硝铵炸药真空干燥工艺燃爆事故致灾因素的研究

真空干燥是硝铵炸药生产过程中一道容易发生燃爆事故的重要工序。为研究硝铵炸药真空干燥过程中发生燃爆事故的原因及机理，通过事故案例分析和现场调研，确定了导致燃爆事故的各个基本事件及其逻辑关系，并由此构建以燃爆事故作为顶事件的事故树。采用布尔代数化简事故树，得到87个最小割集和9个最小径集，结果显示每个最小径集包含的基本事件都较多，说明真空干燥工艺安全性较低。通过计算各基本事件的结构重要度并排序，得到结构重要度较大的基本事件，由此推断出导致燃爆事故的主要基本事件，并有针对性地提出相应的改进措施与建议，为企业的安全生产提供参考。     

硝铵粉状炸药装药工房的几起事故

硝铵粉状炸药生产中,绝大多数工厂的装药工房,采用了螺旋输送药粉,用天平式装药机进行装药。由于是半机械和半手工操作,机械设备比较简单,技安管理和技安教育常被忽视。现将近几年来,在硝铵粉状炸药工厂装药工房发生的几起事故做一介绍,以引起硝铵粉状炸药工厂对技安工作的重视,并引以为戒。 1.装药机上的电动机皮带压断一工人手指头的事故     

膨化硝铵炸药检验技术

膨化硝铵炸药是一种高性能、高安全、低成本、低能耗的新型炸药。危险与收益并存，曾经发生的多起生产爆炸事故让人警醒。本文通过分析、探讨膨化硝铵炸药的生产流程、设备工艺所存在的主要安全问题以及检验过程中的难点及方法，提出解决问题的措施。     

膨化硝铵震源药柱的配方研究

膨化硝铵震源药柱是一种新型内部装填膨化硝铵炸药的进型药柱。由于使用膨化硝酸核替代原用普通硝铵，使得内填药中的梯恩梯含量降低了５０％。文中讨论了膨化硝铵震源药柱的配方设计，给出了膨化硝铵震源药柱的爆炸特征数据。     

“高温重砣”法制造硝铵炸药的一次事故

一、事故简介某硝铵炸药制造厂在1983年轮辗混药工房发生了一起恶性爆炸事故,混药工房被炸毁,工房内原安装二台轮辗机(以下简称 A~#机和B~#机)和水洗过滤器的地方,出现了三个爆     

以乳化基质敏化的硝铵炸药的研究

文章研究了以乳化基质取代ＴＮＴ作硝铵炸药敏化剂的可行性，以及炸药的配方，工艺等。表明了乳化基质可作为硝铵炸药的敏化剂使用，其敏化的硝铵炸药性能达到了国际标准的要求；炸药原材料成本得到了降低。     

探讨膨化硝铵炸药生产过程的质量控制

近年来，膨化硝铵炸药由于储运及使用方便、安全系数较高等优势，快速占领了民用爆破市场。对于生产厂家来说，膨化硝铵炸药具有广泛的市场前景，经济效益好。生产过程中，如何做好质量控制成为提高硝铵炸药产品质量的首要考量。本文以膨化硝铵炸药的生产流程为主线，探讨了产品品质在生产各环节中的影响因素，并据此提出了相应的质量控制对策。只有在炸药生产的各个环节严格把关、严格执行操作规范与生产标准，才能使产品质量不断提升。达到完美的爆破效果。     

探讨膨化硝铵炸药生产过程的质量控制

近年来，膨化硝铵炸药由于储运及使用方便、安全系数较高等优势，快速占领了民用爆破市场。对于生产厂家来说，膨化硝铵炸药具有广泛的市场前景，经济效益好。生产过程中，如何做好质量控制成为提高硝铵炸药产品质量的首要考量。本文以膨化硝铵炸药的生产流程为主线，探讨了产品品质在生产各环节中的影响因素，并据此提出了相应的质量控制对策。只有在炸药生产的各个环节严格把关、严格执行操作规范与生产标准，才能使产品质量不断提升。达到完美的爆破效果。     

一起爆炸事故

湖北省随县英店公社楼子沟水库工地于1981年1月17日9时30分左右,因将自制的硝铵炸药未经冷却就放入仓库而自燃起火,引起了一次爆炸事故,其具体情况如下:     

微机核子计量技术在硝铵炸药生产中的应用

文中介绍了微机核子计量系统的组成、工作原理及其在硝铵炸药生产中的应用，对硝铵炸药生产自动化具有一定的参考价值。     

Catalytic effects of inorganic acids on the decomposition of ammonium nitrate

In order to evaluate the catalytic effects of inorganic acids on the decomposition of ammonium nitrate (AN), the heat releases of decomposition or reaction of pure AN and its mixtures with inorganic acids were analyzed by a heat flux calorimeter C80. Through the experiments, the different reaction mechanisms of AN and its mixtures were analyzed. The chemical reaction kinetic parameters such as reaction order, activation energy and frequency factor were calculated with the C80 experimental results for different samples. Based on these parameters and the thermal runaway models (Semenov and Frank-Kamenestkii model), the self-accelerating decomposition temperatures (SADTs) of AN and its mixtures were calculated and compared. The results show that the mixtures of AN with acid are more unsteady than pure AN. The AN decomposition reaction is catalyzed by acid. The calculated SADTs of AN mixtures with acid are much lower than that of pure AN.     

