Revisiting the Charge Transport in Quantum Hall Systems

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frame-contract-框架合同中英文对照

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扭曲分子内电荷转移的英文全称

扭曲分子内电荷转移的英文全称The phenomenon of charge transfer within molecules can be quite complex, and when it occurs in a distorted manner, itis referred to as "Torsional Charge Transfer" in thescientific community.This process involves the movement of electrons from one part of a molecule to another, often resulting in a change in the molecule's overall charge distribution. It plays apivotal role in various chemical reactions and the behavior of materials.Torsional Charge Transfer is characterized by therotation of certain molecular bonds, which can lead to an altered electronic structure. This can be observed in many organic compounds and is studied extensively in the field of quantum chemistry.Understanding the mechanisms of Torsional Charge Transfer is crucial for the development of new materials with specific electronic properties, such as semiconductors and organic conductors.In molecular systems, the degree of distortion and the subsequent charge transfer can significantly influence the molecule's reactivity and stability. Researchers are continuously exploring the relationship between these factors to enhance our knowledge of molecular interactions.The study of Torsional Charge Transfer also has implications in the design of pharmaceuticals, where the electronic properties of drug molecules can affect their efficacy and safety.Moreover, this concept is not limited to organic chemistry; it is also applicable in the realm of inorganic compounds, where the transfer of charges can lead to unique physical and chemical properties.In summary, Torsional Charge Transfer is a fundamental concept in chemistry that helps us understand the behavior of molecules under various conditions and contributes to advancements in material science and pharmaceuticals.。

