共查询到19条相似文献,搜索用时 140 毫秒
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不同的噪声源有不同的治理方法,同一类噪声源,由于所处的地域不同、场所的不同以及标准要求不同,治理方案往往也不同.一项噪声治理工程,既可以是声源控制、消声、吸气、隔声和减振各项措施的综合运用,也可以单独采用某项措施去达标,其差异之一就体现在工程的经济性.宁波市海曙噪声防治研究所在治理一例空压机噪声时,则很恰当地把握了治理工程的经济性原则.充分考虑治理的经济条件,使企业少花钱,又能达到预其的效果.治理后,真正 相似文献
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《环境工程学报》2016,(2)
影响PRB设计的因素很多,利用COMSOL Multiphysics软件建立地下水连续PRB的流体流动和溶质运移的数值模型,采用响应面方法研究了PRB与含水层渗透系数的比log K、PRB的位置D及PRB的墙体厚度W对水力停留时间和捕获区域宽度的影响。多元回归分析得到水力停留时间的二次方程模型,方差分析结果显示P0.0001,表明方程模型的显著性很高,拟合度好。其中,最显著的影响因子是PRB的墙体厚度。一定范围内捕获区域宽度随着log K的增加而变小,超过某一值时,并不变化。污染源与PRB距离越近,所需捕获区域宽度越小,墙体的厚度越大;距离越远,所需捕获区域宽度越大,污染范围越广,不利于污染物的治理与控制。设计PRB应用时,需平衡各因素之间的关系,兼顾效率与效益,同时注意安全因子的量化。 相似文献
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为了明确利用热空气模拟工业余热作为热源和脉动喷吹动力源拆卸废弃印刷电路板上电子元器件的拆卸机制,分析了废弃印刷电路板脉动喷吹性质,设计并建立了废弃印刷电路板拆卸实验室小试系统,利用Fluent数值模拟软件对拆卸过程中废弃印刷电路板自动拆卸设备内部温度场进行了详细考察,在此基础上,对实验结果进行验证。结果表明,短重边最佳喷吹条件(0.14 MPa,10 mm)下,振动角度为75°;短轻边最佳喷吹条件(0.12 MPa,10 mm)下,振动角度为76°;下进气条件(温度场更均匀,焊料面平均受热温度为198.81℃)更利于废弃印刷电路板上电子元器件的拆卸;采用下进气方式、当预热温度120℃、通气温度为260℃、设备内部达195℃继续通气(拆卸时间)1 min、短重边脉动喷吹压力0.14 MPa、短重边喷吹距离10 mm、短轻边脉动喷吹压力0.12 MPa、短轻边喷吹距离10 mm时,元器件拆卸率为95.1%,且元器件外观完好。本研究明确了废弃印刷电路板拆卸过程中的受热与受力机制,实现了废弃印刷电路板上电子元器件的高效拆卸,为此工艺大规模、工业化生产的实现奠定了理论基础。 相似文献
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为研究苯水体泄漏后水气污染的浓度时空分布,利用挥发性污染物水气耦合扩散模型进行预测计算,预测结果与水槽实验相结合,准确地描述了苯在水气界面耦合扩散的浓度分布规律:沿水流方向(x轴)浓度随时间向前推移,距离投放点越远,浓度峰值越小,出现时刻越晚;沿水流深度方向(y轴)浓度分布关于投放点z=0.20 m纵断面对称,在水气界面和空间变化界面(水槽边缘)浓度出现极小值,随着挥发量的增加,浓度峰值出现的位置由水中推移至大气中;沿水流宽度方向(z轴)浓度由投放点向两侧推移。分析了亨利常数、水流速度及风速对苯耦合扩散浓度分布的影响。 相似文献
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针对实际运行过程中,袋式除尘器滤袋使用寿命短,压力损失过大的问题,本文以翼形上进风袋式除尘器为研究对象,采用CFD(computational fluid dynamics)技术模拟分析不同滤袋数(分别为92、88、84、80、76和72)时袋式除尘器内气流分布和压力损失规律。主要考察了流量分配系数、最大流量不均幅值、气流迹线、滤袋表面速度分布与压降等指标。结果表明,滤袋数为76个时,气流分布最为均匀,各滤袋负载均衡;相同过滤速度下,装置的压降随滤袋数目的增加而上升,即压降大小顺序为9288847672;与72个滤袋相比,76个滤袋的可用过滤面积更大。综合考虑,袋式除尘器的最优滤袋数目为76个。模拟结果为袋式除尘器的设计和优化提供了依据。 相似文献
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《Atmospheric environment(England)》1987,21(4):753-764
The results of wind tunnel experiments on flow and dispersion over two-dimensional low and ‘gentle’ hills of different shapes and aspect ratios are discussed. The hill-induced influences on velocity and concentration fields are studied as functions of the hills‘ aspect ratio (the ratio of the half-length to the height of the hill).The speed-up of flow on the hilltop is shown to have an inverse relationship with the aspect ratio ‘a’, as predicted by several theories. However, this does not increase indefinitely as a → 0, but has a maximum value at some optimum aspect ratio greater than unity. The velocity variances and Reynolds stress increase rapidly in the near wake region in the lee of the hills. In the far wake region, beyond about five hill heights, the hill-induced perturbations in mean velocity, Reynolds stress and variances of velocity decay in inverse proportion to the distance behind the hill.Dispersion from elevated sources located on the top of ‘gentle’ hills is not significantly affected by the hills. For low-level sources on the top of steeper hills, where flow separation may occur, the ground level concentrations are reduced (by as much as a factor of 3). On the other hand, the ground level concentrations from sources on the lee side of the hills are considerably enhanced (by as much as a factor of 15) near the source, but slightly reduced far downwind. The influence of‘gentle’ hills bears an inverse relationship with the hills' aspect ratio. For steep hills, however, the hill influence is intimately related to the dimensions of the cavity region. 相似文献
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The Honorable Joseph L. Fisher 《Journal of the Air & Waste Management Association (1995)》2013,63(9):910-912
