Modification of 1D Ballistic Transport using an Atomic Force Microscope

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离子束介导大豆球蛋白基因转化无芒雀麦

离子束介导大豆球蛋白基因转化无芒雀麦

无 芒 雀麦 ( rm si r i) B o u ems 又名 禾 萱草 , 属 于禾 n 隶
术 扩增 和改造 大豆蛋 白质基 因 , 转化 到其它 作物 中 , 并 在 改 良作 物 品质方面 具有 重要 的应用 价值 。美 国国际 植 物研 究所 的科学 家们 从 大 豆 获取 蛋 白质合 成基 因 , 成 功地 导入 到马铃 薯 中 , 培育 出高蛋 白马铃 薯 品种 , 其 蛋 白质含量 接近 大 豆 , 大大 提 高 了 营养 价 值 。 日本 学 者 Hrn 等 从 大豆种 子 中克隆 了碱 性 7s球蛋 白基 i o a
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意义未明的单克隆免疫球蛋白血症的临床意义

意义未明的单克隆免疫球蛋白血症的临床意义

临床表现系由轻链在器官和组织中沉积所致。
确诊需做活检(肾脏、牙龈、腹部脂肪、直肠等受累部位)进行病理诊断。
原发性淀粉样变性
转移癌亦可有溶骨性病变、中等量M蛋白,骨髓浆细胞<10%;
01
自身免疫病;
02
慢性感染等伴发单克隆免疫球蛋白血症均有其原发病特征,可资鉴别。
03
继发性单克隆免疫球蛋白血症
临床治疗
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谢谢
汇报人姓名
武永清.Waldenstr6m’s巨球蛋白血症.张之南.血液病诊断及疗效标准.科学出版社,2007
Gobbi PG,et al. Clin Cancer Res,2005:1786一1790.
M蛋白和骨髓浆细胞百分比与MGUS一致,但有原因不明的器官(舌、心脏、肝脏等)肿大、肾病综合征、充血性心力衰竭、周围神经病变、直立性低血压和腕管综合征等
西班牙危险分层
强调应用多参数流式细胞仪对骨髓标本进行检测以区分异常浆细胞和正常浆细胞分别占的比例。 异常浆细胞的特点包括:CD19缺失、CD45缺乏、CD38表达降低,和(或)CD56过表达。 对于MGUS患者:(1)异常浆细胞数与骨髓浆细胞总数的比值≥95%;(2)DNA非整倍体。 不具有以上两条危险因素、或具有一条、或具有两条危险因素的患者,其5年内疾病发生进展的风险分别为2%、10%和46%。对于SMM患者:(1)异常浆细胞数与骨髓浆细胞总数的比值≥95%;(2)免疫麻痹,具体定义为1-2种正常的免疫球蛋白低于正常下限。不具有以上两条危险因素、或具有一条、或具有两条危险因素的患者,其5年内疾病发生进展的风险分别为4%、46%和72%。
针对“低危MGUS患者”,指南建议其在确诊后6个月内行血清蛋白电泳检查,如果病情稳定,可以每2-3年或者等出现症状时再行血清蛋白电泳检查;针对“中危/高危MGUS患者”指南建议其在最初诊断时即应该行骨髓穿刺及活组织病理检查,以除外潜在的浆细胞恶性疾病。在确诊6个月内患者应该定期复查血清蛋白电泳及全血细胞计数。如果病情稳定,则可以改为每年复查1次。

用于因减弱的瘦蛋白活性和脂质贮积障碍中的至少一种导致的障碍的

用于因减弱的瘦蛋白活性和脂质贮积障碍中的至少一种导致的障碍的

专利名称:用于因减弱的瘦蛋白活性和脂质贮积障碍中的至少一种导致的障碍的疗法的氧化胆固醇硫酸酯类
专利类型:发明专利
发明人:任顺林,J·K·金
申请号:CN201580054842.8
申请日:20151013
公开号:CN107106576A
公开日:
20170829
专利内容由知识产权出版社提供
摘要:提供了用于预防和/或治疗与脂质蓄积障碍相关的症状的方法和组合物,所述脂质蓄积障碍因减弱的瘦蛋白活性和脂质贮积障碍导致。

所述方法牵涉给具有所述障碍的受试者施用至少一种氧化胆固醇硫酸酯(OCS)。

所述障碍可以是获得性的或先天性的(遗传性的)。

申请人:弗吉尼亚联邦大学
地址:美国弗吉尼亚
国籍:US
代理机构:中国国际贸易促进委员会专利商标事务所
代理人:谭玮
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二战德军飞机编号昵称一览表

二战德军飞机编号昵称一览表

Dornier Do 19 (long-range bomber)
"Uralbomber" - Ural bomber
Dornier Do 215B-6 (night fighter)
Kauz III - screech owl III
Dornier Do 335 (fighter)
Snowwhite
Blohm und Voss P.211 (turbojet interceptor project, 1944)
"Volksj?ger" - people's fighter
Bücker Bü 131 (basic trainer)
Jungmann - youngster
"Fliegender Bleistift" - flying pencil
Dornier Do 17Z-6 (night fighter)
Kauz - screech owl
Dornier Do 17Z-10 (night fighter)
Kauz II - screech owl II
Dornier L3
Delphin III - dolphin III
Dornier R2
Superwal - superwhale
Dornier R4
Superwal - superwhale
Dornier Spatz
sparrow
Dr. Geest M?we 4 (1913)
DFS 8-346 (experimental rocket plane)
"Viktoriya" (Russian nickname) - victory

消防英语专业词汇(B)

消防英语专业词汇(B)