Jet Impingement Heat Transfer Ch06-P020039

Jet Impingement Heat Transfer: Physics,Correlations,and Numerical ModelingN.ZUCKERMAN and N.LIORDepartment of Mechanical Engineering and Applied Mechanics,The University of Pennsylvania, Philadelphia,PA,USA;E-mail:zuckermn@;lior@I.SummaryThe applications,physics of theﬂow and heat transfer phenomena, available empirical correlations and values they predict,and numerical simulation techniques and results of impinging jet devices for heat transfer are described.The relative strengths and drawbacks of the k–e,k–o, Reynolds stress model,algebraic stress models,shear stress transport,and v2f turbulence models for impinging jetﬂow and heat transfer are compared. Select model equations are provided as well as quantitative assessments of model errors and judgments of model suitability.II.IntroductionWe seek to understand theﬂowﬁeld and mechanisms of impinging jets with the goal of identifying preferred methods of predicting jet performance. Impinging jets provide an effective andﬂexible way to transfer energy or mass in industrial applications.A directed liquid or gaseousﬂow released against a surface can efﬁciently transfer large amounts of thermal energy or mass between the surface and theﬂuid.Heat transfer applications include cooling of stock material during material forming processes,heat treatment [1],cooling of electronic components,heating of optical surfaces for defogging,cooling of turbine components,cooling of critical machinery structures,and many other industrial processes.Typical mass transfer applications include drying and removal of small surface particulates. Abrasion and heat transfer by impingement are also studied as side effects of vertical/short take-off and landing jet devices,for example in the case of direct lift propulsion systems in vertical/short take-off and landing aircraft.Advances in Heat TransferVolume39ISSN0065-2717DOI:10.1016/S0065-2717(06)39006-5565Copyright r2006Elsevier Inc.All rights reservedADVANCES IN HEAT TRANSFER VOL.39566N.ZUCKERMAN AND N.LIORGeneral uses and performance of impinging jets have been discussed in a number of reviews[2–5].In the example of turbine cooling applications[6],impinging jetﬂows may be used to cool several different sections of the engine such as the combustor case(combustor can walls),turbine case/liner,and the critical high-temperature turbine blades.The gas turbine compressor offers a steadyﬂow of pressurized air at temperatures lower than those of the turbine and of the hot gasesﬂowing around it.The blades are cooled using pressurized bleed ﬂow,typically available at6001C.The bleed air must cool a turbine immersed in gas of14001C total temperature[7],which requires transfer coefﬁcients in the range of1000–3000W/m2K.This equates to a heatﬂux on the order of 1MW/m2.The ability to cool these components in high-temperature regions allows higher cycle temperature ratios and higher efﬁciency,improving fuel economy,and raising turbine power output per unit weight.Modern turbines have gas temperatures in the main turbineﬂow in excess of the temperature limits of the materials used for the blades,meaning that the structural strength and component life are dependent upon effective coolingﬂow. Compressor bleedﬂow is commonly used to cool the turbine blades by routing it through internal passages to keep the blades at an acceptably low temperature.The same air can be routed to a perforated internal wall to form impinging jets directed at the blade exterior wall.Upon exiting the blade,the air may combine with the turbine core airﬂow.Variations on this design may combine the impinging jet device with internalﬁns,smooth or roughened cooling passages,and effusion holes forﬁlm cooling.The designer may alter the spacing or locations of jet and effusion holes to concentrate theﬂow in the regions requiring the greatest cooling.Though the use of bleed air carries a performance penalty[8],the small amount ofﬂow extracted has a small inﬂuence on bleed air supply pressure and temperature.In addition to high-pressure compressor air,turbofan engines provide cooler fan air at lower pressure ratios,which can be routed directly to passages within the turbine liner.A successful design uses the bleed air in an efﬁcient fashion to minimize the bleedﬂow required for maintaining a necessary cooling rate. Compared to other heat or mass transfer arrangements that do not employ phase change,the jet impingement device offers efﬁcient use of the ﬂuid,and high transfer rates.For example,compared with conventional convection cooling by conﬁnedﬂow parallel to(under)the cooled surface, jet impingement produces heat transfer coefﬁcients that are up to three times higher at a given maximumﬂow speed,because the impingement boundary layers are much thinner,and often the spentﬂow after the impingement serves to turbulate the surroundingﬂuid.Given a required heat transfer coefﬁcient,theﬂow required from an impinging jet device may be two orders of magnitude smaller than that required for a cooling approach usinga free wall-parallel ﬂow.For more uniform coverage over larger surfaces multiple jets may be used.The impingement cooling approach also offers a compact hardware arrangement.Some disadvantages of impingement cooling devices are:(1)For moving targets with very uneven surfaces,the jet nozzles may have to be located too far from the surface.For jets starting at a large height above the target (over 20jet nozzle diameters)the decay in kinetic energy of the jet as it travels to the surface may reduce average Nu by 20%or more.(2)The hardware changes necessary for implementing an impinging jet device may degrade structural strength (one reason why impinging jet cooling is more easily applied to turbine stator blades than to rotor blades).(3)In static applications where very uniform surface heat or mass transfer is required,the resulting high density of the jet array and corresponding small jet height may be impractical to construct and implement,and at small spacings jet-to-jet interaction may degrade efﬁciency.Prior to the design of an impinging jet device,the heat transfer at the target surface is typically characterized by a Nusselt number (Nu ),and the mass transfer from the surface with a Schmidt number (Sc ).For design efﬁciency studies and device performance assessment,these values are tracked vs.jet ﬂow per unit area (G )or vs.the power required to supply the ﬂow (incremental compressor power).A.I MPINGING J ET R EGIONSThe ﬂow of a submerged impinging jet passes through several distinct regions,as shown in Fig.1.The jet emerges from a nozzle or opening with a velocity and temperature proﬁle and turbulence characteristics dependent upon the upstream ﬂow.For a pipe-shaped nozzle,also called a tube nozzle or cylindrical nozzle,the ﬂow develops into the parabolic velocity proﬁle common to pipe ﬂow plus a moderate amount of turbulence developed upstream.In contrast,a ﬂow delivered by application of differential pressure across a thin,ﬂat oriﬁce will create an initial ﬂow with a fairly ﬂat velocity proﬁle,less turbulence,and a downstream ﬂow contraction (vena contracta).Typical jet nozzles designs use either a round jet with an axisymmetric ﬂow proﬁle or a slot jet ,a long,thin jet with a two-dimensional ﬂow proﬁle.After it exits the nozzle,the emerging jet may pass through a region where it is sufﬁciently far from the impingement surface to behave as a free submerged jet.Here,the velocity gradients in the jet create a shearing at the edges of the jet which transfers momentum laterally outward,pulling additional ﬂuid along with the jet and raising the jet mass ﬂow,as shown in Fig.2.In the process,the jet loses energy and the velocity proﬁle is widened in spatial extent and decreased in magnitude along the sides of the jet.Flow interior to the 567JET IMPINGEMENT HEAT TRANSFERprogressively widening shearing layer remains unaffected by this momentum transfer and forms a core region with a higher total pressure,though it may experience a drop in velocity and pressure decay resulting from velocity gradients present at the nozzle exit.A free jet region may not exist if the nozzle lies within a distance of two diameters (2D )from the target.In such cases,the nozzle is close enough to the elevated static pressure in the stagnation region for this pressure to inﬂuence the ﬂow immediately at the nozzle exit.If the shearing layer expands inward to the center of the jet prior to reaching the target,a region of core decay forms.For purposes of distinct identiﬁcation,the end of the core region may be deﬁned as the axial position where the centerline ﬂow dynamic pressure (proportional to speed squared)reaches 95%of its original value.This decaying jet begins four to eight nozzle diameters or slot-widths downstream of the nozzle exit.In the decaying jet,the axial velocity component in the central part decreases,with theradialF IG .1.The ﬂow regions of an impinging jet.568N.ZUCKERMAN AND N.LIORvelocity proﬁle resembling a Gaussian curve that becomes wider and shorter with distance from the nozzle outlet.In this region,the axial velocity and jet width vary linearly with axial position.Martin [2]provided a collection of equations for predicting the velocity in the free jet and decaying jet regions based on low Reynolds number ﬂow.Viskanta [5]further subdivided this region into two zones,the initial ‘‘developing zone,’’and the ‘‘fully developed zone’’in which the decaying free jet reaches a Gaussian velocity proﬁle.As the ﬂow approaches the wall,it loses axial velocity and turns.This region is labeled the stagnation region or deceleration region.The ﬂow builds up a higher static pressure on and above the wall,transmitting the effect of the wall upstream.The nonuniform turning ﬂow experiences high normal and shear stresses in the deceleration region,which greatly inﬂuence local transport properties.The resulting ﬂow pattern stretches vortices in the ﬂow and increases the turbulence.The stagnation region typically extends1.2nozzle diameters above the wall for round jets [2].Experimental work by Maurel and Solliec [9]found that this impinging zone was characterized or delineated by a negative normal-parallel velocity correlation (uv o 0).For their slot jet this region extended to 13%of the nozzle height H ,and did not vary with Re or H /D.F IG .2.The ﬂow ﬁeld of a free submerged jet.569JET IMPINGEMENT HEAT TRANSFERAfter turning,theﬂow enters a wall jet region where theﬂow moves laterally outward parallel to the wall.The wall jet has a minimum thickness within0.75–3diameters from the jet axis,and then continually thickens moving farther away from the nozzle.This thickness may be evaluated by measuring the height at which wall-parallelﬂow speed drops to some fraction(e.g.5%)of the maximum speed in the wall jet at that radial position.The boundary layer within the wall jet begins in the stagnation region,where it has a typical thickness of no more than1%of the jet diameter[2].The wall jet has a shearing layer inﬂuenced by both the velocity gradient with respect to the stationaryﬂuid at the wall(no-slip condition) and the velocity gradient with respect to theﬂuid outside the wall jet.As the wall jet progresses,it entrainsﬂow and grows in thickness,and its average ﬂow speed decreases as the location of highestﬂow speed shifts progressively farther from the wall.Due to conservation of momentum,the core of the wall jet may accelerate after theﬂow turns and as the wall boundary layer develops.For a round jet,mass conservation results in additional deceleration as the jet spreads radially outward.B.N ONDIMENSIONAL H EAT AND M ASS T RANSFER C OEFFICIENTSA major parameter for evaluating heat transfer coefﬁcients is the Nusselt number,Nu¼hD h=k cð1Þwhere h is the convective heat transfer coefﬁcient deﬁned ash¼Àk c@T.@n*T0jetÀT wallð2Þwhere@T/@n gives the temperature gradient component normal to the wall. The selection of Nusselt number to measure the heat transfer describes the physics in terms ofﬂuid properties,making it independent of the target characteristics.The jet temperature used,T0jet,is the adiabatic wall temperature of the decelerated jetﬂow,a factor of greater importance at increasing Mach numbers.The non-dimensional recovery factor describes how much kinetic energy is transferred into and retained in thermal form as the jet slows down:recovery factor¼T wallÀT0jetU2jet.2c pð3Þ570N.ZUCKERMAN AND N.LIORThis deﬁnition may introduce some complications in laboratory work,as a test surface is rarely held at a constant temperature,and more frequently held at a constant heat ﬂux.Experimental work by Goldstein et al .[10]showed that the temperature recovery factor varies from 70%to 110%of the full theoretical recovery,with lowered recoveries in the stagnation region of a low-H /D jet (H /D ¼2),and 100%elevated stagnation region recoveries for jets with H /D ¼6and higher.The recovery comes closest to uniformity for intermediate spacings around H /D ¼5.Entrainment of surrounding ﬂow into the jet may also inﬂuence jet performance,changing the ﬂuid temperature as it approaches the target.The nondimensional Sherwood number deﬁnes the rate of mass transfer in a similar fashion:Sh ¼k i D =D ið4Þk i ¼D i @C =@n ÂÃ=C 0jet ÀC wall ÂÃð5Þwhere @C /@n gives the mass concentration gradient component normal to the wall.With sufﬁciently low mass concentration of the species of interest,the spatial distribution of concentration will form patterns similar to those of the temperature pattern.Studies of impinging air jets frequently use the nondimensional relation:Nu =Sh ¼Pr =Sc ÀÁ0:4ð6Þto relate heat and mass transfer rates.The nondimensional parameters selected to describe the impinging jet heat transfer problem include the ﬂuid properties such as Prandtl number Pr (the ratio of ﬂuid thermal diffusivity to viscosity,fairly constant),plus the following:H /D :nozzle height to nozzle diameter ratio; r /D :nondimensional radial position from the center of the jet; z /D :nondimensional vertical position measured from the wall;Tu :nondimensional turbulence intensity,usually evaluated at the nozzle; Re 0:Reynolds number U 0D /n ;M :Mach number (the ﬂow speed divided by speed of sound in the ﬂuid),based on nozzle exit average velocity (of smaller importance at low speeds,i.e.M o 0.3);p jet /D :jet center-to-center spacing (pitch)to diameter ratio,for multiple jets;571JET IMPINGEMENT HEAT TRANSFERAf :free area(¼1À[total nozzle exit area/total target area]);f:relative nozzle area(¼total nozzle exit area/total target area). Theﬂuid properties are conventionally evaluated using theﬂow at the nozzle exit as a reference location.Characteristics at the position provide the averageﬂow speed,ﬂuid temperature,viscosity,and length scale D.In the case of a slot jet the diameter D is replaced in some studies by slot width B, or slot hydraulic diameter2B in others.A complete description of the problem also requires knowledge of the velocity proﬁle at the nozzle exit,or equivalent information about theﬂow upstream of the nozzle,as well as boundary conditions at the exit of the impingement region.Part of the effort of comparing information about jet impingement is to thoroughly know the nature and magnitude of the turbulence in theﬂowﬁeld.The geometry andﬂow conditions for the impinging jet depend upon the nature of the target and theﬂuid source(compressor or blower).In cases where the pressure drop associated with delivering and exhausting theﬂow is negligible,the design goal is to extract as much cooling as possible from a given air massﬂow.Turbine blade passage cooling is an example of such an application;engine compressor air is available at a pressure sufﬁcient to choke theﬂow at the nozzle(or perhaps at some other point in theﬂow path).As the bleedﬂow is a small fraction of the overall compressorﬂow, the impinging jet nozzle pressure ratio varies very little with changes in the amount of airﬂow extracted.At high pressure ratios the jet emerges at a high Mach number.In the most extreme case,theﬂow exits the nozzle as an underexpanded supersonic jet.This jet forms complex interacting shock patterns and a stagnation or recirculation‘‘bubble’’directly below the jet (shown in Fig.3),which may degrade heat transfer[11].The details of the impingement device design affect the system pressuredrop and thus the overall device performance.In the case of adeviceF IG.3.Supersonic jetﬂow pattern. 572N.ZUCKERMAN AND N.LIORpowered by a blower or compressor,the blower power draw can be predicted using the required pressure rise,ﬂow,and blower efﬁciency including any losses in the motor or transmission.For incompressible duct ﬂow one can then estimate the power by multiplying the blower pressure rise D p by the volumetric ﬂow Q and then dividing by one or more efﬁciency factors (e.g.,using a total efﬁciency of 0.52based on a 0.65blower aerodynamic efﬁciency times 0.80motor efﬁciency).This same approach works for calculating pump power when dealing with liquid jets,but becomes more complex when dealing with a turbine-cooling problem where compressibility is signiﬁcant.The blower pressure rise D p depends on the total of the pressure losses in the blower intake pathway,losses in the ﬂow path leading to the nozzle,any total pressure loss due to jet conﬁnement and jet interaction,and any losses exiting the target region.In cases where space is not critical the intake pathway and nozzle supply pathway are relatively open,for there is no need to accelerate the ﬂow far upstream of the nozzle exit.When possible,the ﬂow is maintained at low speed (relative to U jet )until it nears the nozzle exit,and then accelerated to the required jet velocity by use of a smoothly contracting nozzle at the end of a wide duct or pipe.In such a case,the majority of the loss occurs at the nozzle where the dynamic pressure is greatest.For a cylindrical nozzle,this loss will be at least equal to the nozzle dump loss,giving a minimum power requirement of (0:5r U 2jet Q ).Jet impingement devices have pressure losses from the other portions of the ﬂow path,and part of the task of improving overall device performance is to reduce these other losses.For this reason,one or more long,narrow supply pipes (common in experimental studies)may not make an efﬁcient device due to high frictional losses approaching the nozzle exit.When oriﬁce plate nozzles are used the upstream losses are usually small,but the oriﬁces can cause up to 2.5times the pressure drop of short,smooth pipe nozzles (at a set Q and D ).This effect is balanced against the oriﬁce nozzle’s larger shear layer velocity gradient and more rapid increase in turbulence in the free-jet region [12].Such oriﬁce plates take up a small volume for the hardware,and are relatively easy and inexpensive to make.A thicker oriﬁce plate (thickness from 0.3D to 1.5D )allows the making of oriﬁce holes with tapered or rounded entry pathways,similar to the conical and bellmouth shapes used in contoured nozzles.This compromise comes at the expense of greater hardware volume and complexity,but reduces the losses associated with accelerating the ﬂow as it approaches the oriﬁce and increases the oriﬁce discharge coefﬁcient (effective area).Calculation of nozzle pressure loss may use simple handbook equations for a cylindrical nozzle [13,14],but for an oriﬁce plate the calculations may require more specialized equations and test data (cf.[15,16]).573JET IMPINGEMENT HEAT TRANSFERTable I compares characteristics of the most common nozzle geometries in a qualitative fashion.C.T URBULENCE G ENERATION AND E FFECTSJet behavior is typically categorized and correlated by its Reynolds number Re ¼U 0D /n ,deﬁned using initial average ﬂow speed (U 0),the ﬂuid viscosity (n )and the characteristic length that is the nozzle exit diameter D or twice the slot width,2B (the slot jet hydraulic diameter).At Re o 1000the ﬂow ﬁeld exhibits laminar ﬂow properties.At Re 43000the ﬂow has fully turbulent features.A transition region occurs with 1000o Re o 3000[5].Turbulence has a large effect on the heat and mass transfer rates.Fully laminar jets are amenable to analytical solution,but such jets provide less heat transfer at a given ﬂow rate than turbulent ones,and therefore much more literature exists for turbulent impinging jets.For example,an isolated round jet at Re ¼2000(transition to turbulence),Pr ¼0.7,H /D ¼6will deliver an average Nu of 19over a circular target spanning six jet diameters,while at Re ¼100,000the average Nu on the same target will reach 212[2].In contrast,laminar jets at close target spacing will give Nu values in the range of 2–20.In general,the exponent b in the relationship Nu p Re b ranges from b ¼0.5for low-speed ﬂows with a low-turbulence wall jet,up to b ¼0.85for high Re ﬂows with a turbulence-dominated wall jet.As an example of the possible extremes,Rahimi et al .[17]measured local Nu values as high as 1700for a under-expanded supersonic jet at Re ¼(1.028)Â106.Typical gas jet installations for heat transfer span a Reynolds number range from 4000to 80,000.H /D typically ranges from 2to 12.Ideally,Nu increases as H decreases,so a designer would prefer to select the smallest tolerable H value,noting the effects of exiting ﬂow,manufacturing TABLE IC OMPARISONOF N OZZLE -T YPE C HARACTERISTICS Nozzle type InitialturbulenceFree jet shearing force Pressure drop Nozzle exit velocity proﬁle Pipe HighLow High Close to parabolic Contoured contraction LowModerate to high Low Uniform (ﬂat)Sharp oriﬁceLow High High Close to uniform(contracting)574N.ZUCKERMAN AND N.LIORcapabilities,and physical constraints,and then select nozzle size D accordingly.For small-scale turbomachinery applications jet arrays commonly have D values of0.2–2mm,while for larger scale industrial applications,jet diameters are commonly in the range of5–30mm. The diameter is heavily inﬂuenced by manufacturing and assembly capabilities.Modeling of the turbulentﬂow,incompressible except for the cases where the Mach number is high,is based on using the well-established mass, momentum,and energy conservation equations based on the velocity, pressure,and temperature:@u i@x i¼0ð7Þr @u i@tþr u i@u j@x j¼À@p@x iþ@s ij@x jþ@t ij@x jð8Þr @u i@tþr u i@u j@x j¼À@p@x iþ@@x jm@u i@x jþ@u j@x i!þ@@x jÀr0ijðalternate formÞð9Þr c p @T@tþr c p u j@T@x j¼s ij@u i@x jþ@@x jm c pPr@T@x jþ@@x jÀr c p u0j T0ÀÁþm@u0i@x jþ@u0j@x i@u0i@x jð10Þs ij¼m@u i@x jþ@u j@x ið11Þt ij¼Àr u0i u0jð12Þwhere an overbar above a single letter represents a time-averaged term, terms with a prime symbol(0)representﬂuctuating values,and a large overbar represents a correlation.The second moment of the time variant momentum equation,adjusted to extract theﬂuctuating portion of theﬂowﬁeld,yields the conserva-tive transport equation for Reynolds stresses,shown for an incompressibleﬂuid[18]:@t ij @t þ"u k@t ij@x k¼Àt ik@"u j@x kÀt jk@"u i@x k!þp0r@u0i@x jþ@u0j@x i"#þ@@x kÀu0iu0j u0kÀp0ru0id jkþu0j d ikn o!þÀ2n@ui@x k@u0j@x k"#þn@2t ij@x k@x k!ð13ÞEach term of this equation has a speciﬁc signiﬁcance.The term@t ij@t þu k@t ij@x krepresents convective transport of Reynoldsstresses.The termÀt ik@"u j@x k Àt jk@"u i@x kmeasures turbulent production of Reynoldsstresses.The term p0r@ui@x jþ0j@x imeasures the contribution of the pressure-strainrate correlation to Reynolds stresses.The term@@x kÀu0iu0j u0kÀp0ru0id jkþu0j d ikn ogives the effects of thegradient of turbulent diffusion.The termÀ2n@u0i@x kj@x krepresents the effects of turbulent dissipation.The term n@2t ij@x k@x krepresents the effects of molecular diffusion.The speciﬁc turbulent kinetic energy k,gives a measure of the intensity of the turbulentﬂowﬁeld.This can be nondimensionalized by dividing it by the time-averaged kinetic energy of theﬂow to give the turbulence intensity, based on a velocity ratio:Tu¼ﬃﬃﬃﬃﬃﬃﬃﬃu0j u0j"u i"u isð14ÞIn addition to generation in the impinging jetﬂowﬁeld itself,turbulence in theﬂowﬁeld may also be generated upstream of the nozzle exit and convected into theﬂow.This often takes place due to the coolantﬂow distribution conﬁguration,but can also be forced for increasing the heat transfer coefﬁcients,by inserting various screens,tabs,or other obstructions in the jet supply pipe upstream of or at the nozzle.Experimental work has shown that this decreases the length of the jet core region,thus reducing theH/D at which the maximal Nu avg is reached[19].The downstreamﬂow and heat transfer characteristics are sensitive to both the steady time-averaged nozzle velocity proﬁle andﬂuctuations in the velocity over time.Knowledge of these turbulentﬂuctuations and the ability to model them,including associated length scales,are vital for understanding and comparing the behavior and performance of impinging jets.In the initial jet region the primary source of turbulence is the shearﬂow on the edges of the jet.This shear layer may start as thin as a knife-edge on a sharp nozzle,but naturally grows in area along the axis of the jet.At higher Reynolds numbers,the shear layer generatesﬂow instability,similar to the Kelvin–Helmholtz instability.Figure4presents in a qualitative fashion the experimentally observed pattern of motion at the edges of the unstable free jet.At highﬂow speeds(Re41000)the destabilizing effects of shear forces may overcome the stabilizing effect ofﬂuid viscosity/momentum diffusion. The position of the shear layer and its velocity proﬁle may develop oscillations in space,seemingly wandering from side to side over time. Further downstream,the magnitude and spatial extent of the oscillations grow to form large-scale eddies along the sides of the jet.The largest eddies have a length scale of the same order of magnitude as the jet diameter and persist until they either independently break up into smaller eddies or meet and interact with other downstreamﬂow features.The pressureﬁeld of the stagnation region further stretches and distorts the eddies,displacing them laterally until they arrive at the wall.F IG.4.Instability in the turbulent free jet.Experiments by Hoogendorn[20]found that the development of turbulence in the free jet affected the proﬁle of the local Nu on the target stagnation region as well as the magnitude.For pipe nozzles and for contoured nozzles at high spacing(z/D45)the Nu proﬁles had a peak directly under the jet axis.For contoured nozzles at z/D¼2and4with low initial turbulence(Tu$1%),the maximum Nu occurred in the range0.4o r/D o0.6 with a local minimum at r¼0,typically95%of the peak value.In the decaying jet region the shear layer extends throughout the center of the jet.This shearing promotesﬂow turbulence,but on smaller scales.The ﬂow in the decaying jet may form small eddies and turbulent pockets within the center of the jet,eventually developing into a unstructured turbulent ﬂowﬁeld with little or no coherent structures in the entire jet core.In the deceleration region,additional mechanisms take part in inﬂuencing ﬂowﬁeld turbulence.The pressure gradients within theﬂowﬁeld cause the ﬂow to turn,inﬂuencing the shear layer and turning and stretching large-scale structures.The deceleration of theﬂow creates normal strains and stresses,which promote turbulence.Numerical models by Abe and Suga[21] showed that the transport of heat or mass in this region is dominated by large-scale eddies,in contrast to the developed wall jet where shear strains dominate.Theﬂow traveling along the wall may make a transition to turbulence in the fashion of a regular parallel wall jet,beginning with a laminarﬂow boundary layer region and then reaching turbulence at some lateral position on the wall away from the jet axis.For transitional and turbulent jets,the ﬂow approaching the wall already has substantial turbulence.This turbulent ﬂowﬁeld may contain largeﬂuctuations in the velocity component normal to the wall,a phenomenon distinctly different than those of wall-parallel shearﬂows[22].Large-scale turbulentﬂow structures in the free jet have a great effect upon transfer coefﬁcients in the stagnation region and wall jet.The vortices formed in the free jet-shearing layer,categorized as primary vortices,may penetrate into the boundary layer and exchangeﬂuids of differing kinetic energy and temperature(or concentration).The ability of the primary vortex to dynamically scrub away the boundary layer as it travels against and along the wall increases the local heat and mass transfer.The turbulentﬂowﬁeld along the wall may also cause formation of additional vortices categorized as secondary vortices.Turbulentﬂuctuations in lateral/radial velocity and associated pressure gradientﬂuctuations can produce localﬂow reversals along the wall,initiating separation and the formation of the secondary vortices,as shown in Fig.5.Secondary vortices cause local rises in heat/mass transfer rates and like the primary vortices。

