Organic pollutants removal from 2,4,6-trinitrotoluene （TNT） red water using low cost activated coke

2,4,6-trinitrotoluene (TNT) red water from Chinese explosive industry was adsorbed by activated coke (AC) from lignite. Since the composition of TNT red water was very complicated, chemical oxygen demand (COD) was used as the index for evaluating the treatment efficiency. This study focused on the sorption kinetics and equilibrium sorption isotherms of AC for the removal of chemical oxygen demand (COD) from TNT red water, and the changes of water quality before and after adsorption were evaluated by using high performance liquid chromatograph (HPLC), UV-vis spectra and Gas Chromatography/Mass Spectroscopy (GC/MS). The results showed that the sorption kinetics of adsorbing COD from TNT red water onto AC was fitted well with the pseudo-second order model. The adsorption process was an exothermic and physical process. The sorption isotherm was in good agreement with Redlich–Peterson isotherm. At the conditions of initial pH, 20℃ and 3 hr of agitation, when the AC dosage was 160 g L-1, 64.8% of COD could be removed. The removal efficiencies of 2,4-dinitrotoluene-3-sulfonate (2,4-DNT-3-SO3-) and 2,4-dinitrotoluene-5-sulfonate (2,4-DNT-5-SO3-) were 80.5% and 84.3%, respectively. After adsorption, the acute toxicity of TNT red water reduced 81.8%, compared with that of unprocessed TNT red water.     

冻融作用对大兴安岭典型森林土壤活性有机碳和氮矿化的影响

于2017年10月采集大兴安岭地区樟子松林和白桦林两种典型林型下0～10、10～20、20～30 cm土壤,采用室内模拟冻融实验研究了冻融循环下土壤活性有机碳变化趋势和氮素矿化特征.结果表明:①随着冻融次数增加,土壤溶解性有机碳(DOC)和土壤微生物量碳(MBC)均表现为先增加后降低的趋势,冻融作用在显著增加了土壤DOC含量的同时降低了土壤MBC含量(p0.05),冻融温差对活性碳影响不明显(p0.05);冻融过程中樟子松林0～10 cm土壤DOC含量高于白桦林,10～20、20～30 cm土壤DOC含量低于白桦林,而樟子松林各层土壤MBC含量始终高于白桦林.②随着冻融次数增加,土壤铵态氮表现为先减少后增加的趋势,而硝态氮表现为先增加后减少的趋势,冻融作用显著增加了土壤铵态氮和硝态氮含量(p0.05),较大的冻融温差会促进氮矿化(p0.05);冻融过程中白桦林土壤铵态氮和硝态氮含量始终高于樟子松林.③两种林型下土壤DOC、MBC、铵态氮和硝态氮含量均随着土层深度的增加而降低(p0.05).以上结果表明,冻融作用导致森林土壤DOC含量流失而影响了土壤碳库的积累,但有利于无机氮的累积,为植物生长提供了氮素肥力,且不同植被类型土壤碳、氮含量对冻融作用的响应存在一定的差异.     

粉末活性焦对水中磷酸盐的吸附性能

以蒙东褐煤为原料,通过沉降炉炭化活化一步法制备了粉末活性焦（COKE）,其具有丰富的孔隙结构,以微孔为主,占据比表面积的79.3%.考察了活性焦对水中磷酸盐的吸附性能,并进一步研究了吸附时间、温度、初始pH值、初始磷酸盐浓度、活性焦投加量和共存离子对吸附过程的影响,以及吸附动力学、吸附等温线和热力学特征.结果表明：活性焦对水体中的磷酸盐具有良好的吸附性能.在30℃,pH=7的条件下,利用20.00g/L活性焦吸附1mg/L磷酸盐溶液,60min即可达到吸附平衡,此时吸附率可达89.4%.当吸附温度越高（10~40℃）,活性焦投加量越大,溶液pH值在6~7时,活性焦对水中磷酸盐的去除效果越好.共存离子的存在（NO₃^-、SO₄^2-、CO₃^2-）对活性焦吸附磷酸盐有抑制作用.活性焦对磷酸盐溶液的吸附过程较好符合Freundlich模型（R²>0.99）和准二级动力学模型（R²>0.99）,最大吸附容量为1.746mg/g（30℃）,并通过热力学分析发现此过程为自发的吸热反应.利用傅立叶红外光谱分析进一步表明,活性焦吸附磷酸盐主要依靠配位交换.与活性炭相比,活性焦性价比更高,具有良好的应用前景.     

