Effect of obstacles on the detonation diffraction and subsequent re-initiation

The DCRFoam solver (density-based compressible solver) built on the OpenFOAM platform is used to simulate the reflection and diffraction processes that occur when detonation waves collide with various objects. Static stoichiometric hydrogen–oxygen mixtures diluted with 70% Ar are used to form stable detonation waves with large cells, with initial conditions of 6.67 kPa pressure and 298 K temperature. The diameters of the cylindrical obstacle range from 6 mm to 22 mm, with x = 230 mm, x = 244 mm, and x = 257 mm being the chosen position. Cylindrical, square, triangular, and inverted triangular obstacles are used, and the quenched detonation re-initiation processes behind them are investigated. In the detonation diffraction process, four triple points exist at the same time due to the effect of cylindrical obstacles of smaller diameters. The re-initiation distance of the detonation wave increases with the increase of cylindrical obstacle diameter. Both the Mach reflection angle and the decoupled angle decrease as the diameter increases. When the location of the cylindrical obstacles is changed, the detonation wave dashes into the obstacles with its different front structures, it is easier to realize the detonation re-initiation when the weak incident shock at the front of a detonation wave strikes the obstacles, and the re-initiation distance decreases by 17.1% when compared with the longest re-initiation distance. The detonation re-initiation distance is shortest under the action of cylindrical obstacles, however the quenched detonation cannot be re-initiated when the inverted triangle and square obstacles are used. The suppression effects of inverted triangle and square obstacles on detonation waves are more evident.     

Surface electronic structure of detonation nanodiamonds after oxidative treatment

X-ray absorption spectroscopy has been used for comparative study of electronic structure of detonation nanodiamonds (ND) purified using different oxidative treatments. The treatment of detonation soot with a mixture of nitric and sulphuric acids followed by ion exchange and ultrafiltration of hydrosol obtained was found to result in developing of ND surface coverage consisting of oxidized carbon species, which electronic state is close to that of strongly oxidized graphite. The deeper purification of ND was demonstrated to allow cleaning of ND particles from most of the oxidized carbon contaminations.     

Detonation-induced coal gasification

A preliminary experimental and theorotical investigation of the feasibility of detonation-induced pulverized coal gasification is described. The concept envisions a closed annular detonation duct through which a hydrogen/oxygen gasphase detonation propagates continuously. Coal particles injected into the violent and rapidly changing atmosphere produced by the detonation would undergo gasification reactions and be subsequently expelled from the duct. These events would occur in a time period compatible with one revolution of the detonation. A one-dimensional analysis of the response of a single coal particle within the expansion-wave region behind the detonation front is presented. Independent variables include particle diameter, initial H₂/O₂ stoichiometry and expansion wavelength (at the time the particle is overtaken by the detonation front). The most significant result of this analysis is the prediction of relative gas/particle velocities ranging between 125 and 1500m/s, which are sustained throughout particle residence times of 1–15 ms corresponding to 10–1000 μm diameter particles. An experimental facility comprising a 47 m ‘single-shot’ detonation duct that was built for this study is discussed. The duct was 2.54 cm square and was terminated at each end by a 0.36 m diameter × 2.44 m long cylindrical tank which contained helium gas during a test. Sized coal particles were placed at a point within the first 3.7 m length of the duct, and thin brass diaphragms initially separated the duct from the two helium-filled tanks. Detonation was initiated at the duct, end closest to these particles. The diaphragm at that end burst, allowing combustion and gasification products to exhaust into the adjoining tank where they were quenched and decelerated. When the detonation reached the far end of the duct the second diaphragm burst, minimizing wave reflections which would otherwise return to the ‘test section’ end and interfere with the flow field there. After a test the contents of both tanks and the duct were circulated and mixed. A gas sample was then drawn and analysed for yield. Results from preliminary experiments using this facility are presented. Although too few tests were conducted for conclusive observations to be reported, in two experiments yields of CO + CH₄ representing 40 per cent of the total initial carbon content in the coal samples were obtained.     

