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Effects of Driving Behavior and Road Grade on Real-World Tailpipe Emissions of Regulated and Toxic Air Pollutants from Diesel Trucks and Motorcycles

為了解決heavy equipment cb r的問題，作者DHITAL, NARAYAN BABU 這樣論述：

On-road vehicles are an important emission source of regulated air pollutants, such as particulate matter (PM), carbon monoxide (CO), total hydrocarbons (THC), and oxides of nitrogen (NOx), as well as non-regulated toxic pollutants, such as polycyclic aromatic hydrocarbons (PAHs) and volatile organ

ic compounds (VOCs). Despite heavy-duty diesel trucks (HDDTs) and motorcycles being important on-road emission sources, real-world PAH emissions from HDDTs and VOC emissions from modern motorcycles have not been investigated adequately. This study employed portable emissions measurement systems (PEM

S) to study the real-world tailpipe emission behaviors of HDDTs and motorcycles with different variables related to route and engine characteristics, emission control systems, and driving behavior. The main objectives of this study were to analyze the effects of road grade and driving behavior on th

e real-world emissions of regulated pollutants and particle-bound PAHs for HDDTs, to investigate the effects of impaired emission control system on the tailpipe emissions of regulated pollutants and VOCs from motorcycles, and to investigate the effects of road grade and driving behavior on real-worl

d emissions of regulated pollutants and VOCs from motorcycles. The study was conducted on old-model HDDTs (model year 19952006, Phase 23 emission certification levels in Taiwan) and modern motorcycles (Phase 6 or Phase 7 emission certification levels in Taiwan) equipped with catalytic converters.T

he real-world gaseous emission factors (CO, THC, NOx) of HDDTs were within Taiwan’s emission standard limits for most test vehicles, while PM emission factors exceeded the limits for few test vehicles, indicating that PM emissions could be a serious issue for old-model HDDTs in Taiwan. Likewise, emi

ssion factors of the most measured pollutants were higher on the urban (UR) sub-route than on the suburban (SU) or freeway (FW) sub-routes, which leads to the important concern of urban air quality and human health because most exposures to traffic air pollutants are likely in the urban environment.

Aggressive (AG) and normal (NR) driving behaviors were quantitatively defined with relative positive acceleration. The emission factors of PM, CO2, and THC were significantly different (p < 0.05) between the AG and NR driving modes. AG driving caused an average increase in emissions of PM, CO2, NOx

, and particle-bound PAHs by 122%, 56%, 15%, and 128%, respectively, compared to the respective emissions under the NR mode. The BaPeq emission factor of PAHs in the AG mode was more than 10 times that in the NR mode. The road gradient (ranging from 9.3% to +9.0% or 5.3 to +5.1 over the test rou

te) had significant impacts on the emissions of PM, CO2, and NOx. The emission factors of PM, CO2, and NOx increased by 109%, 168%, and 160%, respectively, in the >6% (>3.4) grade bin compared to the flat and decreased by 95%, 91%, and 90%, respectively, in the equivalent negative-grade bin, implyi

ng that the decrease in emissions on negative road slopes may not compensate for the increase in emissions on the equivalent positive road slopes despite the road slope being compensated.Tampered emission control systems, which is a likely situation in old motorcycles, caused high tailpipe emissions

of regulated pollutants and VOCs from carburetor (CB) and fuel injection (FI) motorcycles. The emission of ΣVOC increased by 83.3% in the CB and 290% in FI motorcycles when the emission control systems failed to function. The OFP of VOCs increased substantially under the condition of the tampered e

mission control system in the FI engine. Moreover, real-world emission factors of the regulated pollutants for the latest model motorcycles (Phase 7 emission standard in Taiwan) were several times below the applicable regulatory emission limits except during extreme uphill driving. The emission fact

ors of Phase 7 motorcycles were orders of magnitude less than those for previous phase motorcycles, suggesting that replacing the old motorcycle fleet with the latest technology motorcycles may be a useful policy to reduce emissions from motorcycles in Taiwan. Moreover, the driving behavior effect w

as also notable on motorcycle emissions as the CO emission factor of a Euro 5 motorcycle during aggressive driving was 13.4 times that during normal driving. Similarly, the road grade effect on motorcycle emissions was substantial for CO, THC, and VOCs as depicted by the ratios of uphill emission fa

ctor to the downhill emission factor (48.9, 9.8, 12.6 for CO, THC, and VOC, respectively). The uphill emission factors were also significantly higher (p < 0.01) for all measured pollutants from the baseline emission factors (mean of urban and suburban emission factors taken as the baseline).The fin