Anatase-brookite mixed phase nano TiO2 catalyzed homolytic decomposition of ammonium nitrate

Compared to the conventional ammonium perchlorate based solid rocket propellants, burning of ammonium nitrate (AN) based propellants produce environmentally innocuous combustion gases. Application of AN as propellant oxidizer is restricted due to low reactivity and low energetics besides its near room temperature polymorphic phase transition. In the present study, anatase-brookite mixed phase TiO₂ nanoparticles (∼10 nm) are synthesized and used as catalyst to enhance the reactivity of the environmental friendly propellant oxidizer ammonium nitrate. The activation energy required for the decomposition reactions, computed by differential and non-linear integral isoconversional methods are used to establish the catalytic activity. Presumably, the removal of NH₃ and H₂O, known inhibitors of ammonium nitrate decomposition reaction, due to the surface reactions on active surface of TiO₂ changes the decomposition pathway and thereby the reactivity.     

用DSC法研究混入煤粉的铵油炸药相容性

为了研究混入煤粉的铵油炸药的相容性以及煤粉与铵油炸药之间的相互作用,采用差示扫描量热仪(DSC)研究了铵油炸药、混入煤粉的铵油炸药、硝酸铵和混入煤粉的硝酸铵的热分解特性。用Kissinger方程求解了铵油炸药和混入煤粉的铵油炸药的表观活化能(E_a),考察了煤粉与铵油炸药的化学相容性。研究结果表明:在常压氮气氛围的环境中,铵油炸药和硝酸铵的DSC曲线中的热分解均为吸热峰;当煤粉和硝酸铵混合后,煤粉与硝酸铵会在硝酸铵的热分解温度之前发生化学反应,随着煤粉含量的提高,硝酸铵的热分解逐渐转变为放热峰,说明煤粉能极大地降低硝酸铵的热稳定性;使用DSC法研究混入煤粉的铵油炸药相容性等级为4级,煤粉与铵油炸药的相容性差。     

木粉与硝酸铵混合物热分解动力学分析

用DSC和TG,在不同的线性升温速率下,通过对比DSC和TG曲线及热特征温度,考察了分析纯硝酸铵(AN)、工业AN以及木粉与分析纯AN混合物的热分解行为,推断出了分解反应最概然机理函数和动力学方程.结果表明:AN中加入少量的木粉使热安定性显著降低.     

AKTS模拟分析硝酸铵的热稳定性

为了研究了硝酸铵(AN)的热危险性,采用差示扫描量热仪(DSC)对AN进行扫描测试,获得了AN在不同升温速率下的热分解规律。运用热动力学分析软件AKTS计算得到AN的热力学和动力学参数,采用风险矩阵法评估了AN热分解的危险性。结果表明:AN起始分解温度为228~250℃,放热量为2 340~2 650 J/g,分解反应活化能为100~175 k J/mol,模拟并计算了AN在绝热条件下反应体系达到最大反应速率所需要的时间为24 h的温度T_(D24)=137.2℃。利用风险矩阵法评估了AN的危险等级为Ⅱ级。针对此危险等级,提出了降低AN储存风险的措施。     

Fatal train accidents on Europe's railways: 1980-2009

This paper presents an analysis of fatal train accident rates and trends on Europe's main line railways from 1980 to 2009. The paper uses a new set of data for the European Union together with Norway and Switzerland, assembled partly under the auspices of the European Railway Agency and partly on the author's own account. The estimated overall trend in the number of fatal train collisions and derailments per train-kilometre is −6.3% per year from 1990 to 2009, with a 95% confidence interval of −8.7% to −3.9%. The estimated accident rate in 2009 is 1.35 fatal collisions or derailments per billion train-kilometres, giving an estimated mean number of fatal accidents in 2009 of 6.0. The overall number of fatalities per fatal accident in 1990–2009 is 4.10, with no apparent long term change over time, giving an estimated mean of 24.6 fatalities per year in train collisions and derailments in 2009. There are statistically significant differences in the fatal train accident rates and trends between the different European countries, although the estimates of the rates and trends for many individual countries have wide confidence limits. The distribution of broad causes of accidents appears to have remained unchanged over the long term, so that safety improvements appear to have been across the board, and not focused on any specific cause. The most frequent cause of fatal train collisions and derailments is signals passed at danger. In contrast to fatal train collisions and derailments, the rate per train-kilometre of serious accidents at level crossings remained unchanged in 1990–2009. The immediate causes of most of the serious level crossing accidents are errors or violations by road users.     

