低NOx燃烧器的研制

介绍了采用条缝型火孔结构、稳定火焰、降低火孔热强度，提高一次空气系数，同时采取措施，控制二次空气的自由供入，达到降低NOx的效果；分析和探讨了影响NOx生成的诸多因素及抑制NOx生成的方法。     

浓淡燃烧低NOX燃烧器研制的探讨

论述了NOx的生成机理及国内外所采用的降低NOx生成的技术,通过理论分析和实验研究,得出了浓淡燃烧较理想的一次空气系数范围,同时对浓淡燃烧NOx生成与燃烧时间的关系进行了研究。     

600MW级超临界锅炉低NO_x燃烧优化分析

为了有效降低燃煤锅炉NOx生成,使后续SCR脱硝减少喷氨量,减轻空预器积盐堵塞等问题,研究了NOx的生成机理,得到温度、氧浓度和煤种氮元素含量均是影响燃料型NOx生成的因素,通过炉内燃烧的优化调整,燃烧优化的主要具体技术措施有运用低NOx燃烧器、低氧量运行、变SOFA率和调整磨煤机运行方式等,以及上述技术的综合运用,实现了大幅降低NOx生成的目标,取得了良好的经济效益和环境效益,满足了新的环保标准对燃煤锅炉的NOx排放控制提出的高要求。     

低氮氧化物燃气燃烧器的CFD研究

文章综述了燃气燃烧NOx生成理论与计算公式，利用计算流体力学(CFD)软件对浓淡式燃气燃烧器进行了燃烧模拟研究，形成温度场、各组分浓度场等状态参数，提出了设计NOx燃气燃烧器的方法，达到了降低氮氧化物排放的目的。     

燃料氮在高温悬浮态反应生成NO的特性研究

燃煤的污染物是我国大气污染物的主要来源．燃煤所释放的NOx，占到全国总排放的67％，如何减少煤利用过程中NOx的排放，已经成为目前的研究热点。众所周知．水泥生成过程中涉及到高温燃烧过程，高温形成是依靠燃料（主要为煤）的化学热来完成的。水泥生产过程中NOx产生来自两个方面：     

低污染节能灶具燃烧器的研制

介绍了一种节能环保型灶具燃烧器。该燃烧器采用条缝形斜向火孔、切向引射器、坡面火盖等结构方式，使得火孔热强度降低，一次空气系数提高，火焰旋转，达到减少NOx和CO污染物生成量且火力集中强劲的效果。分析了影响NOx和CO污染物生成的因素及其抑制方法，探讨了提高热效率的措施。     

低NO_x燃烧技术

氮氧化物(NOx)是大气污染物质,其产生的原因源于锅炉、加热炉等的排烟,以及机动车、助动车的排气。近年来,上海市中心的燃煤设备都要改成燃气或燃油设备,而燃气也由人工煤气逐渐向天然气转换。该丈论述了NOx生成机理、低NOx燃烧技术及NOx的测定标准。     

硅酸盐工业窖炉烟气中氮的氧化物的防治

论述了硅酸盐工业窑炉燃烧烟气中NOx的生成机理、危害及其防治措施。     

关于硅酸盐工业窑炉烟气中氮的氧化物几个问题探讨

论述了硅酸盐工业窑炉燃烧烟气中NOx的生成机理、危害及其防治措施。     

硅酸盐工业窑炉烟气中氮的氧化物的防治

论述了硅酸盐工业窑炉燃烧烟气中NOx的生成机理、危害及其防治措施.     

富氧燃烧在陶瓷辊道窑中的应用分析

富氧燃烧技术是一种能实现既节约能源又减少排放的新技术,它的加快燃烧速度,提高燃烧效率,减少废气排放和废气带走的热损失等优点引起越来越多学者的关注。根据国内外文献报道,分析了富氧燃烧技术可减少能耗,降低排放的原理、NOXx的生成机理,总结了富氧燃烧与用普通空气燃烧的优缺点,比较了国内外富氧燃烧时节能减排的现状及存在的问题,并从NOx的控制、加氧的方式、燃烧器的改变等角度对富氧燃烧在陶瓷辊道窑中推广应用进行了可行性分析。     

Effects of ethanol-blended gasoline on air pollutant emissions from motorcycle

The effect of ethanol-gasoline blends on criteria air pollutant emissions was investigated in a four-stroke motorcycle. The ethanol was blended with unleaded gasoline in four percentages (3, 10, 15, and 20% v/v) and controlled at a constant research octane number, RON (95), to accurately represent commercial gasoline. CO, THC, and NOx emissions were evaluated using the Economic Commission for Europe cycle on the chassis dynamometers. The results of the ethanol-gasoline blends were compared to those of commercial unleaded gasoline with methyl tert-butyl ether as the oxygenated additive. In general, the exhaust CO and NOx emissions decreased with increasing oxygen content in fuels. In contrast, ethanol added in the gasoline did not reduce the THC emissions for a constant RON gasoline. The 15% ethanol blend had the highest emission reductions relative to the reference fuel. The high ethanol-gasoline blend ratio (20%) resulted in a less emission reduction than those of low ratio blends (< 15%). This may be attributed to the changes in the combustion conditions in the carburetor engine with 20% ethanol addition. Furthermore, the influence of ethanol-gasoline blends on the reduction of exhaust emissions was observed at different driving modes, especially at 15 km/h cruising speed for CO and THC and acceleration stages for NOx.     

