合肥坳陷构造形成机制分析

合肥坳陷位于华北板块，扬子板块和秦岭褶皱带的结合部位。该坳陷在印支期挤压强烈，形成较２的前陆总断体系，造成古生界推覆叠置；燕山中期挤压运动较弱，先期断裂复活冲断；燕山晚期－喜山期在拉张应力场作用下，中，新生界沿先期逆断裂反转正断，形成箕状断陷。     

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通过流体包裹体测试技术剖析了苏北永安断背斜戴南组气藏含气储层中的烃类包裹体，油气地球化学表明高等植物蜡是母源输入的主体，沉积水体介质以缺氧还原性占优势。包裹体捕获时已处于成熟状态，气源对比反映出永安气藏天然气与阜四段源岩具很好的相关性。源岩中早期生烃组提供了丰富的油气，物性好的储层与源岩紧密相邻；一些鼻状构造或断鼻、断块构造圈闭的形成略早于或同步于油气的注入，利于油气聚集；成藏后相对稳定的地质条件有利于气藏保存，油气成藏为典型的下生上储模式。     

Purification of hydrocarbons from aromatic sulfur compounds by supercritical carbon dioxide extraction

Supercritical carbon dioxide extraction to purify samples of model hydrocarbons (tetralin, decalin, and tetradecane) containing various aromatic sulfur compounds (benzothiophene, dibenzothiophene, and 4,6-dimethydibenzothiophene) was studied. The influence of extraction temperature and pressure was investigated for the extraction from a tetralin-dibenzothiophene system in the range of 293-353 K and 8-15 MPa, and it was found that the amount of tetralin extracted increased with an increase in carbon dioxide density, while the separation factor decreased with an increase in carbon dioxide density. High recovery and high separation factor values for the tetralin-dibenzothiophene system were obtained under 10 MPa at 313 K. Higher separation factor was obtained for tetralin than decalin and tetradecane, containing 4,6-dimethyldibenzothiophene than that containing dibenzothiophene.     

海拉尔盆地巴彦塔拉地区烃源岩评价

根据巴彦塔拉地区27口井所钻遇地层的烃源岩地化分析成果,对该区有机质丰度、有机质类型和有机质成熟度等指标进行了研究与评价,分析认为巴彦塔拉地区主要发育三套烃源岩：铜钵庙组、南一段和大一段,其烃源岩有机质丰度以中等一好为主,有机质类型为I～Ⅱ型为主,其中南一段为优质烃源等。巴彦塔拉地区整体上烃源岩成熟门限大约在1500m左右。     

天然气和烃油脱汞技术研究进展

综述了天然气和烃油中汞的含量、汞形态和汞的危害以及天然气和烃油中吸附脱汞方面的技术进展。此外,对一些吸附剂的优缺点、吸附机理和影响因素进行了对比分析,对相关的最新研究成果进行了综述。     

Decreasing resistances of membrane-electrode assemblies containing hydrocarbon-based ionomers for improving their anodic performances

To improve methanol-oxidation performances of membrane-electrode assemblies composed of a hydrocarbon-based ionomers, the resistances involved in the reaction were decreased. Electrochemical impedance spectroscopy revealed that the proton-conductive resistance (R_i) in the anode was decreased from 0.54 to 0.40 Ω cm² by increasing a loading ratio of platinum-ruthenium to carbon support of anode catalyst from 54 to 73 wt.%. In addition, R_i was decreased to be 0.25 Ω cm² by increasing ion-exchange capacity (IEC) of the ionomer from 1.4 to 2.9 mequiv. g⁻¹. Consequently, the polarization resistance of the anode was significantly decreased, in turn, increasing current density of methanol oxidation at the potential of 0.45 V from 0.110 to 0.244 A cm⁻².     