The subject of energy choices and public policy is one that has interested me at a professional level. The outlook for energy supply for Americans is uncertain. Will the OPEC crank the per barrel price of world oil up again this fall by three or four dollars? We don’t know. Will the cost of finding and developing new domestic oil reserves continue to rise, and will the domestic production continue to fall as it has been doing since 1970? We don’t know. Would regulating the price of old oil and natural gas entering into interstate commerce bring forth significantly increased supplies? We don’t know. The chances for reducing oil consumption—or at least checking the rate of increase—are equally uncertain. Will still higher prices, brought on by whatever means, cause people and industries to use less oil? We don’t know. Will demand shift away from oil and natural gas to cheaper, more plentiful energy sources? We don’t know. Will penalties, taxes, or exhortations get the motor vehicle industry to produce more gasoline efficient cars and trucks? We don’t know. We may not even get a chance to try. Will new, less energy intensive lifestyles take over? We don’t know. 相似文献
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《Atmospheric environment (Oxford, England : 1994)》1999,33(19):3251-3268
Aerosol samples for PM2.5 and PM10 (particulate matter with aerodynamic diameters less than 2.5 and 10 μm, respectively) were collected from 1993 to 1995 at five sites in Brisbane, a subtropical coastal city in Australia. This paper investigates the contributions of emission sources to PM2.5 and PM10 aerosol mass in Brisbane. Source apportionment results derived from the chemical mass balance (CMB), target transformation factor analysis (TTFA) and multiple linear regression (MLR) methods agree well with each other. The contributions from emission sources exhibit large variations in particle size with temporal and spatial differences. On average, the major contributors of PM10 aerosol mass in Brisbane include: soil/road side dusts (25% by mass), motor vehicle exhausts (13%, not including the secondary products), sea salt (12%), Ca-rich and Ti-rich compounds (11%, from cement works and mineral processing industries), biomass burning (7%), and elemental carbon and secondary products contribute to around 15% of the aerosol mass on average. The major sources of PM2.5 aerosols at the Griffith University (GU) site (a suburban site surrounded by forest area) are: elemental carbon (24% by mass), secondary organics (21%), biomass burning (15%) and secondary sulphate (14%). Most of the secondary products are related to motor vehicle exhausts, so, although motor vehicle exhausts contribute directly to only 6% of the PM2.5 aerosol mass, their total contribution (including their secondary products) could be substantial. This pattern of source contribution is similar to the results for Rozelle (Sydney) among the major Australian studies, and is less in contributions from industrial and motor vehicular exhausts than the other cities. An attempt was made to estimate the contribution of rural dust and road side dust. The results show that road side dusts could contribute more than half of the crustal matter. More than 80% of the contribution of vehicle exhausts arises from diesel-fuelled trucks/buses. Biomass burning, large contributions of crustal matter, and/or local contributing sources under calm weather conditions, are often the cause of the high PM10 episodes at the GU site in Brisbane. 相似文献
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Singh RB Huber AH Braddock JN 《Journal of the Air & Waste Management Association (1995)》2003,53(10):1204-1217