电荷转移积分英文

电荷转移积分英文Charge Transfer Integral.In the realm of physics and specifically quantum chemistry, the charge transfer integral plays a pivotalrole in describing the electronic interactions between molecules or molecular fragments. It quantifies the extent to which an electron can move from one molecular entity to another, providing insights into the electronic coupling and charge transfer processes.The charge transfer integral, denoted as $T$, is a measure of the overlap between the wavefunctions of two interacting systems. It represents the coupling between the electronic states of the individual systems, allowing for the exchange of charge between them. This integral is a fundamental parameter in models describing charge transfer reactions, exciton coupling in molecular aggregates, and electron transfer processes in chemical reactions.The theoretical framework for understanding charge transfer integrals was established in the early part of the 20th century, with contributions from physicists and chemists alike. The development of quantum mechanics provided the necessary tools to quantify the electronic structure and interactions of atoms and molecules. The charge transfer integral emerged as a key quantity in these theories, connecting the electronic wavefunctions of interacting systems.The mathematical expression for the charge transfer integral typically involves integrals over the product of the wavefunctions of the two interacting systems. These wavefunctions are solutions of the Schrödinger equation, which governs the behavior of quantum particles. The overlap integral captures the spatial overlap between the wavefunctions, reflecting the probability of finding an electron in both systems simultaneously.The magnitude of the charge transfer integral is influenced by several factors. The distance between the interacting systems plays a crucial role, as the overlapbetween wavefunctions decreases with increasing separation. The electronic structure of the systems, including their electronic states and orbital energies, also affects the charge transfer integral. The orientation of the systems relative to each other can significantly alter the overlap and hence the magnitude of the charge transfer integral.Experimentally, charge transfer integrals can be probed using spectroscopic techniques, such as electron transfer spectroscopy or optical absorption spectroscopy. These techniques provide insights into the electronic coupling between systems and can be used to validate theoretical models.In the context of materials science and electronics, charge transfer integrals play a crucial role in determining the properties of molecular electronic devices. The efficient charge transfer between molecular components is essential for the performance of these devices, such as organic solar cells, light-emitting diodes, and molecular electronics.Theoretical models that incorporate charge transfer integrals have been developed to predict and understand the behavior of these devices. These models consider the electronic structure and interactions of the molecular components, allowing for the design of more efficient and effective devices.In summary, the charge transfer integral is a fundamental quantity in quantum chemistry and physics that quantifies the extent to which charge can move between interacting systems. It plays a pivotal role in describing charge transfer reactions, exciton coupling, and electron transfer processes. The understanding and quantification of charge transfer integrals have led to insights into the electronic properties of materials and molecules, with applications ranging from materials science to molecular electronics.。

Victron Energy Quattro 双输入双输出无电断无缝交流转换器说明说明书

xxxTwo AC inputs with integrated transfer switchThe Quattro can be connected to two independent AC sources, for example the public grid and a generator, or two generators. The Quattro will automatically connect to the active source.Two AC OutputsThe main output has no-break functionality. The Quattro takes over the supply to the connected loads in the event of a grid failure or when shore/generator power is disconnected. This happens so fast (less than 20 milliseconds) that computers and other electronic equipment will continue to operate without disruption.The second output is live only when AC is available on one of the inputs of the Quattro. Loads that should not discharge the battery, like a water heater for example, can be connected to this output.Virtually unlimited power thanks to parallel operationUp to 6 Quattro units can operate in parallel. Six units 48/10000/140, for example, will provide 48kW / 60kVA output power and 840 Amps charging capacity.Three phase capabilityThree units can be configured for three phase output. But that’s not all: up to 6 sets of three units can be parallel connected to provide 144kW / 180kVA inverter power and more than 2500A charging capacity.PowerControl – Dealing with limited generator, shore side or grid powerThe Quattro is a very powerful battery charger. It will therefore draw a lot of current from the generator or shore side supply (16A per 5kVA Quattro at 230VAC). A current limit can be set on each AC input. The Quattro will then take account of other AC loads and use whatever is spare for charging, thus preventing the generator or mains supply from being overloaded.PowerAssist – Boosting shore or generator powerThis feature takes the principle of PowerControl to a further dimension allowing the Quattro to supplement the capacity of the alternative source. Where peak power is so often required only for a limited period, the Quattro will make sure that insufficient mains or generator power is immediately compensated for by power from the battery. When the load reduces, the spare power is used to recharge the battery.Solar energy: AC power available even during a grid failureThe Quattro can be used in off grid as well as grid connected PV and other alternative energy systems. Loss of mains detection software is available.System configuring - In case of a stand-alone application, if settings have to be changed, this can be done in a matter of minuteswith a DIP switch setting procedure. - Parallel and three phase applications can be configured with VE.Bus Quick Configure and VE.Bus SystemConfigurator software. - Off grid, grid interactive and self-consumption applications, involving grid-tie inverters and/or MPPT SolarChargers can be configured with Assistants (dedicated software for specific applications).On-site Monitoring and controlSeveral options are available: Battery Monitor, Multi Control Panel, Color Control GX or other GX devices, smartphone or tablet (Bluetooth Smart), laptop or computer (USB or RS232).Remote Monitoring and control Color Control GX or other GX devices.Data can be stored and displayed on our VRM (Victron Remote Management) website, free of charge.Remote configuringWhen connected to the Ethernet, systems with a Color Control GX or other GX device can be accessed and settings can be changed remotely.Quattro48/5000/70-100/100Color Control GX, showing a PV applicationg) input voltage ripple too highSeveral interfaces are available:Digital Multi Control PanelA convenient and low cost solution for remotemonitoring, with a rotary knob to setPowerControl and PowerAssist levels. BMV-712 Smart BatteryMonitorUse a smartphone or other Bluetoothenabled device to:customize settings,monitor all important data onsingle screen,view historical data, and toupdate the software when newfeatures become available. Victron Energy B.V. | De Paal 35 | 1351 JG Almere | The NetherlandsGeneral phone: +31 (0)36 535 97 00 | E-mail: ***********************。

