Heterogeneous Nitrate Production Mechanisms in Intense Haze Events in the North China Plain

Abstract Studies of wintertime air quality in the North China Plain (NCP) show that particulate-nitrate pollution persists despite rapid reduction in NOx emissions. This intriguing NOx-nitrate relationship may originate from non-linear nitrate-formation chemistry, but it is unclear which feedback mechanisms dominate in NCP. In this study, we re-interpret the wintertime observations of 17O excess of nitrate (∆17O(NO3−)) in Beijing using the GEOS-Chem (GC) chemical transport model to estimate the importance of various nitrate-production pathways and how their contributions change with the intensity of haze events. We also analyze the relationships between other metrics of NOy chemistry and [PM2.5] in observations and model simulations. We find that the model on average has a negative bias of −0.9‰ and −3617O(NO3−) and [Ox,major] (≡ [O3] + [NO2] + [p-NO3−]), respectively, while overestimating the nitrogen oxidation ratio ([NO3−]/([NO3−] + [NO2])) by +0.12 in intense haze. The discrepancies become larger in more intense haze. We attribute the model biases to an overestimate of NO2-uptake on aerosols and an underestimate in wintertime O3 concentrations. Our findings highlight a need to address uncertainties related to heterogeneous chemistry of NO2 in air-quality models. The combined assessment of observations and model results suggest that N2O5 uptake in aerosols and clouds is the dominant nitrate-production pathway in wintertime Beijing, but its rate is limited by ozone under high-NOx-high-PM2.5 conditions. Nitrate production rates may continue to increase as long as [O3] increases despite reduction in [NOx], creating a negative feedback that reduces the effectiveness of air pollution mitigation

Numerical Method for Aeroelastic Simulation of Flexible Aircraft in High Maneuver Flight Based on Rigid–Flexible Model

Traditional elastic correction methods fail to address the significant aeroelastic interactions arising from unsteady flow fields and structural deformations during aggressive maneuvers. To resolve this, a numerical method is developed by solving unsteady aerodynamic equations coupled with a rigid–flexible dynamics equations derived from Lagrangian mechanics in quasi-coordinates. Validation via a flexible pendulum test and AGARD445.6 wing flutter simulations demonstrates excellent agreement with experimental data, confirming the method’s accuracy. Application to a slender air-to-air missile reveals that reducing structural stiffness can destabilize the aircraft, transitioning it from stable to unstable states during forced pitching motions. Studies on longitudinal flight under preset rudder deflection control indicate that the aeroelastic effect increases both the amplitude and period of pitch angles, ultimately resulting in larger equilibrium angles compared to a rigid-body model. The free-flight simulations highlight trajectory deviations due to deformation-induced aerodynamic forces, which emphasizes the necessity of multidisciplinary coupling analysis. The numerical results show that the proposed CFD/CSD-based coupling methodology offers a robust aeroelastic effect analysis tool for flexible flight vehicles during aggressive maneuvers

Statistical Modelling of Carbonation Process in Reinforced Concrete Structure

In order to quantitatively analyze the factors affecting the carbonation of reinforced concrete structures, the carbonation coefficient model is established based on 1834 groups of test data from natural carbonation and indoor accelerated tests in this paper. The main factors considered in the statistical model are the environmental temperature, the concentration of carbon dioxide, relative humidity, water–cement ratio, fly ash replacement, compressive strength of 28 days, curing time, compaction type, exposure to a salt environment, and environmental exposure classes. Based on the multiple nonlinear regression method, the carbonation coefficient model is fitted in two sections according to the different environmental exposures of the concrete structure. To analyze the applicability of the formula, the statistical formulas of relative humidity less than 70% and relative humidity higher than 70% are verified by the test data, and satisfactory results are obtained. Based on the quantitative analysis of the statistical model, the specific effects of relative humidity, strength, carbon dioxide content, fly ash, and curing time on concrete carbonation are clarified. The results show that the factors affecting carbonation are also different with different humidity values in the exposed environment of the concrete structure. When the relative humidity of the exposed environment is less than 70%, the parameters that have a great impact on concrete carbonation are fly ash replacement, compressive strength of 28 days, relative humidity, and the concentration of carbon dioxide. Among them, fly ash replacement, relative humidity, and the concentration of carbon dioxide can promote the carbonation of concrete. When the relative humidity of the exposed environment is higher than 70%, the parameters that have a great impact on concrete carbonation are the concentration of carbon dioxide, relative humidity, compressive strength of 28 days, curing time, and exposure classes. Only the concentration of carbon dioxide is conducive to the carbonation of concrete, and relative humidity has a very significant effect on concrete carbonation