Effects of methanol-containing additive on emission characteristics from a heavy-duty diesel engine.

This study was aimed to investigate the effect of methanol-containing additive (MCA) on the regulated emissions of hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NOx), particulate matter (PM), as well as the unregulated carbon dioxide (CO2) and polycyclic aromatic hydrocarbons (PAHs) from a diesel engine. The engine was tested on a series of diesel fuels blended with five additive levels (0, 5, 8, 10 and 15% of MCA by volume). Emissions tests were performed under both cold- and hot-start transient heavy-duty federal test procedure (HD-FTP) cycles and two selected steady-state modes. Results show that MCA addition slightly decreases PM emissions but generally increases both THC and CO emissions. Decrease in NOx emissions was found common in all MCA blends. As for unregulated emissions, CO2 emissions did not change significantly for all MCA blends, while vapor-phase and particle-associated PAHs emissions in high load and transient cycle tests were relatively low compared to the base diesel when either 5 or 8% MCA was used. This may be attributed to the lower PAHs levels in MCA blends. Finally, the particle-associated PAHs emissions also showed trends quite similar to that of the PM emissions in this study.     

水泥行业烟气脱硝技术浅析

近年来,随着我国经济的快速发展和工业化水平的显著提高,大气污染状况日益严重,我国SO2的排放量已经位居世界第二位,NOx排放量也在持续增长。烟气脱硫、脱硝已成为我国的一项重要任务,水泥厂排放的NOx是目前最主要的NOx来源之一,如果不加以控制,我国未来的酸雨污染可能将由硫酸型向硫酸/硝酸复合型发展,氮氧化物排放的影响日益突现,烟气脱硝已势在必行。水泥厂烟气的脱硝技术主要有选择性催化还原法(SCR)和选择性非催化还原法(SNCR)。有效控制煤燃烧造成的大气污染。控制煤燃烧过程中的氮氧化物排放,需要选择合理的烟气脱硝技术。介绍了水泥厂氮化物的生成途径,综述了各种脱硝技术方法及相关技术问题,对于高效烟气脱硝装置的选择有着实际意义。     

Evaluating the impacts of density on urban goods movement externalities

Research has established a potential to reduce vehicle miles traveled (VMT) by replacing passenger travel for shopping with delivery service, and a few studies have indicated CO2 emissions can also be reduced. However, that research has mostly focused on urban locations and has not addressed criteria pollutants. This study examines the impacts of replacing passenger travel for shopping with delivery service over a broader set of externalities (VMT, CO2, NOx, and PM10) in both urban and rural communities. Three different goods movement strategies are considered in three different municipalities in King County, Washington, which vary in size, density, and distance from the metropolitan core. The research finds that delivery services can reduce VMT over passenger vehicle travel for shopping, however, the potential to reduce CO2, NOx, and PM10 emissions varies by municipality. Significant trade-offs are observed between VMT and emissions – especially between VMT and criteria pollutants.     

Emission characteristics of a heavy-duty diesel engine at simulated high altitudes

In order to evaluate the effects of altitude on the pollutant emissions of a diesel engine, an experimental research was carried out using an engine test bench with an altitude simulation system. The emissions of HC, CO, NOx, smoke, and particle number of a heavy-duty diesel engine were measured under steady state operating conditions at sea level and simulated altitudes of 1000 and 2000 m. The experimental results indicate that the high altitude increases the emissions of HC, CO and smoke of the diesel engine, the average increasing rates of which are 30%, 35% and 34% with addition of altitude of 1000 m, respectively. The effect of high altitudes on the NOx emission varies with the engine types and working conditions. At 1000 m the particles number emissions are 1.6 to 4.2 times the levels at the low altitude. The pattern of the particle size distributions at 1000 m is similar with that at sea-level, which is the mono-modal lognormal distribution with geometric mean diameter around 0.1 μm. However, the peak number concentrations of particles are bigger and the exhausted particles are smaller at the high altitude.     