赛米控丹佛斯配置IGBT M7芯片 SEMITRANS 3 SKM600GB12M7 数据表

Absolute Maximum Ratings Symbol Conditions Values UnitIGBT V CES T j = 25 °C 1200 V I C T j = 175 °CT c = 25 °C 779 A T c = 80 °C591 A I Cnom 600 A I CRM1200 A V GES -20 (20)V t psc V CC = 800 V V GE ≤ 15 V V CES ≤ 1200 VT j = 150 °C8 μs T j-40 (175)°C Inverse diode V RRM T j = 25 °C 1200V I FT j = 175 °CT c = 25 °C 688A T c = 80 °C513 A I FRM 1200A I FSM t p = 10 ms, sin 180°, T j = 25 °C3240A T j-40 ... 175°C Module I t(RMS)500 A T stg module without TIM-40 ... 125 °C V isolAC sinus 50 Hz, t = 1 min4000VCharacteristics Symbol Conditions min. typ. max. UnitIGBT V CE(sat)I C = 600 A V GE = 15 V chiplevel T j = 25 °C 1.55 1.88V T j = 150 °C 1.80 V V CE0chiplevel T j = 25 °C 0.87 0.95 V T j = 150 °C 0.76 V r CE V GE = 15 V chiplevelT j = 25 °C 1.13 1.55 mΩ T j = 150 °C1.73 mΩ V GE(th)V CE = 10 V, I C = 60 mA5.46 6.6 V I CES V GE = 0 V, V CE = 1200 V, T j = 25 °C5 mA C ies V CE = 10 V V GE = 0 Vf = 1 MHz120 nF C oes f = 1 MHz 3.66 nF C res f = 1 MHz1.28 nF Q G V GE = - 8V ... + 15 V 5360 nC R Gint T j = 25 °C 0.8 Ω t d(on)V CC = 600 V I C = 600 AV GE =+15/-15V R Gon = 1.2 Ω R Goff = 1 Ωdi/dt on = 8000 A/µs di/dt off = 5240 A/µs dv/dt = 5960 V/µs T j = 150 °C 260 ns t r T j = 150 °C 85 ns E on T j = 150 °C 57 mJ t d(off)T j = 150 °C 436 ns t f T j = 150 °C 95 ns E off T j = 150 °C68mJ R th(j-c)per IGBT0.066K/W R th(c-s)per IGBT, P12 (reference)0.037 K/W R th(c-s)per IGBT, HP-PCM0.02K/WIGBT M7 ModulesSKM600GB12M7Features*∙V CE(sat) with positive temperature coefficient∙ High overload capability∙ Low loss, high density IGBTs ∙ Fast & soft switching inverse CAL diodes∙ Large clearance (10 mm) and creepage distance (20 mm)∙ Insulated copper baseplate using DCB Technology (Direct Copper Bonding)∙ With integrated gate resistorTypical Applications∙ AC inverter drives ∙ UPS∙ Renewable energy systemsRemarks∙Max case temperature limited to T c = T S =125°C∙ Product reliability results are valid for T j = 150°C (recommended T j ,op = -40...+150 °C)∙For storage and case temperature with TIM see document: ″Technical Explanations Thermal Interface materials″GBSEMITRANS ® 3Characteristics Symbol Conditions min. typ. max. UnitInverse diode V F = V EC I F = 600 A V GE = 0 V chiplevel T j = 25 °C 2.14 2.46V T j = 150 °C 2.07 V V F0chiplevel T j = 25 °C 1.30 1.50 V T j = 150 °C 0.90 V r F chiplevelT j = 25 °C 1.40 1.60 mΩ T j = 150 °C1.95 mΩ I RRM V CC = 600 V I F = 600 AV GE = -15 Vdi/dt off = 8000 A/µs T j = 150 °C 555 A Q rr T j = 150 °C92 µC E rr T j = 150 °C 43mJ R th(j-c)per diode0.09K/W R th(c-s)per diode, P12 (reference) 0.038 K/W R th(c-s)per diode, HP-PCM0.021 K/W Module L CE 15nH R CC'+EE'measured per switchT j = 25 °C 0.55mΩ T j = 150 °C0.85 mΩ R th(c-s)1calculated without thermal coupling, P12 (reference)0.0093 K/W R th(c-s)2including thermal coupling,T s underneath module, P12 (reference)0.015 K/W R th(c-s)2including thermal coupling,T s underneath module, HP-PCM 0.0078K/W M s to heat sink M635 Nm M t to terminal M52.55 Nm -Nm w325 gSEMITRANS ® 3 IGBT M7 ModulesSKM600GB12M7Features*∙V CE(sat) with positive temperature coefficient∙ High overload capability∙ Low loss, high density IGBTs ∙ Fast & soft switching inverse CAL diodes∙ Large clearance (10 mm) and creepage distance (20 mm)∙ Insulated copper baseplate using DCB Technology (Direct Copper Bonding)∙ With integrated gate resistorTypical Applications∙ AC inverter drives ∙ UPS∙ Renewable energy systemsRemarks∙Max case temperature limited to T c = T S =125°C∙ Product reliability results are valid for T j = 150°C (recommended T j ,op = -40...+150 °C)∙For storage and case temperature with TIM see document: ″Technical Explanations Thermal Interface materials″GBFig. 1: Typ. output characteristic, inclusive R CC'+ EE'Fig. 2: Rated current vs. temperature I C = f (T C )Fig. 3: Typ. turn-on /-off energy = f (I C ) Fig. 4: Typ. turn-on /-off energy = f (R G )Fig. 5: Typ. transfer characteristic Fig. 6: Typ. gate charge characteristicFig. 7: Typ. switching times vs. I C Fig. 8: Typ. switching times vs. gate resistor R GFig. 9: Transient thermal impedance Fig. 10: Typ. CAL diode forward charact., incl. R CC'+ EE'Fig. 11: CAL diode peak reverse recovery current Fig. 12: Typ. CAL diode peak reverse recovery chargePinout and DimensionsGBThis is an electrostatic discharge sensitive device (ESDS) according to international standard IEC 61340.*IMPORTANT INFORMATION AND WARNINGSThe specifications of SEMIKRON products may not be considered as any guarantee or assurance of product characteristics ("Beschaffenheitsgarantie"). The specifications of SEMIKRON products describe only the usual characteristics of SEMIKRON products to be expected in typical applications, which may still vary depending on the specific application. Therefore, products must be tested for the respective application in advance. Resulting from this, application adjustments of any kind may be necessary. Any user of SEMIKRON products is responsible for the safety of their applications embedding SEMIKRON products and must take adequate safety measures to prevent the applications from causing any physical injury, fire or other problem, also if any SEMIKRON product becomes faulty. Any user is responsible for making sure that the application design and realization are compliant with all laws, regulations, norms and standards applicable to the scope of application. Unless otherwise explicitly approved by SEMIKRON in a written document signed by authorized representatives of SEMIKRON, SEMIKRON products may not be used in any applications where a failure of the product or any consequences of the use thereof can reasonably be expected to result in personal injury. No representation or warranty is given and no liability is assumed with respect to the accuracy, completeness and/or use of any information herein, including without limitation, warranties of non-infringement of intellectual property rights of any third party. SEMIKRON does not convey any license under its or a third party’s patent rights, copyrights, trade secrets or other intellectual property rights, neither does it make any representation or warranty of non-infringement of intellectual property rights of any third party which may arise from a user’s applications. Due to technical requirements our products may contain dangerous substances. For information on the types in question please contact the nearest SEMIKRON sales office. This document supersedes and replaces all previous SEMIKRON information of comparable content and scope. SEMIKRON may update and/or revise this document at any time.。

