一套民用固体燃料燃烧大气污染物排放测试系统的搭建和评测

为研究民用固体燃料燃烧的大气污染物排放特征,设计了一套箱式稀释采样测试系统.相比于常用的烟罩法和烟道采样法,该系统能减小环境空气中颗粒物对测试结果的影响,同时收集了炉具泄漏的烟气,能更准确获得固体燃料燃烧的大气污染物排放水平.本文介绍了该系统的设计思路、主要结构组成和测试系统的性能评估结果.评估结果表明:进气经过滤后颗粒物浓度显著下降至约1μg·m-3,远小于燃烧过程中排放的颗粒物浓度(约100μg·m-3),有效减少环境空气中颗粒物对测试结果的干扰;使用箱式法测得PM_(2.5)、SO2和NOx排放因子结果均高于箱体敞开的对照组测试,证明箱式法收集测试了燃烧时泄漏至室内的污染物,有效减少污染物泄漏造成的误差.利用该系统测试了12种常见民用煤和3种生物质燃料燃烧PM_(2.5)、SO2、NOx等污染物排放水平,其中民用煤PM_(2.5)、SO2和NOx排放因子分别为0.23~3.40 mg·g~(-1)、0.48~6.15 mg·g~(-1)和0.16~1.09 mg·g~(-1),生物质燃料的PM_(2.5)、SO2和NOx排放因子分别为6.26~39.76 mg·g~(-1)、0.04~0.23 mg·g~(-1)和0.05~0.76 mg·g~(-1).     

利用玉米浸泡液产电的微生物燃料电池研究

以玉米淀粉生产过程中的浸泡液（玉米浸泡液）作为接种液和基质,利用“三合一”膜电极的单室空气阴极微生物燃料电池进行试验,采用在线监测电压和废水分析方法对产电功率和化学需氧量（COD）、氨氮进行测定,探讨高COD、高氨氮有机废水产电及废水处理的可行性.结果表明,经过94 d（1个周期）的连续运行（固定外电阻为1 000 Ω）,17 d时输出电压达到最大（525.0 mV）,稳定期最大输出功率可达169.6 mW/m²,此时电池相应的电流密度为440.2 mA/m²,内阻约为350 Ω,开路电压619.5 mV;但燃料电池电子利用效率较低（库仑效率为1.6%）;1个周期结束时浸泡液的COD去除率达到51.6%,氨氮去除率25.8%.本试验利用玉米浸泡液成功获得电能,同时对浸泡液有效地进行了处理,为其资源化利用提供新途径.     

两株产电菌电子介体介导的胞外电子传递机理研究

构建了Klebsiella oxytoca d7和Shewanella sp.F1 2种纯菌燃料电池，探究了产电菌在产电过程中电子介体传递电子机制.结果表明：K.oxytoca d7只有作产电呼吸时，才会产生电子介体，而Shewanella. sp.F1在好氧呼吸、厌氧呼吸、产电呼吸下均能产生介电体，说明电子介体的产生与产电菌种类有关.两种菌介电体氧化还原电位相当（-250，210mV），且介于呼吸链NADH和辅酶Q之间.其介电体在胞内呼吸链上截获的电子均源于NADH，说明电子“逸出”位点只取决于介电体本身.K.oxytoca d7在碳源充足和不足时，电子介体产电量分别占总电量的60%和41%；Shewanella. sp.F1分别是57%和50%，说明在碳源充足时，2种菌的产电呼吸都以电子介体机制为主.介电体传递电子过程直接影响了阳极底物的转化和燃料电池的产电性能.     

满足国五排放标准的柴油甲醇双燃料发动机非常规排放研究

在一台装备有电控单体泵增压中冷系统柴油机的进气管上,加装甲醇喷射装置并向进气道喷入定量的纯甲醇,结合废气再循环(EGR)技术并使用氧化催化转化器(DOC)组合微粒氧化催化器(POC)后处理系统,使其常规排放能满足国五排放法规基础上,全面研究了柴油甲醇双燃料(Diesel Methanol Dual Fuel,DMDF)发动机的非常规排放特性.在采用国五排放法规标准规定的ESC(稳态13点工况)测试方法条件下,利用FTIR(傅里叶变换红外检测法)对DMDF发动机的检测结果表明:该机非常规排放物主要为甲醇、甲醛、1,3-丁二烯、苯、甲苯和SO2,非常规排放物的全工况加权比排放为19.532 g·kW~(-1)·h~(-1),其中,甲醇的全工况加权比排放为11.395 g·kW~(-1)·h~(-1),甲醛的全工况加权比排放为5.927g·kW~(-1)·h~(-1),SO2的全工况加权比排放为0.053 g·kW~(-1)·h~(-1),其余排放物为痕量水平.在催化氧化装置处理后非常规排放物全工况加权比排放为0.115 g·kW~(-1)·h~(-1),降幅为99.41%.催化氧化装置对甲醇、1,3-丁二烯、苯和甲苯的消除率为100%,对甲醛的消除率为99.04%.     