DAVA在航天器内声场控制中的研究进展

针对航天器内声场的控制,从装置的改进、声场控制方法和DAVA的应用三个方面阐述了DAVA在航天器中的研究进展,梳理总结了用于航天器内声场控制的DAVA智能装置研制中面临的多物理场耦合建模、复杂声场环境下的控制器设计和功率消耗等关键问题,并初步开展了声场控制研究,最后对DAVA在火箭整流罩内声场控制中的发展前景进行了展望。     

Comparison of Expected Crash and Injury Reduction from Production Forward Collision and Lane Departure Warning Systems

Objectives: The U.S. New Car Assessment Program (NCAP) now tests for forward collision warning (FCW) and lane departure warning (LDW). The design of these warnings differs greatly between vehicles and can result in different real-world field performance in preventing or mitigating the effects of collisions. The objective of this study was to compare the expected number of crashes and injured drivers that could be prevented if all vehicles in the fleet were equipped with the FCW and LDW systems tested under the U.S. NCAP.

Methods: To predict the potential crashes and serious injury that could be prevented, our approach was to computationally model the U.S. crash population. The models simulated all rear-end and single-vehicle road departure collisions that occurred in a nationally representative crash database (NASS-CDS). A sample of 478 single-vehicle crashes from NASS-CDS 2012 was the basis for 24,822 simulations for LDW. A sample of 1,042 rear-end collisions from NASS-CDS years 1997–2013 was the basis for 7,616 simulations for FCW. For each crash, 2 simulations were performed: (1) without the system present and (2) with the system present. Models of each production safety system were based on 54 model year 2010–2014 vehicles that were evaluated under the NCAP confirmation procedure for LDW and/or FCW. NCAP performed 40 LDW and 45 FCW tests of these vehicles.

Results: The design of the FCW systems had a dramatic impact on their potential to prevent crashes and injuries. Between 0 and 67% of crashes and 2 and 69% of moderately to fatally injured drivers in rear-end impacts could have been prevented if all vehicles were equipped with the FCW systems. Earlier warning times resulted in increased benefits. The largest effect on benefits, however, was the lower operating speed threshold of the systems. Systems that only operated at speeds above 20 mph were less than half as effective as those that operated above 5 mph with similar warning times. The production LDW systems could have prevented between 11 and 23% of drift-out-of-lane crashes and 13 and 22% of seriously to fatally injured drivers. A majority of the tested LDW systems delivered warnings near the point when the vehicle first touched the lane line, leading to similar benefits. Minimum operating speed also greatly affected LDW effectiveness.

Conclusions: The results of this study show that the expected field performance of FCW and LDW systems are highly dependent on the design and system limitations. Systems that delivered warnings earlier and operated at lower speeds may prevent far more crashes and injuries than systems that warn late and operate only at high speeds. These results suggest that future FCW and LDW evaluation should prioritize early warnings and full-speed range operation. A limitation of this study is that additional crash avoidance features that may also mitigate collisions—for example, brake assist, automated braking, or lane-keeping assistance—were not evaluated during the NCAP tests or in our benefits models. The potential additional mitigating effects of these systems were not quantified in this study.     

Analysis of Driver Evasive Maneuvering Prior to Intersection Crashes Using Event Data Recorders

Objective: Intersection crashes account for over 4,500 fatalities in the United States each year. Intersection Advanced Driver Assistance Systems (I-ADAS) are emerging vehicle-based active safety systems that have the potential to help drivers safely navigate across intersections and prevent intersection crashes and injuries. The performance of an I-ADAS is expected to be highly dependent upon driver evasive maneuvering prior to an intersection crash. Little has been published, however, on the detailed evasive kinematics followed by drivers prior to real-world intersection crashes. The objective of this study was to characterize the frequency, timing, and kinematics of driver evasive maneuvers prior to intersection crashes.

Methods: Event data recorders (EDRs) downloaded from vehicles involved in intersection crashes were investigated as part of NASS-CDS years 2001 to 2013. A total of 135 EDRs with precrash vehicle speed and braking application were downloaded to investigate evasive braking. A smaller subset of 59 EDRs that collected vehicle yaw rate was additionally analyzed to investigate evasive steering. Each vehicle was assigned to one of 3 precrash movement classifiers (traveling through the intersection, completely stopped, or rolling stop) based on the vehicle's calculated acceleration and observed velocity profile. To ensure that any significant steering input observed was an attempted evasive maneuver, the analysis excluded vehicles at intersections that were turning, driving on a curved road, or performing a lane change. Braking application at the last EDR-recorded time point was assumed to indicate evasive braking. A vehicle yaw rate greater than 4° per second was assumed to indicate an evasive steering maneuver.