安东尼·巴尔低温粘度测量仪说明书

Low Temperature Viscosity Measurements -Lovis for Battery ElectrolytesRelevant for: battery industry, electrochemical research, automotive industryPerform viscosity measurements down to -20 °C with Lovis 2000 M/ME with cooling option. Test even highly corrosive solvents for ion salts by using unbreakable PCTFE capillaries with small filling volumes (110 µL or 450 µL). Handling of the sample inside a glove box filled with inert gas and a hermetically closed system prevent contamination or evaporation of the sample.1 IntroductionSince the introduction of the lithium-ion batteries in 1990, the interest in this technology has emerged steadily, not only for portable devices but also for the automotive industry. Their high energy density as well as outstanding cycle stability are the main reasons for commercial success, but several problems arise with the usage of the most common non-aqueous electrolytes, which contain lithiumhexafluoro-phosphate (LiPF6) as conductive salt and a mixture of cyclic and non-cyclic organic carbonates.In addition to the high purity required of all used solvents (e.g. traces of protic impurities such as water can cause severe deterioration of the cell performance after a short life / cycle time) the cell performance has to be stable over a broad temperature range from arctic to tropical conditions without any significant degradation. Therefore, an exact characterization of newly developed electrolytes at different temperatures is an essential part in the lithium-ion cell research today. These challenges have to be considered for every other upcoming battery systems like magnesium ion cells or sulfur cells, too.Therefore, research companies use different standard electrochemical measurements for monitoring batteries. In this connection viscosity, conductivity and – if required – density measurements of the electrolytes support those investigations.The performance of the charge and discharge rate of a rechargeable battery, that is the ion transport, is characterized by the ion conductivity, which depends on the viscosity and the dielectric constant.The viscosity of the solvent, in which the ion salt is solved, affects the mobility of ions, as shown in the Stokes-Einstein equation; mobility is inversely proportional to the viscosity:r ... radius of the solvated ionBased on those viscosity measurements important conclusions on the wettability of the electrode /electro-lyte interface can be drawn, too. Fast, accurate and reproducible viscosity measurement over a wide temperature range is highly desirable for successful development of new electrolyte systems.This application report shows how the Lovis can be used for electrolyte measurements even at tempera-tures below zero. The Lovis, equipped with coolingoption and in combination with the capillary made of PCTFE, enables measurement of highly corrosive substances over a wide temperature range.2 Instrumentation2.1Lovis 2000 M/ME Microviscometer with Cooling OptionFigure 1: Lovis 2000 M with cooling optionThe Lovis 2000 M/ME Microviscometer measures the rolling time of a ball inside an inclined capillary.Variable inclination angles allow for measurements at different shear rates. Temperature control via Peltier elements is extremely fast and provides utmost accuracy.For measuring at temperatures below zero, the Lovis ME Module can be equipped with a lowtemperature option. In combination with a recirculating cooler, it is possible to measure at temperatures as low as -20 °C (lower temperatures down to -30 °C on request, depending on the cooling liquid of the recirculating cooling, ambient temperature and ambient air humidity).The integrated software calculates the kinematic or dynamic viscosity, provided the sample's density value is known.Figure 2: Lovis PCTFE capillariesWith the PCTFE capillaries it is possible to measure nearly every liquid, also corrosive, aggressive or hazardous solvents and electrolytes.The measuring viscosity of a PCTFE capillary ranges from 0.8 mPa.s to 160 mPa.s.Used material:▪ Capillary: PCTFE short (110 µL) ▪ Capillary diameter: 1.62mm ▪ Ball material: Steel ▪ Ball diameter: 1.5 mm2.3 Additional Equipment▪ Glove box filled with argon.▪Circulation cooler plus insulated hoses. How to set up the cooling is precisely described in the documentation of Lovis 2000 M/ME.3MeasurementAll determinations were performed manually without autosampler. The viscosity measurements were performed in a temperature range from -20 °C to +60 °C with steps of 5 °C or 10 °. For temperature table scans (TTS) two density values at two different reference temperatures were typed in manually in the "Quick Settings" ("Lovis Density TS/TTS") for every sample. The instrument automatically extrapolated the missing temperature / density values by linearextrapolation. The density values for the manual input were determined with the SVM™.Every scan was performed twice in order to obtain a repeat determination. To check the reproducibility, all measurements were performed with Lovis and SVM™ in parallel.3.1 Samples▪Different mixtures of organic carbonates, which contain lithiumhexafluorophosphate as conductive salt – for lithium ion batteries (LIB), either commercial available standardelectrolytes or newly developed electrolyte solutions.▪Solvents containing a polar organic solvent and dioxolane added with Li-sulfur-compounds as conductive salts – for future Li-S-cell systems (LiS).▪Solvents containing a polar organic solvent plus Mg-compounds as conductive salts – for prospective Mg-ion batteries.3.2 Instrument Settings Measuring Method: Temperature Table Scan (TTS) Measuring Settings:▪ Temperature: scan between -20 °C to +60 °C ▪ Equilibration Time: no ▪ Measurement Cycles: 3▪ Measuring Angle: Auto Angle * ▪ Variation Coefficient:0.4 % for standard electrolytes ▪ Measuring Distance: Short* Adjustment was performed over an angle range from of 20° to 70° in 10° steps3.3 Filling of the CapillaryAll samples were manually filled in an argon glove box under inert conditions. For each measurement a new steel ball was used to avoid any cross contamination from one measurement to the other. After closing the capillary with the appropriate plug, the hermetically sealed capillary was removed from the glove box.3.4 CleaningThe capillary was cleaned thoroughly with smallbrushes after every test sequence. Ethanol, deionized water and other appropriate solvents were used as cleaning liquids. If necessary, the capillary was placed into an ultrasonic bath (approximately 10 to 20 min, 30 °C, water plus standard detergent). Afterwards the capillary was dried under a pressure-less nitrogen stream.4 ResultsFigure 3: Reproducibility check; standard Li-ion electrolyte V24 measured with Lovis and SVM ™ from +20 °C to -20 °C4.4Temperature Profile of Li-polysulfide4.5Checking the Influence of Conducting Salt5ConclusionBy using the Lovis 2000 M/ME equipped with cooling option, it is possible to perform measurements from -20 °C up to +100 °C. In combination with the capillary made of PCTFE even extremely corrosive substances can be measured under hermetically sealed atmosphere. This allows users to measure theviscosity of electrolytes, which might be destroyed or changed in structure by air and/or air humidity.▪ The small capillary sizes require only littlesample volume (starting from 110 µL). ▪ The small diameter of the PCTFE capillary(1.62 mm) enables also the measurement of very low-viscosity samples (viscosity range from 0.8 mPa.s to 160 mPa.s).▪ The cooling option allows for viscositymeasurements down to -20 °C (lowertemperatures down to -30 °C are possible on request and depending on ambient conditions).▪ The closed system avoids any contaminationand evaporation.▪ The variable inclination angle of themeasurement allows for the variation of the shear rate.▪ Lovis 2000 M/ME is highly modular; it can becombined with DMA™ M Density Meters for automated calculation of dynamic andkinematic viscosity. It can also be combined with an Xsample™ sample changer (see Figure 8) for automatic filling and cleaning of the capillary and measurements with high sample throughput.6ReferencesSpecial thanks to DI Gisela Fauler and Ms. Katja Kapper from VARTA Micro Innovation GmbH who tested the Lovis with cooling option and the PCTFE capillaries and supported Anton Paar with their measurement data.Contact Anton Paar GmbH Tel: +43 316 257-0****************************|。

退役蓄电池回收利用标准

退役蓄电池回收利用标准英文回答：Spent Battery Recycling Standards.Spent batteries are a major source of hazardous waste. They contain toxic materials such as lead, mercury, and cadmium. These materials can leach into the environment and contaminate soil and water. Recycling spent batteries is an important way to protect the environment and conserve resources.There are a number of different standards for recycling spent batteries. These standards vary depending on the type of battery, the materials it contains, and the country where it is recycled.In the United States, the Environmental Protection Agency (EPA) regulates the recycling of spent batteries. The EPA has established a number of different standards forrecycling spent batteries, including:The Battery Recycling Act of 1990: This law requires manufacturers of lead-acid batteries to collect and recycle used batteries.The Mercury-Containing and Rechargeable Battery Management Act of 1996: This law requires manufacturers of mercury-containing and rechargeable batteries to collect and recycle used batteries.The Universal Waste Rule: This rule allows businesses to dispose of certain types of hazardous waste, including spent batteries, in a less stringent manner than other hazardous wastes.In addition to these federal standards, there are also a number of state and local regulations that govern the recycling of spent batteries. These regulations vary from state to state, so it is important to check with your local authorities to determine the specific requirements in your area.When recycling spent batteries, it is important to follow the instructions provided by the battery manufacturer. These instructions will typically include information on how to safely transport the batteries to a recycling facility. It is also important to remember that spent batteries should never be disposed of in the trash.中文回答：废旧蓄电池回收利用标准。

NCJ

7716 | New J. Chem., 2015, 39, 7716--7729
This journal is © The Royal Society of Chemistry and the Centre National de la Recherche Scientifique 2015
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Published 02 September 2015. Downloaded by Sichuan University on 12/10/2015 01:34:23.
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extraction performance, and emphasize the importance of the two 1,2,4-triazine rings in order to obtain optimum performance. In addition, by comparing the selectivity of tridentate ligands and bidentate ligands, Hudson et al. have concluded that the central pyridine has great contribution to the favorable extraction properties of the BTPs,13 even if the binding mode of the complexes of actinide with N-donor ligands remains unclear.

磁控溅射启辉电压及机理

1磁控溅射启辉电压波动和机理牟宗信*，邓新绿，苟伟，李国卿，张鹏云（大连理工大学三束材料表面改性国家重点实验室, 辽宁大连 116024）摘要：磁控溅射沉积技术被广泛应用于沉积各种功能薄膜。

深入研究其放电特性对控制沉积过程有重要意义。

在磁控靶表面，和电场正交的磁场影响放电特性，一般由来表达，其中n V I ∝I 为放电电流，V 为放电电压，n 为和阴极结构、磁场和材料有关的常数。

在某些特殊的阴极结构和放电参数条件，放电特性也会偏离这种规律。

本文研究发现在磁控靶起辉的过程中，阴极电压会出现有规律的波动，波动的幅度在50-350V 之间，放电电流也有波动，幅值小于2A，当波动停止，放电电流达到由控制的数值；在相对应电压范围，降低阴极电压也出现同样现象。

推测阴极电压波动是进入稳定放电过程的临界状态，这种现象与磁控辉光放电雪崩过程和霍尔电流的形成有关。

本文根据汤生雪崩放电理论分析了出现电压波动的原因。

nV I ∝关键词:等离子体/磁控溅射；辉光放电；汤生理论1引言随着表面工程技术发展和功能薄膜广泛应用于装饰、光电、微机电和微电子领域，要求精确控制薄膜的形貌、结构，以获得需要的光电、机械性能[1]。

薄膜的不同生长模式受到沉积参数影响，结构-区域模型（Structure-Zone-Model ）中包含了偏压，离子/原子到达比和基体温度三种基本沉积参数[2]，沉积的过程中，偏压调节带电粒子能量，基体温度可以独立控制，放电特性是控制薄膜生长的另一种关键因素，通过影响等离子体状态影响粒子迁移、形核和生长等过程，在原子尺度上控制薄膜的生长。

磁控溅射原理是利用了B E v v ×交叉场对电子的约束作用[1]，提高阴极前的电荷密度和电离率，磁控靶表面等离子体是封闭环状。

阴极鞘层有很强的电场，放电气体和溅射原子的电离主要发生在阴极鞘层，阴极表面的电荷在静电力和密度梯度作用下向沉积区域迁移，这个过程可以用等离子体理论描述[3-6] 。

介绍一个设计作品英语作文

Design is a multifaceted field that encompasses various disciplines,from graphic design to industrial design,each with its unique approach and set of principles.In this essay,I will introduce a design work that exemplifies creativity,functionality,and aesthetic appeal.The design work in question is a concept for a sustainable urban bicycle.This bicycle is not just a mode of transportation but also a statement about environmental consciousness and urban mobility.It is designed to be lightweight,durable,and easy to maneuver through congested city streets.Concept and Inspiration:The concept of this bicycle is inspired by the need for ecofriendly transportation solutions in urban environments.With the increasing awareness of environmental issues and the need to reduce carbon footprints,this design aims to provide a practical and stylish alternative to traditional motor vehicles.Design Features:1.Frame Material:The frame is made from recycled aluminum,which is both lightweight and strong.This choice of material reduces the overall weight of the bicycle, making it easier to carry and maneuver.2.Wheel Design:The wheels are designed with a unique pattern that not only adds to the bicycles visual appeal but also provides better grip on various surfaces,ensuring a smooth and safe ride.3.Gear System:The bicycle features a seamless gearshifting system that allows riders to change gears effortlessly,adapting to different terrains and inclines without any hitches.4.Braking System:Equipped with stateoftheart disc brakes,the bicycle ensures maximum stopping power and control,enhancing safety for the rider.5.Ergonomics:The saddle and handlebars are designed with ergonomics in mind, providing a comfortable riding experience even over long distances.6.Customization:The bicycle offers a range of customization options,allowing users to personalize their ride with different colors,accessories,and even the option to add a small electric motor for assistance.Aesthetic Appeal:The design of the bicycle is sleek and modern,with clean lines and a minimalist approachthat appeals to a wide audience.The use of neutral colors with pops of vibrant accents creates a visually striking yet timeless look.Sustainability:A key aspect of this design is its commitment to sustainability.From the use of recycled materials in the frame to the option of an electric motor powered by a rechargeable battery,the bicycle is designed to have a minimal impact on the environment. Functionality:The bicycle is not only visually appealing but also highly functional.It is designed to meet the needs of urban commuters,offering a practical solution to daily transportation challenges.Conclusion:This design work is a testament to the power of design in creating products that are not only aesthetically pleasing but also serve a greater purpose.It demonstrates how design can contribute to solving realworld problems while also providing a sense of enjoyment and satisfaction to the user.The sustainable urban bicycle is a design work that I believe will resonate with many and contribute positively to the discourse on urban transportation and environmental sustainability.。