传爆管用聚奥99炸药研究

介绍了具有高煤轰感度和耐热特性的聚奥99炸药的配方、制备工艺、性能以及装入传爆管后产品的性能和应用状况。     

焦炉煤气加热换向后爆鸣现象探讨

下喷式焦炉在使用焦炉煤气加热时，交换后经常发生爆呜（俗称放炮）现象，它对于焦炉危害巨大，文章对爆呜现象发生的机理以及它的危害进行了分析，介绍了一些减少或消除爆呜现象的措施，特别对如何在操作维护中做好针对性的工作做了较详细的介绍。     

基于ARM的地铁列车辅助防撞系统设计

地铁列车辅助防撞系统能够实现地铁列车的防撞预警,对保障地铁行车安全具有重要意义。系统实时计算列车的位置信息,通过无线数传设备将数据发送到相邻列车,并对接收到的实时位置信息进行判断,通过列车预警显示设备向司机提供安全预警信息。对地铁列车辅助防撞系统的关键技术、结构组成和工作原理进行阐述,基于ARM设计并实现了地铁列车辅助防撞系统的车载设备,最后进行了列车定位仿真实验和预警功能测试。实验结果表明,地铁列车辅助防撞系统能够提供相当精确的位置信息,里程误差在8m以内,可以实现相邻列车运行状态的安全预警。     

可导通非电起爆系统研究

阐述采用非电导爆管组装成全封闭系统，以实现网路导通检查，并有效控制瓦斯引爆。     

纳米碳集聚体与纳米金刚石低填充PP的研究

采用爆炸法合成了纳米碳集聚体和纳米金刚石，将其低填充聚丙烯(PP)制备了复合材料，研究了复合材料的结晶行为和力学性能。结果表明：填充纳米粒子提高了PP的α晶态的结晶度，添加0．06％纳米碳集聚体或纳米金刚石的PP的结晶度分别提高了16．74％和25．83％；PP复合材料的拉伸强度随纳米粒子用量的增加而提高，但冲击强度下降。     

基于车体横移振动的高速列车虚拟复合阻尼天棚控制算法研究

高速列车车体横向随机振动由车体的横移振动、侧滚振动和摇头振动三自由度合成,是影响车体横向运行平稳性的关键;为了改善列车横向运行平稳性,提高半主动控制性能;通过建立某型高速列车动力学模型,对车体横向振动特性进行分析,得出横移振动的加剧是造成车体合成横向振动和横向平稳性恶化的主要原因;通过分析在传统天棚阻尼控制算法下分别以车体合成横向振动为反馈和以横移振动为反馈对车体横向振动的控制效果,得出采用以车体横移振动为反馈的传统天棚阻尼控制算法对车体横向振动的抑制效果更佳;在此基础上,提出一种以车体横移振动为反馈的虚拟复合阻尼天棚控制算法,并进行联合仿真分析;结果表明:相比于被动控制,采用虚拟复合阻尼天棚控制算法后,车体合成横向振动加速度峰值、均方根值和平稳性改善率分别达到了46%、43%和19.5%,均高于采用传统天棚阻尼控制算法;可见,采用虚拟复合阻尼天棚控制算法在抑制车体合成横向振动,改善车体横向平稳性方面控制性能更佳。     

高速列车多目标约束横向半主动控制算法研究

传统的高速列车横向半主动控制研究,主要以提高车体横向运行平稳性为目的;但车体与各部件之间通过二系悬挂与一系悬挂连接传递相互耦合振动作用,因此半主动控制在改善车体横向平稳性的同时,将导致构架横向振动和轮轨横向作用加剧,从而使得列车脱轨系数增大,列车运行安全性能变差;针对这一问题,提出在虚拟惯性阻尼半主动控制和脱轨安全半主动控制的基础上,设计两个控制回路的多目标约束下的混合半主动控制算法,在实现列车横向半主动控制提高平稳性的同时,控制脱轨系数的恶化,从而同时提高列车平稳性和脱轨安全性能;并利用Simpack建立了某型高速列车多刚体动力学模型,联合Matlab/Simulink建立了联合仿真分析系统对车体横向半主动控制进行研究;结果表明:采用多目标约束半主动控制算法后,车体横向振动加速度峰值和均方根值分别降低了36%和34%,平稳性改善了15%,脱轨系数减小了17%;可见采用多目标约束半主动控制算法不仅能够有效抑制车体横向振动,改善列车运行平稳性,而且还能减小列车脱轨系数,提高列车运行安全性。