等离子体协同改性凹凸棒石催化脱除NOx的研究

采用等离子体协同改性凹凸棒石催化脱除NOx,研究了等离子体反应器输入电压和凹凸棒石煅烧温度对NO和NOx脱除率的影响规律.结果表明,当反应器输入电压30kV时,NO和NOx脱除率随等离子体输入电压增加而增大.凹凸棒石煅烧温度对催化活性也具有显著影响,当煅烧温度600℃时,部分凹凸棒石被烧结熔融, NO和NOx脱除率都不高;当煅烧温度为400~600℃时,凹凸棒石活性较高, NO和NOx脱除率可达最大值.本实验条件下最佳工艺参数为等离子体输入电压>30kV, 凹凸棒石煅烧温度为400~600℃,NOx最大脱除率可达89.6%.     

Metal and metalloid contamination in roadside soil and wild rats around a Pb-Zn mine in Kabwe, Zambia

Metal (Cr, Co, Cu, Zn, Cd, Pb, Ni) and metalloid (As) accumulation was studied in roadside soil and wild rat (Rattus sp.) samples from near a Pb-Zn mine (Kabwe, Zambia) and the capital city of Zambia (Lusaka). The concentrations of the seven metals and As in the soil samples and Pb in the rat tissue samples were quantified using atomic absorption spectroscopy. The concentrations of Pb, Zn, Cu, Cd, and As in Kabwe soil were much higher than benchmark values. Geographic Information System analysis indicated the source of metal pollution was mining and smelting activity. Interestingly, the area south of the mine was more highly contaminated even though the prevailing wind flow was westward. Wild rats from Kabwe had much higher tissue concentrations of Pb than those from Lusaka. Their body weight and renal Pb levels were negatively correlated, which suggests that mining activity might affect terrestrial animals in Kabwe.     

Relationship between indoor and outdoor carbonaceous particulates in roadside households

Concentrations of particulate matter (PM) and carbonaceous particulates in indoor and outdoor air at roadside private households were measured in Osaka, Japan. The particulate samples were collected on filters using a portable AND sampler capable of separating particles into three different size ranges: over 10 microm, 2-10 microm (coarse) and below 2 microm (fine) in aerodynamic diameter. The filters were weighed and then analyzed for elemental carbon (EC) and organic carbon (OC) by thermal oxidation using a CHN CORDER. The results showed that indoor fine PM concentration is considerably affected by fine EC and the fine EC in indoor air is significantly correlated to that in outdoor air, r=0.86 (n=30, p<0.001). A simple estimation from EC content ratio in diesel exhaust particles indicated that about 30% of indoor particulates of less than 10 microm (PM10) were contributed from diesel exhaust. Additionally, the size characteristics of outdoor PM at roadside and background sites were examined using Andersen Cascade Impactors.     

The influence of lower extremity postures on kinematics and injuries of cyclists in vehicle side collisions

Objective: A cyclist assumes various cyclic postures of the lower extremities while pushing the pedals in a rotary motion while pedaling. In order to protect cyclists in collisions, it is necessary to understand what influence these postures have on the global kinematics and injuries of the cyclist.

Method: Finite element (FE) analyses using models of a cyclist, bicycle, and car were conducted. In the simulations, the Total Human Model of Safety (THUMS) occupant model was employed as a cyclist, and the simulation was set up such that the cyclist was hit from its side by a car. Three representative postures of the lower extremities of the cyclist were examined, and the kinematics and injury risk of the cyclist were compared to those obtained by a pedestrian FE model. The risk of a lower extremity injury was assessed based on the knee shear displacement and the tibia bending moment.

