无排泥条件下HRT对膜生物反应器硝化性能的影响及其生物群落结构分析

以无机氨氮废水(NH+4 N,500mg·L-1)为处理对象,在不排泥条件下逐渐缩短膜生物反应器的水力停留时间(HRT,30h～5h),连续运行260d.在反应器内的氨氮容积负荷和污泥负荷分别为1 2kg·(d·L)-1和2 13kg·kg-1·d-1时,氨氮去除率达98 2%以上.当HRT减少至7h时开始出现NH+4 N和NO-2 N的积累.尽管反应器内MLSS随着运行时间的延长在逐步上升,氨氧化菌(AOB)和亚硝酸氧化菌(NOB)的数量分别从HRT10h和15h起开始下降.16SrDNA聚合酶链式反应结合变性梯度凝胶电泳(PCR DGGE)的分析发现反应器内生物多样性随着运行时间的延长而增加,测序结果表明进行氨氧化作用的主要是亚硝化单胞菌属(Nitrosomonassp.),进行亚硝酸氧化的主要是硝化螺菌属(Nitrospirasp.).尽管反应器只进行无机氨氮配水,仍存在大量的异养菌,估计其生长是以胞外分泌产物和细胞裂解产物为基质.     

SO2在碳钢初期大气腐蚀中的作用

通过自建的模拟大气腐蚀系统,借助金相显微镜、扫描电镜(SEM/EDX)、X-射线衍射(XRD)和x-射线光电子能谱(XPS),研究了SO2对碳钢初期大气腐蚀行为的影响,并进一步用原子力显微镜从更微观的角度观察了在SO2环境中初期阶段腐蚀形貌变化.研究结果表明:在SO2污染大气环境中,随SO2浓度的升高碳钢腐蚀加快.在体积分数为5×10(-6)SO2的大气环境中,碳钢和耐候钢表面腐蚀主要以条状物生长,随着SO2浓度的升高,腐蚀产物的形貌发生改变,在体积分数为5×10(-5)SO2的大气环境中,条状锈和胞状锈同时生长.在锈层中S元素以FeSO4·4H2O的形式存在,腐蚀产物中还有γ-FeOOH.SO2在初期阶段加速了碳钢的腐蚀,降低了碳钢的耐蚀性.     

多孔氧化铝层制备的研究

采用预腐蚀与交流腐蚀相结合的方法．研究了多孔氧化铝层的制备工艺．探讨了制备工艺中各步骤的作用以及影响因素。利用扫描电镜，研究了多孔氧化铝层制备工艺对铝箔微观形貌的影响。研究表明．交流腐蚀工艺对铝箔表面微观形貌的改变作用最明显。一次后处理后铝箔表面蚀孔变密．氧化膜的结构更加疏松细腻。二次后处理，调整和热处理等步骤对铝箔表面的微观形貌影响不大。     

硝酸盐对铝合金点蚀行为的影响

采用动电位极化测量技术研究在一定氯离子存在下硝酸盐对 LY12CZ硬铝合金点蚀发生、发展行为的影响。试验认为,硝酸盐在 浓度较低时没有钝化作用,使铝合金电位从钝化区向活化区过渡,但 它使再钝化电位提高,在一定的钝化条件下,可促进氧化膜的修复; 当硝酸盐浓度大于某一数值时,铝的点蚀电位明显增加,能有效抑制 点蚀发生。这一值的大小与介质中存在的氯离子含量有关。     

2A12铝合金在模拟溶液中的周浸腐蚀行为

采用干湿周浸实验、失重法和电化学阻抗谱研究了2A12铝合金在0.6mol/L NaCl和0.6mol/L NaCl 0.02mol/L NaHSO3两种溶液中的腐蚀行为与规律, 利用扫描电镜(SEM)、能谱(EDX)和红外光谱(FTIR) 观察分析腐蚀产物表面形貌、结构和组成,测试了材料的力学性能.研究表明,随腐蚀时间的延长,腐蚀产物不断增多,失重增加,力学性能下降,阻抗模值逐渐减小;腐蚀产物形貌以团状和块状为主,在0.6mol/L NaCl溶液中腐蚀产物主要为铝的氯化物和氧化铝,在0.6mol/L NaCl 0.02mol/L NaHSO3溶液中腐蚀产物主要为氧化铝、铝的硫酸盐水合物和铝的氯化物;由于NaCl和NaHSO3共同作用,2A12合金在0.6mol/L NaCl 0.02mol/L NaHSO3溶液中腐蚀电流密度高,阻抗模值相对较小,腐蚀速率较高,腐蚀后失重大,力学性能下降幅度较大,腐蚀更严重.     

