制备条件对微乳化金属切削液性能的影响

采用45#变压器油为基础油,通过添加乳化剂脂肪酰胺、极压剂氯化石蜡、杀菌剂和水制备出微乳化金属切削液;详细探讨了温度,加料顺序、搅拌方式以及搅拌时间对微乳化金属切削液性能的影响,结果表明:搅拌方式、加料顺序、搅拌时间对微乳化金属切削液制备基本没有影响;而加料顺序和温度则对其制备的稳定性有不同程度的影响,表现为:先加水后加增溶剂,温度为30℃所制得的微乳化金属切削液稳定性较高.     

甲醇柴油微乳液制备及稳定性的实验研究

复配油酸,二乙醇胺,span80,op-4四种表面活性剂,将其加入到加甲醇柴油混合体系中,制备甲醇柴油微乳液,并采用正交试验方法与粘度指数法,考察了制备温度,搅拌时间,搅拌速度,助表面活性剂用量,甲醇含量5种因素对甲醇柴油微乳液稳定性的影响程度。实验结果表明,当m(油酸)/m(二乙醇胺)/m(span80)/m(OP-4)=10∶2∶3∶2时,可增溶甲醇量最大,正交试验结果表明:样品粘度指数最小,50℃恒温前后的粘度变化最小,为稳定性最佳的甲醇柴油微乳液配方,显著性检验结果表明影响因素作用程度依次为:甲醇含量制备温度搅拌时间助剂用量搅拌速度。在试验温度为30℃,搅拌时间为12 min,搅拌速度为300 r/min时,添加甲醇质量分数为5%的实验条件下制备甲醇柴油微乳液。     

生物质裂解油在柴油中乳化的研究

以乳化液稳定性为评价指标,研究了复配乳化剂、助乳化剂、助乳化剂与复配乳化剂质量比[m(C)m/(T)]及生物质裂解油在乳化液中质量分数的选择,并考察了HLB值、乳化温度、乳化时间、乳化方式、搅拌方式对乳化液稳定性的影响。实验结果表明:采用质量分数1.7%的T-85和乳化剂A的复配乳化剂,m(C)m/(T)为0.05的正辛醇为助乳化剂,在HLB值为8、乳化温度为20~40℃的条件下,将质量分数5%的生物质裂解油在柴油中高速乳化5m in,其中,乳化方式为T-85溶于生物质裂解油,乳化剂A溶于柴油,边搅拌柴油边加入生物质裂解油,再加入助乳化剂,乳化液的稳定性较好,稳定时间可达20 d。     

切片石蜡乳液的制备

石蜡一直存在难乳化、乳液稳定性差等问题。研究了以切片石蜡为原料,采用种子乳液聚合法,选择复配型乳化剂;讨论了乳化剂用量,乳化时间,乳化温度以及搅拌速度等因素对石蜡乳液稳定性和分散性的影响。结果表明:在乳化剂用量为乳液总量的10%,乳化时间为70 m in,乳化温度控制在(85±5)℃,搅拌速度为1500 r/m in的反应条件下,可制备出稳定的切片石蜡乳液。     

操作条件对柴油微乳液制备及稳定性的影响

利用微乳化剂Span 80(失水山梨醇单油酸酯)、D 08/1021(双烷基氯化铵),助乳化剂正戊醇,自来水制备出了柴油微乳液;进一步探讨了温度、加料方式、搅拌方式等对制备微乳液的影响.结论为温度在30-35℃时制备的微乳液澄清较快,而加料方式以及加料过程中的搅拌对微乳液的制备无影响.对所制备的微乳液样品进行稳定性验证:先混配制得微乳化剂,再将柴油和微乳化剂混合均匀,搅拌一段时间后加入水,再搅拌一段时间后加助乳化剂正戊醇,操作温度控制在30℃,由此制得的柴油微乳液澄清较快,且稳定性高.     

改性皂化蜡微乳液的制备

将皂化蜡进行催化氧化改性,对改性皂化蜡制备微乳液进行了研究,考察了微乳液的配方组成以及乳化条件时制备氧化皂化蜡微乳液的影响.研究结果表明:当m(改性皂化蜡):m(乳化剂):m(助乳化剂)=1:0.40:0.02,乳化时间为30 min,乳化温度为85～90℃,搅拌速度为(1 000～1 200)r/min,得到稳定的蜡微乳液.     

