重型柴油车车载排放实测与加载影响研究

采用车载排放测试仪,对2辆重型柴油卡车在空载和加载条件下进行实际道路车载排放测试.通过分析获得了油耗与排放速率的速度-加速度及其工况点的分布,发现高油耗与高排放工况点主要集中在高速加速区域,加载时油耗与排放高值随工况点分布更广;车辆在(30±2.5)km·h^-1等速及加速行驶时受加载影响最大,此时加载油耗与排放约是空载的1.6～3.2倍左右;由实测结果发现,卡车Ⅰ和卡车Ⅱ加载时油耗及CO、HC、NO_x排放因子分别是空载的1.6倍、3.5倍、1.1倍、1.5倍以及1.2倍、1.0倍、0.9倍和1.5倍,加载对油耗与NO_x排放影响最为明显,对HC影响最小,CO影响取决于车辆保养水平;卡车Ⅱ较卡车Ⅰ车型更大,发动机功率更高,相同荷载时受加载影响较小,说明重型车在发动机负荷可承受的范围内合理装载,有助于避免油耗与排放恶化,提高燃油经济性和排放水平.     

HCHs and DDTs in sediment-dwelling animals from the Yangtze Estuary, China

HCHs and DDTs in sediment-dwelling animals including mollusks and crabs from the Yangtze Estuary were determined by GC-ECD. Levels of t-HCH were in the range of 1.2-5.5 ng g(-1) and averaged 3.5 ng g(-1) in mollusks, while t-DDT concentrations ranged from 26.0 to 68.8 ng g(-1), with a mean of 34.5 ng g(-1). In crabs t-HCH concentrations varied from 2.0 to 25.7 ng g(-1) and averaged 13.8 ng g(-1), whereas the concentrations of t-DDT were in the range of 1.5-24.8 ng g(-1) with a mean value of 5.9 ng g(-1). The HCHs and DDTs levels depend on geographical position and sources, showing the high levels at fresh water area in the estuary, such as XP, CM and LHK sites, and lower at brackish water area, such as FX site, and little difference between species. Results also indicate there was no significant relationship between t-HCH (t-DDT) concentrations and lipid contents both in mollusks and crabs because of non-equilibrium state under a specific estuarine dynamics; smaller individuals accumulated more HCHs and DDTs than larger individuals of mollusks at LHK site, showing different uptake rate for these pesticides; moreover, HCHs and DDTs levels were lower in female crab bodies than male crab bodies suggesting that the release of spawning. BSAFs (Biota- Sediment Accumulation Factors) from sediment-dwelling animals for HCHs and DDTs show a significant "one high with two low" and "one low with two high" effect in the Yangtze Estuary.     

无排泥运行MBR处理不同浓度氨氮废水及其生物特性

考察了水力停留时间(HRT)为10 h时无排泥运行下膜-生物反应器(MBR)处理不同浓度氨氮无机废水的运行性能及微生物特性.结果表明,在处理NH₄⁺-N≤500 mg/L的废水时,氨氮转化率可达99%且反应器内微生物增长缓慢,比硝化速率从0.2kg/(kg·d)升至0.52 kg/(kg·d);当NH₄⁺-N≥700 mg/L时,出水亚硝酸氮和氨氮相继出现明显累积,比硝化速率随之下降至0.4kg/(kg·d)以下,反应器内生物量从3 200 mg/L上升至6 700 mg/L.反应器中的氨氧化菌维持在10⁷CFU/mL,亚硝酸盐氧化菌从10⁶CFU/mL下降至10³CFU/mL.系统内的溶解性微生物产物(以TOC表示)升至65 mg/L后保持稳定,出水TOC一直维持在3～4mg/L;细胞外分泌物(EPS)在膜的截流作用下随运行时间的延长积累至600 mg/L.     

Particle generation by ultraviolet-laser ablation during surface decontamination

A novel photonic decontamination method was developed for removal of pollutants from material surfaces. Such a method relies on the ability of a high-energy laser beam to ablate materials from a contaminated surface layer, thus producing airborne particles. In this paper, the authors presented the results obtained using a scanning mobility particle sizer (SMPS) system and an aerosol particle sizer (APS). Particles generated by laser ablation from the surfaces of cement, chromium-embedded cement, and alumina were experimentally investigated. Broad particle distributions from nanometer to micrometer in size were measured. For stainless steel, virtually no particle > 500 nm in aerodynamic size was detected. The generated particle number concentrations of all three of the materials were increased as the 266-nm laser fluence (millijoules per square centimeter) increased. Among the three materials tested, cement was found to be the most favorable for particle removal, alumina next, and stainless steel the least. Chromium (dropped in cement) showed almost no effects on particle production. For all of the materials tested except for stainless steel, bimodal size distributions were observed; a smaller mode peaked at approximately 50-70 nm was detected by SMPS and a larger mode (peaked at approximately 0.70-0.85 microm) by APS. Based on transmission electron microscopy observations, the authors concluded that particles in the range of 50-70 nm were aggregates of primary particles, and those of size larger than a few hundred nanometers were produced by different mechanisms, for example, massive object ejection from the material surfaces.     

