铋基掺铒光纤放大器宽带放大特性的理论研究

研制了铋酸盐基质掺铒玻璃43Bi2O3-30B2O3-27SiO2,测试分析了玻璃中Er3+离子的光谱性质。结合获得的Er3+离子光谱参数,建立了一个以该铋基掺铒玻璃作为放大器增益介质时Er3+离子跃迁的三能级理论模型,研究了铋基掺铒玻璃光纤放大器(Bi-EDFA)的信号放大特性。研究显示,单波长输入情形下,Bi-EDFA具有大于40dB的信号增益和75nm的3dB波长带宽。同时,相比于硅基掺铒光纤放大器(Si-EDFA),Bi-EDFA具有优异的多波长信号宽带放大和低噪声特性,低噪声系数(~5.5dB)可维持至1610nm波长之外。结果表明,铋基掺铒玻璃光纤放大器是一种单位长度增益极高和宽带放大能力的小型化掺铒光纤放大器,适合于WDM系统的集成化需求。     

可见光下A-TiO2催化降解邻苯二甲酸二甲酯

研究了在可见光(40W白炽灯)照射下,以自制的锐钛型二氧化钛(即A-TiO2)对邻苯二甲酸二甲酯(DMP)的催化降解效果,分析了TiO2的掺Fe3+量、催化剂用量、邻苯二甲酸二甲酯初始浓度和溶液初始pH值等因素的影响.结果表明:在50mg/L的邻苯二甲酸二甲酯溶液(pH=7)中,加入0.0750g自制的掺Fe3+(摩尔分数)3％的A-TiO2,室温下可见光照反应1h,邻苯二甲酸二甲酯的降解率达到84.02％.     

WDM用增益平坦的高增益低噪声双段级联掺铒光纤放大器

给出了设计波分复用(WDM)用高增益、低噪声和宽带宽增益平坦的双段级联掺铒光纤放大器(EDFA)的一般步骤和方法.通过优化设计各种参量,研制出了一台高增益、低噪声和宽带宽增益平坦的双段级联EDFA样机,实现了从1524.8～1561.4 nm共36.6 nm带宽内±0.325 dB的平坦增益,0 dBm输入时,饱和输出功率大于15 dBm的高功率输出;噪声指数低于5 dB.     

紫外光下锐钛矿型二氧化钛对甲基红的催化降解

研究了在紫外光(λ=365nm)照射下,以自制的掺铁锐钛矿型二氧化钛对甲基红的催化降解效果,分析了甲基红初始浓度、二氧化钛的用量、掺铁量、光照时间和溶液初始pH值等因素的影响.结果表明:在15mg/L的甲基红溶液(pH=5)中,加入0.7 g/L自制二氧化钛(掺铁量1％、摩尔分数),室温下紫外光照反应30min,甲基红的降解率达到99.21％.     

Ti对Nb管富Sn法Nb3Sn上临界场Hc2的影响

测量了不掺 Ti 和不同掺 Ti 量的一组 Nb 管富 Sn 法 Nb_3Sn 样品的临界温度附近临界场,使用了 WHH 公式推算了上临界场 H_(c2)(o),研究了冷收缩应力对 Nb_3Sn 上临界场的影响,结果表明:随掺 Ti 量的增加 Nb_3Sn 的 H_(c2)(o)有较大地提高,其提高的主要原因是掺 Ti 以后改善了 Nb_3Sn 的冷收缩应力.     

不同光程对山茶油掺假近红外检测精度的影响

利用近红外光谱在不同光程下对山茶油中掺杂大豆油的掺伪量进行定量检测研究,着重分析光程对掺伪量检测精度的影响。将大豆油按一定质量分数掺入山茶油获取实验样本,掺伪质量分数范围为1%～50%。利用QualitySpec型光谱仪采集样本在不同光程(1,2,4,10 mm)下的透射光谱,通过对比不同建模方法、预处理方法及建模波段范围所建立的掺伪量定量预测模型,分析光程对掺伪量检测精度的影响。研究结果表明,光程由1 mm增加到4 mm时,掺伪量定量预测模型性能随着光程的增加而逐渐变好,检测精度逐步提高;光程由 4 mm增加到10 mm时,掺伪量定量预测模型性能变差,检测精度下降,4 mm为较优的光程。在1,2,4和10 mm下所建立的较优掺伪量定量预测模型的预测集决定系数 (R2_P)和预测均方根误差(RMSEP)分别为0.923, 0.977, 0.989, 0.962和4.58%, 2.54%, 1.72%, 3.20%。     

Ag掺杂的La0.67Pb0.33MnO3薄膜中激光感生热电电压效应

采用脉冲激光沉积法在倾斜LaAlO3衬底上制备了Ag掺杂的La0.67Pb0.33MnO3(LPMO)系列薄膜,发现该类薄膜中有激光感生热电电压(LITV)效应.随着掺Ag量x(x为Ag的质量与LPMO的质量之比)从0.00增加到0.10,LPMO薄膜中的LITV信号的响应时间先递减后递增,但始终小于未掺Ag的薄膜,掺Ag量x=0.06时响应时间最小.研究发现LPMO薄膜存在一个最佳厚度,在这一厚度下可使得LITV信号的峰值电压、响应时间分别达到最大和最小.与相同掺Ag量的La0.67Ca0.33MnO3薄膜相比,LPMO薄膜中的LITV信号有更小的响应时间.     