Results: When the knee position of the cyclist was higher than the hood leading edge, the hood leading edge contacted the leg of the cyclist, and the pelvis slid over the hood top and the wrap-around distance (WAD) of the cyclist's head was large. The knee was shear loaded by the hood leading edge, and the anterior cruciate ligament (ACL) ruptured. The tibia bending moment was less than the injury threshold. When the cyclist's knee position was lower than the hood leading edge, the hood leading edge contacted the thigh of the cyclist, and the cyclist rotated with the femur as the pivot point about the hood leading edge. In this case, the head impact location of the cyclist against the car was comparable to that of the pedestrian collision. The knee shear displacement and the tibia bending moment were less than the injury thresholds.

Conclusion: The knee height of the cyclist relative to the hood leading edge affected the global kinematics and the head impact location against the car. The loading mode of the lower extremities was also dependent on the initial positions of the lower extremities relative to the car structures. In the foot up and front posture, the knee was loaded in a lateral shear direction by the hood leading edge and as a result the ACL ruptured. The bicycle frame and the struck-side lower extremity interacted and could influence the loadings on lower extremities.     

Effects of vehicle impact velocity, vehicle front-end shapes on pedestrian injury risk

Objective: This study aimed at investigating the effects of vehicle impact velocity, vehicle front-end shape, and pedestrian size on injury risk to pedestrians in collisions with passenger vehicles with various frontal shapes. Method: A series of parametric studies was carried out using 2 total human model for safety (THUMS) pedestrian models (177 and 165?cm) and 4 vehicle finite element (FE) models with different front-end shapes (medium-size sedan, minicar, one-box vehicle, and sport utility vehicle [SUV]). The effects of the impact velocity on pedestrian injury risk were analyzed at velocities of 20, 30, 40, and 50?km/h. The dynamic response of the pedestrian was investigated, and the injury risk to the head, chest, pelvis, and lower extremities was compared in terms of the injury parameters head injury criteria (HIC), chest deflection, and von Mises stress distribution of the rib cage, pelvis force, and bending moment diagram of the lower extremities. Result: Vehicle impact velocity has the most significant influence on injury severity for adult pedestrians. All injury parameters can be reduced in severity by decreasing vehicle impact velocities. The head and lower extremities are at greater risk of injury in medium-size sedan and SUV collisions. The chest injury risk was particularly high in one-box vehicle impacts. The fracture risk of the pelvis was also high in one-box vehicle and SUV collisions. In minicar collisions, the injury risk was the smallest if the head did not make contact with the A-pillar. Conclusion: The vehicle impact velocity and vehicle front-end shape are 2 dominant factors that influence the pedestrian kinematics and injury severity. A significant reduction of all injuries can be achieved for all vehicle types when the vehicle impact velocity is less than 30?km/h. Vehicle designs consisting of a short front-end and a wide windshield area can protect pedestrians from fatalities. The results also could be valuable in the design of a pedestrian-friendly vehicle front-end shape. [Supplementary materials are available for this article. Go to the publisher's online edition of Traffic Injury Prevention for the following free supplemental resource: Head impact conditions and injury parameters in four-type vehicle collisions and validation result of the finite element model of one-box vehicle and minicar. ].     

Impact and effectiveness of Bio-Coke conversion from biomass waste as alternative source of coal coke in Southeast Asia

Journal of Material Cycles and Waste Management - Growing concern over fossil fuel depletion and the environmental impact of greenhouse gases have driven the demand for solid biofuel energy as an...     

Estimation on Biodegradability of Poly (3-hydroxybutyrate-<Emphasis Type="Italic">co</Emphasis>-3-hydroxyvalerate) (PHB/V) and Numbers of Aerobic PHB/V Degrading Microorganisms in Different Natural Environments

To assess the capacity of the natural environment for degrading PHB/V, the film-MPN method proposed previously was modified to estimate the numbers of PHB/V degrading microorganisms (degraders) in various environments. The First-Order Reaction (FOR) model was used to determine the appropriate incubation period for the method. Numbers of aerobic PHB/V degraders were estimated in garden soil, paddy field soil, farm soil, river bank soil, infertile garden soil, river water, activated sludge, and seawater by the film-MPN method. Results were compared with those estimated by the clear-zone technique and showed that the film-MPN method was suitable for estimating the numbers of PHB/V degraders in the environments tested. On the other hand, biodegradability of injection molded PHB/V samples was investigated in several kinds of environments. The changes of weight were studied and results showed that biodegradability of PHB/V related to the numbers of PHB/V degraders in similar ecosystem in different regions. In different environments the biodegradability of PHB/V not only related to the number of PHB/V degraders, but also depended on whether there were conditions for the PHB/V degraders to grow and proliferate easily in the environment.     

