Ecological assessment of the environmental impacts of the kerosene burning in jet turbines and its improvement assessment

The burning of kerosene in jet turbines is investigated for two reference flights with a Boeing 747-400 and an Airbus A320-200, representing the typical Lufthansa planes for long and middle distance. The ecological evaluation is performed by Life Cycle Assessment (LCA). Formation of condensation trails, which is a specific environmental impact caused by air traffic, has to be considered in addition to established LCA impact categories. Based on the ecological assessment, an improvement assessment is performed. Environmental performance of diesel fuel during the combustion in car engines is analysed based on available publications. The relevant parameters for the environmental impact of the combustion of diesel (aromatics content, reduction of sulphur content, the reduction of the density and raising of the cetane number) are discussed with regard to improvements of the exhaust qualities of kerosene. A reduction of the aromatics content promises to improve the emission of soot which should be further investigated.     

A mini-microbial fuel cell for voltage testing of exoelectrogenic bacteria

Current methods for testing the electricity generation capacity of isolates are time- and labor-consuming. This paper presents a rapid voltage testing system of exoelectrogenic bacteria called Quickscreen, which is based on a microliter microbial fuel cell (MFC). Geobacter sulfurreducens and Shewanella baltica were used as the model exoelectrogenic bacteria; Escherichia coli that cannot generate electricity was used as a negative control. It was found that the electricity generation capacity of the isolates could be determined within about five hours by using Quickscreen, and that its time was relatively rapid compared with the time needed by using larger MFCs. A parallel, stable, and low background voltage was achieved using titanium as a current collector in the blank run. The external resistance had little impact on the blank run during the initial period. The cathode with a five-hole configuration, used to hydrate the carbon cathode, gave higher cathode potential than that with a one-hole configuration. Steady discharge and current interrupt methods showed that the anode mostly contributed to the large internal resistance of the Quickscreen system. However, the addition of graphite felt decreased the resistance from 18 to 5 kΩ. This device was proved to be useful to rapidly evaluate the electricity generation capacity of different bacteria.     

中国核电能源链的生命周期温室气体排放研究

应用全能源链分析(PCA)和生命周期分析(LCA)方法,采用第一手调查数据和一些新的参数,对我国核电能源链的生命周期温室气体排放进行评价计算.结果表明,现阶段我国核电能源链(包括核燃料循环前段、核电站)的实际温室气体排放量为6.2g CO2,eq/(k W·h),若考虑核燃料循环后段(乏燃料后处理与废物处置)则总的温室气体排放量为11.9g CO2,eq/(k W·h).核电是低碳能源,发展核电代替一定规模的煤电提供一次能源,每1k W·h电力生产能够减排大约1kg二氧化碳.推进核电产业链的技术升级和持续节能降耗,鼓励材料再循环再利用,核电能源链的温室气体排放仍有进一步降低的空间.     

污泥厌氧发酵液燃料电池的性能及电子供体分析

采用剩余污泥厌氧发酵液为阳极燃料、铁氰化钾溶液为阴极电子受体,成功启动了双室微生物燃料电池(MFC).考察了厌氧发酵过程中剩余污泥上清液中各种挥发性脂肪酸(VFAs)含量的变化,研究分析了污泥厌氧发酵液燃料电池的产电过程、燃料消耗及电子供体. 结果表明,污泥厌氧发酵液中乙酸含量最高(约占总VFAs的50%),异戊酸和丙酸含量次之(分别约占总VFAs的18%及15%),正丁酸和异丁酸含量较少(均低于总VFAs的10%),正戊酸含量最低(低于总VFAs的1%);MFC实现了250h稳定电压输出(0.65±0.05V),库伦效率为9.09%;阳极总化学需氧量(TCOD)、溶解性化学需氧量(SCOD)、VFAs均呈现整体下降趋势, TCOD和SCOD的去除率分别为74.9%和86.4%; VFAs的完全消耗伴随着反应器产电性能迅速变差,表明VFAs是主要电子供体;在MFC产电过程中, VFAs的消耗与产生同时存在,消耗总体快于产生;各种VFAs消耗快慢依次为:乙酸>正丁酸>丙酸>正戊酸>异戊酸>异丁酸.     

