车用LPG电控发动机排放控制的研究

文中所研究的LPG发动机电控系统综合利用了下列控制策略：基于步进电机步数的LPG燃料精确预控制与空燃比闭环控制；优化发动机起动后及暖机过程的空燃比控制；通过提高怠速及推迟点火的催化器快速起燃控制；通过氧传感器的加热以快速实现发动机起动后的空燃比闭环控制。并对1．8L汽油发动机进行了匹配试验，在兼顾发动机动力性及经济性的前提下有害气体排放达到欧Ⅱ法规的50％。     

Quantifying the environmental impacts of increasing high occupancy vehicle lanes in the United States

To what extent will increasing High Occupancy Vehicle (HOV) lane-kilometer incentivize carpooling and reduce emissions of air pollutants and greenhouse gases? To answer these questions, we develop a multiple regression model relating HOV lanes and other socioeconomic factors to carpooling propensity in all 50 U.S. states and the District of Columbia, then calculate the extent to which increasing HOV lane-kilometers would lead to reductions in carbon dioxide equivalent (CO₂e) and major air pollutants across the U.S., by state. Increasing HOV lane extent has the greatest potential to reduce annual CO₂e in the District of Columbia, followed by Hawaii and New York. The smallest potential is found in states with the lowest population density, led by North Dakota. We then explore the extent to which recommendations made at one level of data aggregation (that of individual states) may be valid for another level, such as individual counties. The only state with sufficient data available to disaggregate the model to the county level is California, where we found a lower potential for state-wide CO₂e emission reductions under the county-level model as compared to the state-level model (0.69% as compared to 1.08%, under the same hypothetical scenario), albeit with significant differences in emission reduction potential between counties with higher vs. lower population densities. This analysis demonstrates the potential to generate generalizable insight into the magnitude of vehicle emission reductions that might be achieved through expanding HOV lanes, and highlights the importance of data disaggregation in identifying the optimal locations for potential reductions.     

Going fast or going green? Evidence from environmental speed limits in Norway

This paper studies the impact of speed limits on local air pollution using a series of date-specific speed limit reductions in Oslo over the 2004–2011 period. We find that lowering the speed limit from 80 to 60 km/h reduces travel speed by 5.8 km/h. However, we find no evidence of reduced air pollution as measured next to the treated roads. Our estimates suggest an annual time loss of the speed limit reductions of 66 USD per affected vehicle. Our findings imply that policy makers need to consider other actions than speed limit reductions to improve local air quality.     

0.1N～20N气浮式力标准机的设计分析

0.1N～20N静重式力标准机采用了新型砝码加载机构,实现了砝码的自动、稳定加载。此外,装置采用自行研制的气浮轴承作为支撑,并对气浮轴承进行了性能试验,满足性能要求,成功取代传统的刀口支撑,大大减少了摩擦扭矩,提高了装置的准确度。     

舰载直升机在舰艇编队对空预警中的使用研究

结合舰艇编队对空预警中存在的问题，指出了使用舰载直升机对空预警的必要性和可行性，论述了舰载直升机用于编队对空预警的优点以及配置方法，最后讨论了使用舰载直升机对空预警的几点注意事项。     

铁道行业标准《铁道车辆空气弹簧》修订介绍

介绍TB/T2841—2010《铁道车辆空气弹簧》修订的背景及国内外铁道车辆空气弹簧常用标准情况。对照JISE4206:1989《铁路车辆用弹簧装置》、EN13597:2003《铁道车辆用橡胶悬挂部件空气弹簧气囊》及TB/T2841—2005《铁道车辆空气弹簧》,详细说明TB/T2841—2010的适用范围、主要修订内容及主要参数的制定。     

车用空气压缩机性能试验台

车用空气压缩机性能试验台是用来测试车用空气同有关性能的试验检测设备，它由动力测量系统、气体测量、润滑、水冷却、风冷却、窜油量测试和专项测试等７个系统组成，详细介绍了各系统的结构组成、工作原理及测试项目。给出了各测试项目的测试范围、车用空气压缩机性能试验台系统图及回油量测试器图。     

必须重视汽车安全气囊的检验

安全气囊（ＳＲＳ）的发明始于１９５８年，其后普遍应用于飞机上的安全防护。８０年代后期，人们发现这种安全气囊与安全带配合使用对汽车乘员确实起到安全防护作用，９０年代末安全气囊已被广泛应用在汽车上。在美国还规定，从１９９５年１０月以后生产的汽车都必须安装安全气囊。 安全气囊的防护原理是，当汽车发生严重碰撞时，安全气囊即应自动打开，迅速地隔离在人与相对的物体之间。一方面起到了隔离作用，使人体的头部和胸部不会直接撞击在相对的物体上；另一方面可以吸收人体的惯性力，即吸收其能量，起到缓冲的作用，从而大大减少…     

空隙率对沥青混合料性能的影响分析

分析了空隙率和沥青混合料性能之间的关系,以抗滑表层AK16为例,用不同的击实功成型试件,通过水稳性和高温稳定性等相关试验,分析空隙率对沥青混合料性能的影响.     

The cumulative effect of nuisances from road transportation in residential sectors on the Island of Montreal – Identification of the most exposed groups and areas

Air pollution and road traffic noise are considered to be the two most important nuisances that could negatively affect the quality of life. A prolonged exposure to high concentrations of these pollutants could conduct to various health problems. Studies in environmental equity have often considered these nuisances individually whenever it comes from the same source. The main objective of this paper is to determine if the 15 years of age, those aged 65 and over, visible minorities and low income individuals located in a portion of the Island of Montreal are overrepresented in city blocks characterized by having among the highest levels of transportation-related air pollutants (i.e., ambient concentrations of NO₂ and road traffic noise in decibels (dB(A)). The results show that low-income individuals and, to a lesser extent, visible minorities, are significantly overrepresented in city blocks characterized by the higher levels of NO₂ and road traffic noise in dB(A). Multinomial logistic regression analysis confirms these results, and also shows that young people under 15 years are under-represented in the most polluted areas. However, contrary to the previous bivariate results, people aged 65 and over are negatively and significantly associated with the likelihood of their living in a city block located in an advantaged area after controlling for the independent effects of the other explanatory variables. Moreover, visible minorities are significantly overrepresented in advantaged areas. Considering the observed results, some solutions are identified to reduce road traffic noise and air pollution in the city blocks localized near major traffic arteries.