The U.S. Environmental Protection Agency's National Exposure Research Laboratory is pursuing a project to improve the methodology for modeling human exposure to motor vehicle emissions. The overall project goal is to develop improved methods for modeling the source through the air pathway to human exposure in significant exposure microenvironments. Current particulate matter (PM) emission models, particle emission factor model (used in the United States, except California) and motor vehicle emission factor model (used in California only), are suitable only for county-scale modeling and emission inventories. There is a need to develop a site-specific real-time emission factor model for PM emissions to support human exposure studies near roadways. A microscale emission factor model for predicting site-specific real-time motor vehicle PM (MicroFacPM) emissions for total suspended PM, PM less than 10 microm aerodynamic diameter, and PM less than 2.5 microm aerodynamic diameter has been developed. The algorithm used to calculate emission factors in MicroFacPM is disaggregated, and emission factors are calculated from a real-time fleet, rather than from a fleet-wide average estimated by a vehicle-miles-traveled weighting of the emission factors for different vehicle classes. MicroFacPM requires input information necessary to characterize the site-specific real-time fleet being modeled. Other variables required include average vehicle speed, time and day of the year, ambient temperature, and relative humidity. 相似文献
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Kaiyun Jiang Peter J. Bliss Terry J. Schulz 《Journal of the Air & Waste Management Association (1995)》2013,63(11):917-922
Abstract An improved portable odor sampling system (OSS) of the wind tunnel type was designed to determine odor emissions from areal sources. The aerodynamics of the odor emission hood was observed using a number of smoke tests and dry ice tests. The velocity profiles were also measured horizontally and vertically in the hood by an anemometer. Modifications in the form of an extension inlet duct, flat vanes, and a baffle were necessary to achieve repeatable, uniform, and steady velocity profiles inside the hood. The optimum velocity for use of the OSS was found to be 0.33 m/s, based upon the aerodynamic performance of the OSS and the sensitivity of the anemometer at a lower velocity. 相似文献
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Ying Wang Xue Li Baohua H. Li Zhenyao Y. Shen Chenghong H. Feng Yaxin X. Chen 《Environmental science and pollution research international》2012,19(9):4148-4158
The assessment of polycyclic aromatic hydrocarbons (PAHs) contamination in surface sediments from the Yangtze estuary which is a representative area affected by anthropogenic activity (rapid industrialization, high-population density, and construction of dams upstream) in the world was systematically conducted. Fifty-one samples were analyzed by high-performance liquid chromatography (HPLC). The ??PAHs in all sediments varied from 76.9 to 2,936.8?ng?g?1. Compared with other estuaries in the world, the PAH levels in the Yangtze estuary are low to moderate. Phenanthrene, acenaphthylene, fluoranthene, and pyrene were relatively abundant. The ??PAH levels and composition varied obviously in different estuarine zones due to different sources. The highest ??PAHs concentration was observed in the nearshore of Chongming Island. The PAH composition showed that four to six ring PAHs were mainly found in the nearshore areas, while two to three ring PAHs were in the farther shore zones. The PAHs in the Yangtze estuary were derived primarily from combustion sources. A mixture of petroleum combustion and biomass combustion mainly from coal combustion and vehicle emission was the main source of PAHs from the nearshore areas, while the spill, volatilization, or combustion of petroleum from shipping process and shoreside discharge were important for PAHs in the farther shore areas. The result of potential ecotoxicological risk assessment based on sediment quality guidelines indicated low PAH ecological risk in the Yangtze estuary. The study could provide foundation for the protection of water quality of the Yangtze estuary by inducing main sources input. 相似文献
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Fulper CR Kishan S Baldauf RW Sabisch M Warila J Fujit EM Scarbro C Crews WS Snow R Gabele P Santos R Tierney E Cantrell B 《Journal of the Air & Waste Management Association (1995)》2010,60(11):1376-1387
