Deep chlorophyll maximum distribution in the central Tyrrhenian Sea described by a towed undulating vehicle

The towed undulating vehicle (TUV), named SARAGO, was used for two fine-scale surveys between the Italian and the Sardinian coasts during the Astraea 2 cruise (6-7 and 26-27 September 1995), studying the deep chlorophyll maximum distribution. SARAGO sections identify a sub-surface doming with higher chlorophyll a and primary production concentrations in the upwelling area of a cyclonic gyre region, detected by sea-surface temperature images. In the first section, the cyclone presents a double doming, in density and salinity, with shallower and concentrated patches of chlorophyll a for about 2 miles. Twenty days later, the second section shows that the gyre changes shape and extension, showing a single doming with higher primary production and chlorophyll a concentrations, distributed over a large area of about 40 nautical miles. SARAGO allows analysis of this high-variability phenomenon (cyclonic gyre) and allows concentrated patches (2 nm) to be identified, thus proving the importance of TUVs in the study of mesoscale processes.     

Life cycle energy impacts of automotive liftgate inner

This paper compares the life cycle energy use of a cast-aluminum, rear liftgate inner and a conventional, stamped steel liftgate inner used in a minivan. Using the best available aggregate life cycle inventory data and a simple spreadsheet-level analysis, energy comparisons were made at both the single-vehicle and vehicle-fleet levels. Since the product manufacture and use are distributed over long periods of time that, in a fleet, are not simple linear combinations of single product life cycles. Thus, it is all the products in use over a period of time, rather than a single product, that are more appropriate for the life cycle analysis. Using a set of consistent data, analyses also examine sensitivity to the level of analysis and the assumptions to determine the most favorable materials with respect to life cycle energy benefits.As expected, life cycle energy impacts of aluminum are lower than steel at a single-vehicle level – energy savings are determined to be 1.8 GJ/vehicle. Most energy savings occur at the vehicle operation phase due to improved fuel economy from lightweighting. The energy benefits are realized only very close to the average vehicle life of 14 years. With the incremental growth of the vehicle fleet, it takes longer – about 21 years – for aluminum to achieve life cycle equivalence with steel. The number of years aluminum needs to achieve equivalence with steel was found to be quite sensitive to aluminum manufacturing energy and fuel economy. As the steel industry races to compete with other materials for automotive lightweighting, a systems approach, instead of part-to-part comparison, is more appropriate in the determination of viability of aluminum substitution from an energy perspective.     

国内车辆可靠性强化试验技术的现状与发展趋势

车辆可靠性强化试验属于可靠性强化试验的一个应用分支.首先论述了车辆可靠性强化试验技术的理论基础;然后介绍了车辆试验场及试验道路的研究现状,综述了确定强化系数的各种方法.最后,指出车辆强化试验技术的今后的发展趋势.     

车载电子电器设备的温度变化试验

ISO16750《道路车辆电气及电子设备的环境条件和试验》系列国家标准转化已进入报批阶段。系列标准的第4部分《气候负荷》引用IEC 60068-2-14规定的试验N：温度变化（GB/T2423.22）中的试验Na：规定转换时间的温度快速变化和试验Nb：按规定温度变化速率的温度变化试验。2009年1月,IEC对60068-2-14进行了技术性改版。将IEC 60068-2-33《温度变化导则》（GB/T2424.13）的内容并入;对试验及温度变化容差的描述和要求、编辑和插图都做了修改和修订。等同采标的GB/T2423.22的改版修订工作已在进行,估计2010年稍晚就可以发布。这里就当前国际标准和将发布等同国标的试验方法对车载电子电器设备的温度变化试验进行描述,同时对试验要素和及其应用要素作一些介绍。ISO16750《道路车辆电气及电子设备的环境条件和试验》系列国家标准转化已进入报批阶段。系列标准的第4部分《气候负荷》引用IEC 60068-2-14规定的试验N：温度变化（GB/T2423.22）中的试验Na：规定转换时间的温度快速变化和试验Nb：按规定温度变化速率的温度变化试验。2009年1月,IEC对60068-2-14进行了技术性改版。将IEC 60068-2-33《温度变化导则》（GB/T2424.13）的内容并入;对试验及温度变化容差的描述和要求、编辑和插图都做了修改和修订。等同采标的GB/T2423.22的改版修订工作已在进行,估计2010年稍晚就可以发布。这里就当前国际标准和将发布等同国标的试验方法对车载电子电器设备的温度变化试验进行描述,同时对试验要素和及其应用要素作一些介绍。     

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.     

