BX型中变催化剂还原性能的研究

铁铬系中温变换催化剂在使用前需经还原活化才具有催化活性。而还原条件的选取，又对催化剂还原后的性能有直接的影响。本文用透射电子显微技术研究了ＢＸ型催化剂还原前后的差异，分析了造成这一差异的原因，并计算了还原后催化剂颗粒的平均直径。用程序升温还原技术研究了催化剂的还原过程，用红外光谱技术研究了不同温度下催化剂的还原速率。综合研究结果讨论了还原过程中催化剂对还原条件的具体要求。并结合上述结果讨论了工业生产中现采用的还原程序，认为现采用的还原程序比较理想。     

毛细管气相色谱法测定水杨酸甲酯中甲醇的含量

目的:采用毛细管气相色谱法测定水杨酸甲酯中的甲醇含量。方法:采用CBP1-M25-0.25石英毛细管柱,检测 器为氢火焰离子化检测器。结果:线性范围为10-50mg·L-1,线性回归方程为A=28.8+30020C,相关系数r=0.9995,检 出限为0.6mg·L-1,回收率为101.33％。结论:本方法操作简便、快速,测定结果准确。     

变离心力场中等截面冷却通道的流量计算和实验研究

本文用数值计算得到的数据集，回归出在变离心力场下，等截面管流由于热阻力引起的变密度流流量减少公式，并用热平衡法在旋转试验台上测量了加热条件下通道内的加热量和平均流速．由实验数据集回归出的流量减少公式与数值计算结果相符．     

煤气发生炉气化过程分析与提高煤气品质的技术措施

对煤炭气化过程进行理论分析,阐明了反应温度对煤炭气化过程热效率的影响.根据煤气发生炉的气化特性指标,探讨了影响煤气发生炉气化品质的因素,从煤炭性质、煤炭粒度及饱和温度等方面得出了提高煤气品质的技术措施.     

液固顶空气相色谱法测定西洛他唑中溶剂残留

建立液固顶空气相色谱法分析西洛他唑中溶剂残留。采用DB-FFAP大口径毛细管柱,以正丙醇为内标进行定量。乙醇、DMF的线性范围分别为 1.5￣30.2μg·mL-1　(r=0.9993),1.8￣36.4μ g·mL-1(r=　0.9968);回收率分别为104.8%,105.2%。最低检测限分别为0.01μ g·g-1,0.16μg·g-1。     

毛细管气相色谱外标法同时测定肉鸡肌肉中8种脂肪酸

目的：建立肉鸡肌肉原料中8种脂肪酸含量的毛细管气相色谱分析方法。方法：采用石英毛细管气相色谱柱,利用外标法同时定量分析8种脂肪酸含量。结果：线性关系(r)分别为0．9996～0．9999,加标回收率分别为99．7%～ 101．2%,相对标准偏差(RSD)分别为0．16%～0．94%。结论：采用毛细管气相色谱法同时分析多种脂肪酸,简便、高效、准确、分析时间适中。     

果蔬气调包装设计及贮藏期预测

建立了果蔬气调包装的数学模型,通过数值模拟预测包装袋内的气体浓度变化及达到动态平衡时的气体浓度,给出了包装材料的确定方法及不同气调参数下果蔬气调包装贮藏期的预测方法.以黄桃为研究对象,测定了5℃和25℃下自发气调包装的气体浓度变化规律,进行了0℃及体积分数为2%O2、5%CO2初始浓度条件下的主动气调包装贮藏实验.实验结果验证了数学模型预测结果的正确性.     

固体火箭发动机壳体的模态分析

不稳定燃烧是固体火箭发动机的一种不正常的工作状态,这种不稳定燃烧可使燃烧室压强振荡的振幅达到相当大的量级,使发动机产生强烈的振动,可能使燃烧室壳体或推进剂装药受到破坏,从而引起发动机爆炸.利用大型有限元分析软件AN SY S对固体火箭发动机壳体进行了模态分析,并获得了对其强度和性能影响强烈的频率,此结果对研究固体火箭发动机的动力学特性及不稳定燃烧进行了理论分析、预测和防止压强发生振荡具有重要作用.     

王夫之与费尔巴哈自然观的比较研究

王夫之和费尔巴哈是中西哲学发展史上重要的唯物主义哲学家。在自然观上,他们有相似的正确认识,都认为世界统一于物质,事物是不断地运动变化的,其运动变化是有规律的。王夫之的自然观具有丰富的辩证法思想,而费尔巴哈的自然观缺乏辩证法。     

Compressed Natural Gas Bus Safety: A Quantitative Risk Assessment

This study assesses the fire safety risks associated with compressed natural gas (CNG) vehicle systems, comprising primarily a typical school bus and supporting fuel infrastructure. The study determines the sensitivity of the results to variations in component failure rates and consequences of fire events. The components and subsystems that contribute most to fire safety risk are determined. Finally, the results are compared to fire risks of the present generation of diesel-fueled school buses. Direct computation of the safety risks associated with diesel-powered vehicles is possible because these are mature technologies for which historical performance data are available. Because of limited experience, fatal accident data for CNG bus fleets are minimal. Therefore, this study uses the probabilistic risk assessment (PRA) approach to model and predict fire safety risk of CNG buses. Generic failure data, engineering judgments, and assumptions are used in this study. This study predicts the mean fire fatality risk for typical CNG buses as approximately 0.23 fatalities per 100-million miles for all people involved, including bus passengers. The study estimates mean values of 0.16 fatalities per 100-million miles for bus passengers only. Based on historical data, diesel school bus mean fire fatality risk is 0.091 and 0.0007 per 100-million miles for all people and bus passengers, respectively. One can therefore conclude that CNG buses are more prone to fire fatality risk by 2.5 times that of diesel buses, with the bus passengers being more at risk by over two orders of magnitude. The study estimates a mean fire risk frequency of 2.2 x 10(-5) fatalities/bus per year. The 5% and 95% uncertainty bounds are 9.1 x 10(-6) and 4.0 x 10(-5), respectively. The risk result was found to be affected most by failure rates of pressure relief valves, CNG cylinders, and fuel piping.