts as a driving force in the transfer of PCDDs/PCDFs/DL-PCBs from paddy-field soil to the atmosphere.