Transfer of symbiotic luminous bacteria from parental Leiognathus nuchalis to their offspring

Juveniles of Leiognathus nuchalis were raised from fertilized eggs for up to 60 d and examined for luminescence activity. Almost all juveniles raised separately from adults failed to produce detectable light. In contrast, a significant percentage (33 to 100%) of the juveniles became luminescent in less than 48 h when they were either kept with adults or inoculated with a homogenate of the adult light organs. The luminescence tended to increase with time after the treatments. These findings suggest that: (1) most of L. nuchalis offspring typically hatch and develop apo-symbiotically and (2) at least 45 d after hatching, juveniles can be infected with symbiotic luminous bacteria from the light organ of adult fish, and thereby gain the ability to produce light. Received: 16 February 1999 / Accepted: 21 September 1999     

AEB effectiveness evaluation based on car-to-cyclist accident reconstructions using video of drive recorder

Objective: Though autonomous emergency braking (AEB) systems for car-to-cyclist collisions have been under development, an estimate of the benefit of AEB systems based on an analysis of accident data is needed for further enhancing their development. Compared to the data available from in-depth accident data files, data provided by drive recorders can be used to reconstruct car-to-cyclist collisions with greater accuracy because the position of cyclists can be observed from the videos. In this study, using data from drive recorders, the performance and limitations of AEB systems were investigated.

Method: Data of drive recorders involving taxi-to-cyclist collisions were collected. Using the images collected from the drive recorders of those taxis, 40 cases of 90° car-to-cyclist intersection collisions were reconstructed using PC-Crash. Then, the collisions were reconstructed again utilizing car models with AEB systems installed while changing the sensor’s field of view (FOV) and the delay time of initiating vehicle deceleration.

Results: The angle of FOV has a significant influence on avoiding car-to-cyclist collisions. Using a 50° FOV with a braking delay time of 0.5?s resulted in avoiding 6 collisions, and using a 90° FOV resulted in avoiding an additional 14 collisions. Even when installing an ideal AEB system providing 360° FOV and no delay time for braking, 8 collisions were not avoided, though the impact velocities were reduced for all of these remaining collisions. These collisions were caused by the cyclists’ sudden appearance in front of cars, and the time-to-collision (TTC) when the cyclists appeared was less than 0.9?s.

Conclusion: The AEB systems were effective for mitigating collisions that occurred due to driver perception delay. Because cyclists have a traveling velocity, a wide-angle FOV is effective for reduction of car-to-cyclist intersection collisions. The reduction of delay time in braking can reduce the number of collisions that are close to the braking performance limit. The collisions that remained even with an ideal AEB system in the PC-Crash simulation indicate that such collisions could still occur for autonomous cars if the traffic environment does not change.     

A case study for wintertime observation of atmospheric particulates by an eye-safe laser radar

Atmospheric particulates were monitored on a typical high concentration day in early winter in Osaka, Japan, using a compact and portable eye-safe laser radar system. The height of mixing layer was about 0.4 km at 8:00 and gradually increased to 0.8 km at 14:00. The development of the layer was in inverse proportion to the decrease of particulates near the ground surface. Analysis of particulates collected with high-volume air samplers showed that concentrations of elemental carbon (EC), lead and ammonium ion near the surface decreased significantly from morning to midday, while concentrations of sulfate, nitrate, sodium and calcium ions were almost constant. The results obtained in the preliminary study suggest that anthropogenic particulates such as EC and lead are on the rise with development of mixing layer from morning to midday.