微乳化柴油制备及其节油率与稳定时间的研究

用烷基苯磺酸钠、失水山梨醇油酸酯和MOA多元复配乳化剂制备了微乳化柴油。此柴油微乳液粒径在60 nm左右,乳液颗粒分布均匀,且实验重复性好。在温度为45℃,搅拌时间为60 min,乳化剂质量分数为4%,水质量分数为15%条件下,对制得的微乳化柴油的十六烷值、闪点、黏度等理化性能指标进行了测定,均满足0#普通柴油国标标准。通过柴油发电机组台架试验,微乳化柴油最高节油率约为7.5%,比纯柴油烟度降低83.1%,NOx排放量比纯柴油降低86.5%。研究了该微乳化柴油的热稳定性,通过微乳化柴油高温稳定时间(80℃)与常温稳定时间之间的近似关系推得其常温稳定时间。此种方法相对于传统测定常温稳定时间的方法而言,可节省大量检测时间。经实验证明,高温稳定时间在30 min以上的柴油微乳液,可以储存1年以上。     

利用废机油制备乳化蜡的研究

本文以废机油为主要原料,以其它油性成分为辅助原料,在乳化剂的乳化作用下制备乳化蜡,通过对其乳液稳定性及使用乳化蜡后的金属、皮革表面的光泽度、耐酸耐污性等进行测试研究了乳化温度、乳化时间、搅拌速度、添加的油性成分、乳化剂类型等对乳化蜡性能的影响,并通过优化实验得到了最佳反应条件。结果表明,以硬脂酸和三乙醇胺为乳化剂,巴西棕榈蜡作为辅助油相成分,乳化温度为80～85℃,乳化时间为50min,搅拌速度为1150r/min时,乳化蜡的综合性能最好,拥有较高的光泽度、抗腐蚀性及耐污性能。本文为废机油的综合利用提供了新的途径,具有良好的开发前景。     

低乳化剂含量丙烯酸酯微乳液的合成与性能

研究了搅拌速度、聚合温度、复合乳化剂类型和质量分数、p H值、引发剂加入方式对丙烯酸酯微乳液稳定性、粒径及透光率的影响。结果表明:采用预乳化补加助乳化剂、引发剂聚合法,搅拌速度为120~160 r/min,聚合温度为75~76℃,复合乳化剂AES(脂肪醇聚氧乙烯醚硫酸钠)/OP–10(辛基酚聚氧乙烯醚)的质量分数为2%、m(AES):m(OP–10)=3:1时,制备的微乳液具有良好的稳定性,透光率为68.7,凝胶率为0。采用透射电镜和衰减全反射(ATR)红外光谱对微乳液的结构进行表征,显示微乳液的平均粒径为40 nm,该微乳液为丙烯酸酯类聚合物。     

一种含退役RDX的乳化炸药配方设计及制备工艺研究

本文设计了一种含退役RDX并可以在较低温度下进行乳化炸药生产工艺的配方,在原有的乳化炸药基础上提高了炸药成分中水的含量,经过实验研究功能添加物及水相组分配比的改变对硝酸铵析晶温度的影响,得到能使水相析晶温度降低的配方;选用常温时呈液态的柴油作为油相,从而实现油相的低温乳化。同时,为弥补因水含量增加而降低的威力和感度将退役军用炸药RDX加入到乳化炸药中,一定程度提高了乳化炸药的爆炸性能,克服了能量不足的缺点,考察了乳化组分、乳化工艺对炸药性能的影响。通过实验确定了各种成分的添加顺序和添加条件,改进了乳化工艺,得到较好的乳化条件:乳化温度80℃,搅拌速度1000 r/min,乳化时间16min,敏化时间5min。     

泡沫级THEIC改性蜜胺树脂的研究

以三(2-羟乙基)异氰尿酸酯作为改性剂对蜜胺树脂进行改性,采用旋转黏度计测量反应体系动力黏度,根据动力黏度变化定性表征缩聚产物相对分子质量和反应速率快慢,考察了改性树脂的聚合工艺条件(如物料配比、反应时间、改性剂添加量、固含量等)对体系聚合反应的影响;并通过IR光谱、TG-DSC等对改性树脂的结构、热稳定性进行了表征....     