Performance and Evaluation of Cu‐based Nano‐composite Anodes for Direct Utilisation of Hydrocarbon Fuels in SOFCs

The anodes for direct utilisation of hydrocarbon fuels have been developed by using Cu/Ceria‐based nano‐composite powders. The CuO/GDC/YSZ–YSZ or CuO/GDC‐GDC nano‐composite powders were synthesised by coating nano‐sized CuO and CeO₂ particles on the YSZ or GDC core particles selectively by the Pechini process. Their microstructures and electrical properties have been investigated with long‐term stability in reactive gases of dry methane and air. The anodes fabricated using Cu‐based nano‐composite anodes showed almost no carbon deposition until 500 h in dry CH₄ atmosphere. The type of an electrolyte‐supported single cell in conjunction with the Cu/Ceria‐based anode must be selected together for the low melting temperature of Cu/CuO. The GDC electrolyte supported unit cell with the Cu/GDC–GDC anode showed the maximum power density of 0.1 Wcm^–2 and long‐term stability for more than 500 h under electronic load of 0.05 Acm^–2 at 650 °C in dry methane atmosphere.     

松辽盆地南部正反转构造与油气成藏关系

松辽盆地南部正反转构造发育。农安、四家子等反转构造资料表明，松辽盆地南部的正反转构造有利油气聚集成藏：反转构造邻近生油凹陷；构造反转改良储层物性；构造反转增加油气聚集场所；构造反转促进油气运移。构造反转与油气运移时间匹配良好，则可形成有利的油气圈闭。通过综合分析认为小合隆构造、颜家屯构造是有利的含油气构造。     

Knowledge and Know‐How in Emission Control for Mobile Applications

Abstract

Concerns about emissions of carbon dioxide have created a need to develop more fuel‐efficient vehicles. Diesel engines are generally more efficient than gasoline engines but improvements in the latter can be achieved by operating under lean‐burn conditions. With both diesel and lean‐burn gasoline engines, the nitrogen oxides are emissted under oxidising conditions. It is scientifically very challenging to reduce nitrogen oxides under oxidising conditions. After a short survey of conventional three‐way catalysts, and the associated fundamental aspects of NO_x reduction under stoichoimetric conditions, this review focuses on the knowledge and know‐how that has been developed for lean engine emission control. Early research on hydrocarbon selective catalytic reduction on zeolite, oxide, and metal‐based systems is examined, and some of the key mechanistic models are described. Since none of these systems are of sufficient activity and stability to satisfy current legislation attention has turned to NO_x storage and reduction systems. The basic principles of these are described, and the present state of knowledge regarding the mechanisms of storage and regeneration are discussed. The many apparent discrepancies are highlighted and an attempt is made to rationalise the current state of knowledge by taking into account the varying experimental conditions reported nit he literature. For diesel engines, NO_x storage and reduction is not an ideal solution and so the final section of this review is concerned with silver‐based catalysts and especially with the dramatic effect of small amounts of hydrogen on the efficiency of these catalysts for hydrocarbons selective catalytic reduction.     

Extreme Pressure Lubrication and Wear. The Chemical Reactivity and the Extreme Pressure Action of Two Aliphatic Disulfides

Reaction rates were studied for the action of di-tert-octyl disulfide and di-n-cetyl disulfide in white oil on iron powder over the temperature range 165–250 C. The data were fitted to the Arrhenius equation, and the tertiary disulfide was found to be 1500 times as reactive as the normal disulfide. White oil solutions of the two disulfides were subjected to the Falex test and to the four-ball extreme-pressure test, and the tertiary disulfide was found to be the more effective lubricant additive in these tests. Wear studies were carried out with a pin and disk apparatus under conditions which approximated the above bench tests as regards specimen material, rubbing speed and pressure. The complex nature of the course of wear made it difficult to compare the two disulfides quantitatively. It was found that the tertiary disulfide was 2 to 20 times as efficacious as the normal disulfide in reducing the terminal steady-state wear rate. By treating the additive action of the disulfides as a competition between the rate of metallic adhesion and the rate of chemical reaction with iron, it is possible to reconcile the wide discrepancy between the relative chemical reactivity and the relative additive action of the two disulfides in a quantitative fashion.