油田联合站老化原油成因与脱水方法研究＊

对老化油进行回收再处理,不仅可以使其达到净化油标准出厂销售,同时还可以保障脱水系统的正常运行操作。为此,首先对老化油的组成进行了分析,并对老化油的形成原因展开研究,在此基础上,开展化学破乳与氧化破乳老化油脱水的技术评价。研究结果表明,扶余采油厂老化油含水率平均62.2%,乳化状态稳定,胶体FeS颗粒的大量存在是老化油生成的主要原因,氧化破乳对于老化油脱水更为有效,硝酸-硝酸钾在3%投加量下,老化油的含水率可降至5%以下,达到原油出厂指标。     

Modification of cloud condensation nucleus activity of organic aerosols by hydroxyl radical heterogeneous oxidation

The modification of cloud condensation nucleus (CCN) activity of saturated organic particles resulting from heterogeneous oxidation by OH radicals was studied. Submicron Bis-2-ethylhexyl sebacate (BES) and stearic acid particles were exposed to OH radicals in a reactor flow tube and CCN activity was monitored. The hygroscopicity parameter, κ, for monodisperse stearic acid and BES particles of 145–150 nm in size increased from <0.008 up to 0.08 as a result of OH exposures equivalent to atmospheric exposure timescales of several days to a week. The oxidation of stearic acid particles led to a 50% reduction in particle volume at high OH exposures, indicating an enhanced degree of volatilization of oxidation products compared to oxidized BES particles, along with possible shape/phase change. Surface tension measurements of water extracts of oxidized BES films showed a significant reduction in surface tension due to oxidation. Köhler calculations modeling the CCN measurements suggest that the surface active oxidation products play an important role.     

F108氟橡胶湿热老化影响双因素方差分析

目的研究湿热因素对F108氟橡胶老化的影响。方法采用χ2检验的方法,对氟橡胶圆柱形试样的初始高度进行假设检验,推断F108氟橡胶材料压缩永久变形服从正态分布。采用方差分析的方法,结合湿热老化试验数据,对F108氟橡胶湿热老化不同时间的压缩永久变形进行湿热双因素方差分析。结果在开始阶段(即老化1 d后),温度和湿度的F值分别为77.25和9.34,均大于Fα(α=0.05),温湿度交互作用的F值为14.19,大于Fα。在试验中期和后期(即老化6、12、16 d),温度对应的F值急剧增加,分别达到365.38、458.03和354.13,湿度对应的F值也分别增至31.69、34.03和31.02,均远大于Fα。结论老化初期,温度、湿度及温湿度交互作用对F108氟橡胶性能的影响均为显著,显著程度由大到小为温度>温湿度交互作用>湿度。随着老化时间的增加,温度和湿度的影响有不同程度的增强,温度的作用占主导地位,温湿度交互作用由显著变为不显著。     

常见温湿度老化试验方法及试验后的评判

本文主要讲述的是材料耐温湿度老化的试验方法及试验后的评判     

Effect of Nanoscale SiO<Subscript>2</Subscript> and TiO<Subscript>2</Subscript> as the Fillers on the Mechanical Properties and Aging Behavior of Linear Low-Density Polyethylene/Low-Density Polyethylene Blends

Linear low-density polyethylene (LLDPE) was blended with low-density polyethylene (LDPE) at a fixed ratio (80 wt LLDPE and 20 wt %LDPE) and filled with nanoparticles of SiO₂ and TiO₂ at a ratio up to wt 5%, so as to develop the polymeric composites suitable to preparing the agricultural micro-irrigation pipes having good environmental adaptability. These compounds were blended using calcium stearate, polyethylene wax, and titanate coupling agent as the auxiliary dispersants, and ethylene-vinyl acetate copolymer (EVA) as the toughness improver. The LLDPE/LDPE composites filled with the nanoparticles were extruded and injected to prepare the composites specimens for the performance evaluations and micro-irrigation pipe field test. The mechanical properties, thermostability, and processibility of the injected composites were investigated. The effect of heating in an oven and irradiating by ultraviolet on the mechanical properties of the composites was explored. The environmental adaptability of the micro-irrigation pipes made of the filled LLDPE/LDPE composites was evaluated making use of long-term outdoor field test in northwest China where the arid and harsh natural conditions are of great concerns. It was found that the LLDPE/LDPE blend with the LLDPE mass fraction fixed as 80% showed balanced mechanical and thermal properties and flexibility, and was suitable to be used as the basic resin matrix. The incorporation of nano-TiO₂ contributed to effectively improving the resistance to heating and ultraviolet irradiation of the composites. The composite made from 91% basic resin matrix, 6% EVA, and 3% mixed nano-SiO₂ and TiO₂, showed balanced comprehensive properties. The micro-irrigation pipes made of this filled LLDPE/LDPE composite had good environmental adaptability and service behavior in a three-year field test and were suitable to be used in arid area.     