含水柴油国内外研究进展

结合近年来国内外含水柴油(包括乳化和微乳化)的研究现状,概述了含水柴油目前常用的乳化剂、在线乳化工艺、预乳化工艺过程和节能减排理论。有学者发现在含水柴油乳化剂配方中添加正构醇可以明显提高其乳化效果和稳定性;含水柴油的预乳化工艺主要包括机械搅拌、均质乳化、超声乳化和静电乳化等乳化工艺。含水柴油的节能减排理论还没有得到系统地完善,学者们提出了不同的观点,主要包括微爆理论、蒸发理论、共沸理论、水煤气效应和燃烧时间缩短等理论。在含水柴油发动机台架试验中,一些学者发现有发动机排放物中的氮氧化物(NO_x)比普通柴油增加的现象,针对此现象,分析了出现这样情况可能的原因。最后提出含水柴油未来的研究方向和需要解决的问题。     

Selection of a diesel fuel surrogate for the prediction of auto-ignition under HCCI engine conditions

Homogeneous charged compression ignition (HCCI) is a promising combustion concept able to provide very low NO_x and PM diesel engine emissions while keeping good fuel economy. Since HCCI combustion is a kinetically controlled process, the availability of a kinetic reaction mechanism to simulate the oxidation (low and high temperature regimes) of a diesel fuel is necessary for the optimisation, control and design of HCCI engines. Motivated by the lack of information regarding reliable diesel fuel ignition values under real HCCI diesel engine conditions, a diesel fuel surrogate has been proposed in this work by merging n-heptane and toluene kinetic mechanisms. The surrogate composition has been selected by comparing modelled ignition delay angles with experimental ones obtained from a single cylinder DI diesel engine tests. Modelled ignition angle results are in agreement with the experimental ones, both results following the same trends when changing the engine operating conditions (engine load and speed, start of injection and EGR rate). The effect of EGR, which is one of the most promising techniques to control HCCI combustion, depends on the engine load. High EGR rates decrease the n-heptane/toluene mixture reactivity when increasing the engine load but the opposite effect has been observed for lower EGR rates. A chemical kinetic analysis has shown that the influence of toluene on the ignition time is significant only at low initial temperature. More delayed combustion processes have been found when toluene is added, the dehydrogenation of toluene by OH (termination reaction) being the main kinetic path involved during toluene oxidation.     

The influence of n-butanol/diesel fuel blends utilization on a small diesel engine performance and emissions

Nitrogen oxides and smoke emissions are the most significant emissions for the diesel engines. Especially, fuels containing high-level oxygen content can have potential to reduce smoke emissions significantly. The aim of the present study is to evaluate the influence of n-butanol/diesel fuel blends (as an oxygenation additive for the diesel fuel) on engine performance and exhaust emissions in a small diesel engine. For this aim five-test fuels, B5 (contains 5% n-butanol and 95% diesel fuel in volume basis), B10, B15, B20 and neat diesel fuel, were prepared to test in a diesel engine. Tests were performed in a single cylinder, four stroke, unmodified, and naturally aspirated DI high speed diesel engine at constant engine speed (2600 rpm) and four different engine loads by using five-test fuels. The experimental test results showed that smoke opacity, nitrogen oxides, and carbon monoxide emissions reduced while hydrocarbon emissions increased with the increasing n-butanol content in the fuel blends. In addition, there is an increase in the brake specific fuel consumption and in the brake thermal efficiency with increasing n-butanol content in fuel blends. Also, exhaust gas temperature decreased with increasing n-butanol content in the fuel blends.     