Transportation Charges

Tra nsportation Charges5.1概述5.1.1运价（Rates）又称费率。

是指承运人运输每一重量单位（或体积）货物收取的费用。

运价是指机场与机场间的空中运输费用，不包括承运人、代理人或机场向托运人收取的其他费用。

1. 1.国际货物运价的种类双边协议运价是指根据两国政府签订的通航协定中有关运价条款，由通航的双方航空公司通过磋商，达成协议并报经双方政府、获得批准的运价。

多边协议运价是指在某地区内或地区间各有关航空公司通过多边磋商、取得共识，从而制定并报经各有关国家、政府、获得批准的运价。

a.公布直达运价：指承运人直接公布的，从运输始发地机场至目的地机场间的直达运价。

包括：-普通货物运价（General Cargo Rates-GCR）-指定商品运价（Specific Commodity Rates-SCR）-等级货物运价（Class Rates-CR；Commodity Classification Rate-CCR）-集装箱货物运价（Unitized Consignments Rates-UCR）b.非公布直达运价：当始发地机场至目的地机场间没有公布直达运价，承运人可使用两段或几段运价的组合。

包括：－比例运价（Construction Rates）－分段相加运价(Combination of Sector Rates)2. 2.国际货物运价的使用顺序国际货物运价按下列顺序使用：1. 1.协议运价2. 2.公布直达运价3. 3.非公布直达运价3.其他(1) 运价是指每一单位货物的空中运输费用，不包括其他额外费用，如提货，报关，接交和仓储费用等。

(2) 运价只适用于单一方向。

(3) 原则上，运价与运输路线无关，但影响承运人对运输路线的选择。

(4) 运价通常以始发国当地货币公布。

(5) 运价一般以公斤为单位。

(6) 航空货运单中的运价是运单填开之日所适用的运价。

5.1.2货物运费Transportation Charges1．1．货物运费的组成-航空运费（Weight Charge）：货物从始发地机场至目的地机场之间的费用。

中级口译教程每章重点

foreign capital 5、三资企业（中外合资企业、中外合作企业、外方独资企业） 6、Sino-foreign joint ventures, Sino-foreign coopera ve enterprise
foreign-funded enterprise 乡镇企业
township enterprise 集体企业
—3 1 Welcome 欢迎光临
1、邮电 Pos
2、感到骄傲和荣幸
be very proud and honored
3、gracious invita on 友好邀请 friendly invita on 这里的 gracious 还有① 亲切的② 优雅的，雅致的 beau ful③ 有品味的
《中级口译教程》学习重点 — 机场迎宾 2 1 Greetings at the Airport
1. 人力资源部经理 Manager of Human Resources Division 2. top-notch 顶尖的/拔尖的 notch: 槽口/ 凹口 3. 百忙中抽空 take me from one ’s busy schedule
collec ve-owned enterprise 私人企业
private/individual funded venture/enterprise 国营企业
state-run enterprise 国有企业
state-owned enterprise 国有大中型企业
large- and medium-sized state-owned enterprise 外向型企业 export-oriented enterprise 劳动密集型企业 labor-intensive enterprise 技术

逆向混改英语

逆向混改英语Reverse Hybrid: The Evolving Landscape of Automotive TechnologyThe automotive industry has long been at the forefront of technological innovation, constantly pushing the boundaries of what is possible in the realm of transportation. One of the most significant advancements in recent years has been the emergence of hybrid vehicles, which combine traditional internal combustion engines with electric motors to create a more efficient and environmentally-friendly driving experience. However, as the industry continues to evolve, a new concept has emerged that challenges the traditional hybrid model – reverse hybrid.Reverse hybrid, also known as plug-in hybrid electric vehicles (PHEVs), represents a fundamental shift in the way we think about hybrid technology. Unlike traditional hybrids, which rely primarily on the internal combustion engine to power the vehicle, reverse hybrids are designed to operate primarily on electric power, with the gasoline engine serving as a backup or range extender.At the heart of the reverse hybrid system is a larger battery pack, typically with a capacity of 8-20 kWh, which allows the vehicle to travel a significant distance on electric power alone, often up to 50 miles or more. This electric-only range is a significant advantage over traditional hybrids, as it allows drivers to complete their daily commutes and short trips without using any gasoline at all, reducing both fuel consumption and emissions.One of the key benefits of reverse hybrid technology is its ability to provide the best of both worlds – the electric efficiency and zero-emission driving of a pure electric vehicle, combined with the extended range and flexibility of a traditional internal combustion engine. This makes reverse hybrids an attractive option for a wide range of drivers, from those who primarily use their vehicles for city driving to those who need the occasional long-distance capability.Moreover, the reverse hybrid approach offers several additional advantages over traditional hybrids. For instance, the larger battery pack allows for faster charging times, with many reverse hybrid models capable of being fully recharged in just a few hours using a Level 2 charging station. This, in turn, reduces the need for frequent stops at gas stations, providing greater convenience and flexibility for drivers.Another advantage of reverse hybrids is their ability to takeadvantage of the growing network of public charging infrastructure. As more and more cities and municipalities invest in the installation of electric vehicle charging stations, reverse hybrid owners can take advantage of these resources to keep their vehicles charged and ready to go, further reducing their reliance on gasoline.Of course, the reverse hybrid approach is not without its challenges. One of the primary concerns is the higher upfront cost of these vehicles, which can be significantly more expensive than traditional hybrids or even some pure electric vehicles. This is due in large part to the larger battery packs and more complex powertrain systems required to support the reverse hybrid architecture.Additionally, the success of reverse hybrids is heavily dependent on the availability and accessibility of public charging infrastructure. In areas where charging stations are scarce or unevenly distributed, the electric-only range of reverse hybrids may be less useful, limiting their overall efficiency and environmental benefits.Despite these challenges, however, the reverse hybrid concept has continued to gain traction in the automotive market. Major automakers such as Toyota, Ford, and Hyundai have all introduced reverse hybrid models in recent years, and the technology is expected to play an increasingly important role in the ongoing shift towards more sustainable transportation solutions.As the world continues to grapple with the pressing issues of climate change and environmental sustainability, the need for innovative transportation technologies has never been more urgent. Reverse hybrid vehicles represent a promising step in the right direction, offering a practical and accessible solution that combines the benefits of electric and traditional internal combustion engines.Looking to the future, it is likely that we will see continued advancements and refinements in reverse hybrid technology. This could include improvements in battery capacity and charging times, as well as the integration of advanced features such as vehicle-to-grid (V2G) capabilities, which allow reverse hybrid vehicles to serve as mobile energy storage units and contribute to the broader electricity grid.Moreover, as the cost of reverse hybrid vehicles continues to come down and public charging infrastructure becomes more widely available, it is possible that this technology could become a mainstream solution for a growing number of drivers. This, in turn, could have significant implications for the broader automotive industry, as well as for the global efforts to reduce greenhouse gas emissions and combat climate change.In conclusion, the rise of reverse hybrid vehicles represents asignificant shift in the way we think about automotive technology. By combining the benefits of electric and traditional internal combustion engines, reverse hybrids offer a practical and accessible solution that has the potential to play a crucial role in the transition towards a more sustainable transportation future. As the industry continues to evolve and innovate, it will be exciting to see how this technology develops and the impact it has on the way we move and interact with the world around us.。