消防英语专业词汇(B)消防英语专业词汇(B)消防英语专业词汇(B)b-number b数b. p. = bp = black powder 黑火药b. p. =british patent 英国专利b= boron 硼ba = barium 钡ba = breathing apparatus 呼吸器ba = british academy 英国研究院baas = british association of the advancement of science 英国科学促进会babbitt 巴氏合金babbitted fastening 巴氏合金连接babilarchy 下行层次结构baby bangor 小拉梯一种没有绳索和滑轮的拉梯bacillus 杆菌back azimuth 反方位back blast 废气冲击back burn 迎面火back down 撤退back draft explosion 逆通风爆炸back draft 逆通风back flame 复燃火焰back flashover 雷电反击back flushing 逆流冲洗back lag 后撑脚back out 撤出back pack pump tank fire extinguisher 小型背负泵式灭火器back pack pump tank 背负式带泵灭火器back pack 背包式灭火器背负的五加仑灭火器back power 备用电源back pressure valve 止回阀back pressure 反压力back scattering 反向散射back stair 后楼梯back staircase 后楼梯back step 后踏板back stopping 上向梯段回采back stretch 反向铺设水带back track 由原路退回back up = backup 备用的back valve 止回阀back wall 后墙back 巷道顶板back-fire arrestor 回火制止器back-firing 迎面火back-pack pump 背负泵back-pack tank 背负式罐back-up battery 备用电源back-up breaker 备用断路器back-up light 倒车灯back-up power 后备电源back-up protection 后备保护装置backfill 回填backfilling 回填backfire pot 滴液点火器backfire a.迎面火在林野火灾前进的道路上放的火backfiring 回火backflash 反闪backflow preventer 回流防止器backflow 回流background radiation 本底辐射backing and burning of bricks 烧砖和烘砖backing fire 逆风而烧的林野火灾backing pump 预抽真空泵backing wind 逆时针转向的风backing 背衬backlash 后退backup device 备用安全装置backup facility 备用设备backup hoseline 支援水带线backup job 支援工作backup line 后备水带backup 备用品backward scattering 反向散射backward voltage 反向电压backwater 回水backwind 背后风bad connection 接触不良bad weather 天气恶劣bad-weather condition 不良气象条件badge 徽章baffle area 阻隔区baffle board 烟囱风帽baffle maze 迷宫式挡板baffle plate 挡板baffle wall 挡火墙baffle wind 变向风baffle 隔板baffler 烟道隔墙bag filter 袋式集尘器bag house 集尘室bag mask resuscitator 袋式人工呼吸器一种急救用呼吸器具bag powder 袋装炸药bakelite 胶木baking industry 烘烤业balanced explosive 零氧平衡炸药balanced pressure proportioner 等压式比例混合器balanced system 均衡系统balanced vane pump 平衡叶片泵balcony 跳台bale 捆bales fire 包件火灾balk 粗枋大木ball bearing 球轴承ball blanket 塑料球覆盖层ball check valve 圆球止回阀ball check 球阀ball cock 浮球阀ball hydrant 球形消防栓ball lightning 球状闪电ball powder 丸形炸药ball-float liquid-level meter 球形浮子液面计ballast tank 压载水舱ballast valve 重盘式浮阀ballistic body 弹道体ballistic movement 弹道运动ballistic nylon 防弹尼龙ballistic protective clothing 防弹服ballistic protective vest 防弹背心ballistic trajectory 弹道ballistics 弹道学balloon construction 轻型构造balloon framing 轻骨构造ballooning 充气ballroom 舞厅balsa-wood 轻木baluster 栏杆柱balustrade 栏杆bamboo 竹ban 禁止banana oil 香蕉油band pressure level 频带压级band saw 带锯band spectrum 带光谱band 频带bandage 绷带bangor ladder 摇梯banister 栏杆柱bank a fire 封炉bank protection 护岸bank-protection work 护岸工事bar pressure 大气压力bar 巴bar-screw jack 棒形千斤顶baralyme 巴拉林一种二氧化碳吸收剂的商品名barbiturate 巴比土酸盐bare bulb 明露灯泡bare line 裸电线bare wire 裸线barge board 挡风板baric 气压的barium azide 叠氮钡barium chlorate 氯酸钡barium fire 钡火灾barium nitrate 硝酸钡barium perchlorate 高氯酸钡barium permanganate 高锰酸钡barium peroxide 过氧化钡barn 谷仓baroclinic field 斜压场baroclinicity 斜压性barocliny 斜压性barogram 气压记录图barograph 气压记录器barometer 气压表barometric damper system 气压式挡烟系统barometric damper 气流调节器barometric pressure 大气压barometric wave 气压波baromil 毫巴baroscope 气压测验器baroswitch 气压开关barothermograph 气压温度自动记录仪barothermohydrograph 气压温度湿度自动记录仪barotrauma 气压伤barotropic atmosphere 正压大气barotropic field 正压区域barrack sprinkler system 工棚喷水灭火系统barred window 装有铁条的窗口barrel casing fire pump 筒式消防泵barrel pump 筒泵barrel vault 筒形穹顶barrel 桶barricade shield 防护屏barricade 路障barricading 围隔设障碍或栅栏barrier diaphragm-type pressurized water tank 隔膜式气压水罐barrier fabric 隔热织物barrier guard 防护装置罩barrier material 防护材料barrier property 隔离性barrier shield 防护屏barrier 障碍物barron tool 灭火耙具bart system = bay area rapid transit system 海湾地区高速交通系统barye 微巴bas = building automation system 建筑自动化系统base area 基本地区base camp 营地base fuel model 基本地区的可燃物标本base injection foam extinguishing system 液下喷射泡沫灭火系统base injection 液下喷射在液体液面以下施用泡沫base line 基线base observation time 基本观察时间base rate 基本费率base section = bed section 基础节base station 基地电台base station's radiophone 基地无线电话机base 碱baseboard heater 墙式烘炉baseboard outlet 护壁板插座basement drain 地下室排水basement fire 地下室火灾basement floor 地下室层basement garage 地下室库basement parking garage 地下室车库basement spray 地下室水枪basement station 基地台basement wall 地下室墙basement 基础basic building code 基本建筑规范basic control system 基本控制系统basic fire fighting vehicle 基本灭火消防车basic insulation level 基本绝缘标准basic plan 基本计划basic refractory 碱性耐火材料basic research 基础研究basic salt 碱式盐basic skills 基本技巧basicity 碱性basket stabilizer 工作斗稳定器basket strainer 莲蓬头basket 吊斗batch dryer 分批干燥器batch furnace 间歇式加热炉batch mixing 罐式混合批量混合一种应用a类泡沫的简单方法batch reactor 分批处理反应器batt insulation 条毯式隔热层battalion chief 大队长battalion fire chief 消防大队长battalion 大队batten down 封舱batten 压条battering ram 打洞器battery bank 蓄电池组battery charger 充电工battery charging operation 蓄电池充电作业battery eliminator 代电池battery pack 蓄电池组battery room 蓄电池室battery 电池battery-coil ignition 蓄电池线圈点火battery-operated smoke detector 电池感烟探测器battery-powered truck 电瓶车battle 作战baulk = balk 粗枋baume = degree 波美度baume scale 波美比重标bay 凹进处bay 库房分区bayonet coupling 卡口式接口bayonet nozzle 刺刀式水枪一种头部锐利的小流量喷雾水枪bcc = bulk chemical code 散装化学品规范bcf = bromochlorodifluoromethane 溴氯二氟甲烷bcmc = board for the coordination of the model codes 典型规范协调管理局bcsp = board of certified safety professionals 合格安全专业人员委员会be in charge 主管beach 海滩beading 起熔珠beam bolt 梁螺栓beam man 消防战斗员beam raise 侧靠竖梯把梯子支撑在一条侧板上beam side rail 地面梯侧板;侧向导轨beam transmission 定向传输beam with one overhanging end 悬臂梁beam with simply supported end 简支梁beam 侧板beam-type smoke detector 光束式感烟探测器bearer bracket 屋面拖架bearing capacity 承载能力bearing piece 承重部分bearing pressure 承载压强bearing strength 支乘强度bearing structure 承重结构bearing temperature alarm 轴承温度报警器bearing wall 承重墙beat elbow 肘关节蜂窝织炎beat knee 膝关节蜂窝织炎beat reception 拍频接收法beattie-bridgeman equation 贝蒂-布里奇曼方程beaufort wind scale 蒲福风级becket 绳环beckman thermometer 贝克曼温度计bed key 床钥匙bed ladder pipe 云梯水管bed ladder 下节梯bed section 下节梯bed 水带箱bedded position 重叠位置beer's law 比尔定理behave 美国西北林火研究所编制的一套计算森林火灾蔓延问题的计算机程序behavior characteristics 性能特征behavior disorder 行为错乱behavior modification 行为调整behavior of occupants 占用者的行为behavior 行为;特征behavioral science 行为科学bel 贝(声强级单位belay 栓belding-hatch index 贝尔定-哈特指数普通或标准的人从事不同程度的活动时的热应力估计数belfast truss 弧形桁架bell fire alarm 火灾报警铃bell hanger 吊钟钩bell jar 钟罩bell stand 警钟座bell 火警铃bell-shaped curve 钟形曲线belled excavation 钟形挖掘bellows 风箱below grade 不合格的below ground car park 底下停车场below ground fire 地下火灾belt conveyor 皮带输送机belt dressing 皮带油belt drive 带传动belt shifter lock 皮带转动锁死装置belt shifter 皮带移动器belt slippage 皮带打滑belt weather kit 气象测定器具腰包belt (皮belted type cable 铠装电缆beltline 消防绳beltway 环城通道benard convection cell 贝纳德对流晶格bench scale experiment 实验室试验bench test 实验室试验bench 梯段bench-mark 水准benchmark program 基准程序benchmark event 基准间隙bending stress 弯曲应力beneficial occupancy date 受益占用期指对未全部竣工的设施的预先占用日期beneficial occupancy 提前使用benefit payment 保险赔偿费的支付bentonite clay 膨润土bentonite slurry 膨润土泥浆benzene ring 苯环benzene 苯benzine 轻石油精benzole forerunning 苯初馏benzole 苯berger mixture 伯格混合物berm 沟渠的下坡面bernoulli's equation 伯努利方程bernoulli's law 伯努利定律bernoulli's therem 伯努利定理berth 消防车泊位besa =british engineering standards association 英国工程标准协会best angle 最佳角度best orientation 最有利方位beta emitter β发射体beta particle β粒子beta ray β射线bev = billion electron volts [美bevel gear 锥齿轮bfrl = building and fire research lab 建筑物与火灾研究实验室bfsm = building fire simulation model 建筑物火灾模拟模型bi- 双bia = british insurance association 英国保险协会bias 偏(离bicarbonate 酸式碳酸盐big gun 大口径水炮big line 大口径水带big panel method 大板燃烧法big space room 大空间房间big stick 云梯bight 绳环bil = basic insulation level 基准绝缘标准bilge 舱底bimetal strip-type fixed temperature detector 双金属定温火灾探测器bimetal strip-type rate-of-rise detector 双金属差温火灾探测器bimetallic element 双金属元件bimetallic strip heat detector 双金属感温火灾探测器bimetallic strip 双金属片bimetallic thermometer 双金属温度计bimodal distribution 双峰分布bimodal 双峰的bin area 料仓库bin box storage 大箱贮存binary code 二进制代码binary compound 二元化合物binary notation 二进位符号bind 连接binding appliance 接合器binding post 接线柱binding rafter 承接木binocular 望远镜biodegradation 生物降解biohazard 生物危害biological death 生物死亡biological dose 生物剂量biological effect 生物效应biological half-life 生物半排出期biological hazard in laboratories 试验室中对生物体的危害性biological hazard 对生物体的危害性biological oxygen demand 生物的氧气需要量biological shield 生物防护biology 生物学biomedical engineering 生物医学工程biophysics 生物物理学biopsy 活组织检查biot number 比奥数biotelemetry 生物遥测学bird dog officer = air attack boss 空中灭火指挥员bird dog pilot = air tanker boss 空中灭火指挥员bird dog 消防侦察机bismuth 铋bit 钻头bite 射水侦察火源bitt 系缆桩bitumen 沥青bituminous coal mine 烟煤矿bituminous coal 烟煤bituminous felt 沥青油毛毡bituminous fuel 沥青燃料bituminous paint 沥青漆bituminous roofing 沥青屋面black box 快速调换部分black damp 炮烟;矿井瓦斯black gunpowder 黑火药black heat 暗热black lead 黑铅black light 不可见光black line 布黑线black oil 黑油black out 扑灭火焰black powder 黑色火药black spot 经常肇事的地点black-ash 黑灰black-red heat 暗红热blacken down 使黑暗blacken 扑灭火焰blackout 信号消失bladder 泡沫液软袋blank cap 无药雷管blank elevator shaft 分级电梯井blanket experiment 空白试验在一系列试验过程中穿插的无意义的试验blanket insurance 统保保险blanket of foam 泡沫覆盖层blanketing 覆盖blast action 爆炸作用blast agent 爆破剂blast area 爆炸区blast burner 喷灯blast deflector 射流导流槽blast effect 爆炸波效应blast furnace gas 鼓风炉煤气blast furnace 高炉blast gate 放气门blast hazards criteria 爆炸危险标准blast meter 测爆计blast of wind 阵风blast pressure 爆炸压力blast propagation 爆炸波的传播blast pump 送风泵blast rate 鼓风速率blast reducer 灭火器blast region 冲击波区blast resistant structure 防爆构筑物blast safety distance 爆破安全距离blast shield 防爆屏蔽blast signal 爆破信号blast technique 轰击法blast temperature 爆炸温度blast tube 排气管blast wall 防爆墙blast warning 爆破警戒blast wave 冲击波blast wind 爆炸气浪blast 喷气blast-proof door 防爆门blast-proof 防爆的blaster cap 起爆雷管blaster shelter 避炮掩体blaster 爆破手blasting accident 爆炸事故blasting agent 爆炸剂blasting cabinet 喷砂箱blasting cap 雷管blasting charge 炸药包blasting compound 爆炸剂炸药blasting damage 爆破损坏blasting dust 爆破尘末blasting explosive 爆破药blasting frequency 爆炸波频率blasting fume 炮烟blasting gelatin 爆炸胶blasting heat 爆热blasting mat 爆破防护网blasting oil 爆炸油blasting operation 爆破作业blasting powder = black powder 黑色矿山爆药blasting power 爆炸力blasting pressure 爆压blasting protection 爆破防护blasting resistance structure 防爆结构blasting supplies magazine 火工品仓库blasting supply 爆破器材blasting-tool 爆破工具blau gas = blue gas 水煤气blaze 火焰blazer 燃烧体blazing fire 烈火blazing 燃烧的bleacher 露天看台bleaching powder concentrate 漂白粉精bleaching powder 漂白粉bleb 疱疹bleed 渗出bleed-out 渗出bleeder coke 放水龙头bleeder system 排放瓦斯系统blepharospasm 脸痉挛bleve = boiling liquid expanding vapor explosion 沸液蒸汽爆炸bleve danger 沸液膨胀蒸汽爆炸危险blind alley 死胡同blind arcade 封闭拱廊blind area 封闭地块blind attic 屋顶下封闭空间blind ceiling 中间层顶板blind door 百叶门blind flange 盲法兰blind pass 尽头路blind plate 盲板blind shaft 盲井blind spot 静区blind storey 暗楼blind wall 无窗墙blind 百叶窗blindness 盲blister 水疱blistering 凸泡blizzard 暴风雪blm = bureau of land management 土地管理局block a door 堵门把防水盖布堵在门上block and tackle 滑轮组block board 芯块胶合板block