dings of this study may help identify possible opportunities to reduce on-road emissions from HDDTs and motorcycles. As real-world PM emissions from HDDTs exceeded the regulatory limits, inspection and monitoring programs focusing on PM emissions from old-model HDDTs may help control emissions from

high emitting diesel trucks. Moreover, driving behavior significantly affected tailpipe emissions most measured pollutants from both HDDTs and motorcycles, which suggested that implementing eco-driving strategies may help reduce on-road emissions of regulated and toxic pollutants. Likewise, as road

grade was a major variable that affected real-world tailpipe emissions from HDDTs and motorcycles, vehicle emission modeling without considering road grade may not represent the real-world emissions. Finally, road grade may not only be considered as the engineering design parameter but also as an im

portant factor in the environmental impact assessments of roads.

應用微波電漿技術資源化廢棄電路板中的樹脂

為了解決heavy equipment cb r的問題，作者杜恩臨 這樣論述：

電漿技術在環境廢棄物處理的應用相當廣泛，尤其是在處理廢棄物中的有害物質。然而，在使用助熔劑進行玻璃化的應用時，電漿技術因為能耗高而使得處理費用相對昂貴，但對於難處理的廢棄物，如何在成本效益的考量下，找到一個適用於電漿技術的低成本助熔劑，實現循環經濟理念是非常重要的。本研究針對微波電漿系統，利用鳳螺、九孔、豬骨、牛骨以及雞骨等常見廢棄物製備低成本之助熔劑，並對此以及商用助熔劑進行特徵分析，評估去除PCB廢樹脂中的有害物質之效益，此外，實驗設計透過Taguchi方法獲得最佳之反應時間、微波功率、氣體流量、氣體種類以及助熔劑比，並進一步針對各參數進行更細部研究，且研究亦針對環境效益及經濟效益比較優

劣勢及可行方案進行SWOT分析。除電子廢棄物外，研究也針對吸附了重金屬的水芙蓉以及布袋蓮等水生植物，進行微波電漿處理，並高值化成光觸媒的應用潛力進行研究。實驗結果顯示，以混合貝殼粉末當助熔劑處理PCB廢樹脂，對廢樹脂衍生的苯以及甲苯其降解效率可分別達到98.8%以及100%，在添加較高比例貝殼粉末助熔劑的廢樹脂，其金屬以及類金屬的安定化性能達到96%，並在最終產物中產生碳酸鈣晶體，證實其對金屬及類金屬的固化功效。高含量的助熔劑(鳳螺、九孔、石英砂以及石灰石)以1：2比例添加到廢樹脂中，實驗結果顯示具有較佳的玻璃化效能，在成本的考量下，以食物廢棄物製成之助熔劑更具有經濟效益，應用SWOT分析低成

本助熔劑的開發，共可獲得12種不同策略。此外，透過Taguchi試驗，使用1公克石英砂混合之樣品，在氮氣流量為9 LPM、微波功率為1200瓦特以及10分鐘的熱解實驗下，對鋅濃度可得最佳去除效率99.72% （0.21 ppm)，顯示最佳反應時間為10分鐘，與其他實驗參數相比其更為關鍵因素。對水芙蓉以及布袋蓮進行之電漿實驗結果顯示，砷、鎘、同、鉻、鈷、鎳、鉛以及鋅等元素去除效果很好，其濃度均小於1.4 ppm。其經過電漿處理後製成活性碳在酸性藍的吸附實驗結果顯示，其可達到175.57 mg / g的降解效率，添加雞骨廢料和經過電漿處理後製成的活性炭，降解效率分別為139.41 mg / g和1

42.23 mg / g。在可見光之光催化實驗下，摻有雞骨廢料和豬骨的光觸媒，對氮氧化物的去處效率分別達到81％和63.3％。以微波電漿設備利用豬骨廢材所製成之助熔劑協助處理PCB廢樹脂，最終產物的成分分析顯示，使用8 mol/L的硫酸可以從廢PCB中回收700 mg/L的銅，從廢樹脂中回收4720 mg/L的鋅，因此，雞/豬骨與石英砂和玻璃/碎玻璃的結合顯示其對廢樹脂和PCB的玻璃化具有優異的效能。綜合上述，以微波電漿設備添加低成本之助熔劑，在廢樹脂的玻璃化、安定化以及稀有元素的回收均有不錯的成效，透過合適的策略選擇可實際應用於實場中。另外，樣品添加貝殼粉末以及廢骨廢料的助熔劑，經過電漿再處

理後，殘留物可再利用於吸附和光催化反應，符合循環經濟之理念。