偏氯乙烯-丙烯腈悬浮共聚物的热行为与结晶度

用DSC法研究了VDC－AN悬浮共聚物的玻璃化转变和热熔融行为,并用Barton方程定量关联了Tg与组成的关系,用TGA法研究了共聚物的热分解行为,结果表明,AN单元对与其相邻连拉的VDC单元脱HC1有诱导催化作用,由DCS法和X射线衍射法得到高VDC含量的共聚物结晶度与AN含量成线性关系,而在高AN含量时则与AN组成成三次多项式关系。     

Kinetic and safety parameters analysis for 1,1,-di-(tert-butylperoxy)-3,3,5-trimethylcyclohexane in isothermal and non-isothermal conditions

Over the past 30 years, the field of thermal analysis of organic peroxides has become an important issue in chemical engineering departments, safety departments, and in companies working with polymerization, petrifaction process, and so on. The contributions of thermal analysis to the evaluation and prediction of the runaway reactions have been important for decreasing or preventing a hazard, such as fire or explosion accident. This study was carried out using differential scanning calorimetry (DSC) to evaluate the kinetic and safety parameters in isothermal and non-isothermal conditions, for instance, temperature of no return (T_NR), self accelerating decomposition temperature (SADT), time to maximum rate (TMR), activation energy (E_a), frequency factor (A), reaction order (n), and reaction heat (ΔH), in terms of the hazardous material of 1,1,-di-(tert-butylperoxy)-3,3,5-trimethylcyclohexane (TMCH) 88 mass%. On the basis of this study, we demonstrated that TMCH 88 mass% must be well controlled in the manufacturing process due to the unstable structure of O-O, which releases a great quantity of heat, higher than 1300 J/g under decomposition. Results of this study could contribute to the relevant plants adopting TMCH 88 mass% in a process, in order to prevent a fire or explosion accident from happening.     

Compatibility of poly(α-methyl styrene-co-acrylonitrile) with PMMA: A neutron and cloud point study

Cloud point (CP) experiments were perform-ed using blends of deuterated polymethylmethacrylate (PMMA(D)) and a statistical copolymer P(αMS – co- AN) which consists of α-methylstyrene (αMS) and acrylonitrile (AN). A lower critical solution temperature (LCST) behavior is found. The corresponding interaction parameter χ is calculated accounting for temperature and concentration dependence. In order to improve the accuracy, temperature dependent small-angle neutron scattering experiments are performed for a 50/50 blend which reveal spinodal and binodal temperatures. Additionally, bilayers of P(αMS – co- AN) and PMMA(D) are prepared and annealed. The compositions of coexisting phases and the interface widths are determined by neutron reflectometry (NR). Interaction parameters calculated from the compositions of coexisting phases are in agreement with SANS and CP results. Effects of molar mass distribution are discussed. Received: 17 October 2000 / Reviewed and accepted: 18 October 2000     

Effect of weight,height and BMI on injury outcome in side impact crashes without airbag deployment

A comprehensive analysis is performed to evaluate the effect of weight, height and body mass index (BMI) of occupants on side impact injuries at different body regions. The accident dataset for this study is based on the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) for accident year 2000–08. The mean BMI values for driver and front passenger are estimated from all types of crashes using NASS database, which clearly indicates that mean BMI has been increasing over the years in the USA. To study the effect of BMI in side impact injuries, BMI was split into three groups namely (1) thin (BMI < 21), (2) normal (BMI 24–27), (3) obese (BMI > 30). For more clear identification of the effect of BMI in side impact injuries, a minimum gap of three BMI is set in between each adjacent BMI groups. Car model years from MY1995–1999 to MY2000–2008 are chosen in order to identify the degree of influence of older and newer generation of cars in side impact injuries. Impact locations particularly side-front (F), side-center (P) and side-distributed (Y) are chosen for this analysis. Direction of force (DOF) considered for both near side and far side occupants are 8 o’clock, 9 o’clock, 10 o’clock and 2 o’clock, 3 o’clock and 4 o’clock respectively. Age <60 years is also one of the constraints imposed on data selection to minimize the effect of bone strength on the occurrence of occupant injuries. AIS2+ and AIS3+ injury risk in all body regions have been plotted for the selected three BMI groups of occupant, delta-V 0–60 kmph, two sets (old and new) of car model years. The analysis is carried with three approaches: (a) injury risk percentage based on simple graphical method with respect to a single variable, (b) injury distribution method where the injuries are marked on the respective anatomical locations and (c) logistic regression, a statistical method, considers all the related variables together. Lower extremity injury risk appears to be high for thin BMI group. It is found that BMI does not have much influence on head injuries but it is influenced more by the height of the occupant. Results of logistic analysis suggest that BMI, height and weight may have significant contribution towards side impact injuries across different body regions.