低噪声滚筒机通过鉴定

由浙江省嵊县低噪声器材厂等研制的DZG型低噪声滚筒机于1989年12月19日通过了省级鉴定。滚筒机是一种用于清理的机械,被广泛应用于机械、电子、轻工、化工、冶金等行业的零部件的清理,如去毛刺等工序,其噪声高达115dB(A)、浙江嵊县低噪声器材厂和低噪声研究所在研制成功低噪声阻尼复合钢板的基础上(该钢板曾获1986年浙江省新优名特产品金鹰奖和省科技进步三等奖),在浙江大学协助下,又研制成功了整机噪声低于85dB(A)的低噪声滚筒机。低     

热硫化Co掺杂对纳-微米黄铁矿的晶体结构特征及光吸收性能的影响

过渡金属硫化物黄铁矿是一种优异的光伏材料,掺杂改性是提高黄铁矿光伏性能的一种重要手段。为了探究不同Co掺杂量对黄铁矿的晶体结构和吸光性能的影响,采用热硫化法在360℃时制备出了纳-微米黄铁矿样品。利用Ｘ射线衍射(XRD)和多功能场发射扫描式电子显微镜(FESEM)分析了样品的晶体结构、形貌特征和晶粒尺寸;利用能谱仪(EDS)分析了样品的化学成分,并通过紫外-可见-近红外分光光度计(UV-Vis-NIR)表征了样品的光吸收性能和禁带宽度的变化。结果表明,掺Co并未改变黄铁矿的立方晶型结构,但与未掺杂黄铁矿相比,样品结晶度变差,晶粒发生团聚,尺寸在1～1.45 μm范围内;掺Co量的增加会导致晶粒尺度略微减小,但影响不大。EDS检测表明,实际样品的掺杂并不均匀,当掺Co量小于7 at%时,测试值小于名义掺杂量;而当掺Co量大于7 at%时,Co易发生富集。S/(Fe+Co)的比值在1.92～2.05范围内,表明样品内部的点缺陷数量的变化。反射光谱表明制备样品的禁带宽度E_g在0.57～0.72 eV之间。禁带宽度E_g随着掺杂量的增加,呈现出先减小(Co 3 at%)后增加(Co 5～9 at%)的趋势。掺Co量从0%增加3 at%时,样品内部产生的点缺陷数目增多,形成的附加能级会导致禁带宽度E_g窄化;随着掺Co量进一步增加,S/(Fe+Co)比值更接近于2,晶体结构更趋完善,Fe空位或S间隙点缺陷比率降低,禁带宽度E_g趋近于本征特征,会导致禁带宽度E_g宽化;另外,随着Co含量的提高,物相中微量的CoS₂相增多,亦会导致较高掺Co量样品的禁带宽度有所宽化。掺Co量在9 at%的样品的禁带宽度为0.72 eV,大于同温度条件下未掺杂样品的禁带宽度0.65 eV,禁带宽度的宽化在理论上有利于提高样品的光电转换效率。     

200MW锅炉煤/煤气混烧检测试验研究

在一台200MW锅炉上开展了五种不同煤/煤气掺配比例工况的试验研究,采用便携式可视化系统检测并分析了掺烧不同比例与不同发热量的煤气对炉膛温度、火焰黑度、主蒸汽参数与锅炉效率的影响。结果表明:(1)炉膛温度随掺烧高炉煤气量增加而下降,随焦炉煤气量增加而增加;(2)燃烧器区域的火焰黑度随高炉煤气量增加而减小,随焦炉煤气量增加而增加;(3)锅炉热效率随高炉煤气量增大而下降,随焦炉煤气量增大而上升;(4)在180 MW负荷时,综合考虑锅炉安全性和经济性,掺烧20%的高炉煤气和10%的焦炉煤气是较佳的煤气掺烧比例。     

Development and properties of new nanomodifiers for road pavement

The structure and properties of active powder of discretely devulcanized rubber (APDDR) produced by the technique of high-temperature shear-induced grinding in rotary dispergators is studied. The morphology of APDDR particles, including such particles after mixing with hot bitumen, is examined by electron and atomic force microscopy. Rheological tests of rubber-modified bitumens demonstrate the efficiency of APDDR particles as an efficient modifier of bitumen binders and asphalt concrete pavements intended for service in different climatic zones under extreme loadings. The data are confirmed by field tests of modified asphalt concretes.     