Numerical Investigation of Stage Separation Control of Tandem Hypersonic Vehicles Based on Lateral Jet

The stage separation of hypersonic vehicles is critically challenged by severe aerodynamic interference, which induces significant attitude deviations and jeopardizes subsequent flight missions. This study investigates open-loop and closed-loop attitude control methods utilizing lateral jets to stabilize the forebody during separation. Dynamic CFD-based numerical simulations were conducted for a tandem hypersonic vehicle, analyzing trajectories and aerodynamic characteristics under free separation, open-loop, and closed-loop control. Results show that open-loop control achieves a maximum forebody pitch angle of only 0.27° at α=0°, but performance degrades drastically to 24.88° at α=2.5°, highlighting its sensitivity to freestream variations. In contrast, a cascade PID-based closed-loop control system dynamically adjusts lateral jet total pressure, reducing the maximum pitch angle to 0.006° at α=0° and maintaining it below 0.2° even at α=5.0°. The closed-loop system exhibits periodic fluctuations in jet pressure, with amplitude increasing alongside angle of attack, yet demonstrates superior robustness against aerodynamic disturbances. Flow field analysis reveals enhanced shockwave interactions and vortex dynamics under closed-loop control, effectively mitigating pitch instability. While open-loop methods are constrained to specific conditions, closed-loop control significantly broadens applicability across variable flight environments

Statistical Modelling of Carbonation Process in Reinforced Concrete Structure

In order to quantitatively analyze the factors affecting the carbonation of reinforced concrete structures, the carbonation coefficient model is established based on 1834 groups of test data from natural carbonation and indoor accelerated tests in this paper. The main factors considered in the statistical model are the environmental temperature, the concentration of carbon dioxide, relative humidity, water–cement ratio, fly ash replacement, compressive strength of 28 days, curing time, compaction type, exposure to a salt environment, and environmental exposure classes. Based on the multiple nonlinear regression method, the carbonation coefficient model is fitted in two sections according to the different environmental exposures of the concrete structure. To analyze the applicability of the formula, the statistical formulas of relative humidity less than 70% and relative humidity higher than 70% are verified by the test data, and satisfactory results are obtained. Based on the quantitative analysis of the statistical model, the specific effects of relative humidity, strength, carbon dioxide content, fly ash, and curing time on concrete carbonation are clarified. The results show that the factors affecting carbonation are also different with different humidity values in the exposed environment of the concrete structure. When the relative humidity of the exposed environment is less than 70%, the parameters that have a great impact on concrete carbonation are fly ash replacement, compressive strength of 28 days, relative humidity, and the concentration of carbon dioxide. Among them, fly ash replacement, relative humidity, and the concentration of carbon dioxide can promote the carbonation of concrete. When the relative humidity of the exposed environment is higher than 70%, the parameters that have a great impact on concrete carbonation are the concentration of carbon dioxide, relative humidity, compressive strength of 28 days, curing time, and exposure classes. Only the concentration of carbon dioxide is conducive to the carbonation of concrete, and relative humidity has a very significant effect on concrete carbonation.</jats:p

Polyurethane-modified asphalt mechanism

With the increasing development of transportation, the demands for the performance and lifespan of asphalt used in road construction have become increasingly stringent. However, most current road asphalt materials exhibit deficiencies in durability. To address the issue of insufficient durability in road asphalt, this paper introduces a novel polymer-modified asphalt utilizing polyurethane as a modifier and investigates the modification mechanism of this asphalt. The feasibility of using polyurethane as a modifier and its effects on matrix asphalt were analyzed using scanning electron microscopy, Fourier transform infrared spectroscopy, and atomic force microscopy. Additionally, molecular dynamics simulations were employed to analyze the radial distribution function, adhesion energy, and cohesive energy density of asphalt before and after the addition of polyurethane at the microscopic structural level, revealing the molecular motion trends and interfacial bonding forces of the four components of asphalt.The results indicate that the incorporation of polyurethane leads to changes in the absorption peaks of matrix asphalt, a reduction in the ''honeycomb'' structure, and shrinkage. Simultaneously, improvements were observed in the radial distribution function, adhesion energy, and cohesive energy density. These findings suggest that a chemical reaction occurs between polyurethane and matrix asphalt, and the addition of polyurethane effectively enhances the orderliness of asphalt molecules and the interfacial bonding performance