down 树木被刮倒的地区block holing 二次爆破block plan 区段规划block policy 预定保险block sampling 分段采样block stacking 化区储存同类货物block 街区blocked area 封锁区blocked hydrant 堵塞的消火栓blood cell 血细胞blood circulation 血液循环blood plasma 血浆blood poisoning 血液中毒blood pressure 血压blood sugar 血糖blood test 验血blood transfusion 输血blood tumor 血肿blood 血blow down pit 放定池blow down 树木被强风刮倒的地区blow out = blowout 吹熄blow the fire 吹火blow up 爆发blow-down pressure 放定压力blow-down stack 放定烟囱blow-down system 放定系统blow-out coil 灭弧线圈blow-out ④容器爆裂⑤击毁⑥喷出⑦烧断⑧灭弧blowback 回爆blowdown line 卸料导管blowdown tunnel 风洞blower 鼓风机blowing agent 发泡剂blowing 喷放blown fuse 烧断熔丝blowoff pressure 吹除压力blowoff velocity 吹除速度blowoff 吹脱blowout coil 消火花线圈blowout of flame 火焰熄灭blowout of spark 消灭火花blowout preventer 消火花预防装置blowout prevention 放喷blowtorch 喷气灯bls = bureau of labor statistics 劳工统计局blue flame 蓝焰blue fog 蓝雾blue gas 蓝煤气blue shirt 专业消防战斗员穿蓝衬衫blue smoke 蓝烟blue water gas 蓝水煤气blue-white heat 蓝白热blushed flame 红色火焰blushing 浑浊膜bmc = bureau of motor carriers 机动车辆管理局bmcs = bureau of motor carriers safety 机动车辆安全局bnbc = basic national building code 基本国家建筑规范board and care facility 寄宿和护理所board of appeals 仲裁委员会board of review 考察委员会board of trade unit 度英国的电量计算单位boarded door 木板门boarded floor 木地板boarding and facility 寄宿和护理所boarding facility 寄宿设施boarding home 教养院boarding house 寄宿房屋boat carrier 运艇车boat 消防艇boatswain's chair 高处工作台bobbin line 卷绳boc = blowout coil 消火花线圈boca = building officials and code administrators international 国际建筑官员与规范管理人员协会bodily injury 人身伤害body and soul lashing 安全腰带body bag 收尸袋body burden 人体放射性物质负荷body construction 车身构造body of fire 火场中心body of revolution 旋转体body protection 身体防护body sway 车身倾斜bog fire 沼泽火bogie wheel 负重轮bogie 小手推车bohr radius 玻尔半径boil 沸腾boiler capacity 锅炉容量boiler code 锅炉规范boiler efficiency 锅炉效益boiler furnace 锅炉炉膛boiler house 锅炉房boiler 锅炉boiling liquid expanding vapor explosion 沸液蒸汽爆炸boiling point 沸点boiloff 汽化boilover 沸溢由于灭火方法不当bolide 火流星bolometer 辐射热测量计bolt cutter 克丝钳bolt shears 克丝钳bolt 螺栓bolting reel 转筒筛boltzmann constant 玻尔兹曼常数boltzmann equation 玻尔兹曼方程bomb away = "now" 投放bomb calorimeter 弹式量热器bomb disposal 炸弹的处置bomb shelter 防弹的掩体bomb threat 用炸弹威胁bomb 炸弹bombardment 辐射bombing run 轰炸航路bonding jumper 搭接片bonding 连接bone yard 清理火场bone-seeker 骨中积聚的元素bonfire 篝火bonjean curve 邦金曲线bonnet 阀帽boolean algebraboom angle 悬臂角度boom harness 吊杆装具boom heel 吊杆根部boom hoist 臂式吊车boom point 臂端boom stop 吊杆行程限制器boom 臂booming of spills 溢出物围栅boost pressure 增加压力boost 助推力booster apparatus 灌丛消防车装有水罐和胶管卷盘的小型消防车booster cylinder 助推器气缸booster engine 加速发动机booster hose 卷盘水带booster line 卷盘胶管booster pump 增压泵booster reel 胶管卷盘消防车上卷绕小口径胶管的卷盘booster tank truck 胶管水罐消防车booster tank 胶管供水罐booster unit 灭火组件装在小型卡车或拖车上的移动式水罐、胶管卷盘和水泵booster 助力器boot 长统靴bop = blowout preventer 消火花预防装置boralon 勃拉龙三甲氧甲硼烷与1211灭火剂的混合物borane 甲硼烷borate solution 硼酸盐溶液一种稀浆状的化合物boratory 硼酸盐的borax 硼砂borazon 氮化硼borda mouthpiece 波达管口bore (消防枪borehole pump 深井泵borehole 钻孔boric acid 硼酸boric oxide 氧化硼boron trichloride 三氯化硼boron trifluoride 三氟化硼boron 硼borrow pit 取土坑boss 林野消防官员both-way communication 双向通信both-way junction 双向连接both-way line 双向线路both-way operation 双向操纵both-way trunk line 双向中继线bottle 钢瓶bottom gas 积聚在低洼处的爆炸性气体bottom layer 底层;贴地大气层;下层bottom roller 负重轮bottom settlings 底沉积物bouguer's law 布给定律bounce method 反弹法bounce 蹦boundary condition 边界条件boundary gabble 边界boundary layer theory 边界层理论boundary layer 边界层boundary value 边界值boundary-value problem 边界值问题bourdon gage 波尔登压力计bourdon tube 布尔登管boussinesq approach 波斯尼斯克浮力假设bowl 水带接口柄bowline 帆脚索bowling alley 保龄球场bowstring truss 弓弦桁架box alarm 火警箱发出的警报box battery 报警箱电池box canyon 箱状峡谷box circuit 报警线路把火灾报警箱box eaves 封闭式屋檐box for landing valve 起落阀箱体box girder 箱形截面梁box pallet 盒式货盘box protection 盒式防护指构件用4块耐火板围护box shop 生产和修理集装箱的车间box 火警箱boxcar 箱车boy fire club 少年消防团boyle temperature 波义耳温度boyle's law 波义耳定律bp = boiling point 沸点bp= blast propagation 爆炸波传播brace 支柱braced framing 撑架式框架brake block 制动块brake drum 制动鼓brake fade 降低制动效率brake fluid 制动液brake horsepower 制动马力brake staff 制动器brake 制动器branch circuit 分流电路branch duct 分支通风管branch feeding 支线输入branch holder 枪把〔托branch line tester 支管测试器branch line 支管branch loop 分路回路的一个分支branch network of pipes 支状管网branch of insurance 保险类别branch system 支状系统branch 水带支线branched chain reaction 支链反应branching chain 支链branchpipe = branch pipe 水枪brand patrol 飞火搜索队brand 飞火brass 黄铜饰边消防局设备上的黄铜brattice 隔板braze welding 硬焊brazing 钎焊breach a wall 在墙上开破口breach of duty 违反职责breach of regulation 违章breach 破口为穿过水带线和抢救出入breadboard 试验break a coupling 卸开接口break a line 卸开水带线break current 跳闸电流break down 破坏break glass call point 打碎玻璃形火灾报警盒break glass key holder 破玻璃锁匙架break left = turn left 向左转break out 打开break right = turn right 向右转break shock 断路冲击break spark 断路火花break tank 断流水箱break through 突破break wheel 断路齿轮breakage 破损breakaway device 安全分离装置breakaway release 断开式安全装置breakaway 气流分离breakdown current 击穿电流breakdown diode 击穿二极管breakdown impedance 击穿阻抗breakdown lorry 救险起重车breakdown potential 击穿电压breakdown signal 故障信号breakdown spark 断路火花breakdown spot 击穿点breakdown switch 紧急开关breakdown tension 击穿电压breakdown voltage 击穿电压breakdown 运转失灵breaker 断路器breaking arc 掉闸电弧breaking arrangement 断路装置breaking current 断路电流breaking ground 地层爆破breaking load 断裂负荷breaking point 爆发点breaking strength 断裂强度breaking stress 断裂应力breaking 破坏breaking-in tool 破拆工具breaking-off timber 切顶支柱breaking-off 断breakout 突破breakover fire 越过火灾控制线的火灾尤指已经宣称扑灭breakover point 密集射流转变点breakover 越过火灾控制线breast summer 过梁breast 工作面breather pipe 通气管breather vent 通气管breathing apparatus cabinet 呼吸器框breathing apparatus communication set 呼吸器通信装置breathing apparatus control board 呼吸器控制板breathing apparatus safety line 呼吸器安全绳breathing apparatus van 呼吸器车breathing apparatus 呼吸器breathing bag 呼吸背囊breathing mask 呼吸面具breathing tube 吸气管breeches buoy 裤形救生圈breeching 二分水器breeching 分叉连接器有分水器breeding fire 井下煤层自然发火breeze block 煤渣块breeze 微风bremsstrahlung 韧致辐射bresnan nozzle 布雷斯南水枪bressummer 托墙梁breviseptum 短隔壁brewster angle 布鲁斯特角brewster's law 布鲁斯特定律bri = building research institute 房屋建筑研究所bri-2 由日本建筑研究所编制的一套计算建筑物火灾过程的区域形程序brick cavity wall 空心砖墙brick construction 砌砖结构brick fuel 煤砖brick joisted 砖木结构的brick masonry structure 砖石结构brick nogged timber wall 砖填木构架墙brick nogging building 木架填砖切墙建筑brick 砖brick-and-stud work 木架填砖隔墙brickwork separating wall 砖砌隔墙bridge benefit 抚恤金bridge gallery 过街楼bridge joist 隔栅斜撑bridge life line rescue gun 跨越救生绳枪bridge plate 桥板bridge 架梯桥brigade mobile control unit 消防队现场指挥车brigade (工厂brigadesman 矿山救护队队员bright luminous flame 亮光火焰bright red heat 亮红热brightness temperature 亮度温度brimstone 硫磺briquette 煤饼brisance 炸药震力brisant explosive 高猛度炸药britannia metal 不列颠锡锑铜合金british candle 英国烛光british department of scientific and industrial research 英国科学与工业研究部british fire services association 英国消防服务协会brittle fracture 脆性断裂broadcast burning 延烧式烧除broke 废纸broken stream 散流brominated flame retardant 溴化阻燃剂bromine 溴bromochlorodifluoromethane 溴氯二氟甲烷bromochloromethane 一氯一溴甲烷bronchial tree 支气管树bronchial 支气管的bronchiole 细支气管bronchiolitis 细支气管炎bronchitis 支气管炎bronchodilator 支气管扩张剂bronchospasm 支气管痉挛bronchus 支气管brontometer 雷雨计bronze welding 青铜焊brooke formula 布氏处方brow log 制动木块brown and burn 使脱水然后烧除brown powder 棕色炸药brownian movement 布朗运动brush arc 刷弧brush discharge 刷形放电brush disposal 灌丛处理brush fire 灌丛火灾brush flame 帚状焰brush hook 灌丛镰刀brush rig 灌丛泵浦消防车brush truck 灌丛消防车brush truck-tanker 灌丛水罐泵浦消防车brush 电刷bs = bottom settlings 底沉积物bs =british standard 英国标准bsi =british standards institution 英国标准协会bsp = business system planning 商业系统计划bspt =british standard pipe thread 英国标准管螺纹btcc = board of transport commissioners of canada 加拿大运输专员委员会btm = bromotrifluoromethane 三氟一溴甲烷btu = british thermal unit 英国热量单位bubble chamber 气泡室bubble concrete 泡沫混凝土bubble gage 气泡指示器bubble pressure 气泡压力bucket and plunger pump 斗室柱塞唧筒bucket brigade 水桶传递队bucket elevator 斗室升降机bucket engine (不能抽水buckingham pi theorem 白金汉π定律buckle 扣环buff 消防队之友buffer solution 缓冲溶液buffer 缓冲寄存装置buffeting 抖动bug 十字奖章金buggy 指挥消防车bugle 喇叭形认别符号build a fire 生火build up index 增大指数builder's license 施工许可证building supply 建筑供水building accessory 附属建筑building act 建筑法building air analysis 建筑物气流分析building airflow analysis 建筑物气流分析building analysis 建筑分析building area 建筑面积building automation system 建筑物自动化系统building block 砌块building board 建筑板材building certificate 建筑证书building characteristic 建筑物特点building code 建筑规范building codes and standard 建筑法规和标准building collapse 建筑倒塌building compartment fire 建筑分区火灾building compartmentation 建筑分隔成区building construction classification 建筑物结构分类building construction 房屋构造根据防火安全的特性building content 建筑物的内容物building density 房屋密度building department 建筑部门building design 建筑物设计building electrical system 建筑内电力系统building element 建筑构件building enclosure 围护结构building equipment 房屋建筑设备building exit 建筑物出口building feature 建筑物特征building fire protection 建筑防火building fire pump 建筑消防泵building fire 建筑火灾building firesafety design 建筑物防火安全设计building firesafety director 防火负责人building firesafety 建筑物防火安全building floor plan 建筑楼层平面图building frame 房屋构架building gable 房屋山墙building hazard classification 建筑危险分类building height district 建筑高度区building height ratio 建筑高度比building height 建筑高度building inspection 房屋检查building inspector 房屋检查员building law 建筑法building layout 建筑平面布置building line 房基线building maintenance 建筑维修building material 建筑材料building occupation permit 建筑使用许可building of origin 首先起火的建筑物building official 建筑官员building ordinance 建筑条例building paper 防潮纸building perimeter 建筑物总长度building permit 建筑施工执照building plan 建筑物平面图building regulation 建筑规程building research establishment fire research station 建筑研究院消防研究所building risk rating 建筑物危险等级building safety center 大楼防灾中心building separation 建筑物分隔building service 建筑物设施building siamese 立管进水接口building slab 建筑用板building system response model 建筑物系统响应模型building transportation system 建筑运输系统building type 建筑物类型building 房屋buildup 火势增大built-in fire control water supply system 内装消防供水系统built-in fire protection 内装灭火装置built-in fire suppression system 内装灭火系统built-in gas fire 嵌墙式煤气炉built-in protection 内部的消防设施built-on pump 连发动机的泵bulb sprinkler head 玻璃球洒水喷头bulb sprinkler 玻璃球洒水喷头bulb-type fixed temperature detector 玻璃球定温火灾探测器bulk burning fire 大容积火灾bulk cargo 大宗货物;散装货物bulk density 松密度bulk dryer 仓储式干燥器bulk explosive 散装炸药bulk fuel 散装燃料bulk handling equipment 散装货物装卸运输设备bulk material 松散材料bulk memory 大容量存储器bulk modulus 体积模量bulk oxygen system 大容量氧气存储和处理系统bulk plant 油库bulk powder 粉状炸药bulk range 喷射距离bulk storage elevator 散装货物提升机bulk storage plant 大型仓库bulk storage 散装储存bulk store 散放仓库bulk 船载货物bulk-oil circuit breaker 多油断路器bulkhead deck 舱壁甲板bulkhead door 舱壁门bulkhead fire-resisting 耐火舱壁bulkhead side bunker 舱壁侧仓bulkhead 隔板bull clam 铲运车bulldozed line 用推土机开辟的防火线bulldozer 推土机bullet-proof garment 防弹外衣bullhorn 带放大器的扩音器bulls-eye = bullseye 投放灭火剂的目标中心bulwark 甲板栏栅bumper shoe 防冲制动器bumper turret 保险杠消防炮bund 防火堤bundle-fold 成束折叠法bungalow station 平房消防站bunk block 楔块。