Acoustic field evaluation of asphalt mixtures with crumb rubber

The aim of this study is to characterize the acoustical behavior of bituminous mixtures fabricated with recycled rubber crumb. Acoustic field measurements of the tire/pavement interaction in close proximity to the contact patch were carried out with a trailer with a protective chamber (TiresonicMk4-LA²IC). The survey was conducted on a test track with several experimental sections paved with a gap-graded mixture. Different methods of incorporating crumb rubber in the mixture were used: (i) into binder and (ii) with the aggregate materials. Close proximity sound levels are assigned to the gap-graded mixtures containing rubber and compared to that of a reference mixture without rubber. It is shown that asphalt mixtures fabricated with the addition of crumb rubber to the aggregate material (dry process) managed to reduce the noise from the tire/pavement interaction up to 2 dB(A).     

Ultrathin porous pavement made with high viscosity asphalt rubber binder: A better acoustic absorption?

This work presents a non-destructive technique applied to ultrathin porous asphalt pavements that allows us to characterize their internal structure. Comparison between acoustic absorption data from experimental tests with an impedance tube and analytical simulation leads to an optimization of intrinsic parameters, such as tortuosity, airflow resistivity and porosity. The studied ultrathin specimens are of a high air void content porous mixture made with conventional polymer modified bituminous binder and high viscosity rubber binder. It has been found that one of the studied mixtures presents less air void content than specified by the manufacturer, and thus absorbs less noise as foreseen. Finally, in this case it appears that using a high viscosity asphalt rubber binder has no influence on maximum acoustic absorption but on the frequency of appearance of this maximum, tortuosity and airflow resistivity.     

Evaluation of sound absorption capacity of asphalt mixtures

Noise generation is an environmental problem that affects human beings, animals and even plants. Several serious diseases have their development associated to the exposure of human beings to high levels of noise pressure, such as arterial hypertension, gastrointestinal changes, alterations in blood glucose and high heart rate, among others. Vehicle traffic is part of a group of noise-generating factors. Various mechanisms govern the generation and propagation of vehicle noises, which are produced mainly by motor vibration at speeds below 50 km/h and by the tire-pavement contact at speeds above 50 km/h. The noise generated by tire-pavement contact is the result of two components: aerodynamic noise (mainly related to the coating porosity), and mechanical noise (related to the coating texture). The noise generation according to these two components may be mitigated by using special asphalt mixtures. This work evaluates the sound absorption of four different types of asphalt mixtures (common dense-graded asphalt mixture, dense-graded rubberized asphalt mixture, rubberized porous coat with void volumes varying from 22% to 27%, and rubberized open-graded friction course) and the effect of granulometry and void volume of each mixture on the sound absorption coefficient. Mixture slabs were molded in a slab compactor developed by LCPC (Laboratoire Central des Ponts et Chaussées) and specimens were extracted from each one for assessing the sound absorption capacity in the laboratory. The acoustic behavior was evaluated according to standard ISO 10534-2, using impedance tubes. Results showed that sound absorption is strongly influenced by void percentage, interconnected void percentage and layer thickness.     

Mechanical Properties of Rubber Sheets Produced by Direct Molding of Ground Rubber Tire Powder

The so called “direct powder molding” is a compressions molding process which can be directly applied to ground rubber tire (GRT). This study shows that the GRT can be re-used to produce medium-size parts with good mechanical properties without any addition of virgin rubber. For rubber sheets prepared from the mechanically ground rubber tire (MGRT) and the cryogenically ground rubber tire (CGRT), the densities and crosslink densities of the rubber sheets increased with a decrease of the particle size of the waste tire powder. The tensile strength of the rubber sheets increased with the decreasing of the particle size for the two types of waste tire powder to 250 μm and 120 μm, respectively, and then became level. The moulding pressure had no effect on the densities, tensile strength or elongation at break of the rubber sheets. These results suggested that the effect of the particle size is important and is correlated with the mechanical properties of the rubber sheets produced by direct powder moulding technology. In general, the best mechanical properties were obtained with waste tire rubber with a size of about 250 μm for the rubber particles obtained from the mechanical grinding method of waste tire powdering.     

