By using multi-grid method, the simultaneous Reynolds, elasticily, film-thickness,rheology, energy and thermal interface temperature equations are solved, and the numerical solution of line-ontact thermal EHL is succe...By using multi-grid method, the simultaneous Reynolds, elasticily, film-thickness,rheology, energy and thermal interface temperature equations are solved, and the numerical solution of line-ontact thermal EHL is successfully obtained and presented in this paper.In addition, the influence of sliding/rolling ratio on the distribution of temperature within the film and on the solid surface. minimum film thickness and traction coefficient are also studied. The results show that the influence of temperature on film thickness is significant and unnegligible, All mentioned above may provide a basis for further investigation of thermal EHL of helical gears.展开更多
电控离子交换(Electrochemically switched ion exchange,ESIX)系统内对电极具有保持溶液电中性、增强提锂效果且使系统形成闭合回路的关键作用。在ESIX技术盐湖提锂过程中人们主要关注锂离子捕获电极,关于对电极的研究较少。而本文研...电控离子交换(Electrochemically switched ion exchange,ESIX)系统内对电极具有保持溶液电中性、增强提锂效果且使系统形成闭合回路的关键作用。在ESIX技术盐湖提锂过程中人们主要关注锂离子捕获电极,关于对电极的研究较少。而本文研究了不同类型对电极对ESIX系统提锂性能的影响。分别采用聚吡咯/导电炭黑/聚偏二氟乙烯(PPy/C/PVDF)、活性炭/导电炭黑/聚偏二氟乙烯(AC/C/PVDF)和石墨板电极作为ESIX系统中锰酸锂/导电炭黑/聚偏二氟乙烯(LiMn_(2)O_(4)/C/PVDF)提锂膜电极的对电极,考察了这3种ESIX系统在氯化物型高镁锂比模拟卤水(Mg/Li~50)中的提锂性能。结果表明,当PPy/C/PVDF作为对电极时可有效吸附卤水中Cl^(-),且ESIX系统提锂性能最优,Li^(+)吸附量为13.9 mg/g;当PPy/C/PVDF电极湿膜厚度增加至1 mm时,ESIX系统对Li^(+)的提取率可达44.2%,Li^(+)/Mg^(2+)分离因子可达56.82。因此,针对不同的阴离子型盐湖卤水设计匹配的对电极对ESIX技术在盐湖提锂领域的发展具有重要的理论指导意义。展开更多
To study the curving performance of trains, 1D and 3D dynamic models of trains were built using nu- merical methods. The 1D model was composed of 210 simple wagons, each allowed only longitudinal motion; whereas the 3...To study the curving performance of trains, 1D and 3D dynamic models of trains were built using nu- merical methods. The 1D model was composed of 210 simple wagons, each allowed only longitudinal motion; whereas the 3D model included three complicated wagons for which longitudinal, lateral, and vertical degrees of freedom were considered. Combined with the calculated results from the 1D model under braking conditions, the behavior of draft gears and brake shoes were added to the 3D model. The assessment of the curving performance of trains was focused on making comparisons between idling and braking conditions. The results indicated the following： when a train brakes on a curved track, the wheel-rail lateral force and derailment factor are greater than under idling conditions. Because the yawing movement of the wheelset is limited by brake shoes, the zone of wheel contact along the wheel tread is wider than under idling conditions. Furthermore, as the curvature becomes tighter, the traction ratio shows a nonlinear increasing trend, whether under idling or braking conditions. By increasing the brake shoe pressure, train steering becomes more difficult.展开更多
文摘By using multi-grid method, the simultaneous Reynolds, elasticily, film-thickness,rheology, energy and thermal interface temperature equations are solved, and the numerical solution of line-ontact thermal EHL is successfully obtained and presented in this paper.In addition, the influence of sliding/rolling ratio on the distribution of temperature within the film and on the solid surface. minimum film thickness and traction coefficient are also studied. The results show that the influence of temperature on film thickness is significant and unnegligible, All mentioned above may provide a basis for further investigation of thermal EHL of helical gears.
文摘To study the curving performance of trains, 1D and 3D dynamic models of trains were built using nu- merical methods. The 1D model was composed of 210 simple wagons, each allowed only longitudinal motion; whereas the 3D model included three complicated wagons for which longitudinal, lateral, and vertical degrees of freedom were considered. Combined with the calculated results from the 1D model under braking conditions, the behavior of draft gears and brake shoes were added to the 3D model. The assessment of the curving performance of trains was focused on making comparisons between idling and braking conditions. The results indicated the following： when a train brakes on a curved track, the wheel-rail lateral force and derailment factor are greater than under idling conditions. Because the yawing movement of the wheelset is limited by brake shoes, the zone of wheel contact along the wheel tread is wider than under idling conditions. Furthermore, as the curvature becomes tighter, the traction ratio shows a nonlinear increasing trend, whether under idling or braking conditions. By increasing the brake shoe pressure, train steering becomes more difficult.