交通流

交通流

Network impacts of a road capacity reduction:Empirical analysisand model predictionsDavid Watling a ,⇑,David Milne a ,Stephen Clark baInstitute for Transport Studies,University of Leeds,Woodhouse Lane,Leeds LS29JT,UK b Leeds City Council,Leonardo Building,2Rossington Street,Leeds LS28HD,UKa r t i c l e i n f o Article history:Received 24May 2010Received in revised form 15July 2011Accepted 7September 2011Keywords:Traffic assignment Network models Equilibrium Route choice Day-to-day variabilitya b s t r a c tIn spite of their widespread use in policy design and evaluation,relatively little evidencehas been reported on how well traffic equilibrium models predict real network impacts.Here we present what we believe to be the first paper that together analyses the explicitimpacts on observed route choice of an actual network intervention and compares thiswith the before-and-after predictions of a network equilibrium model.The analysis isbased on the findings of an empirical study of the travel time and route choice impactsof a road capacity reduction.Time-stamped,partial licence plates were recorded across aseries of locations,over a period of days both with and without the capacity reduction,and the data were ‘matched’between locations using special-purpose statistical methods.Hypothesis tests were used to identify statistically significant changes in travel times androute choice,between the periods of days with and without the capacity reduction.A trafficnetwork equilibrium model was then independently applied to the same scenarios,and itspredictions compared with the empirical findings.From a comparison of route choice pat-terns,a particularly influential spatial effect was revealed of the parameter specifying therelative values of distance and travel time assumed in the generalised cost equations.When this parameter was ‘fitted’to the data without the capacity reduction,the networkmodel broadly predicted the route choice impacts of the capacity reduction,but with othervalues it was seen to perform poorly.The paper concludes by discussing the wider practicaland research implications of the study’s findings.Ó2011Elsevier Ltd.All rights reserved.1.IntroductionIt is well known that altering the localised characteristics of a road network,such as a planned change in road capacity,will tend to have both direct and indirect effects.The direct effects are imparted on the road itself,in terms of how it can deal with a given demand flow entering the link,with an impact on travel times to traverse the link at a given demand flow level.The indirect effects arise due to drivers changing their travel decisions,such as choice of route,in response to the altered travel times.There are many practical circumstances in which it is desirable to forecast these direct and indirect impacts in the context of a systematic change in road capacity.For example,in the case of proposed road widening or junction improvements,there is typically a need to justify econom-ically the required investment in terms of the benefits that will likely accrue.There are also several examples in which it is relevant to examine the impacts of road capacity reduction .For example,if one proposes to reallocate road space between alternative modes,such as increased bus and cycle lane provision or a pedestrianisation scheme,then typically a range of alternative designs exist which may differ in their ability to accommodate efficiently the new traffic and routing patterns.0965-8564/$-see front matter Ó2011Elsevier Ltd.All rights reserved.doi:10.1016/j.tra.2011.09.010⇑Corresponding author.Tel.:+441133436612;fax:+441133435334.E-mail address:d.p.watling@ (D.Watling).168 D.Watling et al./Transportation Research Part A46(2012)167–189Through mathematical modelling,the alternative designs may be tested in a simulated environment and the most efficient selected for implementation.Even after a particular design is selected,mathematical models may be used to adjust signal timings to optimise the use of the transport system.Road capacity may also be affected periodically by maintenance to essential services(e.g.water,electricity)or to the road itself,and often this can lead to restricted access over a period of days and weeks.In such cases,planning authorities may use modelling to devise suitable diversionary advice for drivers,and to plan any temporary changes to traffic signals or priorities.Berdica(2002)and Taylor et al.(2006)suggest more of a pro-ac-tive approach,proposing that models should be used to test networks for potential vulnerability,before any reduction mate-rialises,identifying links which if reduced in capacity over an extended period1would have a substantial impact on system performance.There are therefore practical requirements for a suitable network model of travel time and route choice impacts of capac-ity changes.The dominant method that has emerged for this purpose over the last decades is clearly the network equilibrium approach,as proposed by Beckmann et al.(1956)and developed in several directions since.The basis of using this approach is the proposition of what are believed to be‘rational’models of behaviour and other system components(e.g.link perfor-mance functions),with site-specific data used to tailor such models to particular case studies.Cross-sectional forecasts of network performance at specific road capacity states may then be made,such that at the time of any‘snapshot’forecast, drivers’route choices are in some kind of individually-optimum state.In this state,drivers cannot improve their route selec-tion by a unilateral change of route,at the snapshot travel time levels.The accepted practice is to‘validate’such models on a case-by-case basis,by ensuring that the model—when supplied with a particular set of parameters,input network data and input origin–destination demand data—reproduces current mea-sured mean link trafficflows and mean journey times,on a sample of links,to some degree of accuracy(see for example,the practical guidelines in TMIP(1997)and Highways Agency(2002)).This kind of aggregate level,cross-sectional validation to existing conditions persists across a range of network modelling paradigms,ranging from static and dynamic equilibrium (Florian and Nguyen,1976;Leonard and Tough,1979;Stephenson and Teply,1984;Matzoros et al.,1987;Janson et al., 1986;Janson,1991)to micro-simulation approaches(Laird et al.,1999;Ben-Akiva et al.,2000;Keenan,2005).While such an approach is plausible,it leaves many questions unanswered,and we would particularly highlight two: 1.The process of calibration and validation of a network equilibrium model may typically occur in a cycle.That is to say,having initially calibrated a model using the base data sources,if the subsequent validation reveals substantial discrep-ancies in some part of the network,it is then natural to adjust the model parameters(including perhaps even the OD matrix elements)until the model outputs better reflect the validation data.2In this process,then,we allow the adjustment of potentially a large number of network parameters and input data in order to replicate the validation data,yet these data themselves are highly aggregate,existing only at the link level.To be clear here,we are talking about a level of coarseness even greater than that in aggregate choice models,since we cannot even infer from link-level data the aggregate shares on alternative routes or OD movements.The question that arises is then:how many different combinations of parameters and input data values might lead to a similar link-level validation,and even if we knew the answer to this question,how might we choose between these alternative combinations?In practice,this issue is typically neglected,meaning that the‘valida-tion’is a rather weak test of the model.2.Since the data are cross-sectional in time(i.e.the aim is to reproduce current base conditions in equilibrium),then in spiteof the large efforts required in data collection,no empirical evidence is routinely collected regarding the model’s main purpose,namely its ability to predict changes in behaviour and network performance under changes to the network/ demand.This issue is exacerbated by the aggregation concerns in point1:the‘ambiguity’in choosing appropriate param-eter values to satisfy the aggregate,link-level,base validation strengthens the need to independently verify that,with the selected parameter values,the model responds reliably to changes.Although such problems–offitting equilibrium models to cross-sectional data–have long been recognised by practitioners and academics(see,e.g.,Goodwin,1998), the approach described above remains the state-of-practice.Having identified these two problems,how might we go about addressing them?One approach to thefirst problem would be to return to the underlying formulation of the network model,and instead require a model definition that permits analysis by statistical inference techniques(see for example,Nakayama et al.,2009).In this way,we may potentially exploit more information in the variability of the link-level data,with well-defined notions(such as maximum likelihood)allowing a systematic basis for selection between alternative parameter value combinations.However,this approach is still using rather limited data and it is natural not just to question the model but also the data that we use to calibrate and validate it.Yet this is not altogether straightforward to resolve.As Mahmassani and Jou(2000) remarked:‘A major difficulty...is obtaining observations of actual trip-maker behaviour,at the desired level of richness, simultaneously with measurements of prevailing conditions’.For this reason,several authors have turned to simulated gaming environments and/or stated preference techniques to elicit information on drivers’route choice behaviour(e.g. 1Clearly,more sporadic and less predictable reductions in capacity may also occur,such as in the case of breakdowns and accidents,and environmental factors such as severe weather,floods or landslides(see for example,Iida,1999),but the responses to such cases are outside the scope of the present paper. 2Some authors have suggested more systematic,bi-level type optimization processes for thisfitting process(e.g.Xu et al.,2004),but this has no material effect on the essential points above.D.Watling et al./Transportation Research Part A46(2012)167–189169 Mahmassani and Herman,1990;Iida et al.,1992;Khattak et al.,1993;Vaughn et al.,1995;Wardman et al.,1997;Jou,2001; Chen et al.,2001).This provides potentially rich information for calibrating complex behavioural models,but has the obvious limitation that it is based on imagined rather than real route choice situations.Aside from its common focus on hypothetical decision situations,this latter body of work also signifies a subtle change of emphasis in the treatment of the overall network calibration problem.Rather than viewing the network equilibrium calibra-tion process as a whole,the focus is on particular components of the model;in the cases above,the focus is on that compo-nent concerned with how drivers make route decisions.If we are prepared to make such a component-wise analysis,then certainly there exists abundant empirical evidence in the literature,with a history across a number of decades of research into issues such as the factors affecting drivers’route choice(e.g.Wachs,1967;Huchingson et al.,1977;Abu-Eisheh and Mannering,1987;Duffell and Kalombaris,1988;Antonisse et al.,1989;Bekhor et al.,2002;Liu et al.,2004),the nature of travel time variability(e.g.Smeed and Jeffcoate,1971;Montgomery and May,1987;May et al.,1989;McLeod et al., 1993),and the factors affecting trafficflow variability(Bonsall et al.,1984;Huff and Hanson,1986;Ribeiro,1994;Rakha and Van Aerde,1995;Fox et al.,1998).While these works provide useful evidence for the network equilibrium calibration problem,they do not provide a frame-work in which we can judge the overall‘fit’of a particular network model in the light of uncertainty,ambient variation and systematic changes in network attributes,be they related to the OD demand,the route choice process,travel times or the network data.Moreover,such data does nothing to address the second point made above,namely the question of how to validate the model forecasts under systematic changes to its inputs.The studies of Mannering et al.(1994)and Emmerink et al.(1996)are distinctive in this context in that they address some of the empirical concerns expressed in the context of travel information impacts,but their work stops at the stage of the empirical analysis,without a link being made to net-work prediction models.The focus of the present paper therefore is both to present thefindings of an empirical study and to link this empirical evidence to network forecasting models.More recently,Zhu et al.