Results: Drivers executed crash avoidance maneuvers in four-fifths of intersection crashes. A more detailed analysis of evasive braking frequency by precrash maneuver revealed that drivers performing complete or rolling stops (61.3%) braked less often than drivers traveling through the intersection without yielding (79.0%). After accounting for uncertainty in the timing of braking and steering data, the median evasive braking time was found to be between 0.5 to 1.5 s prior to impact, and the median initial evasive steering time was found to occur between 0.5 and 0.9 s prior to impact. The median average evasive braking deceleration for all cases was found to be 0.58 g. The median of the maximum evasive vehicle yaw rates was found to be 8.2° per second. Evasive steering direction was found to be most frequently in the direction of travel of the approaching vehicle.

Conclusions: The majority of drivers involved in intersection crashes were alert enough to perform an evasive action. Most drivers used a combination of steering and braking to avoid a crash. The average driver attempted to steer and brake at approximately the same time prior to the crash.     

流动注射化学发光法测定环境水样中痕量Pb2+的方法研究

在碱性介质中,鲁米诺和过氧化氢能产生稳定的发光信号,Pb2+-EDTA络合物对鲁米诺-过氧化氢体系的化学发光产生微弱的抑制作用,而表面活性剂吐温-80的加入可以改变发光体系的微环境性质,从而对化学发光体系起到增敏作用。据此建立测定环境水样中痕量Pb2+的流动注射化学发光分析方法。此方法用于测定环境水样中Pb2+的含量,具有检出限高,操作简便,分析速度快等优点。     

高色度印染废水中六价铬的测定研究

印染行业的废水含有多种染料,具有较深的色度,从而影响六价铬的测定.因此印染废水的脱色对六价铬的分析非常重要.本文主要利用活性炭吸附有机染料的特性,对六价铬分光光度法测定的前处理进行了优化探讨,使废水中的染料被吸附的同时,不影响六价铬的测定.研究结果表明,在pH＞8.5时,活性炭对六价铬基本没有吸附,其他因素的影响也较小,可以用活性炭来处理高色度印染废水,同时确定了活性炭脱色的用量以及前处理的过程.     

基于安全结构理论的系统外部扰动演化规律研究*

为解决目前安全结构理论体系中缺少对系统外部扰动演化规律研究的问题,基于工程学外部扰动理论与安全结构理论,研究系统外部扰动对安全事件发生、发展及演化的作用规律。给出活动环境系统与外部因素的定义,参考星形拓扑网络建立外部因素拓扑结构;通过分析外部因素状态随时间的演化形式,阐明活动因素状态受外部扰动的响应机制,揭示系统外部扰动对安全事件演化的影响及作用规律。研究结果表明:外部扰动导致系统内活动因素状态的动态响应是安全事件形态演变的内在动力,外部因素状态随时间变化呈3类波动形式,活动因素状态的扰动响应变化规律受外部因素临界状态、极限斜率等特殊阈值的限制。通过控制活动环境系统外部因素的状态维持在阈值范围内来实现调控目的,可避免外部扰动对活动环境系统安全产生影响。     

Fe-Cu-C三元微电解材料的制备及去除氧氟沙星的性能研究

为进一步提高Fe-C二元微电解材料去除难降解抗生素氧氟沙星（OFL）的性能,构建了Fe-Cu-C三元微电解体系.主要探究了Fe-Cu-C三元微电解材料的最佳制备及运行条件,通过添加淬灭剂鉴别微电解反应过程中产生的主要活性物质,采用SEM、XRD、EDS、FTIR、UV-Vis对絮体、反应前后的微电解材料及OFL废水进行表征.结果表明：Fe-Cu-C三元微电解材料的最佳制备条件为：Fe/C比为1：1、膨润土比例为35%、碳酸氢铵比例为7%、煅烧温度为900℃、CuO添加比例为4%.该条件下,Fe-Cu-C三元微电解体系对OFL的去除率较Fe-C二元微电解体系提高了15.28%.在OFL初始浓度为20 mg·L^-1、pH=6、投加量为20 g·L^-1、曝气量为5 L·min^-1时对OFL的降解效果最好,达到了88.06%,较Fe-C二元微电解体系提高了10.22%.微电解材料去除OFL主要依靠活性物质的降解作用,而Fe-Cu-C三元微电解体系能够增加电子转移途径,从而加快电子转移速度,产生更多的活性物质,具有更强的OFL断键能力.以上结果表明,Fe-Cu-C三元微电解体系具有更显著的OFL降解效果.