Experimental investigation on regulated and unregulated emissions of a diesel/methanol compound combustion engine with and without diesel oxidation catalyst

The use of methanol in combination with diesel fuel is an effective measure to reduce particulate matter (PM) and nitrogen oxides (NOx) emissions from in-use diesel vehicles. In this study, a diesel/methanol compound combustion (DMCC) scheme was proposed and a 4-cylinder naturally-aspirated direct-injection diesel engine modified to operate on the proposed combustion scheme. The effect of DMCC and diesel oxidation catalyst (DOC) on the regulated emissions of total hydrocarbons (THC), carbon monoxide (CO), NOx and PM was investigated based on the Japanese 13 Mode test cycle. Certain unregulated emissions, including methane, ethyne, ethene, 1,3-butadiene, BTX (benzene, toluene, xylene), unburned methanol and formaldehyde were also evaluated based on the same test cycle. In addition, the soluble organic fraction (SOF) in the particulate and the particulate number concentration and size distribution were investigated at certain selected modes of operation. The results show that the DMCC scheme can effectively reduce NOx, particulate mass and number concentrations, ethyne, ethene and 1,3-butadiene emissions but significantly increase the emissions of THC, CO, NO₂, BTX, unburned methanol, formaldehyde, and the proportion of SOF in the particles. After the DOC, the emission of THC, CO, NO₂, as well as the unregulated gaseous emissions, can be significantly reduced when the exhaust gas temperature is sufficiently high while the particulate mass concentration is further reduced due to oxidation of the SOF.     

Development of an inventory and temporal allocation profiles of emissions from power plants and industrial facilities in Thailand

An emission inventory (EI) of power plants and industrial (i.e., non-power plant) facilities in Thailand was developed. Emissions considered are those from fuel consumption (i.e., combustion) for power plants and those from both fuel consumption and industrial processes (i.e., non-combustion) for industrial facilities. For power plants, total annual emissions due to fuel consumption are 107.9 x 10(3) ton NOx (as NO2), 146.2 x 10(3) ton SO2, 6.1 x 10(3) ton NMVOC (non-methane volatile organic compounds), 47.0 x 10(3) ton CO, 1.8 x 10(3) ton NH3, 1.5 x 10(3) ton OC (organic carbon), and 1.5 x 10(3) ton BC (black carbon). For industrial facilities, total annual emissions due to fuel consumption are 111.4 x 10(3) ton NOx (as NO2), 476.9 x 10(3) ton SO2, 33.4 x 10(3) ton NMVOC, 193.1 x 10(3) ton CO, 1.6 x 10(3) ton NH3, 8.5 x 10(3) ton OC, and 8.0 x 10(3) ton BC. Among various industrial types, Food and Beverage, Chemical, and Non-Metal industries are dominant emitters. Total annual emissions due to industrial processes are 79.2 x 10(3) ton SO2, 76.0 x 10(3) ton NMVOC, and 4.8 x 10(3) ton CO. The Central and Eastern regions combined contribute considerably to total emissions for most emission species. Emission estimates found here show fair agreement with those in some selected past studies. A crude estimation of potential fugitive NMVOC emissions specifically from petroleum industry was also made, and the estimates found could be considered significant (nearly half of NMVOC emissions from industrial processes). Several temporal allocation profiles of emissions were also developed and suggested for power plants and industrial facilities, including monthly, daily, and hourly profiles.     

Effect of intake air oxygen enrichment for improving engine performance and emissions control in diesel engine

Stringent emission regulations and health awareness about air pollution have led researchers to find alternative means of minimising emissions in diesel engines. In this article, the influence of oxygen enrichment is discussed to determine the effect on diesel engine performance, emission characteristics and combustion characteristics. Normal diesel and oxygen-enriched diesel are used in this experiment. The increase in oxygen concentration led to complete combustion, producing higher thermal efficiency and low harmful emissions. From the results, it is noted that oxygen-enriched diesel fuel showed reduction of CO, HC and smoke emissions, while NOx emission increased.

Abbreviations/Nomenclature DI: direct injection; NOx: oxides of nitrogen; O₂: oxygen; HC: hydrocarbon; PM: particulate matters; CO: carbon monoxide; CO₂: carbon dioxide     

Development of emission factors and emission inventories for motorcycles and light duty vehicles in the urban region in Vietnam

This paper reports on a 2-year emissions monitoring program launched by the Centre for Environmental Monitoring of the Vietnam Environment Administration which aimed at determining emission factors and emission inventories for two typical types of vehicle in Hanoi, Vietnam. The program involves four major activities. A database for motorcycles and light duty vehicles (LDV) in Hanoi was first compiled through a questionnaire survey. Then, two typical driving cycles were developed for the first time for motorcycles and LDVs in Hanoi. Based on this database and the developed driving cycles for Hanoi, a sample of 12 representative test vehicles were selected to determine vehicle specific fuel consumption and emission factors (CO, HC, NOx and CO₂). This set of emission factors were developed for the first time in Hanoi with due considerations of local driving characteristics. In particular, it was found that the emission factors derived from Economic Commission for Europe (ECE) driving cycles and adopted in some previous studies were generally overestimated. Eventually, emission inventories for motorcycles and LDVs were derived by combining the vehicle population data, the developed vehicle specific emission factors and vehicle kilometre travelled (VKT) information from the survey. The inventory suggested that motorcycles contributed most to CO, HC and NOx emissions while LDVs appeared to be more fuel consuming.