(2010)analysed several sources of data for evidence of the traffic and behavioural impacts of the I-35W bridge collapse in Minneapolis.Most pertinent to the present paper is their location-specific analysis of linkflows at 24locations;by computing the root mean square difference inflows between successive weeks,and comparing the trend for 2006with that for2007(the latter with the bridge collapse),they observed an apparent transient impact of the bridge col-lapse.They also showed there was no statistically-significant evidence of a difference in the pattern offlows in the period September–November2007(a period starting6weeks after the bridge collapse),when compared with the corresponding period in2006.They suggested that this was indicative of the length of a‘re-equilibration process’in a conceptual sense, though did not explicitly compare their empiricalfindings with those of a network equilibrium model.The structure of the remainder of the paper is as follows.In Section2we describe the process of selecting the real-life problem to analyse,together with the details and rationale behind the survey design.Following this,Section3describes the statistical techniques used to extract information on travel times and routing patterns from the survey data.Statistical inference is then considered in Section4,with the aim of detecting statistically significant explanatory factors.In Section5 comparisons are made between the observed network data and those predicted by a network equilibrium model.Finally,in Section6the conclusions of the study are highlighted,and recommendations made for both practice and future research.2.Experimental designThe ultimate objective of the study was to compare actual data with the output of a traffic network equilibrium model, specifically in terms of how well the equilibrium model was able to correctly forecast the impact of a systematic change ap-plied to the network.While a wealth of surveillance data on linkflows and travel times is routinely collected by many local and national agencies,we did not believe that such data would be sufficiently informative for our purposes.The reason is that while such data can often be disaggregated down to small time step resolutions,the data remains aggregate in terms of what it informs about driver response,since it does not provide the opportunity to explicitly trace vehicles(even in aggre-gate form)across more than one location.This has the effect that observed differences in linkflows might be attributed to many potential causes:it is especially difficult to separate out,say,ambient daily variation in the trip demand matrix from systematic changes in route choice,since both may give rise to similar impacts on observed linkflow patterns across re-corded sites.While methods do exist for reconstructing OD and network route patterns from observed link data(e.g.Yang et al.,1994),these are typically based on the premise of a valid network equilibrium model:in this case then,the data would not be able to give independent information on the validity of the network equilibrium approach.For these reasons it was decided to design and implement a purpose-built survey.However,it would not be efficient to extensively monitor a network in order to wait for something to happen,and therefore we required advance notification of some planned intervention.For this reason we chose to study the impact of urban maintenance work affecting the roads,which UK local government authorities organise on an annual basis as part of their‘Local Transport Plan’.The city council of York,a historic city in the north of England,agreed to inform us of their plans and to assist in the subsequent data collection exercise.Based on the interventions planned by York CC,the list of candidate studies was narrowed by considering factors such as its propensity to induce significant re-routing and its impact on the peak periods.Effectively the motivation here was to identify interventions that were likely to have a large impact on delays,since route choice impacts would then likely be more significant and more easily distinguished from ambient variability.This was notably at odds with the objectives of York CC,170 D.Watling et al./Transportation Research Part A46(2012)167–189in that they wished to minimise disruption,and so where possible York CC planned interventions to take place at times of day and of the year where impacts were minimised;therefore our own requirement greatly reduced the candidate set of studies to monitor.A further consideration in study selection was its timing in the year for scheduling before/after surveys so to avoid confounding effects of known significant‘seasonal’demand changes,e.g.the impact of the change between school semesters and holidays.A further consideration was York’s role as a major tourist attraction,which is also known to have a seasonal trend.However,the impact on car traffic is relatively small due to the strong promotion of public trans-port and restrictions on car travel and parking in the historic centre.We felt that we further mitigated such impacts by sub-sequently choosing to survey in the morning peak,at a time before most tourist attractions are open.Aside from the question of which intervention to survey was the issue of what data to collect.Within the resources of the project,we considered several options.We rejected stated preference survey methods as,although they provide a link to personal/socio-economic drivers,we wanted to compare actual behaviour with a network model;if the stated preference data conflicted with the network model,it would not be clear which we should question most.For revealed preference data, options considered included(i)self-completion diaries(Mahmassani and Jou,2000),(ii)automatic tracking through GPS(Jan et al.,2000;Quiroga et al.,2000;Taylor et al.,2000),and(iii)licence plate surveys(Schaefer,1988).Regarding self-comple-tion surveys,from our own interview experiments with self-completion questionnaires it was evident that travellersfind it relatively difficult to recall and describe complex choice options such as a route through an urban network,giving the po-tential for significant errors to be introduced.The automatic tracking option was believed to be the most attractive in this respect,in its potential to accurately map a given individual’s journey,but the negative side would be the potential sample size,as we would need to purchase/hire and distribute the devices;even with a large budget,it is not straightforward to identify in advance the target users,nor to guarantee their cooperation.Licence plate surveys,it was believed,offered the potential for compromise between sample size and data resolution: while we could not track routes to the same resolution as GPS,by judicious location of surveyors we had the opportunity to track vehicles across more than one location,thus providing route-like information.With time-stamped licence plates, the matched data would also provide journey time information.The negative side of this approach is the well-known poten-tial for significant recording errors if large sample rates are required.Our aim was to avoid this by recording only partial licence plates,and employing statistical methods to remove the impact of‘spurious matches’,i.e.where two different vehi-cles with the same partial licence plate occur at different locations.Moreover,extensive simulation experiments(Watling,1994)had previously shown that these latter statistical methods were effective in recovering the underlying movements and travel times,even if only a relatively small part of the licence plate were recorded,in spite of giving a large potential for spurious matching.We believed that such an approach reduced the opportunity for recorder error to such a level to suggest that a100%sample rate of vehicles passing may be feasible.This was tested in a pilot study conducted by the project team,with dictaphones used to record a100%sample of time-stamped, partial licence plates.Independent,duplicate observers were employed at the same location to compare error rates;the same study was also conducted with full licence plates.The study indicated that100%surveys with dictaphones would be feasible in moderate trafficflow,but only if partial licence plate data were used in order to control observation errors; for higherflow rates or to obtain full number plate data,video surveys should be considered.Other important practical les-sons learned from the pilot included the need for clarity in terms of vehicle types to survey(e.g.whether to include motor-cycles and taxis),and of the phonetic alphabet used by surveyors to avoid transcription ambiguities.Based on the twin considerations above of planned interventions and survey approach,several candidate studies were identified.For a candidate study,detailed design issues involved identifying:likely affected movements and alternative routes(using local knowledge of York CC,together with an existing network model of the city),in order to determine the number and location of survey sites;feasible viewpoints,based on site visits;the timing of surveys,e.g.visibility issues in the dark,winter evening peak period;the peak duration from automatic trafficflow data;and specific survey days,in view of public/school holidays.Our budget led us to survey the majority of licence plate sites manually(partial plates by audio-tape or,in lowflows,pen and paper),with video surveys limited to a small number of high-flow sites.From this combination of techniques,100%sampling rate was feasible at each site.Surveys took place in the morning peak due both to visibility considerations and to minimise conflicts with tourist/special event traffic.From automatic traffic count data it was decided to survey the period7:45–9:15as the main morning peak period.This design process led to the identification of two studies:2.1.Lendal Bridge study(Fig.1)Lendal Bridge,a critical part of York’s inner ring road,was scheduled to be closed for maintenance from September2000 for a duration of several weeks.To avoid school holidays,the‘before’surveys were scheduled for June and early September.It was decided to focus on investigating a significant southwest-to-northeast movement of traffic,the river providing a natural barrier which suggested surveying the six river crossing points(C,J,H,K,L,M in Fig.1).In total,13locations were identified for survey,in an attempt to capture traffic on both sides of the river as well as a crossing.2.2.Fishergate study(Fig.2)The partial closure(capacity reduction)of the street known as Fishergate,again part of York’s inner ring road,was scheduled for July2001to allow repairs to a collapsed sewer.Survey locations were chosen in order to intercept clockwiseFig.1.Intervention and survey locations for Lendal Bridge study.around the inner ring road,this being the direction of the partial closure.A particular aim wasFulford Road(site E in Fig.2),the main radial affected,with F and K monitoring local diversion I,J to capture wider-area diversion.studies,the plan was to survey the selected locations in the morning peak over a period of approximately covering the three periods before,during and after the intervention,with the days selected so holidays or special events.Fig.2.Intervention and survey locations for Fishergate study.In the Lendal Bridge study,while the‘before’surveys proceeded as planned,the bridge’s actualfirst day of closure on Sep-tember11th2000also marked the beginning of the UK fuel protests(BBC,2000a;Lyons and Chaterjee,2002).Trafficflows were considerably affected by the scarcity of fuel,with congestion extremely low in thefirst week of closure,to the extent that any changes could not be attributed to the bridge closure;neither had our design anticipated how to survey the impacts of the fuel shortages.We thus re-arranged our surveys to monitor more closely the planned re-opening of the bridge.Unfor-tunately these surveys were hampered by a second unanticipated event,namely the wettest autumn in the UK for270years and the highest level offlooding in York since records began(BBC,2000b).Theflooding closed much of the centre of York to road traffic,including our study area,as the roads were impassable,and therefore we abandoned the planned‘after’surveys. As a result of these events,the useable data we had(not affected by the fuel protests orflooding)consisted offive‘before’days and one‘during’day.In the Fishergate study,fortunately no extreme events occurred,allowing six‘before’and seven‘during’days to be sur-veyed,together with one additional day in the‘during’period when the works were temporarily removed.However,the works over-ran into the long summer school holidays,when it is well-known that there is a substantial seasonal effect of much lowerflows and congestion levels.We did not believe it possible to meaningfully isolate the impact of the link fully re-opening while controlling for such an effect,and so our plans for‘after re-opening’surveys were abandoned.3.Estimation of vehicle movements and travel timesThe data resulting from the surveys described in Section2is in the form of(for each day and each study)a set of time-stamped,partial licence plates,observed at a number of locations across the network.Since the data include only partial plates,they cannot simply be matched across observation points to yield reliable estimates of vehicle movements,since there is ambiguity in whether the same partial plate observed at different locations was truly caused by the same vehicle. Indeed,since the observed system is‘open’—in the sense that not all points of entry,exit,generation and attraction are mon-itored—the question is not just which of several potential matches to accept,but also whether there is any match at all.That is to say,an apparent match between data at two observation points could be caused by two separate vehicles that passed no other observation point.Thefirst stage of analysis therefore applied a series of specially-designed statistical techniques to reconstruct the vehicle movements and point-to-point travel time distributions from the observed data,allowing for all such ambiguities in the data.Although the detailed derivations of each method are not given here,since they may be found in the references provided,it is necessary to understand some of the characteristics of each method in order to interpret the results subsequently provided.Furthermore,since some of the basic techniques required modification relative to the published descriptions,then in order to explain these adaptations it is necessary to understand some of the theoretical basis.3.1.Graphical method for estimating point-to-point travel time distributionsThe preliminary technique applied to each data set was the graphical method described in Watling and Maher(1988).This method is derived for analysing partial registration plate data for unidirectional movement between a pair of observation stations(referred to as an‘origin’and a‘destination’).Thus in the data study here,it must be independently applied to given pairs of observation stations,without regard for the interdependencies between observation station pairs.On the other hand, it makes no assumption that the system is‘closed’;there may be vehicles that pass the origin that do not pass the destina-tion,and vice versa.While limited in considering only two-point surveys,the attraction of the graphical technique is that it is a non-parametric method,with no assumptions made about the arrival time distributions at the observation points(they may be non-uniform in particular),and no assumptions made about the journey time probability density.It is therefore very suitable as afirst means of investigative analysis for such data.The method begins by forming all pairs of possible matches in the data,of which some will be genuine matches(the pair of observations were due to a single vehicle)and the remainder spurious matches.Thus, for example,if there are three origin observations and two destination observations of a particular partial registration num-ber,then six possible matches may be formed,of which clearly no more than two can be genuine(and possibly only one or zero are genuine).A scatter plot may then be drawn for each possible match of the observation time at the origin versus that at the destination.The characteristic pattern of such a plot is as that shown in Fig.4a,with a dense‘line’of points(which will primarily be the genuine matches)superimposed upon a scatter of points over the whole region(which will primarily be the spurious matches).If we were to assume uniform arrival rates at the observation stations,then the spurious matches would be uniformly distributed over this plot;however,we shall avoid making such a restrictive assumption.The method begins by making a coarse estimate of the total number of genuine matches across the whole of this plot.As part of this analysis we then assume knowledge of,for any randomly selected vehicle,the probabilities:h k¼Prðvehicle is of the k th type of partial registration plateÞðk¼1;2;...;mÞwhereX m k¼1h k¼1172 D.Watling et al./Transportation Research Part A46(2012)167–189。

