Fe改性原位Cu/SSZ-13催化剂柴油车尾气脱硝性能研究

以廉价的铜四乙烯五胺(Cu-TEPA)为模板剂,采用水热法原位合成Cu/SSZ-13分子筛,进一步经过浸渍铁对其改性制备Fe-Cu/SSZ-13催化剂.考察铁盐种类及浸渍铁量对其柴油车尾气脱硝活性及水热稳定性的影响.使用XRD、N_2吸附-脱附、H_2-TPR、NH_3-TPD对样品进行表征测试,并分析影响样品脱硝活性以及水热稳定性的原因.结果表明:浸渍量为1.0%时,以Fe(NO_3)_3为铁盐改性得到的Fe-Cu/SSZ-13分子筛催化剂柴油车尾气脱硝效果最佳,在160～530℃温度范围内,NO的转化率能到达90%以上,并且具有优异的N_2选择性和水热稳定性.由分析结果推测,以Fe(NO_3)_3为铁源时,负载在Cu/SSZ-13分子筛上的铁更为牢固,使其抗老化性能提高,且在脱硝过程中铁物种和铜物种同时起到对NO的还原作用.     

La1-xAlxFeO3催化剂降低甲醇/柴油二元燃料发动机非常规排放研究

采用喷雾热分解法制备了一系列钙钛矿型催化剂La_(1-x)Al_xFeO_3(x=0、0.3、0.5、0.7),采用X射线衍射仪和扫描电子显微镜,表征了La_(1-x)Al_xFeO_3相组成和微观形貌,评价了催化剂表面化学形态和催化活性指标.在发动机试验台架上,对甲醇/柴油发动机尾气中的甲醛、甲醇、1,3-丁二烯和N_2O进行了催化降解试验.结果表明:在La_(1-x)Al_xFeO_3中掺杂适宜量的Al有助于提高催化剂活性,改善催化剂比表面积和孔容积.当Al掺杂量为0.5时,所制备的La_(0.5)Al_(0.5)Fe O_3催化剂对甲醇、甲醛、丁二烯和N_2O的起燃温度(T50)分别为192、172、180和212℃,完全转化温度(T90)分别为227、205、240和324℃,呈现了良好的低温催化活性.对甲醇、甲醛、1,3-丁二烯和N_2O最大比排放分别为5.2×10~3、0.6×10~3、0.02和11.23 mg·k W~(-1)·h~(-1).与原发动机比排放相比,转化率达到了92%以上.表明La0.5Al0.5Fe O_3为适宜用于甲醇/柴油发动机尾气中非常规排放物低温催化降解的催化剂.     

正丁醇/柴油复合燃烧对轻型柴油机排放的影响

通过在一台轻型柴油机上加装低压共轨实现在进气歧管上的正丁醇喷射,喷射压力恒定为0.35 MPa;柴油采用缸内直喷,喷射压力恒定为120 MPa;采用自主开发的电控单元(ECU)分别控制柴油与正丁醇的喷射,实现正丁醇/柴油复合燃烧.试验研究了在2800 r·min~(-1)不同负荷下正丁醇喷射量对排放量及颗粒物粒径分布的影响.结果表明:随正丁醇喷射量增加,NO_x和碳烟排放减少,高负荷时降低幅度较大;HC和CO排放增加,低负荷时增加幅度较大;颗粒物生成总量降低且粒径分布重心左移;低负荷时相比于大粒径颗粒物,正丁醇对小粒径颗粒物数浓度的减少更明显;大粒径颗粒物减少比例与小粒径颗粒物减少比例的差距随正丁醇喷射量的增加而减小.     

The Fate in the Marine Environment of a Minor Diesel Fuel Spill from an Antarctic Research Station

Monitoring was undertaken of the fate in the marine environment of an accidental spill of diesel fuel (1000 litres) from Faraday Research Station, Galindez Island, Antarctica in March 1992. On the day after the incident concentrations in seawater reached a maximum of 540 µg 1-1 for n-alkanes and 222 µg 1-1 for polycyclic aromatic hydrocarbons (PAH). However, concentrations returned to local background levels within one week. The fuel had an immediate toxic effect on intertidal limpets in the local station area, and 100 animals were found dead the day after the spill. Surviving animals had elevated concentrations of both n-alkanes and PAH for over a month after the spill, reaching a maximum of 9960 µg kg-1 for n-alkanes and 90 µg kg-1 for PAH 30 days after the spill occurred. This was the result of accumulation from a residue of the diesel being flushed by rainwater into the littoral zone. Seven months after the spill concentrations of both n-alkanes and PAH in limpets living close to the station were still an order of magnitude greater than those found in animals at an uncontaminated control site. This is because limpets living in the littoral zone were continually exposed to chronic but low-level hydrocarbon contamination from station activities. The diesel spill itself had a very minor, localised and short-term impact on the Antarctic marine environment.     