A Pt-Bi bimetallic nanoparticle catalyst for direct electrooxidation of formic acid in fuel cells

Direct formic acid fuel cells are a promising portable power-generating device, and the development of efficient anodic catalysts is essential for such a fuel cell. In this work Pt-Bi nanoparticles supported on micro-fabricated gold wire array substrate were synthesized using an electrochemical deposition method for formic acid oxidation in fuel cells. The surface morphology and element components of the Pt-Bi/Au nanoparticles were characterized, and the catalytic activities of the three Pt-Bi/Au nanoparticle electrodes with different Pt/Bi ratios for formic acid oxidation were evaluated. It was found that Pt₄Bi₉₆/Au had a much higher catalytic activity than Pt₁₁Bi₈₉/Au and Pt₁₃Bi₈₇/Au, and Pt₄Bi₉₆/Au exhibited a current density of 2.7 mA·cm^-2, which was 27-times greater than that of Pt/Au. The electro-catalytic activity of the Pt-Bi/Au electrode for formic acid oxidation increased with the increasing Bi content, suggesting that it would be possible to achieve an efficient formic acid oxidation on the low Pt-loading. Therefore, the Pt-Bi/Au electrode offers a promising catalyst with a high activity for direct oxidation of formic acid in fuel cells.     

DOW CORNING 1-2577 Conformal Coating as an efficient diffusion material for cathode in the microbial fuel cell

In this study, DOW CORNING 1-2577 Conformal Coating was proposed for the cathode diffusion layer of the microbial fuel cell (MFC). In MFCs, stainless steel mesh cathodes using DOW CORNING 1-2577 Conformal Coating/carbon as the diffusion layer and two poly (dimethylsiloxane) (PDMS)/carbon diffusion layers and carbon cloth cathode with four poly (tetrafluoroethylene) (PTFE) diffusion layers were constructed for comparison. Under the same operational condition, the MFCs with the DOW CORNING 1-2577 Conformal Coating/carbon diffusion layer produced the maximum power density of 1585±52 mW·m^-2, compared with those using poly (tetrafluoroethylene) (PTFE) diffusion layers (1421±45 mW·m^-2) and poly (dimethylsiloxane) (PDMS)/carbon diffusion layers (1353±49 mW·m^-2). The DOW CORNING 1-2577 Conformal Coating could be an alternative for the diffusion layer construction in the MFC due to its remarkable performance and much simple construction procedure.     

Sensitivity of dimethyl amino ethyl azide (DMAZ) as a non-carcinogenic and high performance fuel to some external stimuli

Hydrazine and its derivatives have been used extensively in space programs as liquid propellants. Since they are carcinogen, dimethyl amino ethyl azide (DMAZ) has been introduced as a non-carcinogenic fuel with high performance as compared to the best available fuels. DMAZ contains energetic group –N₃, which may be sensitive to some external stimuli. Thus, it is important to study various aspects of sensitivity of DMAZ in addition to its performance criteria. Various conventional tests as well as computer codes were used to investigate sensitivity of DMAZ to external stimuli such as impact, shock wave, Koenen, burning and electrostatic discharge. The results showed that DMAZ is not sensitive to impact, direct flame and shock wave. Meanwhile, it has moderate and high sensitivity to heat in confined volume and electrostatic discharge, respectively.     