PVA、苯丙乳液、囊化Ca(OH)2对涂层耐水洗性关系的研究

将PVA、苯丙乳液、微乳Ca(OH)2胶囊,按不同比例配制成水性涂料,对涂层的耐水洗性进行了研究。通过实验测试,讨论了PVA、苯丙乳液、微乳Ca(OH)2胶囊应用在水性涂料中,对涂层耐水洗性变化规律及影响原因,为该方向涂料的研究、开发提供了参考依据。     

Experimental investigation on injection characteristics of bioethanol-diesel fuel and bioethanol-biodiesel blends

This paper analyses the fuel injection characteristics of bioethanol-diesel fuel and bioethanol-biodiesel blends considered as fuel for diesel engines. Attention is focused on the injection characteristics which significantly influence the engine characteristics and subsequently the exhaust emissions. In this context the following injection characteristics have been investigated experimentally: fuelling, injection timing, injection delay, injection duration, mean injection rate, and injection pressure. The tested fuels were neat mineral diesel fuel, neat biodiesel made from rapeseed oil, bioethanol/diesel fuel and bioethanol/biodiesel blends up to 15% (v/v) bioethanol with an increment of 5%. The fuels blends were experimentally investigated in a fuel injection M system at rated condition (FL, 1100 rpm), peak torque (FL, 850 rpm), and maximum pump speed (1100 rpm) for different partial loads (PL 75% and PL 50%), at ambient temperature.It has been proven that for all operating regimens tested, the addition of bioethanol to biodiesel reduces fuelling, injection timing, injection duration, mean injection rate and maximum injection pressure and increases injection delay compared to pure biodiesel. Meanwhile, increasing bioethanol in diesel fuel shows no significant variations or a slightly increase in fuelling, injection timing, injection duration, and mean injection rate and a decrease in injection delay and maximum injection pressure, compared to pure diesel fuel.The influence of bioethanol in biodiesel is much more significant that in diesel fuel; it has a beneficial effect on biodiesel injection characteristics because bioethanol addition brings them nearer to the diesel fuel one and it is expected to decrease biodiesel NO_x emissions.     

航煤、柴油色谱模拟蒸馏的应用

介绍了采用气相色谱模拟蒸馏的原理快速测定航煤、柴油的馏程的方法。使用一条具有一定分离度的非极性毛细管色谱柱,将样品通过可程序升温进样口进入色谱柱,在线性程序升温条件下将样品按沸点次序分离,模拟经典实沸点蒸馏测定出馏程;并通过经典手工馏程分析数据,对每一类样品的结果进行修正,建立相对应的样品类型。试验表明,采用气相色谱模拟蒸馏可在8 min内准确、简便地测定出航煤和柴油的馏程。     

E10含水乙醇汽油微乳化技术研究

探讨了E10含水乙醇汽油的相分离机理,用相分离温度表征含水乙醇汽油的稳定性,比较和优化乳化工艺,应用微乳化理论优选和复配乳化剂,对E10含水乙醇汽油混合燃料的微乳化技术进行了实验研究。结果表明,乳化剂的选择和复配在基于亲油亲水平衡(HLB)值理论的同时应该综合考虑多种因素的影响,基于HLB值理论复配的SPY乳化剂可以获得比单一乳化剂更好的乳化效能。使用超声波乳化,乳化时间为30 m in时,添加0.65%~0.85%SPY乳化剂的95%乙醇度E10微乳化含水乙醇汽油可以在0~40℃范围内保持稳定30 d以上;添加2%~2.5%SPY乳化剂的95%乙醇度E10微乳化含水乙醇汽油可以在-10~40℃范围内保持稳定30 d以上。     

焦化柴油氧化萃取脱氮技术研究

以过氧化氢-有机酸体系作氧化剂,采用氧化反应与溶剂萃取相结合的方法,对焦化柴油进行了氧化脱氮研究。考察了不同的氧化体系、氧化温度、氧化时间、氧化剂油比和萃取剂、萃取温度、萃取时间、萃取剂油比对焦化柴油中氮化物脱除效果的影响。结果表明,最适宜的氧化脱氮条件为:过氧化氢-甲酸作为氧化体系,氧化温度为70℃,氧化时间为1 m in,剂油体积比为0.24,V(过氧化氢)/V(有机酸)=0.5。萃取实验条件为:在室温条件下,萃取剂油比为0.8,搅拌5 m in。精制后,柴油回收率达93.33%,总氮脱除率为94.69%。