Energizer 螺纹锂电池运输指南说明书

ENERGIZER BATTERY MANUFACTURING, INC.Lithium TransportationSt. Louis, MO 63141 1-314-985-2000 Lithium Primary/Metal Battery Transportation1)IntroductionThe rules governing the transportation of lithium batteries are divided into slightly differing regulations in the United States and outside the United States. Each set of rules is shown separately below for both battery transportation and for batteries packed with or inside equipment.This guidance document is meant to cover expected situations for shipments of Energizer lithium batteries only. For special circumstances, please contact your authorized Energizer distributor. Lithium batteries identified as being defective for safety reasons, that have been damaged or have the potential of producing a dangerous evolution of heat, fire or short circuit are forbidden for transport (e.g. those being returned to the manufacturer for safety reasons).Waste lithium batteries and lithium batteries being shipped for recycling or disposal are prohibited from air transport unless approved by the appropriate National Authority of the State of origin and the State of the Operator.For all shipments, unless noted below, it is required that any person preparing or offering lithium cells or batteries for transport receive adequate instruction on these requirements commensurate with their responsibilities. It is Energizer’s recommendation that all personnel involved in the preparation and transport of these products be Dangerous Goods/Hazardous Materials trained.REVISION DATE: 5/5/2023REVISION DATE: 5/5/2023 ENERGIZER BATTERY MANUFACTURING, INC.Lithium TransportationSt. Louis, MO 63141 1-314-985-2000 Table 1Label Summary Chart For Global TransportOf Lithium Batteries OnlyShipping ModeLi contentNet quantitywt. of batteries per packageBattery typeAir0.3g to <1g/cell 0.3g to <2g per battery <2.5 kg L91, L92, LA522, PhotoYES YES YES <0.3g/cell <2.5 kg All Li coin and 2L76 YES (if morethan one package in consignment)YESYES<0.3g/cell>2.5 kg All Li coin and 2L76YES YESYESLand/Sea onlyAllAllAllNOYES YES*Table 2Label Summary Chart For Global Transport Of Lithium Batteries Packed In/With EquipmentShipping ModeLi contentNet quantitywt. of batteries per packageAir All Not to exceed5kgNO YES NO Land/Sea onlyAllAllNOYESNO*Orange CAO label is only required on land/sea shipments when in the US. If the shipment is not intended for international air, it is allowable to us the "US DOT Prohibition Statement".REVISION DATE: 5/5/2023 ENERGIZER BATTERY MANUFACTURING, INC.Lithium TransportationSt. Louis, MO 63141 1-314-985-2000 Table 3Lithium Battery Shipping Label RequirementsImage NameSizeLithiumBattery Label If the package cannot accommodate a 100 X 100 mm label, the label may be sized down to 100 (width) X 70 (height) mm. Class 9 lithium 100 x 100 mmIATA Cargo Aircraft Only120 x 110 mm“PRIMARY LITHIUM BATTERIES –FORBIDDEN FOR TRANSPORT ABOARD PASSENGER AIRCRAFT” or “LITHIUM METAL BATTERIES – FORBIDDEN FOR TRANSPORT ABOARD PASSENGER AIRCRAFT”US specific “CargoAircraft Only” languageThis marking must be a background of contrasting color and the letters must be at least 6 mm in height.REVISION DATE: 5/5/2023 ENERGIZER BATTERY MANUFACTURING, INC.Lithium TransportationSt. Louis, MO 63141 1-314-985-2000 2)Requirements for all Shipments of Lithium Batteries Only – Global1.The batteries must be capable of passing the UN Model Regulation T-tests (UN Manual of Tests andCriteria, Part III, Sub-Section 38.3 Lithium Batteries).2.The shippable container must be capable of passing a 1.2 m. drop test in any orientation withoutspillage of the contents of the packaging, damage to the batteries inside or shifting of the contents that could lead to short circuit.3.The shippable container must be labeled with the labels shown in table 1 and 2.4.The net weight of the lithium cells or batteries in the shippable container shall not exceed 2.5 kg forcargo aircraft only or 30kg for surface/vessel.5.For customers re-shipping batteries, the telephone numbers (CHEMTEL phone numbers) may not beused without a subscription from CHEMTEL.3)Requirements for all Shipments of Lithium Batteries packed in/with equipment – Global1.The batteries must be capable of passing the UN Model Regulation T-tests (UN Manual of Tests andCriteria, Part III, Sub-Section 38.3 Lithium Batteries).2.For batteries packaged with equipment only, the shippable container must be capable of passing a1.2 m. drop test in any orientation without spillage of the contents of the packaging, damage to the batteries inside or shifting of the contents that could lead to short circuit.3.For batteries contained inside equipment only, the equipment must be equipped with an effectivemeans of preventing accidental activation.4.For batteries contained inside equipment only, if the package contains less than four cells or twobatteries installed within equipment, the package does not need to be labeled with the lithium battery handling label.5.The shippable container must be labeled with the labels shown in table 1 and 2.6.The net weight of the lithium cells or batteries in the shippable container shall not exceed 5 kg foraircraft.7.The CHEMTEL information is not required for batteries packaged with or in equipment, Energizeruses the same label for all shipments (batteries and batteries with or in equipment.) For customers re-shipping batteries with or in equipment, this CHEMTEL information may not be used without a subscription from CHEMTEL.St. Louis, MO 631411-314-985-20004)Within, To and From the United StatesBatteries Only – All modes (49 CFR 173.185)To ship lithium batteries by any method (rail, truck, sea vessel, air) within, to and from the United States, the shipments must meet•The labeling criteria shown in table 1 and 3•Packaging requirements listed in section 2•The US specific labeling information shown below. Note – in the US all modes of transport require this marking.The outer package that contains lithium cells or batteries must be appropriately marked with the US specific “Cargo Aircraft Only” language found in table 2 or labeled with a “CARGO AIRCRAFT ONLY” ICAO label no matter the mode of transport the shipment is offered for.Batteries Contained In/Packed With Equipment- All modes (49 CFR 173.185)To ship lithium batteries by any method (rail, truck, sea vessel, air) within, to and from the United States, the shipments must meet•The labeling criteria shown in table 2 and 3•Packaging requirements listed in section 3•The information shown below.For air shipments only:•The number of batteries in each package is limited to the minimum number required to power the piece of equipment, plus two spare sets.REVISION DATE: 5/5/2023 ENERGIZER BATTERY MANUFACTURING, INC. Lithium TransportationSt. Louis, MO 631411-314-985-20005)International (Outside the United States)Batteries Only - Air OnlyTo ship lithium batteries by air outside the US, the shipments must meet:•The labeling criteria shown in table 1 and 3•Packaging requirements listed in section 2•The specific packing instruction per IATA depending on the grams of lithium and number of cells/batteries per package.IATA Packing Instruction 968 1A for cells with lithium content in excess of 1g or batteries in excess of 2gNOTE: Energizer does not manufacture cells in excess of 1g and batteries in excess of 2g. For custom made packs that will extend above these thresholds contact your Energizer representative.IATA Packing Instruction 968 1B for lithium cells containing lithium metal no more than 1g and lithium batteries not exceeding 2g of lithium content.To ship lithium batteries by air outside the US, the shipments must meet:•The labeling criteria shown in table 1 and 3•Packaging requirements listed in section 2•The shippers declaration belowA shippers declaration is required which includes the following information:o The name and address of the shipper and consigneeo UN 3090o Lithium metal batteries, PI 968, IBo The number of packages and the gross weight of each package.REVISION DATE: 5/5/2023 ENERGIZER BATTERY MANUFACTURING, INC. Lithium TransportationREVISION DATE: 5/5/2023ENERGIZER BATTERY MANUFACTURING, INC.Lithium TransportationSt. Louis, MO 63141 1-314-985-2000 Batteries Only - Surface (Truck/Sea/Rail) IMDG/ADR RegulationsTo ship lithium batteries by rail, truck, or sea vessel outside the US, the shipments must meet:•The labeling criteria shown in table 1 and 3•Packaging requirements listed in section 2Batteries Packed With or Contained In Equipment - Air OnlyTo ship lithium batteries packed in or with equipment by air outside the US, the shipments must meet:•The labeling criteria shown in table 1 and 3•Packaging requirements listed in section 3•The specific packing instruction per IATA depending on the grams of lithium and number ofcells/batteries per package. IATA Packing Instructions 969 I and 970 I for cells with lithium content in excess of 1gor batteries in excess of 2gNOTE : Energizer does not manufacture cells in excess of 1g and batteries in excess of 2g. For custom made packs that will exceed these thresholds contact your Energizer representative.IATA Packing Instructions 969 II and 970 II for lithium cells containing lithium metal no morethan 1g and lithium batteries not exceeding 2g of lithium content.To ship lithium batteries by rail, truck, and sea vessel within, outside the United States, the shipments must meet•The labeling criteria shown in table 2 and 3•Packaging requirements listed in section 3•The information shown below.The number of batteries in each package is limited to the minimum number required to power the piece of equipment, plus two spare s ets .Batteries Packed With or Contained In Equipment - Surface (Truck/Sea/Rail) IMDG/ADR RegulationsTo ship lithium batteries by rail, truck, and sea vessel within, outside the United States, the shipments must meet•The labeling criteria shown in table 2 and 3•Packaging requirements listed in section 3。

大体积阴离子锂金属电池英文表述

大体积阴离子锂金属电池英文表述High energy density batteries are essential for various applications, from electric vehicles to renewable energy storage. In recent years, lithium metal batteries have gained significant attention due to their high energy density and potential for commercialization. Among different types of lithium metal batteries, large volume anion lithium metal batteries have shown promise in achieving high energy density.Large volume anion lithium metal batteries are a type of lithium metal battery that utilizes large anions as charge carriers for the cathode. These batteries have the potential to increase the energy density of lithium metal batteries by increasing the storage capacity of the cathode. The use of large anions in the cathode can help mitigate the formation of dendrites on the lithium metal anode, which is a major issue in conventional lithium metal batteries.One of the key challenges in developing large volume anion lithium metal batteries is the choice of suitable cathode materials. The cathode materials must have high capacity and stability to accommodate large anions and minimize side reactions with the electrolyte. Researchers have been exploring various cathodematerials, such as sulfur and polysulfides, to improve the performance of large volume anion lithium metal batteries.Another important aspect of large volume anion lithium metal batteries is the electrolyte. The electrolyte plays a crucial role in the performance and safety of the battery. Researchers have been investigating new electrolyte formulations to improve the conductivity and stability of large volume anion lithium metal batteries.In conclusion, large volume anion lithium metal batteries show great potential in improving the energy density of lithium metal batteries. With further advances in cathode materials and electrolytes, large volume anion lithium metal batteries could become a viable option for high energy density applications such as electric vehicles and grid energy storage.。

能源公司（Energizer Brands，LLC）的电池包装、运输、存储、使用和扔掉的实践指南（参

St. Louis, MO 631411-314-985-2000CODE OF PRACTICEForPrimary Battery Packaging, Shipping, Storage, Use and Disposal(Reference: IEC 60086-1 2015 Annex G)Energizer strives to be recognized as a fully responsible supplier in the eyes of our customers. Part of the process of ensuring that the end consumer achieves satisfaction from Energizer batteries lies in using good practices during distribution, storage, and use.This Code of Practice describes the expectations and areas of concern for Shipping and Transport companies, Distributors, and Retailers.1)PackagingEnergizer designs packaging to electrically insulate each battery and that is sufficient to protect the batteries from mechanical or environmental damage during transport, handling, and stacking,subject to the conditions of the following guidelines.2)Transport and ShippingThe batteries and their packaging must be protected at all times from direct sun and any sources of moisture, such as rain or wet flooring. Shock and vibration shall be avoided by ensuring that boxes are placed and stacked gently and properly secured from movement during transport.To lessen the exposure of batteries to heat, metal shipping containers should be ventilated and kept away from heat sources such as a boilers or engines.Exposure to direct sunlight should be kept to a minimum. Stowage on ships must be below deck.When transporting batteries in other modes (road, rail, etc.), on/off loading should be completed ina timely manner to avoid long exposures to direct sunlight.[Note: for extended storage, Zinc Air hearing aid batteries should be stored at 10-30°C and 40-70% RH]3)Bulk StorageThe storage area must be clean, cool, dry, ventilated, and weatherproof.For normal storage, the temperature should be between 5°C and 35°C. Extremes of humidity (over 95% and below 40% relative humidity) for sustained periods should be avoided since they aredetrimental to both batteries and packaging.Batteries must be kept away from any sources of heat (furnaces, space heaters, metal roofing, skylights, etc.) or moisture (damp floors, drains, etc.)The height to which batteries may be stacked is dependent on the strength of the pack. As a general guide, this height should not exceed 1.5 meters for cardboard packs. Stacking should be such that it allows adequate air circulation around the packs and for ease of identification to ensure stockrotation (first in, first out).St. Louis, MO 631411-314-985-2000 Storage time shall be kept to a minimum, with batteries dispatched promptly to distribution centers,retailers, and consumers.4)Retail OutletsWhen batteries are unpacked, they should be handled carefully to avoid physical damage orelectrical contact among themselves or with shelvingBatteries used for display should not then be used for sale if they have been exposed to directsunlight or sunlight through a window. Display batteries should be replaced regularly.5)Selection, Use and DisposalEnergizer endeavor to provide guidance to the consumer on the most suitable battery for intended use at the point of sale. Nevertheless, additional information may be obtained from our Website Consumers are advised of the following:∙Ensure that they purchase the correct battery type and that they follow the device instructions for battery insertion, especially checking for correct polarity and the cleanlinessof the contacts.∙Do not expose the batteries or equipment to high temperatures, such as in cars parked in the sun.∙Always replace a full set of batteries at the same time. Do not mix new batteries with partially used ones and do not mix batteries of different grades, brands, or electrochemicalsystems.∙Do not attempt to recharge batteries that are not labeled “rechargeable”.∙Remove batteries from the device if it stops functioning properly, or it is not intended to be used for a long period.∙Store batteries in a cool, dry place. Keep batteries away from any metal objects to avoid accidentally discharging the batteries.∙Do not attempt to dismantle the batteries.∙Primary batteries may be disposed of via the communal refuse arrangements, provided no contrary local legal requirements exist.∙Do no dispose of batteries in a fire.Energizer Brands, LLC 2016。

电动汽车及充电站技术现状及前景

10-I-003电动汽车及充电站技术现状及前景张华民*中科院大连化学物理研究所，116023，大连E-mail: zhanghm@为应对日益突出的环境污染与化石能源匮乏问题，汽车行业正经历着新一轮汽车革命。