改性钢渣-矿粉复合橡胶填料补强-阻燃机理的光谱学分析

钢渣作为炼钢过程中产生的固体废弃物,矿渣作为高炉炼铁过程中的副产品,其存在难以利用与附加值的问题。面对上述问题,利用钢渣与矿渣开发一种价格低廉的复合橡胶填料用于橡胶领域。采用磁选热闷渣、未磁选热闷渣、矿粉和助磨-改性复合剂制备改性钢渣-矿粉复合橡胶填料,并且用于复合橡胶体系。研究磁选热闷渣用量、未磁选热闷渣用量、矿粉用量和助磨-改性复合剂用量对改性钢渣-矿粉基橡胶复合材料性能的影响,并且分析其影响机理。结果表明,以磁选热闷渣用量150 g、未磁选热闷渣用量150 g、矿粉用量150 g和助磨-改性复合剂用量9 g制备的改性钢渣-矿粉复合橡胶填料补强-阻燃性能最优。按改性钢渣-矿粉复合橡胶填料∶炭黑质量比20∶30制备的改性钢渣-矿粉基橡胶复合材料,其拉伸强度为21.83 MPa、撕裂强度为46.23 kN·m-1、邵尔A硬度为62、磨耗量为159 mm3、极限氧指数为19.8%与燃尽时间为187 s。助磨-改性复合剂不仅降低粒径尺寸、提高粒径均匀性,而且改善钢渣-矿粉复合橡胶填料的表面结构与性质,有利于改性钢渣-矿粉复合橡胶填料在复合橡胶体系中均匀分散,提高相容性。钢渣与矿粉在助磨-改性复合剂的作用下发生化学反应,改变了钢渣与矿粉的物相组成,提高补强性能与阻燃性能。     

The effects of pavement surface characteristics on tire/pavement noise

Pavement surface characteristics are major attributes to tire/pavement interactions and are considered as cost-effective options to mitigate traffic noise. The objective of this paper is to evaluate the effects of single and multiple pavement surface characteristics on tire/pavement noise levels. During the period from August 2009 to August 2011, noise levels and pavement surface characteristics are measured quarterly on impervious and open-graded asphalt pavements at 2009 NCAT test track. The linear regression analysis method and dominance analysis method are used to evaluate the effects of single and multiple pavement surface characteristics on noise levels, respectively. The results show that surface texture increases noise levels at lower frequencies (below 1600 Hz) especially on impervious asphalt pavements. Porosity decreases noise levels at every frequency (except at 2500 Hz) on open-graded asphalt pavements. These findings will help to design future low-noise asphalt pavements.     

Reduction of equivalent continuous A-weighted sound pressure levels by porous elastic road surfaces

A porous elastic road surface (PERS) is superior to drainage asphalt pavement for reducing highway traffic noise. In earlier research and development, for example using a test track, the difference in sound power level (Lw) of cars has been regarded as the noise reduction effect since it was not possible to measure the change in equivalent continuous A-weighted sound pressure level (Leq) for a series of vehicles on such a limited length of surface. As the result of a comparatively major test construction on a highway, have measured the noise reduction effect of PERS as the difference in Leq. First, we measured the motor vehicle Lw and Leq on each section. However, we found that the neighbouring paved sections also influenced Leq. Next, we calculated Leq according to a highway traffic noise model, using the values of Lw measured in the different paved sections. Since the calculated Leq corresponded approximately with the measured Leq, we could verify the validity of the measured Lw. We again calculated Leq, assuming that each pavement is infinitely long. We assumed the improvement of noise reduction effect of PERS was indicated through the calculated Leq. Consequently, we have found that the noise reduction effect of drainage asphalt pavement was 5-6 dB, whereas that of PERS was 7-9 dB.     

Traffic noise reduction due to the porous road surface

Porous road surfaces reduce road traffic noise. A new method of noise reduction assessment is proposed. The noise generated by a few vehicles was measured two times: on an old surface with the dense asphalt and on a new surface with the porous asphalt. Subjective assessments of drive-by noise suggest that the sound exposure and the road surface coefficient can be used as the acoustical characteristics of a road surface. Their average values, with the average number of vehicles passing the receiver during a day or night, makes it possible to predict the equivalent continuous A-weighted sound pressure level for the new road surface. This is the main objective of this paper.     

Study of the road surface properties that control the acoustic performance of a rubberised asphalt mixture

Simultaneously with the fact that vehicle industry has been able to lower the noise emission from driving vehicles, tire/pavement noise has become the most significant source of traffic noise. In order to reduce it, low noise surfaces are seen as a practical solution. One of these types of surfaces may be elaborated with bituminous mixtures with crumb tire rubber added to the binder in high content by a wet process. However, the generation mechanisms involved in the tire/pavement sound and the reasons of the noise attenuation achieved with these mixtures are not so clear. This study analyses the different generation mechanisms that take place in the tire/pavement sound generation in these crumb tire rubber pavements. The surface properties of the in-service pavement, which are most important in controlling the acoustic performance (texture, acoustic absorption and dynamic stiffness or mechanical impedance), have been measured for the characterization of a test track constructed with and without crumb tire rubber. After results correlation of these surface characteristics in a pavement with crumb tire rubber added by a wet process, it seems that the parameters of roughness and texture could have a relevant role in the global tire/pavement sound emission, whereas dynamic stiffness influence is relatively minor.