氢气添加对乙醇/空气预混火焰燃烧特性影响的数值模拟研究

通过对不同混合比率的乙醇/氢气/空气燃烧特性进行数值模拟,研究氢气添加量对点火延迟时间、层流燃烧速度、火焰厚度、化学反应滞留时间及组分分布情况的影响。研究发现一定程度上氢气添加量的增加能够缩短混合气体的点火延迟时间,并且氢气对点火延迟时间的影响随着温度的升高而逐渐减小。随着混合比率的增大,层流燃烧速度增大,并且在混合比率大于0.4时显著增大。火焰厚度及化学反应滞留时间随氢气增加而逐渐减小。此外,进一步分析组分分布情况得知氢气添加使火焰中H*、O*、OH*自由基摩尔分数峰值增大,并且H+O+OH摩尔分数峰值与层流燃烧速度存在线性关系。     

CH_4/N_2/O_2预混气激波火焰结构数值预测

研究激波着火现象，推导激波加热点燃可燃气控制方程组。针对甲烷预混气激波火焰结构进行数值模拟，计算了激波燃烧时的压力、温度、及不同组分随时间的变化历程。其中甲烷燃烧采用美国BERKELEY大学GRI-MECH机理，该反应机理包含177个基元反应，涉及32种组分。程序采用美国SANDIA国家实验室发展的大型化学反应动力学软件包CHEMKIN III中相关的模型、子程序和热力学数据库。计算结果表明激波火焰有其自身的结构特征。     

环境管理日常监督检查的规范化

介绍了洛阳分公司在环境管理中实施的一套有效的日常监督检查机制,及时发现和纠正偏差,提高了环境管理体系的运行效率。     

Experimental study on non-destructive testing of rock bolts based on pseudo-random signal

The quality of rock bolt anchoring is closely related to the stability and safety of underground engineering and slope protection. In this paper, non-destructive testing of rock bolts is proposed based on pseudo-random signal, owing to the deficiencies of the conventional detecting method of stress wave reflection. The characteristics of pseudo-random signal for non-destructive testing of rock bolts are introduced. And the rock bolts are tested in the experiment, the time of reflection wave is identified and the length of rock bolts is calculated through cross correlation analysis between the extracted wavelet signal and the test signal. It is proved that the testing results of non-destructive testing methods based on pseudo-random signal are of low deviation. The experiment has shown that non-destructive testing of rock bolts based on pseudo-random signal is feasible with high precision.     

Exploring the perceived influence of safety management practices on project performance in the construction industry

Although safety management is known to be vital to construction projects, very few studies have solicited views from construction practitioners about their perceptions of which safety management practices (SMPs) are important to construction projects and related to project performance. An empirical study was undertaken in Hong Kong in order to shed more light on this topic. In the study, the importance levels of 15 popular SMPs and five project performance criteria were rated by 232 respondents. An exploratory factor analysis was conducted, and three SMP categories - information, process, and committees - were extracted. Of these three categories, safety management process was perceived by the construction practitioners as being the most important, followed by safety management information and committees. Moreover, the effect of the three SMP categories on a composite project performance variable was tested using hierarchical regression analysis. Results indicate that the “information” and “committees” categories were associated with project performance positively and significantly. One of the major conclusions of the study is that the construction industry has paid relatively less attention to safety management committees, which were empirically analyzed as having a strong perceived impact on project performance. In order to improve project performance, construction companies should promote the criticality of safety management committees.     

Quantitative indicator of homeostatic risk perception in car following

Driving behavior is largely affected by the risk perception of drivers. On the basis of risk homeostasis theory, we regard that drivers may adjust car movement according to the perceived risks fluctuating around a target level. However, the manner by which risk perception is quantified remains unclear. We propose assumptions on the quantitative indicators of risk perception and identify a suitable quantitative indicator of risk perception in car-following process. Three risk indicators are discussed, i.e. time-to-collision (TTC), time headway (TH), and safety margin (SM). Using homeostatic features as bases, we found that SM more suitably quantifies homeostatic risk perception than TTC or TH does. Data collected from video drive recorders installed in taxis operating in Beijing are used to analyze the target risk level of SM (desired SM, or DSM) of professional drivers during the car-following process. The data collected by Ahn et al. (2004) to verify Newell’s model are converted into DSM data to further analyze the target risk level of general drivers. The DSM histogram of professional drivers shows that the standard deviation of the DSM value is 0.115, with a mean value of 0.862 and a total distribution close to the normal distribution. For a general driver, the mean value of DSM is 0.896, which is higher than that of professional drivers. This research may shed lights on the understanding of driving behavior.