以插电式（plug-in）混合动力汽车和纯电动汽车为主的新能源汽车产业作为解决能源安全、环境污染问题的主要途径，已成为世界各国在新能源领域竞争的主战场。

美国、德国、法国、日本等国家都制定了明确的电动汽车发展规划，并为电动车的推广应用提出了诸如税收抵扣等的鼓励政策。

世界各大汽车厂商是这场新能源汽车战争中的主角，都逐步将研发重点由传统内燃机汽车转向了电动汽车。

电池是电动汽车的动力来源，也是一直制约电动汽车发展的关键因素。

电动车用动力电池要求具有高功率密度、高能量密度、长寿命、低成本的特性。

因此，高容量化、高电压的正极材料，高容量化的负极材料和高耐电压性电解质材料成为电池技术研究的主要方向。

电动汽车充电站是电动汽车发展的重要基础支撑系统和电动汽车商业化过程中的重要环节。

然而，电动车充电对电网过度依赖，并且集中、快速充电对电网冲击大，影响电网电力质量。

新能源储能型电动汽车充电站利用新能源发电和便宜“谷电”存储在蓄电装置中，白天为电动车充电，剩余的电力可以出售给电网。

蓄电装置连接发电端和充电端，避免了集中、快速充电对电网的直接冲击。

在特殊时期，此类充电站还可以作为临时电站为重要部门和设备供电。

因其环保、安全、经济、高效等优点，新能源储能型电动汽车充电站成为未来电动汽车充电站的重要发展趋势。

大规模蓄电装置是新能源储能型充电站的核心部件之一，蓄电容量大、可大电流充放电、寿命长、能量效率高的储能技术的开发需要得到高度重视。

针对电动汽车的产业态势，本文就动力电池、电动车充电站及储能技术的发展现状与发展趋势做了详细介绍和解析。

关键词：电动汽车；电池；充电站；新能源；储能Current Status and Perspective of Electric Vehicle andCharging StationHua-min ZhangDalian Institute of Chemical Physics, CAS, 116023, Dalian Electric vehicle (EV) as an important solution to resolve the problems of the rare resources and severe environmental pollution, has received widely attention in the world. Batteries with high energy density, high power density and low cost are the focus of R&D. And the construction of charging station is highly demanded to meet the development of electric vehicles. Especially the charging station combined with the new energy power generation and energy storage can efficiently reduce the negative impact on the grid during EV charges, which will be the most important tendency of EV charging station development. In this paper, the current status and perspective of electric vehicle charging station and energy storage technology were introduced and further discussed in detail.8。

EHF系列充电器使用说明书

Operating Instructions and Safety Precautions for the EHF Series ChargerSafetyOnly a t rained person should operate this equipment. The input and output voltages used with this equipment may be high enough to endanger life, so insulated, shrouded connectors must be fitted. Please read this manual completely and convey instructions to all personnel concerned . Keep the manual in a s afe and c onvenient place.It is advisable to thoroughly read the information on battery safety supplied with the battery, prior to charging.Towards the end of charge, lead acid batteries give off hydrogen gas, which is explosive if in sufficient concentration, therefore avoid flames and sparks. Appropriate measures must be taken to ensure adequate ventilation.Incorrect use of a charger or maladjustment of its controls can damage a battery. The equipment has been factory set and does not require user adjustment.This product has been designed, manufactured and certified to be in conformance with UL Standards. Testing has ensured that the battery and c harger combination conform as a system for use in Light and Heavy Industrial environments for each respective product variant. The following notes are for the guidance of the person installing and using the product.The charger must be i solated from the input supply and t he battery, before any of the panels are removed. It is strongly recommended that a Safety Warning Notice is placed at the input supply isolator, to warn against inadvertent reconnection of the mains supply and the isolator is locked in the off position.DANGER - Risk of electric shock. Do not touch un-insulated portion of output connector or un-insulated battery terminal.InstallationInstallation must only be carried out by suitably qualified personnel and in accordance with current local and national wiring regulations.The unit should be positioned using lifting equipment, placed under the base.Battery leads should not be altered without prior consultation with service personnel.The charger should be sited in a cool, dry, well-ventilated location away from corrosive fumes and humid atmospheres. Ambient temperature range must be maintained between 32°F - 95°F.The charger must have a minimum clearance overhead of eight inches (8”), ensuring ventilation is not obstructed at the rear intake and the front exhaust vents.The charger is for inside use only.Before installation, check that:• The charger has not sustained any transit damage.• The rating is suitable for the intended input supply and ‘leadacid’ battery to be charged.• The connector polarity is correct and matches the polarity ofthe battery connector.Input supplyA hand operated lockable isolator should be used in the installation, to enable the charger to be disconnected from theCAUTION - To reduce the risk of fire, use only on circuits provided with branch circuit protection consistent with the current indicated on the rating label and i n accordance with the National Electrical Code, ANSI/NFPA 70 or equivalent.The circuit breakers rating should be bas ed on the chargers maximum input current, as stated on the rating label.Careful consideration must be taken when connecting this charger to a generator. The generator must be capable of at least four times the input power requirements of the charger, failure to do so can result in damage to the charger. The generator should have load step immunity to prevent undershoot and overshoot with typical loads. Typically the generator control bandwidth should be less than 7Hz with good gain and phase margins.Display and ControlOverview1. Communications Port2. High Visibility - Charge Status Indicator3. Soft-keys (The function of the button will be displayed on the LCD Display)4. LCD Display5.Pause ButtonCharge Status IndicatorINDICATIONCHARGE STATUSINDICATION MODE1Cycling red Bulk charge / battery recoverymode2Cycling yellow Second stage / watering 3All green Charge complete4Green with cycling red Auto-balance pulse / refresh pulse / equalising / cool down5All flashing red Critical fault 6All off Standby / pause / inhibit 7Left hand indicator red Power save modeLCD Symbols*Watering system (Shown when enabled, flashing during operation)Communications port (Shown when active)Equalise (Shown when enabled, flashing during operation)Automatic Equalise (Shown when enabled, flashing during operation) Warning (Shown when a warning is active)Battery Recovery Mode (Shown when enabled, flashing during operation)*Air system enabled (Shown when enabled, flashing during operation)* Optional extraOperationBefore connecting the battery, check that the battery voltage corresponds to the voltage indicated inside the battery symbol on the LCD Display. The charger should be permanently connected to the mains supply.StandbyAs a power saving feature the LCD backlight will be switched off after 1 minute of inactivity, the backlight can be turned back on by briefly pressing any of the buttons. During this time the charge status indicator will show indication 7.ChargingWhen a battery is connected to the charger, charge will start automatically. The charge status indicator will show indication 1 or indication 2 (The speed of the rotation indicates the state of charge of the battery, with fast cycling indicating a low charge state) and the LCD Display will show the following:The bar graph display gives the user an indication of the batteries present state of charge.During charge, the user can scroll through the following charge information, by pressing the or keys.• VPC Voltage per cell • Ah Total Ampere hours delivered to the battery • Amps The present output current • Stage The present charge stage • Charge Time The total charge time • Rest Time Time elapsed since charge completed • Warnings Displays any warnings - Only shown whenapplicableCharge CompleteWhen charge is complete the charge status indicator will show indication 3 and the LCD Display will show the following:If the Auto Balance feature is enabled the battery should be left connected to the charger until required; under these conditions the battery will receive periods of refreshing charge to maintain it in the fully charged condition. During these periods, the charge status indicator will show indication 4.Removing the batteryThe battery can only be disconnected when charging current has stopped flowing. Therefore, the pause button must be pressed before disconnection. A second press of the pause key will clear the pause condition and continue charge (Disabled during the first 10 seconds of pause).When the charger is paused the charge status indicator will show indication 6 and the LCD Display will show the following:If the pause mode is entered but the battery is not removed within 10 minutes the charge will automatically continue. the cells to the same charge state, this should be performed after the standard charge has completed.This mode can be enabled by pressing the = key during the charge cycle, a second press will clear this function. The equalize function can not be c leared once it has started and onl y one equalize is allowed per cycle.In addition to enabling equalize manually, the equalize feature can be set to initiate automatically by configuring the automatic equalize feature in the programming mode. Automatic equalize may be set to occur every 0 to 250 cycles. Once set the A= symbol will be shown in the top right corner of the LCD Display.Once enabled, the charger will perform the equalize function after the standard charge has been completed.Battery Recover ModeIf a bat tery is connected to the charger that is below the normal operating voltage an incorrect battery fault (F07) will be displayed. However if the battery voltage is between 1 and 1.5VPC, battery recover mode is available. This mode employs a special charging technique to recover batteries that have been left unused for a long time or have been over discharged.This mode can be enabl ed by pressing the BRM key when the fault is displayed. Battery recover mode will then start; once the battery voltage has been r ecovered to a normal level a standard charge will be performed.Cool Down Mode (Profile Dependant)Cool down mode is activated after the charge has completed and allows the battery time to ‘cool down’ before its next use. During this time the battery should remain connected to the charger, but can be removed if required.Delayed StartNote: This function is only available if the network function is OFF and can only be set without a battery connected.The delayed start function will delay the start of charge for a s et time up to 48 hour s in 15 minute increments. The timer begins count down upon connection to a battery.During the delay period the charge status indicator will show indication 6 and the LCD Display will show the following:Once the time period has elapsed, charge will start as normal. This can be overridden by pressing the >> button, for this cycle only.User menuA user menu can be ac cessed by pressing the MENU key, the following options can then be scrolled through by pressing the or keys and then activated by pressing the SELECT key:Charger History Cycle Data Total Charge Ah Cycle Graphs Total Charge Time Total Initiations Total Terminations Charger Information Charger Type Software Version Module Part Number Network ID*Battery History Install Date <50% DOD Inits <80% DOD Terms >80% DOD <20% DOD *Battery Information Fleet ID Voltage Capacity S/N Tag ID ML No Cell TypeLanguage English Dansk Francais Svenska Nederlands Espanol DeutschCharger options Auto Balance AGV Onboard Safety Disconnect Stored Equalize BattIDSettings Set LCD Contrast Reset Charger Override / Enable InhibitThe menu can be exited by pressing the BACK key.* This menu item can only be selected if the charger has the BattID option fitted.Faults / WarningsIf a critical fault occurs during charge the charge status indicator will show indication 5 and the LCD Display will show the fault code and description, for example:Faults permanently stop charge until they are rectified.If a warning occurs during charge the warningsymbol will be displayed on t he LCD Display and t he warning code and description can be ac cessed by scrolling through the charge information.Warnings do not affect the charge procedure.Fault CodesF06 No output current F07 * Incorrect battery F09 * Bulk charge timeout F10 * Gassing charge timeout F12 Configuration error F13 Thermistor faultF17 * Auto balance timeout F18 Battery disconnected F19 Battery disconnected during cooldown F21 Over currentWarning Codes F05 Mains Failed during charge F23 Batt ID PCB error F24 Batt ID Antenna error F25 Batt ID Tag read error F26 Batt ID not programmed F27 ** Slave 1 incorrect correct current F28 ** Slave 2 incorrect correct current F29 ** Slave 3 incorrect correct current F30 ** Slave 1 temperature fault F31 ** Slave 2 temperature fault F32 ** Slave 3 temperature fault* = These faults are usually associated with the battery, check battery condition.** = Only applicable on models with dual power modulesRepairOnly suitably qualified personnel should perform repair work on this equipment.Use of genuine factory sourced replacement parts is necessary to ensure UL marking is not invalidated.Contact your local maintenance facility for assistance or replacement parts. Always be prepared with the charger type and serial number prior to placing a call for assistance.MaintenanceBefore carrying out maintenance, isolate the mains supply and disconnect the battery.Only suitably qualified personnel should perform maintenance work on this equipment.The charger will require little maintenance, but the following schedule is recommended once a month: (a) Check the condition of all cables, paying particularat tention to the points where cables may be severely flexed, i.e. at the entry to charger cabinet, charging plugs and sockets.(b) Check condition of charging plugs and sockets for wearand any evidence of overheating, which could ultimatelylead to charger malfunction. (c) Check that ventilation is not obstructed. (d) Ensure that all safety covers and panels are correctly inplace.SALES – SERVICERECYCLING 1-888-563-6300TOLL FREEwww.gnb .comEHF - 3PH - Installation WiringEHP - 3PH - Installation WiringEMC/ESS - 3PH - Installation WiringGNB Industrial PowerA division of Exide TechnologiesU.S.A. - Tel: Canada - Tel: 800.268.2698。