三维电极电Fenton法对苯酚废水处理效果实验研究

采用三维电极电Fenton法对制陶工艺含酚废水进行处理,选择pH、时间、电压、FeSO₄·7H₂O投放量、通气量、电解质投放量以及电极间距为单因素,设置不同水平,研究苯酚和COD的去除效果,同时探讨了该方法的电化学能耗。结果表明:在pH为3,电压为15 V,FeSO₄·7H₂O投放量为1.8 g/L,通气量为9 L/min,Na₂SO₄粉末投加量为1.0 g/L,电极间距取10 cm,反应120 min的条件下,废水中苯酚及COD去除率可分别达到94.13%和86.67%,处理效果明显,且能耗较二维电极大大减少,可为该方法在含酚废水处理领域的应用提供参考。     

北京市典型汽修企业VOCs排放特征与臭氧影响分析

对北京地区27家汽修企业进行调研,选取2家典型汽修企业进行气袋采样-GC-MS-FID采集及分析,定量分析其VOCs的排放特征,并计算其臭氧生成潜势（OFP）。结果表明:使用不同漆料的汽修企业排放特征不同,水性漆企业非甲烷总烃的排放浓度为0.62~36.49 mg/m3,油性漆企业的排放浓度为0~100.39 mg/m3;水性漆排放的VOCs以烷烃为主,占比高达57.16%,丙烷（39.65%）和甲苯（11.41%）是首要污染物;卤代烃（55.51%）是油性漆企业的主要VOCs排放物种,主要组分为1,2-二氯丙烷和1,2-二氯乙烷;水性漆企业的OFP值为144.78 mg/m3,油性漆企业的OFP值为664.43 mg/m3,大气反应活性最大的物种多为芳香烃,芳香烃对OFP的贡献率分别为52.18%和88.44%。     

有机垃圾厌氧消化泡沫产生机理及控制方法

为了分析厌氧消化泡沫的产生机理和控制方法有助于解决有机垃圾厌氧消化起泡问题,本文调研了近年来报道的厌氧消化系统起泡现象,并从底物特性、反应器构造及运行条件和消化过程相关特性3方面分析了不同底物、工艺和环境条件下厌氧消化反应器的起泡机理;讨论了丝状菌指数、表面张力、粘度、有机负荷、起泡趋势和泡沫稳定性等参数作为起泡风险评价指标的合理性;介绍和比较了4类消泡方法（物理法、机械法、生物法和化学法）的消泡原理及优缺点.目前,除污泥厌氧消化系统外,其他有机垃圾厌氧消化系统起泡的主要因素尚不明确,而这也限制了泡沫控制方法的开发.后期探索关键起泡微生物或研究生物表面活性物质与起泡的相关性,将有助于从新的角度揭示起泡机理,并开发出针对性更强的泡沫控制方法.     

CeO2形貌结构对催化湿式空气氧化苯酚性能的影响

采用水热法、沉淀法和溶胶凝胶法制备了3种不同形貌的CeO₂催化材料,并将其用于湿式空气氧化苯酚水溶液过程中,探讨了CeO₂形貌结构对催化湿式氧化苯酚水溶液性能的影响.采用扫描电子显微镜（SEM）、透射电子显微镜（TEM）、X射线衍射（XRD）、程序升温还原（TPR）等手段对CeO₂催化材料进行了表征.结果表明,水热法制备的CeO₂催化材料表现出较好催化性能,主要原因是水热法合成的CeO₂呈现交错的纳米棒状结构,主要暴露（220）晶面,且沿着（220）晶向生长.在反应温度为200℃、空气压力为2MPa、苯酚初始浓度500mg/L的条件下,最终（240min）COD的去除率为95.5%.     

3种重金属对蛋白核小球藻的联合毒性及机理

重金属污染日益严重,对人类具有潜在威胁。该文以绿藻蛋白核小球藻(Chlorella pyrenoidosa)为受试生物,3种典型重金属污染物镉(Cd)、铜(Cu)和铬(Cr)为研究对象,采用均匀设计射线法设计重金属三元混合物体系(Cd-Cu-Cr),应用时间毒性微板分析法系统考察3种重金属对蛋白核小球藻的单一毒性及联合毒性,并通过分析绿藻中叶绿素和蛋白质含量探讨3种重金属及其混合物的可能的毒性作用机理。结果表明:3种重金属对蛋白核小球藻的毒性均随着暴露时间的延长逐渐增强,呈现明显的时间依赖性;重金属处理后的蛋白核小球藻中叶绿素含量随暴露时间的延长不断减少,如在24～72 h时,Cd处理的蛋白核小球藻中的叶绿素减少率增长较快,后趋于稳定,而Cr和Cu处理后的绿藻在整个暴露时间内叶绿素减少率均增加;Cd和Cr处理后绿藻的蛋白质含量减少率随着暴露时间的延长快速增加,而Cu处理后的绿藻中蛋白质减少率在24～72 h趋于平缓,之后减少率迅速增加;5条混合物射线的毒性均为加和作用,即组分间没有发生明显的毒性相互作用;三元混合物在低浓度时对蛋白核小球藻具有促进生长作用,在高浓度时抑制其生长,即Hormesis现象;三元混合体系处理后的绿藻中叶绿素及蛋白质的含量与单一Cu处理后的变化规律相似,这表明混合物的毒性机制受单一组分的影响。     

A novel state-of-charge-based method for plug-in hybrid vehicle electric distance analysis validated with actual driving data

Mitigation and Adaptation Strategies for Global Change - Promoting Plug-In Hybrid Vehicles (PHEVs) is viewed as a promising strategy to mitigate the energy consumption and greenhouse gas...     

Well-to-wheels greenhouse gas and air pollutant emissions from battery electric vehicles in China

Mitigation and Adaptation Strategies for Global Change - Electric vehicles (EVs) play a crucial role in addressing climate change and urban air quality concerns. China has emerged as the global...     

Optimal range of plug-in electric vehicles in Beijing and Shanghai

Both China’s national subsidy policies for plug-in electric vehicles (PEVs) purchasers and passenger cars corporate average fuel consumption and new vehicle credit regulation (dual-credit policy) favor long-range 300+ km battery electric vehicles (BEVs) and 80+ km plug-in hybrid electric vehicles (PHEVs). However, these electric vehicles tend to have lower energy efficiency and higher purchase and operation costs. Vehicle with larger batteries can also be less equitable because the subsidies are often provided to more expensive vehicles and wealthier owners. This study takes advantage of a novel dataset of daily driving data from 39,854 conventional gasoline vehicles in Beijing and 4999 PHEVs in Shanghai to determine the optimal range of BEVs and PHEVs within their respective cities. We simulate a model to explore ranges with which PEVs emit less GHGs than that of a baseline hybrid and conventional gasoline vehicle while ensuring that all daily travel demands are met. Our findings indicate that in both cities, the optimal ranges to balance cost and travel demand for BEVs are 350 km or less and for PHEVs are 60 km or less in Beijing and 80 km or less in Shanghai. We also find that to minimize carbon dioxide (CO₂) emissions, the ranges are even lower 10 km in Beijing and 30 km in Shanghai. Our study suggests that instead of encouraging long-range PEVs, governments should subsidize PEV models with shorter ranges. Parallel efforts should also be made to both increase renewable energy over fossil fuels and expand charging facilities. Although individual mobility demand varies, the government could reduce occasional long-distance driving by subsidizing alternative transportation choices. Providing week-long driving trials to consumers before their purchases may help decrease the demand of very long range PEVs by alleviating the range anxiety through a learning process.