联合国颁布的九类危险货物运输标志

联合国颁布的九类危险货物运输标志

联合国危险货物运输标志爆炸品UN Transport sy mbol for explosives 不产生重大危害的爆炸品UN Transport symbol for Class1.4 Explosive substances whichpresent no significant hazard具有大规模爆炸性,但极不敏感的物品UN Transport symbol for Class1.5 Very insensitive substanceswhich have a mass explosion hazard不燃气体UN Transport symbol for non-inflammable gases易燃气体UN Transport sy mbol for inflam mable gases 有毒物品(第2类和第6.1类)UN Transport symbol for poisonous substances(gases Class 2.,other poisonous substances Class 6.1)易燃气体(第2类)或者易燃液体(第3类)UN Transport symbol for inflammable gases (Class 2) or liquids (Class 3)易燃固体(第4类)UN Transport symbol for inflammable solids (Class 4)感染性物品UN Transport sy mbol for infecti易自燃物品UN Transport symbol for substa遇水释放出易燃气体的物品UN Transport sy氧化剂和有机过氧化物UN Transport syous substances nces liable to spontaneous combustion mbol for substances which, in contact with water, emit inflammable gasesmbol for oxidizing substances and for organic peroxides放射性物品(第I级)UN Transport sy mbol for radioa ctive substances, Category 放射性物品(第II级)UN Transport symbol for radioactive substances, Category II放射性物品(第III级)UN Transport symbol for radioactive substances, Category III放射性物品UN Transport symbolfor radioactivesubstances腐蚀性物品UN T ransport symbol for corrosive s ubstances 危险性类别编号的位置:**Location of serial number: **第一类:爆炸物质和物品(NO.1)第1.1,1.2和1.3类(NO.1.4)第1.6类(NO.1.4)第1.6类(NO.1.6)第1.6类符号(爆炸的炸底色:橙黄色;数字:黑色;数字高大约为30mm,字体弹):黑色;底色:橙黄色;数字"1”写在底角 笔画的宽度约5mm (对于100mmX100mm 的标志);数字"1"写在底角 ** 属于危险类别的位置----如果属于副危险性则留空 * 属于配装组的位置----如果属于副危险性则留空第二类:气体(NO.2.1)第2.1类 易燃气体 (NO.2.2)第2.2类 非易燃,无毒气体 符号(火焰):黑色或白色;底色:红色;数字"2”写在底角 符号(气瓶):黑色或白色;底色:绿色;数字"2"写在底角(NO.2.3)第2.3有毒气体符号(骷髅和交叉的骨头棒):黑色;底色:白色;数字"2"写在底角第三类:易燃液体(NO.3)符号(火焰):黑色或白色;底色:红色;数字"3”写在底角第四类(NO.4.1)第4.1类 易燃气体 (NO.4.2)第4.2类 易自燃物质 (NO.4.3)第4.3类 易自燃物质 符号(火焰):黑色;底色:白色加上七条竖直红色条带;数字"4"写在底角 符号(火焰):黑色;底色:白色加上七条竖直红色条带;数字"4"写在底角符号(火焰):黑色或白色;底色:蓝色;数字"4"写在底角第五类(NO.5.1)第5.1类 氧化剂(物质) (NO.5.2)第5.2类 有机过氧化物 符号(园圈上带有火焰):黑色; 底色:黄色; 数字"5.1"写在底角 符号(园圈上带有火焰):黑色; 底色:黄色;数字"5.2"写在底角第六类(NO.6.1)第6.1类 有毒物质 (NO.6.2)第6.2类 感染性物质 符号(骷髅和交叉的骨头棒):黑色;底色:白色; 数字"6"写在底角 标志的下半部可以标上"infectious substance"(感染性物质)以及 "in thecase of damage of leakage immediatey notify public health authority" ("如发生损伤或泄漏立即通知公共卫生机关")的字样符号(三个新月性符号沿一个圆圈重叠在一起)和文字:黑色;底色:白色;数字"6"写在底角第七类:放射性物质(no.7a)i级----白色(no.7b)ii级----黄色(no.7c)iii级----黄色(no.7d)裂变性物质符号(三叶型):黑色;底色:白色;文字:(强制性要求),在标志的下半部分用黑体标出:radioactive(放射性)contents...(内容物名称)ac tivity...(强度为...)紧跟“放射性”字样的后面标上一条垂直的红色短杠;数字“7”写在底角符号(三叶型):黑色;底色:上半部黄色加白边,下半部白色。

用于测定糖尿病罹患的方法[发明专利]

用于测定糖尿病罹患的方法[发明专利]

专利名称:用于测定糖尿病罹患的方法专利类型:发明专利
发明人:松森昭
申请号:CN201780032390.2
申请日:20170330
公开号:CN109642907A
公开日:
20190416
专利内容由知识产权出版社提供
摘要:本发明的目的在于提供一种用于糖尿病的生物标记物,其不受膳食等的影响并且在血液采集后的储存期间几乎不会代谢。

另外,本发明的目的还在于提供一种用于在糖尿病患者中检测免疫球蛋白生成细胞的激活是否存在的方法。

包含在游离免疫球蛋白轻链中的κ链的浓度和λ链的浓度得到测量,并且当κ链的浓度与λ链的浓度的比率或κ链的浓度与λ链的浓度之间差值的绝对值低于阈值时,则确定受试者患有糖尿病并且免疫球蛋白生成细胞得到激活。

申请人:松森昭
地址:日本国大阪府箕面市新稻7丁目1-7-3
国籍:JP
代理机构:北京汇思诚业知识产权代理有限公司
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具有一个或多个增强的产量相关性状的植物和用于制备该植物的方法

具有一个或多个增强的产量相关性状的植物和用于制备该植物的方法

专利名称:具有一个或多个增强的产量相关性状的植物和用于制备该植物的方法
专利类型:发明专利
发明人:A·I·桑兹莫林纳罗,V·弗兰卡德
申请号:CN201380022165.2
申请日:20130315
公开号:CN104254608A
公开日:
20141231
专利内容由知识产权出版社提供
摘要:提供了用于增强植物中多种经济重要的产量相关性状的方法。

更具体地,通过调节植物中编码POI(目的蛋白)多肽的核酸的表达提供了增强植物中一个或多个产量相关性状的方法。

还提供了具有编码POI多肽的核酸的受调节表达的植物,所述植物与对照植物相比具有一个或多个增强的产量相关性状。

还提供了在实施本发明方法中有用的编码迄今未知的POI的核酸和包含所述核酸的构建体。

申请人:巴斯夫植物科学有限公司
地址:德国路德维希港
国籍:DE
代理机构:北京市中咨律师事务所
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磁性纳米粒子分散体、其制备及诊断和治疗用途[发明专利]

磁性纳米粒子分散体、其制备及诊断和治疗用途[发明专利]

专利名称:磁性纳米粒子分散体、其制备及诊断和治疗用途专利类型:发明专利
发明人:哈拉德·克拉兹,苏姗尼·瓦格纳,约尔格·谢诺尔,马提亚斯·托贝兹,莫妮卡·艾伯特,戴特马·一波伯克
申请号:CN201380029318.6
申请日:20130404
公开号:CN104822391A
公开日:
20150805
专利内容由知识产权出版社提供
摘要:本发明涉及一种磁性粒子分散体,包括涂设的氧化铁的单晶体和/或多晶体纳米粒子,及其纳米粒子集料(多核粒子),其具有改进的非线性磁化行为并且在交变磁场中具有改进的加热特性。

当在磁粒子谱仪(MPS)中测量时,粒子分散体在较高的谐频中展示了超越已知成份许多倍的明显倍频结构。

因此,分散体尤其适于比如MPI(磁性粒子成像)。

另外,新粒子分散体也可以用于治疗缺铁性贫血及用于治疗性体温过高症的治疗,尤其是消极式局部身体体温过高症或细胞跟踪和磁共振成像(MRI)。

故此,分散体的诊断和治疗用途及包含这些分散体的药物组分的诊断和治疗也是本发明的目的。

申请人:柏林夏洛蒂医科大学,德国联邦物理技术研究所(PTB)
地址:德国柏林市
国籍:DE
代理机构:北京市立方律师事务所
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使用在体外选择的生物RNA支架来产生用于可遗传编码的生物传感器的

使用在体外选择的生物RNA支架来产生用于可遗传编码的生物传感器的

专利名称:使用在体外选择的生物RNA支架来产生用于可遗传编码的生物传感器的稳健小分子结合适体
专利类型:发明专利
发明人:R·T·贝蒂,E·B·波特
申请号:CN201780085607.6
申请日:20171211
公开号:CN110462039A
公开日:
20191115
专利内容由知识产权出版社提供
摘要:本文提供了衍生自核糖开关和小核酶的支架文库及其使用方法。

本发明的支架产生适体,所述适体容易通过结构支架来鉴定和表征。

所述支架的性质使这些RNA易于与读出结构域偶联以工程化在体外和体内起作用的生物传感器。

还提供了生物传感器、合成RNA剂和合成DNA剂及其使用方法。

申请人:科罗拉多大学董事会,法人团体
地址:美国科罗拉多州
国籍:US
代理机构:中国专利代理(香港)有限公司
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具有包含乳脂肪和植物脂肪的大脂质小球的营养物的代谢印记作用[