Contribution of motor vehicle emissions to organic carbon and fine particle mass in Pittsburgh, Pennsylvania: Effects of varying source profiles and seasonal trends in ambient marker concentrations

We present estimates of the vehicular contribution to ambient organic carbon (OC) and fine particle mass (PM) in Pittsburgh, PA using the chemical mass balance (CMB) model and a large dataset of ambient molecular marker concentrations. Source profiles for CMB analysis are selected using a method of comparing the ambient ratios of marker species with published profiles for gasoline and diesel vehicle emissions. The ambient wintertime data cluster on a hopanes/EC ratio–ratio plot, and therefore can be explained by a large number of different source profile combinations. In contrast, the widely varying summer ambient ratios can be explained by a more limited number of source profile combinations. We present results for a number of different CMB scenarios, all of which perform well on the different statistical tests used to establish the quality of a CMB solution. The results illustrate how CMB estimates depend critically on the marker-to-OC and marker-to-PM ratios of the source profiles. The vehicular contribution in the winter is bounded between 13% and 20% of the ambient OC (274±56–416±72 ng-C m⁻³). However, variability in the diesel profiles creates uncertainty in the gasoline–diesel split. On an OC basis, one set of scenarios suggests gasoline dominance, while a second set indicates a more even split. On a PM basis, all solutions indicate a diesel-dominated split. The summer CMB solutions do not present a consistent picture given the seasonal shift and wide variation in the ambient hopanes-to-EC ratios relative to the source profiles. If one set of source profiles is applied to the entire dataset, gasoline vehicles dominate vehicular OC in the winter but diesel dominates in the summer. The seasonal pattern in the ambient hopanes-to-EC ratios may be caused by photochemical decay of hopanes in the summer or by seasonal changes in vehicle emission profiles.     

高浓度废水处理技术在柴油碱渣处理中的应用

炼厂柴油碱渣废水中含有成分复杂的酚及硫化物,因而其浓度较高。大港石化公司运用高浓度废水处理技术进行生物前期处理,其装置试运及柴油碱渣标定应用表明该技术先进。在生物处理过程中,工艺系统运行安全可靠,各项技术指标都达到或超过设计目标。其中,CODCr由处理前的34744mg/L降低到370mg/L,氨氮控制在50mg/L以下。高浓度废水处理技术流程简单,对周边环境无污染。     

利用废钻井液净化柴油机废气技术研究

以喷射鼓泡吸收器为净化装置,研究了废钻井液脱除柴油机废气中有害物质的机理,考察了气体喷射速度、吸收剂浓度、吸收剂液高及柴油机工况对废气脱除效果的影响,得出了适宜的操作参数。实验结果表明,废钻井液吸收剂具有表面活性和胶体吸附性,可以全面清除柴油机废气中的有害物质。其中碳烟脱除率可达到68％。HC、SO2和NOx的脱除率可分别达到80％、95％和90％以上,排烟黑度低于1.0Rb。     

柴油发电机尾气烟尘净化器

本文介绍了柴油发电机尾气烟尘净化器的工作原理、结构和工艺、安装和再生以及在使用过程中应注意的柴油机背压、确定转化温度、增加加热装置等问题。最后谈了目前柴油发电机尾气烟尘净化器存在的缺陷和技术发展趋势。     

大有作为的"绿色化工"--未来的可再生柴油

20世纪可谓“石油世纪”，石油在社会发展中的作用和战略价值日益重要，其消费迅猛增长，其开采如同对大自然的掠夺。结果是：21世纪的前50年，人类已步入石油短缺和枯竭的时期。找寻代替石油的新型能源已成为当前重大而迫切的战略问题。其解决的主要途径和方法尚待探讨和研究，但“绿色化工”——可再生生物柴油是最有潜力的途径和方法之一。     

重型机动车实际排放特性与影响因素的实测研究

利用美国Sensors公司生产的SEMTECHD车载排放测试仪在上海随机选择了7辆重型柴油车开展实际道路的排放测试,该实验累积测试道路长度为186km,共取得29090个逐秒的有效工况点数据,其中城市主干道12979个,次干道12368个,快速干道3743个.给出了车辆在不同道路上的工况点分布,分析了速度、加速度对燃油消耗、尾气排放的影响.测试结果表明,在选定的城市道路上,车流的平均怠速工况比为17%,加速工况比23.6%,等速工况比为31.0%,减速工况比为28.5%.被测车辆的CO、THC、NOx平均排放因子分别为(4.41±2.46)g·km-1、(1.77±1.17)g·km-1和(6.96±1.93)g·km-1,车辆排放状况因车速、加速度等因素而不同.测试结果基本反映了目前上海道路的交通状况和柴油卡车的排放现状,同时也说明过低的车速和频繁加减速是加重机动车污染的重要原因.