Influence of driving cycles on exhaust emissions and fuel consumption of gasoline passenger car in Bangkok

The influence of different driving cycles on their exhaust emissions and fuel consumption rate of gasoline passenger car was investigated in Bangkok based on the actual measurements obtained from a test vehicle driving on a standard chassis dynamometer. A newly established Bangkok driving cycle (BDC) and the European driving cycle (EDC) which is presently adopted as the legislative cycle for testing automobiles registered in Thailand were used. The newly developed BDC is constructed using the driving characteristic data obtained from the real on-road driving tests along selected traffic routes. A method for selecting appropriate road routes for real driving tests is also introduced. Variations of keyed driving parameters of BDC with different driving cycles were discussed. The results showed that the HC and CO emission factors of BDC are almost two and four times greater than those of EDC, respectively. Although the difference in the NOx emission factor is small, the value from BDC is still greater than that of EDC by 10%. Under BDC, the test vehicle consumes fuel about 25% more than it does under EDC. All these differences are mainly attributed to the greater proportion of idle periods and higher fluctuations of vehicle speed in the BDC cycle. This result indicated that the exhausted emissions and fuel consumption of vehicles obtained from tests under the legislative modal-type driving cycle (EDC) are significantly different from those actually produced under real traffic conditions especially during peak periods.     

2010—2019年成都市机动车排污特征分析及防控措施减排效果评估

为评估2010—2019年成都市机动车防控措施的减排效果,以2010年为基准年,采用排放清单法计算了各减排措施下2019年的减排量,对比分析了4种控制措施的减排效益。结果表明：成都市机动车排污总量逐年下降,2019年PM_2.5、NO_x、VOCs、CO、SO₂和NH₃的排放量分别为0.27×10⁴、4.63×10⁴、1.70×10⁴、28.99×10⁴、0.21×10⁴和0.45×10⁴ t,主要分布在中心城区,其中重型货车对PM_2.5和NO_x贡献最大,小型客车对VOCs、CO、SO₂和NH₃贡献最大;措施中加严标准的综合减排量最大,重点减排车型为小型客车、轻型货车、公交车等,2019年6种污染物减排量分别为0.14×10⁴、2.27×10⁴、1.29×10⁴、6.77×10⁴、0.07×10⁴和0.38×10⁴ t;优化城市交通管理对小型客车和摩托车的减排效果显著,2019年6种污染物减排量分别为0.04×10⁴、0.81×10⁴、0.38×10⁴、2.55×10⁴、0.05×10⁴和0.04×10⁴ t;淘汰高排放车辆对小型客车、轻型货车等的减排较明显,2019年6种污染物减排放量分别为0.13×10⁴、0.98×10⁴、0.34×10⁴、2.62×10⁴、0.01×10⁴和0.007×10⁴ t;推广清洁能源汽车的重点减排车型为出租车和公交车,虽然可有效减少PM_2.5、NO_x的排放,但VOCs却有小幅增加,2019年6种污染物减排放量分别为0.12×10⁴、0.62×10⁴、−0.13×10⁴、0.30×10⁴、0.004×10⁴和0.000 5×10⁴ t。     