BED含氧燃料在不同海拔下对柴油机PM和NOx排放的影响

为研究生物柴油-乙醇-柴油(简称为BED)含氧燃料在不同海拔下对柴油机微粒(PM)和氮氧化物(NO_x)排放的影响,在一台高压共轨柴油机上分别燃用纯柴油和BED含氧燃料,在两种大气压力(81和100 k Pa)下进行了排放试验研究.结果表明,燃用纯柴油和B15E5(15%生物柴油+5%乙醇+80%柴油,体积比)燃料后,在中、低负荷时的PM排放在高气压下基本高于低气压下,最高增幅分别达到26.2%和19.0%;在全负荷时的PM排放在高气压下降低,最高降幅分别达到6.1%和17.0%.燃用B25E5(25%生物柴油+5%乙醇+70%柴油,体积比)燃料后,PM排放在高气压下降低.燃用纯柴油后,柴油机在高气压下的NO_x排放低于低气压下;燃用B15E5和B25E5含氧燃料后,在中、低负荷下的NO_x排放在高气压下降低,在全负荷下的NO_x排放在高气压下升高.在中、低负荷下NO_x排放最高降幅分别达到12.1%和15.3%;在全负荷下,NO_x排放最高增幅分别达到6.5%和5.8%.在不同大气压力下,柴油机燃用纯柴油和BED含氧燃料后,PM与NO_x排放均呈现明显的trade-off关系.相比于在低气压下,随负荷增加引起的PM排放降幅和NO_x排放增幅在高气压下增加.     

电化学产电菌的分离及性能评价

利用兼性滚管法分离了折流板空气阴极微生物燃料电池(BAFMFC)A、B两格室的阳极生物膜,共获得19株纯菌.将菌株投加至无菌立方型反应器中,检验其产电特性.利用交流阻抗法测量各纯菌电池的内阻,结果显示38个电池的欧姆内阻为25Ω±5Ω,说明了各电池的产电差异来源于菌株本身的活性.其他运行条件均保持不变,在1000Ω外阻下,7株纯菌电池的输出电压在200mV以上.其中,A格室产电活性最高的菌株(A2)产生的最大电压为328mV,输出的最大功率密度为165.1mW/m2,B格室产电活性最高的菌株(B1)最大电压为241mV,最大功率密度为214.4mW/m2.原子力显微镜和脂肪酸快速鉴定表明,A2为肠杆菌科的杆菌,B1为厚壁菌门的芽孢杆菌.     

缓冲液对微生物燃料电池产电性能影响研究

微生物燃料电池(microbial fuel cell,MFC)应用于废水处理是一项非常有潜力的除污产能的绿色技术.但MFC运行过程中采用磷酸盐缓冲液不符合除污产能要求,增加水体富营养化趋势且增加水处理成本.试验采用单极室微生物燃料电池处理模拟生活污水,以投加PBS(phosphate buffer solution)...     

混燃甲醇和乙醇改善柴油机碳烟排放

以柴油机为基础，以乙醇或甲醇作为预混合燃料，与喷入的柴油组成部分预混的复合燃烧，大幅度降低了发动机排气烟度，同时使氮氧化物排放得到一定改善，发动机的燃油消耗率优于原柴油机，而HC排放，尤其是在低负荷时有所增加，甲醇比乙醇具有降低烟度效果更好、氮氧化物降低更多和HC及CO排入增加较少的优越性。     

Potential of secondary aerosol formation from Chinese gasoline engine exhaust

Light-duty gasoline vehicles have drawn public attention in China due to their significant primary emissions of particulate matter and volatile organic compounds(VOCs). However,little information on secondary aerosol formation from exhaust for Chinese vehicles and fuel conditions is available. In this study, chamber experiments were conducted to quantify the potential of secondary aerosol formation from the exhaust of a port fuel injection gasoline engine. The engine and fuel used are common in the Chinese market, and the fuel satisfies the China V gasoline fuel standard. Substantial secondary aerosol formation was observed during a 4–5 hr simulation, which was estimated to represent more than 10 days of equivalent atmospheric photo-oxidation in Beijing. As a consequence, the extreme case secondary organic aerosol(SOA) production was 426 ± 85 mg/kg-fuel, with high levels of precursors and OH exposure. The low hygroscopicity of the aerosols formed inside the chamber suggests that SOA was the dominant chemical composition. Fourteen percent of SOA measured in the chamber experiments could be explained through the oxidation of speciated single-ring aromatics. Unspeciated precursors, such as intermediate-volatility organic compounds and semi-volatile organic compounds, might be significant for SOA formation from gasoline VOCs. We concluded that reductions of emissions of aerosol precursor gases from vehicles are essential to mediate pollution in China.     

Emission of intermediate volatility organic compounds from a ship main engine burning heavy fuel oil

Intermediate volatility organic compounds (IVOCs) are crucial precursors of secondary organic aerosol (SOA). In this study, gaseous IVOCs emitted from a ship main engine burning heavy fuel oil (HFO) were investigated on a test bench, which could simulate the real-world operations and emissions of ocean-going ships. The chemical compositions, emission factors (EFs) and volatility distributions of IVOC emissions were investigated. The results showed that the main engine burning HFO emitted a large amount of IVOCs, with average IVOC EFs of 20.2–201?mg/kg-fuel. The IVOCs were mainly comprised of unspeciated compounds. The chemical compositions of exhaust IVOCs were different from that of HFO fuel, especially for polycyclic aromatic compounds and alkylcyclohexanes. The volatility distributions of IVOCs were also different between HFO exhausts and HFO fuel. The distinctions in IVOC emission characteristics between HFO exhausts and HFO fuel should be considered when assessing the IVOC emission and related SOA formation potentials from ocean-going ships burning HFO, especially when using fuel-surrogate models.