山西太谷农村薪柴和蜂窝煤颗粒物和多环芳烃排放特征研究

测定并计算了太谷农村蜂窝煤和薪柴两种燃料颗粒物、CO、CH4和多环芳烃排放因子,其中多环芳烃包括16种美国环保局优控化合物、12种非优控母体多环芳烃、12种硝基多环芳烃和4种含氧多环芳烃.蜂窝煤4类多环芳烃化合物的排放因子分别为3.56±5.42、0.73±0.099、0.22±0.48和0.36±0.62 mg·kg-1,薪柴为62.6±41.3、20.4±3.61、4.44±6.18和0.84±1.00mg ·kg-1.薪柴大多数污染物排放因子高于蜂窝煤,但蜂窝煤多环芳烃排放因子的变异则高于薪柴.蜂窝煤和薪柴多环芳烃排放因子的成分谱有显著差异,除菲、荧蒽和苯并(b)荧蒽为共同优势排放物外,萘、芴、屈和苯并(k)荧蒽为蜂窝煤的特征排放物,芘、环戊烯(c,d)芘和苯并[a]蒽为薪柴的特征排放物.3-硝基荧蒽与3-硝基菲和2-硝基萘分别是蜂窝煤与薪柴排放的主要硝基多环芳烃.母体多环芳烃排放因子的气固比主要受分子量(挥发性)影响,衍生多环芳烃则与取代基的性质有关.蜂窝煤燃烧前期母体多环芳烃的排放因子显著高于后期,两个阶段的总排放因子分别为9.52±12.3和2.54±2.42 mg· kg-1,衍生多环芳烃在两个阶段的差别小于母体多环芳烃.     

一种基于聚类分析的由林分因子估算地表可燃物载量的方法

地表可燃物载量的确定,是实现森林地表火蔓延预测的前提。已有火蔓延模型中,假定同一林分中可燃物分布是均匀的,不能准确描述可燃物载量的复杂空间分布。基于聚类分析方法,建立了一种根据易获取的几种林分因子来估算地表可燃物载量的方法。首先,对大兴安岭地区35块兴安落叶松林样地和21块樟子松林样地的树龄、郁闭度、胸径、树高等林分因子采用重心法进行系统聚类分析,分别将兴安落叶松林和樟子松林分为5类和7类。然后,计算得出每类可燃物的类中心,并以每类包含所有样地的可燃物载量的平均值来表示该类中心的载量,并由此建立可燃物载量与林分因子的对应关系。对聚类分析与线性回归预测模型从平均绝对误差AAD、标准误差SEE、模型预测稳定性指标SIF三方面进行对比,结果表明聚类分析模型要优于线性回归分析模型。     

考虑区域特点和车型差异的氢燃料电池汽车全生命周期减碳预测分析

发展氢燃料电池汽车是我国实现“双碳”战略的重要路径之一,目前我国多个区域正在推广应用包括乘用车、客车以及重卡在内的氢燃料电池汽车,如何量化研究未来不同车型和不同区域的氢燃料电池汽车减碳潜力成为如今的研究热点之一.基于全生命周期的评价方法,考虑了未来的汽车燃油经济性、电力碳排放因子、氢能碳排放因子和氢燃料电池汽车推广规模及制氢方式的区域差异,量化评价了不同类型的氢燃料电池汽车（FCV）、传统燃油汽车（ICEV）和纯电动汽车（BEV）的全生命周期碳排放量（以CO₂当量计）,对比分析了氢燃料电池汽车在不同时间及不同区域的减碳潜力,并对百公里氢耗量进行了不确定性分析.结果发现,到2025年氢燃料电池客车的全生命周期碳排放比传统燃油客车降低36.0%,而氢燃料电池重卡相较于传统燃油重卡并没有减碳效益.随着未来我国氢能来源结构的不断优化,到2035年氢燃料电池重卡的全生命周期碳排放比传统燃油重卡降低36.5%,相较于乘用车和客车两种车型,其减碳效益是最明显的.以2035年京津冀示范群为例,随着百公里氢耗量降低20%,FCV乘用车、客车和重卡的减碳规模分别增加了7.29%、9.93%和19.57%.因此建议氢燃料电池汽车推广应短期以客车为主,长期以重卡为主,乘用车推广作为补充.分区域和分阶段推广氢燃料电池汽车更有助于推进我国汽车领域的低碳化进程.