The 2001 National Household Travel Survey: a look into the travel patterns of older Americans

INTRODUCTION: The main objective of this paper is to highlight travel patterns of older adults living in the United States as depicted in the 2001 National Household Travel Survey (NHTS). The NHTS is a national data collection program sponsored by the Bureau of Transportation Statistics and the Federal Highway Administration. It is the first national comprehensive household survey of both daily and long-distance travel, allowing for analysis of the full continuum of personal travel by Americans. To better understand the transportation needs of older Americans, it is useful to examine how travel patterns differ across age groups. The intent is to present basic travel characteristics of older adults (age 65+) and allow for comparisons with younger adults (ages 19-64). Travel-related characteristics of older adults in the United States: Results of the 2001 survey showed that older Americans travel extensively and rely on personal vehicles as heavily as their younger counterparts. Older Americans conduct 89% of their travel in personal vehicles. CHARACTERISTICS OF DAILY TRIPS TAKEN BY OLDER ADULTS: Older adults tend to be less mobile in that they take fewer trips, travel shorter distances, and have shorter travel times. This pattern is even more pronounced among older women. They are also more likely to suffer from self-reported medical conditions that further limit their travel. Characteristics of long-distance travel by older adults: Older men and women take long-distance trips at about the same rates and show a strong preference for using personal vehicles. And, while men and women take an equal percentage of their trips by air, older women show a strong preference for bus travel. CONCLUSIONS: Although older Americans travel extensively, they are less mobile than their younger counterparts. This pattern is more pronounced among older women and among those with self-reported medical conditions that affect their ability to travel outside their home. Older women consistently take the least number of trips per day, have the lowest driving rates, travel the shortest distances, and are more likely to report medical conditions that limit their travel. For men and women who have to give up driving, alternative means of transportation becomes a necessity. Yet, use of alternative transportation is relatively low; excluding personal vehicle and walking, all other means of transportation account for about 2% of daily travel. Further, of those with medical conditions that affect their travel, only about 12% use special transportation services such as dial-a-ride.     

模拟酸露对涂层材料的侵蚀试验

采用强化接触试验方法，探讨模拟酸露对建筑涂料，油漆性能的影响。结果表明，露水在建材表面反复形成和长期附着对材料的老化，侵蚀作用是可观的，不同酸度的模拟酸露对涂膜外观老化侵蚀程度依次为ｐＨ３．０〉ｐＨ４．５〉ｐＨ５．６。     

汽车通风盖板发白现象的大数据分析

目的 以某型汽车自然曝露试验过程中通风盖板老化发白现象为例,研究建立影响汽车零部件自然老化的主要环境因素综合作用计算模型.方法 以试验大数据库为基础,利用互信息理论分析方法,确定影响汽车通风盖板发白的主要环境因素,并推导主要环境因素综合作用计算模型.结果 基于不同地区试验过程中每5 min记录1次的汽车通风盖板表面太阳辐照量和温度数据,精确计算了通风盖板出现发白现象的环境综合作用值.计算结果表明,当光热等效辐照值大于1882.8 J/cm2时,该通风盖板就会出现发白现象.结论 依据汽车外饰塑料件在典型地区的自然暴露试验结果,通过该模型可以预估其他地区的服役寿命.     

大鼠不同脏器亚硫酸氧化酶活性及其与年龄的关系

为了探讨体内亚硫酸氧化酶的分布特点及随年龄的变化规律,以Wistar大鼠为实验材料,研究了不同月龄大鼠脏器中的亚硫酸氧化酶活性.以细胞色素C为电子受体,应用分光光度法测定了不同月龄(1、4、10个月)大鼠肝、肾、肺、脾、脑、胃及胸主动脉中亚硫酸氧化酶的活性.结果表明:1)亚硫酸氧化酶在大鼠全身主要脏器中普遍存在,且在不同脏器中该酶的活性不同,从强到弱的顺序基本表现为:肝、肾>胃>脑>胸主动脉血管>肺>脾;2)肝、肾、血管组织中亚硫酸氧化酶活性与大鼠年龄相关,肝脏亚硫酸氧化酶活性随年龄的增加而增加(Spearman,r=0.674,p<0.001),而肾脏和胸主动脉血管该酶活性随年龄的增加而减小(Spearman,r=-0.756,p<0.001;r=-0.629;p<0.05),其余脏器未见明显变化;3)亚硫酸氧化酶活性降低可能是一种机体衰老的生化标志物.     

Driving safety improves after individualized training: An RCT involving older drivers in an urban area

Objective: This study aimed to reproduce the results of a previous investigation on the safety benefits of individualized training for older drivers. We modified our method to address validity and generalizability issues.

Methods: Older drivers were randomly assigned to one of the 3 arms: (1) education alone, (2) education?+?on road training, and (3) education?+?on road?+?simulator training. Older drivers were recruited from a larger urban community. At the pre- and posttests (separated by 4 to 8 weeks) participants followed driving directions using a Global Positioning System (GPS) navigation system.

Results: Our findings support the positive influence of individualized on-road training for urban-dwelling older drivers. Overall, driving safety improved among drivers who received on-road training over those who were only exposed to an education session, F(1, 40) = 11.66, P = .001 (26% reduction in total unsafe driving actions [UDAs]). Statistically significant improvements were observed on observation UDAs (e.g., scanning at intersections, etc.), compliance UDAs (e.g., incomplete stop), and procedural UDAs (e.g., position in lane).

Conclusion: This study adds to the growing evidence base in support of individualized older driver training to optimize older drivers’ safety and promote continued safe driving.