Mobile sources significantly contribute to ambient concentrations of airborne particulate matter (PM). Source apportionment studies for PM10 (PM < or = 10 microm in aerodynamic diameter) and PM2.5 (PM < or = 2.5 microm in aerodynamic diameter) indicate that mobile sources can be responsible for over half of the ambient PM measured in an urban area. Recent source apportionment studies attempted to differentiate between contributions from gasoline and diesel motor vehicle combustion. Several source apportionment studies conducted in the United States suggested that gasoline combustion from mobile sources contributed more to ambient PM than diesel combustion. However, existing emission inventories for the United States indicated that diesels contribute more than gasoline vehicles to ambient PM concentrations. A comprehensive testing program was initiated in the Kansas City metropolitan area to measure PM emissions in the light-duty, gasoline-powered, on-road mobile source fleet to provide data for PM inventory and emissions modeling. The vehicle recruitment design produced a sample that could represent the regional fleet, and by extension, the national fleet. All vehicles were recruited from a stratified sample on the basis of vehicle class (car, truck) and model-year group. The pool of available vehicles was drawn primarily from a sample of vehicle owners designed to represent the selected demographic and geographic characteristics of the Kansas City population. Emissions testing utilized a portable, light-duty chassis dynamometer with vehicles tested using the LA-92 driving cycle, on-board emissions measurement systems, and remote sensing devices. Particulate mass emissions were the focus of the study, with continuous and integrated samples collected. In addition, sample analyses included criteria gases (carbon monoxide, carbon dioxide, nitric oxide/nitrogen dioxide, hydrocarbons), air toxics (speciated volatile organic compounds), and PM constituents (elemental/organic carbon, metals, semi-volatile organic compounds). Results indicated that PM emissions from the in-use fleet varied by up to 3 orders of magnitude, with emissions generally increasing for older model-year vehicles. The study also identified a strong influence of ambient temperature on vehicle PM mass emissions, with rates increasing with decreasing temperatures. 相似文献
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Ambient PM2.5 (particulate matter less than 2.5 microm in aerodynamic diameter) in the northwestern United States and Alaska is dominated by carbonaceous compounds associated with wood burning and transportation sources. PM2.5 source characterization studies analyzing recent PM2.5 speciation data have not been previously reported for these areas. In this study, ambient PM2.5 speciation samples collected at two monitoring sites located in the northwestern area, Olympic Peninsula, WA, and Portland, OR, and one monitoring site located in Anchorage, AK, were characterized through source apportionments. Gasoline vehicle, secondary sulfate, and wood smoke were the largest sources of PM2.5 collected at the Anchorage, Olympic, and Portland monitoring sites, respectively. Secondary sulfates showed an April peak at Anchorage and a November peak at Portland that are likely related to the increased photochemical reaction and long-range transport in Anchorage and meteorological stagnation in Portland. Secondary nitrate at the Olympic site showed a weak summer high peak that could be caused by seasonal tourism in the national park. Backward trajectories suggested that the elevated aged sea salt concentrations at the Portland monitoring site could be regional transport of sea salt that passed through other contaminated air sheds along the coast. Oil combustion emissions that might originate from ships and ferries were observed at the Olympic monitoring site. 相似文献