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51.
52.
DO浓度对SUFR系统同步硝化反硝化的影响 总被引:1,自引:1,他引:0
采用螺旋升流式反应器(SUFR)处理生活污水,考察了好氧反应池中DO浓度对其同步硝化反硝化的影响。结果表明,在好氧反应池上部溶解氧浓度为3.0~3.5mg/L时,发生了明显的同步硝化反硝化现象,其对TN的去除量占SUFR系统对TN去除总量的16%左右;好氧反应池中的同步硝化反硝化反应只发生在池的下部,其中、上部只进行了好氧硝化反应;SUFR系统中好氧反应池上部的最佳溶解氧浓度范围为3.0~3.5mg/L,此时系统的硝化和反硝化效果最佳,好氧反应池中的脱氮效果也较好,系统对TN的去除率〉84%。 相似文献
53.
54.
1 故障现象一次 ,我们用KL -1 5型制氧制氮车开机制氮 ,给一只容积为 40升、最高工作压力为1 4 7MPa的气瓶灌充氮气 ,当气瓶充气压力升高到一定值时不再上升。反复开泵 ,压力基本不变。液氧泵停止时 ,出口压力无明显下降。经分析判断导致气瓶压力升高到一定值时不再上升的原因是由于液氧泵被冻结所致。2 排除方法首先关闭液氧泵。拧开制冷机氢气放气阀 ,使压力下降到 1 0MPa。开大放气阀 ,使二级压力保持在 0 3 5MPa左右。调整正流空气调节阀 ,调节好中部温度。关闭液氮进液氧泵阀和气氮出液氧泵阀。戴棉布手套 ,拆开液氮进口接头、… 相似文献
55.
Johann Vollmann Heinrich Grausgruber Helmut Wagentristl Heinrich Wohleser Pavel Michele 《Journal of the science of food and agriculture》2003,83(15):1581-1586
The presence of protease inhibitors in soybean prohibits the utilisation of the raw beans for food and feed. However, little information is available about environmental influences and the effects of nitrogen and sulphur supply on the antinutritional constituents of soybean. As these factors may influence protease inhibitors, soybean genotypes segregated according to the presence or absence of the Kunitz trypsin inhibitor have been evaluated for trypsin inhibitor activity (TIA) in field trials. TIA was affected significantly by environment (geographical location), fertilisation treatment and genotype. Environmental means of TIA were between 69.5 and 104.8 mg g?1. Nitrogen application, which caused an increase in seed protein content, resulted in a reduction in TIA by about 15% as compared with the control. Remarkably, simultaneous application of nitrogen and sulphur in the form of ammonium sulphate had a similar reductive effect on TIA to that of nitrogen application alone, although soybean protease inhibitors are rich in sulphur amino acids. Significant genetic variation in TIA was found both within the genotype class with the Kunitz inhibitor present as well as within the class lacking this inhibitor. The results suggest that TIA of soybean may be modified considerably by genetic improvement and appropriate agronomic management. Copyright © 2003 Society of Chemical Industry 相似文献
56.
Open window buses without air-conditioning are a major mode of urban and inter-city transport in most countries. High occupancy
combined with hot and humid conditions makes travel in these buses quite uncomfortable. In this study air flow through a bus
has been studied that could be the basis for low cost and eco-friendly methods of increasing passenger comfort and possibly
reduce drag. The aerodynamics of such a road vehicle has not been studied as previous investigations have been confined to
vehicles with closed windows that present a smooth exterior to air flow. Using a 1:25 scaled Perspex model of an urban bus
in Delhi, flow visualization was performed in a water channel. The Reynolds numbers were one-tenth of a real bus moving at
10 m/s. Smoke and tuft visualizations were also performed on an urban bus at 40 km/h. Numerical simulations were performed
at the actual Reynolds number. Even though there were Reynolds number differences, the broad features were similar. Air enters
the bus from the rear windows, moves to the front (relative to the bus) and exits from the front windows. Inside air velocity
relative to the bus is about one-tenth of the free-stream velocity. The flow is highly three-dimensional and unsteady. 相似文献
57.
Hermann Knoflacher 《Sadhana》2007,32(4):293-307
Technological determinism has become a kind of religion for many people since it appears to offer solutions for societal problems
as never before in history. Transport is one of the fascinating technology branches developed during the last 200 years. Effortless
movement over long distances has become possible for car users as long as cheap fossil energy is available. However, the effect
of fast transport on urban structures and society was not taken into account when developing these technical means. Technologists
and economists have used indicators for expected benefits of these fast transport modes without taking into account the real
system effects on society and urban structures. Plausible assumptions and hopes instead of scientific understanding of the
complex system are used in practice. In contradiction to widely held beliefs of transportation planners, there is actually
no growth of mobility if counted in number of trips per person per day, no time saving by increasing speed in the system,
and no real freedom of modal choice. Modal choice is dependent on physical and other structures, the artificial environment
built by urban planners, transport experts and political decisions. The core hypothesis of traditional urban and transport
planning ‘growth of mobility’, ‘travel time saving by increasing speed’ and ‘freedom of modal choice’ are myths and do not
exist in the real urban and transport system. This is the reason why urban planning and transport planning based on traditional
non-scientific assumptions is creating continuously not only more transport problems, but also environmental and social as
well as economic problems all over the world, where these principals are applied. Urban transport planning in Europe, understanding
the transport system and the solutions are presented in this paper. 相似文献
58.
59.
介绍空分制氮装置采用膨胀机循环与液氮循环的两种工艺流程及能量平衡 ,示出了两种循环的实例比较。指出外供液氮可以作为冷源替代膨胀机 ,且单耗低、操作更方便 ,设备维护量更小、氮气提取率更高 相似文献
60.
Bedload Transport in Alluvial Channels 总被引:1,自引:0,他引:1
Miguel Bravo-Espinosa W. R. Osterkamp Vicente L. Lopes 《Canadian Metallurgical Quarterly》2003,129(10):783-795
Hydraulic, sediment, land-use, and rock-erosivity data of 22 alluvial streams were used to evaluate conditions of bedload transport and the performance of selected bedload-transport equations. Transport categories of transport-limited (TL), partially transport-limited (PTL), and supply-limited (SL) were identified by a semiquantitative approach that considers hydraulic constraints on sediment movement and the processes that control sediment availability at the basin scale. Equations by Parker et al. in 1982, Schoklitsch in 1962, and Meyer-Peter and Muller in 1948 adequately predicted sediment transport in channels with TL condition, whereas the equations of Bagnold in 1980, and Schoklitsch, in 1962, performed well for PTL and SL conditions. Overall, the equation of Schoklitsch predicted well the measured bedload data for eight of 22 streams, and the Bagnold equation predicted the measured data in seven streams. 相似文献