具有包含乳脂肪和植物脂肪的大脂质小球的营养物的代谢印记作用[

专利名称:具有包含乳脂肪和植物脂肪的大脂质小球的营养物的代谢印记作用
专利类型:发明专利
发明人:E·M·范德比克,M·阿布拉哈姆瑟-伯克维尔德,A·欧斯汀,D·S·阿克顿,J·L·M·门辛克
申请号:CN201380044419.0
申请日:20130618
公开号:CN104619197A
公开日:
20150513
专利内容由知识产权出版社提供
摘要:本发明涉及专门设计的脂质组分用于生命早期饮食以在生命后期改善健康身体组成的发展——特别是预防肥胖——的用途,所述脂质组分具有乳脂肪和植物脂肪的混合物并且所述脂质组分以脂质小球的形式存在。

申请人:N·V·努特里奇亚
地址:荷兰祖特梅尔
国籍:NL
代理机构:北京北翔知识产权代理有限公司
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一种雄激素脱发动物模型的快速构建方法[发明专利]

一种雄激素脱发动物模型的快速构建方法[发明专利]

专利名称:一种雄激素脱发动物模型的快速构建方法专利类型:发明专利
发明人:杜宏武,蔡上淋,杭中辞
申请号:CN202011308558.8
申请日:20201119
公开号:CN112400797B
公开日:
20220322
专利内容由知识产权出版社提供
摘要:本发明涉及医学模型动物研究领域,具体涉及一种雄激素脱发模型动物的快速构建方法。

该方法具体包括以下步骤:选取模型动物;选取内毒素溶液和病因诱发溶液,并根据选取的选取模型动物配置诱发注射液;根据结果建立雄激素脱发动物模型。

由于采用上述技术方案,本发明方法方便快捷,仅需要20d即可成功建立AGA动物模型,加入的LPS可破坏皮下微循环抑制模型动物的病变恢复正常,在缩短了建模时间的同时增加了建模效率、减小建模风险。

本发明所建立的AGA动物模型较稳定,成功建模后30d内仍表现为AGA症状,对于AGA药物或治疗手段的测试具有较高的参考价值,且成本较低,适于推广应用。

申请人:北京科技大学
地址:100083 北京市海淀区学院路30号
国籍:CN
代理机构:北京金智普华知识产权代理有限公司
代理人:皋吉甫
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得到经过修饰降低了鼠抗体可变区之免疫原性的免疫球蛋白的方法及

得到经过修饰降低了鼠抗体可变区之免疫原性的免疫球蛋白的方法及

专利名称:得到经过修饰降低了鼠抗体可变区之免疫原性的免疫球蛋白的方法及含有免疫球蛋白的组合物
专利类型:发明专利
发明人:R·P·罗德里古,C·M·德考思塔·戴里奥,J·L·瓦拉达列
申请号:CN95109148.4
申请日:19950630
公开号:CN1133886A
公开日:
19961023
专利内容由知识产权出版社提供
摘要:本发明涉及鉴定免疫球蛋白的T细胞抗原序列上哺乳动物种特异性氨基酸残基的差异的方法,它包括a.比较第一种哺乳动物和第二种哺乳动物的可变区框架氨基酸;b.确定与第一种哺乳动物最密切对应的第二种哺乳动物的亚群;c.确定最相似于第一种哺乳动物序列的第二种哺乳动物序列;
d.鉴定不同于第二种哺乳动物之氨基酸残基的第一种哺乳动物的氨基酸残基。

申请人:分子免疫中心
地址:古巴哈瓦那
国籍:CU
代理机构:中国国际贸易促进委员会专利商标事务所
代理人:李瑛
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大鼠枕大池注入高迁移率族蛋白B1后基底动脉形态学变化

大鼠枕大池注入高迁移率族蛋白B1后基底动脉形态学变化

大鼠枕大池注入高迁移率族蛋白B1后基底动脉形态学变化罗伟;韩德清;胡国瑜;尚爱加;黄军;郑维【期刊名称】《中华神经外科疾病研究杂志》【年(卷),期】2014(13)6【摘要】目的探讨大鼠枕大池直接注入高迁移率族蛋白B1 (HMGB1)后,基底动脉是否出现痉挛,建立HMGB1动物模型.方法应用3种剂量的HMGB1(10 ng/只、100 ng/只、1 000 ng/只)枕大池给药,应用组织H.E染色方法,观察给药后基底动脉管腔面积以及管壁厚度的变化.结果枕大池内注入HMGB1(三种剂量10 ng/只、100 ng/只、1 000 ng/只)大鼠基底动脉均出现不同程度的血管痉挛,以术后第1d开始出现痉挛,5d最为明显,之后逐渐减轻,14 d时恢复正常.10 ng/只的HMGB1诱导大鼠基底动脉痉挛均明显较100 ng/只组、1 000 ng/只组轻;而100 ng/只组、1 000 ng/只组基底动脉痉挛差别不明显.结论枕大池注入HMGB1后导致基底动脉痉挛,100 ng/只HMGB1是最合适剂量.【总页数】4页(P483-486)【作者】罗伟;韩德清;胡国瑜;尚爱加;黄军;郑维【作者单位】株洲市中心医院神经外科,湖南株洲412007;株洲市中心医院神经外科,湖南株洲412007;株洲市中心医院神经外科,湖南株洲412007;解放军总医院神经外科,北京100853;中南大学湘雅医院神经外科,湖南长沙410008;株洲市中心医院神经外科,湖南株洲412007【正文语种】中文【中图分类】R651.3【相关文献】1.高迁移率族蛋白 B1对大鼠局灶脑缺血/再灌注后大脑皮质梗死周围区神经干细胞增殖的影响 [J], 李满;罗勇;李圆;孙麟2.枕大池动脉血溶血物注入法建立大鼠蛛网膜下腔出血模型 [J], 孙保亮;张苏明;夏作理;杨明峰;袁慧3.大鼠肺移植后高迁移率族蛋白B1表达增强 [J], 王发龙;韩菲菲;陈静瑜;卫栋;李蕾;陈国千4.针灸预处理对大鼠心肌缺血/再灌注后高迁移率族蛋白B1的影响 [J], 唐关敏;翟昌林;胡惠林;徐文博5.人肝细胞生长因子重组腺病毒枕大池注入对动脉粥样硬化大鼠脑组织IL-6、TNF-α表达的影响 [J], 郭寒冰;孙允芹;禹萌;赵爽;李彤因版权原因,仅展示原文概要,查看原文内容请购买。

棉花脱水应答元件(DRE)结合蛋白GhDBP1的原核表达、纯化及其DNA结合活性(英文)

棉花脱水应答元件(DRE)结合蛋白GhDBP1的原核表达、纯化及其DNA结合活性(英文)

棉花脱水应答元件(DRE)结合蛋白GhDBP1的原核表达、纯化及其DNA结合活性(英文)黄波;刘进元【期刊名称】《生物化学与生物物理进展》【年(卷),期】2006(33)3【摘要】棉花是一种重要的经济作物,其生产和产量要受到干旱、低温和高盐等环境胁迫的影响,因此提高棉花对这些胁迫的抗性非常重要.脱水应答元件(DRE-dehydrationresponsiveelement)结合蛋白(DBP)在调节植物对环境胁迫的抗性中起到非常重要的作用.而且过量表达DBP类基因的转基因植株能够很好抵抗这些环境胁迫,所以研究棉花中此类DRE元件结合蛋白对棉花生产有非常重要的意义.在以前的工作中,从棉花中分离一个DBP基因,命名为GhDBP1并在转录水平上分析它在棉花植株中的表达特征.在研究中,报道了GhDBP1的原核表达、纯化和它的DNA结合特性.GhDBP1基因的编码区用PCR技术扩增出来插入到原核表达载体pET28a中,并转化到大肠杆菌菌株BL21(DE3)中.经过IPTG诱导,GhDBP1融合蛋白在BL21(DE3)菌株中成功进行表达.利用Ni-NTA亲和层析技术得到了纯化的融合蛋白.在非同位素的凝胶滞留实验中,纯化的GhDBP1融合蛋白能够结合到含有DRE元件的DNA片段上.另外,用SWISS-MODEL软件对GhDBP1蛋白的DNA 结合区的三维结构进行了计算机模拟.模拟的结果显示,GhDBP1蛋白的DNA结合区的主链结构和折叠模式与已知的拟南芥GCC盒结合蛋白AtERF1的DNA结合区结构很相似.这些结果显示了GhDBP1是一个脱水应答元件(DRE)结合的转录因子,并可能运用与AtERF1的DNA结合区相似的结构和它的目标序列脱水应答元件(DRE)相结合.【总页数】7页(P247-253)【关键词】棉花;DRE结合蛋白;原核表达;纯化;凝胶滞留(EMSA);同源建模【作者】黄波;刘进元【作者单位】清华大学生物科学与技术系,分子生物学实验室及教育部蛋白质科学重点实验室【正文语种】中文【中图分类】Q7【相关文献】1.副溶血弧菌CalR蛋白的表达纯化及其DNA结合活性分析 [J], 张凌宇;侯书宁;赵昕;孙佳遥;张义全;黄新祥2.外源CRE顺式元件对慢性吗啡作用SK-N-SH细胞CREB蛋白表达及DNA结合活性的影响 [J], 张国忠;马春玲;苏彦君;张瑾;左敏;谷振勇;姚玉霞;李淑瑾;丛斌3.小鼠TAp63γ及两种突变体的原核表达、纯化和DNA结合活性 [J], 严君喜;黄新河;杜林方;Zhi-Xiong Jim Xiao4.进化免疫球蛋白结合分子LD5的原核表达、纯化及结合活性 [J], 蒋少华;徐容;何俊;陈璐;卢海妹;贾建安;陈秋莉;潘卫因版权原因,仅展示原文概要,查看原文内容请购买。