重金属离子-二乙基二硫代氨基甲酸钠螯合体系的HPLC分析方法研究

采用二乙基二硫代氨基甲酸钠(NaDDC)为螯合剂,对Cu(Ⅱ)、Hg(Ⅱ)、Pb(Ⅱ)、Zn(Ⅱ)、Cd(Ⅱ)、Cr(Ⅵ)六种重金属离子进行了螯合萃取分离体系的方法研究,用HPLC方法建立了上述金属离子的最佳分离条件及定性定量分析方法.结果表明,用C18反相柱(5μm,150×4.6mmi.d.)和流动相(V(乙腈):V(甲醇):V(水)=55:15:30)能有效分离上述重金属离子,最低检测限在0.1～1.6ng范围内,线性范围及线性关系满足定量分析要求.     

现代化工分离技术在环境保护中的应用

介绍了高效导向筛板、新型高效填料、超临界流体萃取等现代化工分离技术及其在清洁生产和废物处理方面的应用。     

我国健身器材质量和检验现状分析及其对策

笔者从产品质量、检测体系和质检监管等方面系统地阐述了我国健身器材产业的现状 ;通过对国内外健身器材产业的比较和分析 ,指出了我国健身器材产业普遍存在技术含量低 ,质量不稳定 ,检测标准和设备欠缺 ,服务不完善等突出问题 ;同时还具体探讨了国内外健身器材的安全要求和使用性能在生化和环保两方面的不足 ;就上述种种问题提出了相应的发展对策 ,即遵循“以人为本 ,保障安全”的原则 ,积极发展现代化生产企业 ,前瞻性地开发高技术含量的安全型产品 ,健全符合国情实际的检测体系 ,从而全面提升我国健身器材的安全性能、服务水平和市场竞争力     

可视化通风机性能测试程序设计

介绍了用通风机性能曲线测定可视化计算机程序的设计。该程序基于Windows环境，采用C Builder5．0开发，可以实现数据的自动保存、处理，及性能曲线、结果报表输出，同时具有可视化的人机界面。应用该程序可以使通风机性能曲线测定试验更加简便易行，还可以使试验结果更加精确。     

The potential of vehicle and road infrastructure interventions in fatal bicyclist accidents on Swedish roads—What can in-depth studies tell us?

Abstract

Objective: The objective of this article is to describe the characteristics of fatal crashes with bicyclists on Swedish roads in rural and urban areas and to investigate the potential of bicycle helmets and different vehicle and road infrastructure interventions to prevent them. The study has a comprehensive approach to provide road authorities and vehicle manufacturers with recommendations for future priorities.

Methods: The Swedish Transport Administration’s (STA) in-depth database of fatal crashes was used for case-by-case analysis of fatal cycling accidents (2006–2016) on rural (n?=?82) and urban (n?=?102) roads. The database consists of information from the police, medical journals, autopsy reports, accident analyses performed by STA, and witness statements. The potential of helmet use and various vehicle and road infrastructure safety interventions was determined retrospectively for each case by analyzing the chain of events leading to the fatality. The potential of vehicle safety countermeasures was analyzed based on prognoses on their implementation rates in the Swedish vehicle fleet.

Results: The most common accident scenario on rural roads was that the bicyclist was struck while cycling along the side of the road. On urban roads, the majority of accidents occurred in intersections. Most accidents involved a passenger car, but heavy trucks were also common, especially in urban areas. Most accidents occurred in daylight conditions (73%). Almost half (46%) of nonhelmeted bicyclists would have survived with a helmet. It was assessed that nearly 60% of the fatal accidents could be addressed by advanced vehicle safety technologies, especially autonomous emergency braking with the ability to detect bicyclists. With regard to interventions in the road infrastructure, separated paths for bicyclists and bicycle crossings with speed calming measures were found to have the greatest safety potential. Results indicated that 91% of fatally injured bicyclists could potentially be saved with known techniques. However, it will take a long time for such technologies to be widespread.

Conclusions: The majority of fatally injured bicyclists studied could potentially be saved with known techniques. A speedy implementation of important vehicle safety systems is recommended. A fast introduction of effective interventions in the road infrastructure is also necessary, preferably with a plan for prioritization.