空气阴极微生物燃料电池的构型优化及其快速测定BOD的性能评价

设计了一种新型双室空气阴极微生物燃料电池(MFC)并将其作为生物传感器,与传统双室空气阴极MFC进行对比,考察其电化学性能及用于快速检测BOD的性能。结果表明：新型空气阴极MFC可有效提高功率密度并降低内阻,其功率密度最高为897 mW·m⁻²,而内阻最低为92 Ω;该MFC可用于直接快速检测高浓度有机物的BOD,对醋酸钠底物的线性检测限为1 280 mg·L⁻¹,在此底物浓度下MFC的检测时间为31.2~66 h,线性可决系数R²为0.97~0.99;对于GGA底物的线性检测限为1 250 mg·L⁻¹,在此底物浓度下MFC的检测时间为33~67 h,线性可决系数R²为0.98。本研究可为MFC型BOD检测传感器的性能优化提供参考。     

北京电动出租车与燃油出租车生命周期环境影响比较研究

燃油机动车尾气排放是导致城市包括雾霾在内的大气环境问题的主要来源之一.以电动汽车替代传统燃油车是当前各国解决城市大气污染问题的重要举措.北京于2011年启动了电动出租车推广计划.为比较北京市迷迪电动汽车和现代燃油车生命周期的环境影响,运用生命周期评价方法,基于Ga Bi4.4软件,选用CML2001和EI99影响评价模型对两款车的生产、使用和报废回收全生命周期过程的环境影响进行了定量评价,并针对汽车报废里程和电力能源结构进行了敏感性分析.结果表明,从全生命周期视角,根据EI99评价模型,迷迪电动汽车环境影响总体上优于现代燃油车,尤其在削减化石能源消耗方面优势凸显,但在生态系统质量影响及人体健康影响方面却略有增大的趋势;利用CML2001模型对比分析得出迷迪电动汽车比燃油出租车在对非生物资源消耗、全球变暖以及臭氧层损耗等方面有明显改善;但在生产阶段尤其是动力系统生产方面在非生物资源消耗、酸化、富营养化、全球变暖、光化学臭氧合成、臭氧层损耗、生态毒性等生态环境影响却均有增大趋势.使用阶段电力生产是迷迪电动汽车非生物资源消耗、酸化、富营养化、全球变暖、光化学臭氧合成、生态毒性等环境影响的主要来源;而现代燃油出租车使用阶段的环境影响主要来源于尾气排放和汽油生产,其中尾气排放是造成现代燃油车在富营养化和全球变暖等方面影响潜值较大的主要原因;基于清单数据库,针对致霾因子影响分析得出,在2010年北京市电力能源驱动下,迷迪电动车明显增加了超细颗粒物(PM2.5)、氮氧化物(NOx)、硫氧化物(SOx)、挥发性有机物(volatile organic compouds,VOCs)等因子的全生命周期的排放,而同时降低了氨气(NH3)的排放量,使用阶段排放的差别是造成上述趋势的主要原因.对关键因素敏感性分析发现,随着报废里程以及清洁能源比例的增加,迷迪电动汽车相对现代燃油车的单位里程碳减排量呈现增加的趋势.清洁电力能源的使用可大幅降低迷迪电动汽车致霾污染物的排放量.根据分析结果,为北京市电动车的推广提出了对策建议.     

电导和直流安培双检测器离子色谱法测定清洁水样中的碘化物

选用配备了2种不同检测器(电导检测器和直流安培检测器)的离子色谱仪对稀释后过0.22μm滤膜的水样进行分析。配备有直流安培检测器的离子色谱仪测定水中碘化物的方法在0.100~20.0μg/L范围内线性关系良好,相关系数(r)=0.9999,方法检出限为0.030μg/L,测定下限为0.120μg/L,样品加标回收率为95.0%~104%,相对标准偏差为1.06%~1.64%;配备有电导检测器的离子色谱仪测定水中碘化物的方法在20.0~2.00×105μg/L范围内线性关系良好,相关系数(r)=0.9995,方法检出限为2.00μg/L,测定下限为8.00μg/L,样品加标回收率为99.0%~110%,相对标准偏差为0.71%~3.12%。离子色谱-直流安培检测器法测定水中碘化物的方法准确度高、灵敏度高、精密度好,检出限相对较低,适用于测定ρ(碘化物)≤20.0μg/L的清洁水样;离子色谱-电导检测器法主要适用于测定ρ(碘化物)≥20.0μg/L的水样。