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a rX iv:c ond-ma t/99917v1[c ond-m at.m es -hall]1Sep1999MODIFICATION OF 1D BALLISTIC TRANSPORT USING AN ATOMIC FORCE MICROSCOPE R.CROOK,C.G.SMITH,M.Y.SIMMONS,D.A.RITCHIE February 1,2008Department of Physics,Cavendish Laboratory,Madingley Road,Cambridge,CB3OHE,United Kingdom Abstract We have used the scanning charged tip of an Atomic Force Micro-scope (AFM)to produce images of the conductance variation of a quan-tised 1D ballistic channel.The channel was formed using electron beam defined 700nm wide split gate surface electrodes over a high mobil-ity GaAs/AlGaAs heterostructure with a two dimensional electron gas (2DEG)98nm beneath the surface.We operate the AFM at 1.5K and 4.2K in magnetic fields up to 2T to observe several phenomena.With a dc voltage on the AFM tip we have produced conduction images of the tip potential perturbation,as the channel is a sensitive probe of the elec-trostatic potential.We have also performed gate sweeps with the tip at a series of points across the width of the channel.The observed structure in transconductance corresponds to the theoretical electron density for the first three sub-bands.When certain gates were biased near pinch off,stable two level switching was observed in the images.We were able to control the state of the switch with the gate bias and tip position,and so roughly locate the position of the switching source.One of the responsible defect systems was located beneath the 2DEG,and due to screening of the tip potential,the image reveals the 1D channel.By asymmetrically biasing the two gate electrodes we have produced images showing a total channel movement of 102nm across the width of the channel,but accom-panied by 201nm of movement along the length of the channel which is due to imperfections in the surface electrodes and disorder in the doping layer.1Introduction Recent advances in low temperature Scanning Probe Microscopy (SPM)technol-ogy and the availability of high mobility 2DEGs has made possible the imagingof several quantum phenomena.Images of 2DEG electron compressability in1the quantum Hall state have been produced[1],and a single electron transistor (SET)has been manufactured on a glass tip to detect static charge[2].The charged tip AFM has been used to locally perturb the2DEG electrostatic po-tential,to cause electron backscattering through a1D channel,and so image the ballistic electronflux[3].Numerical calculations of the electricfield from a conical tip have shown that the half maximum perturbation occurs at a radial distance approximately equal to the2DEG depth[3],which limits the spacial resolution of this technique.2ExperimentIn this paper we present images produced by recording the conductance or transconductance through a two terminal1D ballistic channel,as a charged AFM tip is scanned over the channel region.The1D channel was created in a2DEG at a GaAs/AlGaAs heterojunction98nm beneath the surface,with a 12×1018cm−3Si doped layer from40nm to80nm above the2DEG.From Shubnikov-deHaas measurements the carrier concentration was calculated as 2.4×1011cm−2with an electron mean free path of25µm.The1D channel was defined by locally depleting electrons from the2DEG beneath negatively bi-ased700nmwidesplitgatesurfaceelectrodes.T hesurfaceelectrodesextend30nm above the GaAs surface,and were manufactured using e-beam technology.Our AFM operates from room temperature to1.5K,and uses a piezoresistive tip[4] because of the complications of making optical measurements of deflection at low temperatures with light sensitive devices.The AFM operates in the con-ventional topographic mode to locate the split gate region.During the mea-surements the AFM force feedback is disconnected and the tip scans a constant height above the surface.We use two experimental configurations to produce images which are referred to as conductance images and transconductance images.In both configurations a lock-in amplifier measures the ac zero phase component of the channel drain current.For conductance images the ac voltage signal was connected to the channel source with a dc bias applied to the conductive AFM tip.For transcon-ductance images the ac signal was connected to the tip with a dc bias applied to the channel source.The channel conductance is a function of V gate,so for use-ful transconductance images we operate within a range of G where dG/dV gate remains almost constant.3Results and discussion3.1Images of the tip perturbing potentialInfig.1we present conductance images where the tip scanned a constant60nm above the surface.In(b)a+2.5V bias was applied to the tip while in(c)−2.5V was applied,with a0.1mV ac signal applied to the channel source. The channel conductance is a sensitive probe of the electrostatic potential[5],2Figure1:Conductance images of the perturbing potential with a tip bias of +2.5V in(b)and−2.5V in(c).A gate sweep is shown in(a)where the tip was offthe surface.A y-direction single sweep indicated by the arrow in(c)is reproduced in(d),where the dotted line shows the result offitting V tip/ρ2+(d+r tip)2whereρis the radial distance in the2DEG plane.Fitting this equation to the y-direction single sweep shown in(d),which is indicated by the arrow in conductance image(c),provides a goodfit with d+ r tip=230nm.Including a correction for the change in relative permittivity,we obtain r tip=127nm which is in agreement with observations from topological images.3.2Measurement of charge density across the channel width Infig.2(a)we present a contour plot which relates to the charge density across the width of a quantised1D channel.The AFM was positioned at a series of points across the width of the channel(x axis),and at each point the transcon-ductance was recorded(z axis)while the gate bias was swept from−2V to channel pinch off(y axis).The series of points passed through the channel cen-tre which was located using images like those offig.1.The data offig.2(a)has been smoothed in the y direction to remove small steps caused by switching. The wavefunctions,and charge density,for the infinite1D channel with parabolic confinement are well known and shown infig.2(b),where the spacing between the charge density peaks is roughly equal to half the electron wavelengthλ. When we introduce the tip perturbing potential to modify the confining poten-tial,the energy levels change byδE as shown in(c)for a deep2DEG,and in (d)for a shallow2DEG,as a function of tip position x tip across the width of the channel.Note that the peaks in the charge density plots also appear in the same positions on the correspondingδE plots,but convolved with the curve of the perturbing potential.The significance of the charge density peaks depends on the width of the perturbing potential,and the model predicts that the n=13Figure2:A contour plot of transconductance is given in(a)where the gate bias was swept at a series of points across the width of a ballistic channel.The ana-lytic wavefunctions,electron density,energy levels,and parabolic confining po-tential are shown in(b),for an infinitely long1D channel.The model tip pertur-bation is shown as a dotted line in(c),for a deep2DEG with d=3(mω0/¯h)0.5, and in(d),for a shallow2DEG with d=0.1(mω0/¯h)0.5,where the solid lines are the resulting perturbed energy levels for n=0,1,2,and3.peaks will no longer be observed when d>1.2(mω0/¯h)0.5or d>0.3λ,although increased broadening for higher sub-bands is still predicted.An ac signal is applied to the tip which oscillates the energy levels.Each energy level determines the gate voltage of the corresponding transition be-tween1D plateaus.With V gate kept constant,the measured transconductance is proportional to a product of the conductance against V gate gradient andδE. Alternatively,the charge density may modulate the capacitive coupling between the tip and the1DEG to produce a similar response in transconductance.The distinct peaks in the y-direction of(a)are due the transconductance of1D quantisation where a peak corresponds to a transition between1D sub-bands and a trough to a1D plateau.On top of the distinct peaks we observe weak oscillations in the x-direction where one,two,and three peaks are seen for corre-sponding transitions of up to one,two,and three sub-bands,which we interpret as a measure of the charge density across the width of a quantised1D channel. The n=1peaks are separated by approximately100nm,giving an electron wavelength larger than the2DEG Fermi wavelength due to the reduced electron effective energy and afinite longitudinal momentum in the channel.43.3Images of switching statesSwitching between stable states in semiconductor devices is frequently observed as a function of time and is known as a Random Telegraph Signal(RTS).When the time constant of the measurement is longer than the switching period a time average of the RTS is measured,which can cause a small‘plateau feature’seen in conductance during gate bias sweeps of1D channels[6,7].A RTS observed in channel conduction is believed to be caused by the probabilistic occupation of a nearby defect state by an electron originating in the2DEG,which then modifies the channel conduction by electrostatics.Fig.3(a)and(d)show gate sweeps where the dotted lines indicate the conductance range of the corresponding conductance images(b)and(e).Within the conductance range a small‘plateau’can be seen on both of the gate sweeps,characteristic of switching.The position of the AFM tip also affects the defect state occupation which is observed in the conductance images as two levels with a sharp transition.Two levels are visible in(b)as a brighter region in the centre,and in(e)as two darker regions around the ends of the gate electrodes.Fig.3(c)and(f)show single y direction sweeps taken from the corresponding conductance images where they are indicated by arrows.The switch step size is constant over each image at3.8µS for(b),which would require a change of9.3mV in V gate to produce an equivalent effect.We estimate that a change in gate bias corresponds to13.3meV/V change in channel potential[8],which gives an energy change of120µeV due to the switch.From the conductance image we know the defect is located approximately100nm from the channel centre,and probably in the donor layer between40nm and80nm above the2DEG plane.If the occupation of the defect state is modelled as a point electron source,then to provide the correct energy change the electron is required to be1µm from the channel,and although screening has been ignored, the model is poor.We propose that the source of the switch is a single electron hopping between two nearby defect states.Possible locations for these defects are indicated on the conductance image by◦and•,where◦is occupied to produce the background level.The defects are at positions z◦=60nm and z•=64nm above the2DEG plane,and are separated by10.5nm which is of the order of the average dopant spacing at4.3nm and near the effective Bohr radius for GaAs.The two dark switched regions of(e)have the same energy change which suggests that they originate from the same defect system.When the tip is positioned over the channel,and the nearby2DEG,the switch remains in the background state.This suggests that this defect system is physically below the channel where electrons in the channel and2DEG provide screening.Again two defect states are required to provide the correct energy change of about100µeV, at possible z◦=−110nm and z•=−100nm,and indicated on the image with ⊙as x◦=x•and y◦=y•.When the tip is positioned near the gate electrode ends where the2DEG is depleted,the tip potential can penetrate behind the channel,raising the potential of state◦relative to state•,as state•is closer to the channel and is more effectively screened.Further from the channel,but where the2DEG is still depleted,the tip has less effect and state◦is again5Figure3:Gate sweeps are given in(a)and(d)where the conductance range of the corresponding conductance images(b)and(e)are indicated by the dotted lines.The arrows on the conductance images indicate the y direction single sweeps shown in(c)and(f).occupied.3.4Images of channel movement due to asymmetric gatebiasFor the previous experiments both gate electrodes were biased to the same potential.By asymmetrically biasing the surface electrodes we observe move-ment of the channel centre in conductance images.Channel lateral position has been studied theoretically[9],and a total movement of∆x=100nm has been deduced by the effect of a defect within the channel[10],though this enabled the channel centre position to be measured in only one direc-tion.For this experiment we used a slightly wider800nm split gate ori-entated in the y direction,but on the same device and with the same AFM tip.Fig.4shows three conductance images made with asymmetric gate biases ∆V gate=V upper−V lower of3.55V,0V,and−4.27V respectively,with average gate biasesFigure4:The conductance images(a),(b),and(c)were made with the asymmetrically biased gate electrodes(V upper,V lower)of(−1.36V,−4.91V), (−2.92V,−2.92V),and(−5.19V,−0.92V),with the channel centre(∆x,∆y) relative to◦measured at(98nm,52nm),(0nm,0nm),and(−103nm,−50nm) respectively.Single sweeps from the conduction images,where they are indi-cated by arrows,are reproduced in(d),(e),and(f).evident from the single sweeps the perturbing potential is itself not symmetric, which is why afit to V tip/of the channel is believed to be due to electrode imperfections. AcknowledgmentsThis work was funded by the EPSRC and the RW Paul Instrument Fund. References[1]S.H.Tessmer,P.I.Glicofridis,R. C.Ashoori,L.S.Leviotov,andM.R.Melloch,Nature392,51(1998).[2]M.J.Yoo,T.A.Fulton,H.F.Hess,R.L.Willett,L.N.Dunkleberger,R.J.Cjocjester,L.N.Pfeiffer,and K.W.West,Science276,579(1997).[3]M.A.Eriksson,R.G.Beck,M.Topinka,J.A.Katine,R.M.Westervelt,K.L.Campman,and A.C.Gossard,Appl.Phys.Lett.69,671(1996).[4]Park Scientific instruments,Sunnyvale,CA94089,U.S.A.[5]M.Field, C.G.Smith,M.Pepper, D. A.Ritchie,J. E. F.Frost,G.A.C.Jones,and D.G.Hasko Phys.Rev.Lett.70,1311(1993).[6]D.H.Cobden,N.K.Patel,M.Pepper,D.A.Ritchie,J.E.F.Frost,andG.A.C.Jones,Phys.Rev.B44,1938(1991).[7]D.H.Cobden,A.Savchenko,M.Pepper,N.K.Patel,D.A.Ritchie,J.E.F.Frost,and G.A.C.Jones,Phys.Rev.Lett.69,502(1992).[8]K.J.Thomas,M.Y.Simmons,J.T.Nicholls,D.R.Mace,M.Pepper,andD.A.Ritchie Appl.Phys.Lett.67,109(1995).[9]L.I.Glazman and rkin,Semicond.Sci.Technol.6,32(1991).[10]J.G.Williamson,C.E.Timmering,C.J.P.M.Harmans,J.J.Harris,andC.T.Foxon,Phys.Rev.B42,7675(1990).8。

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