Water-uptakes of pure sodium carbonate(Na_2CO_3),pure β-alanine and internally mixedβ-alanine/Na_2CO_3 aerosol particles with different mole ratios are first monitored using attenuated total reflectance Fourier transform infrared spectroscopy(ATR-FTIR) technique.For pure Na_2CO_3 aerosol particles,combining the absorptions at 877 and 1422 cm-1 with abrupt water loss shows the efflorescence relative humidity(ERH) of 62.9%–51.9%.Upon humidifying,solid Na_2CO_3 firstly absorbs water to from Na_2CO_3·H2 O crystal at 72.0% RH and then deliquesces at 84.5% RH(DRH).As for pure β-alanine particles,the crystallization takes place in the range of 42.4%–33.2% RH and becomes droplets at ～ 88.2% RH.When β-alanine is mixed with Na_2CO_3 at various mole ratios,it shows no efflorescence of Na_2CO_3 whenβ-alanine to Na_2CO_3 mole ratio(OIR) is 2:1.For 1:1 and 1:2 β-alanine/Na_2CO_3 aerosols,the ERHs of Na_2CO_3 are 51.8%–42.3% and 57.1%–42.3%,respectively.While β-alanine crystal appears from 62.7% RH for 2:1 and 59.4% RH for both 1:1 and 1:2 particles and lasts to driest state.On hydration,the DRH is 44.7%–75.2% for Na_2CO_3 with the OIR of 1:1 and 44.7%–69.0%for 1:2 mixture,and those of β-alanine are 74.8% for 2:1 mixture and 68.9% for two others.After the first dehumidification–humidification,all the water contents decrease despite of constituent fraction.And at ～ 92% RH,the remaining water contents are 92%,89% and 82%at ～ 92% RH,corresponding to OIR of 2:1,1:1 and 1:2 mixed system,respectively. 相似文献
Both China’s national subsidy policies for plug-in electric vehicles (PEVs) purchasers and passenger cars corporate average fuel consumption and new vehicle credit regulation (dual-credit policy) favor long-range 300+ km battery electric vehicles (BEVs) and 80+ km plug-in hybrid electric vehicles (PHEVs). However, these electric vehicles tend to have lower energy efficiency and higher purchase and operation costs. Vehicle with larger batteries can also be less equitable because the subsidies are often provided to more expensive vehicles and wealthier owners. This study takes advantage of a novel dataset of daily driving data from 39,854 conventional gasoline vehicles in Beijing and 4999 PHEVs in Shanghai to determine the optimal range of BEVs and PHEVs within their respective cities. We simulate a model to explore ranges with which PEVs emit less GHGs than that of a baseline hybrid and conventional gasoline vehicle while ensuring that all daily travel demands are met. Our findings indicate that in both cities, the optimal ranges to balance cost and travel demand for BEVs are 350 km or less and for PHEVs are 60 km or less in Beijing and 80 km or less in Shanghai. We also find that to minimize carbon dioxide (CO2) emissions, the ranges are even lower 10 km in Beijing and 30 km in Shanghai. Our study suggests that instead of encouraging long-range PEVs, governments should subsidize PEV models with shorter ranges. Parallel efforts should also be made to both increase renewable energy over fossil fuels and expand charging facilities. Although individual mobility demand varies, the government could reduce occasional long-distance driving by subsidizing alternative transportation choices. Providing week-long driving trials to consumers before their purchases may help decrease the demand of very long range PEVs by alleviating the range anxiety through a learning process.
