Z型管道中气体火焰传播规律的实验研究

本文实验研究了丙烷／氧气／空气的当量比气体燃烧火焰通过两个90°弯管形成的“z”型管道的传播规律,通过改变第一个弯管前加速段的长度和改变气体浓度,实验研究了稳定爆轰波,非稳定爆轰波以及爆燃火焰通过“z”型管道的传播规律。利用光电传感器记录弯管前后的火焰传播速度,运用燃烧理论和爆轰波的理论对实验结果做了分析。结果表明:稳定爆轰波通过“z”型管道时传播速度有明显的下降;但“z”型管道对非稳定爆轰波的传播作用受到非稳定爆轰波自身速度的影响;爆燃火焰通过“z”型管道时火焰传播速度的变化呈现不确定性。     

情景-应对模式下考虑软时间窗的高铁应急资源调度优化

为提升高速铁路应急处置水平,考虑突发事件发生后应急资源需求的不确定性,通过对事故情景集的分析和计算,采用"情景-应对"模式,获取事故点的资源需求量;通过引入"软时间窗"概念,建立以超时惩罚成本、资源运输成本和救援点固定出动成本3者之和最小化为优化目标的应急资源调度模型,利用遗传算法进行求解,并基于实际事故案例验证方法和...     

A study on chest injury mechanism and the effectiveness of a headform impact test for pedestrian chest protection from vehicle collisions

This study was aimed at investigating the injury mechanism of pedestrian chests in collisions with passenger vehicles of various frontal shapes and examining the influence of the local structural stiffness on the chest injury risk by using the headform impact test at the chest contact area of the vehicle. Three simulations of vehicle to pedestrian collisions were conducted using three validated pedestrian finite element (FE) models of three pedestrian heights of 177 (AM50th), 165 and 150 cm and three FE vehicles models representing a one-box vehicle, a minicar and a medium car. The validity of the vehicle models was evaluated by comparing the headform acceleration against the measured responses from headform impact tests. The chest impact kinematics and the injury mechanisms were analyzed in terms of the distribution of the von Mises stress of the ribcage and in terms of the chest deflections. The chest contact locations on the front panel and the bonnet top were identified in connection to the causation of rib fractures. The risk of rib fractures was predicted by using the von Mises stress distribution. The headform impact tests were carried out at the chest contact area on the front panel and bonnet to examine the safety performance with respect to pedestrian chest protection. In simulations of the one-box vehicle to pedestrian collisions, the chest was struck directly by the frontal structure at a high velocity and deformed substantially, since a shear force was generated by the stiff windshield frame. The acceleration of the headform was related to the rib deflections. The injury threshold of the ribcage deflection (42 mm) corresponded to the headform average acceleration of 68 G. In the minicar collision, the chest was struck with the bonnet top and cowl area at a low velocity, and the deformation was small due to the distributed contact force between the chest and the bonnet top. Besides, the ribcage deformation was too small for bridging a relation between the headform accelerations and rib deflections. In the medium car collision, the deformation mode of the chest was similar to that in the minicar collision. The chest collided with the bonnet top at a low velocity and deformed uniformly. The deflection of the ribs had an observable correlation with the headform accelerations measured in the headform impact tests. The frontal shape of a vehicle has a large influence on a pedestrian’s chest loadings, and the chest deformation depends on the size of the pedestrian and the stiffness of the vehicle. The one-box passenger vehicle causes a high chest injury risk. The headform impactor test can be utilized for the evaluation of the local stiffness of a vehicle’s frontal structure. The reduction of the headform acceleration is an effective measure for pedestrian chest protection for specific shapes of vehicles by efficacy in modifying the local structural stiffness.     

散煤运输用膜型抑尘剂的制备及性能研究

采用水溶液聚合法,以氧化淀粉、丙烯酸(AA)、二甲基二烯丙基氯化铵(DMDAAC)为原料,通过接枝共聚制备了一种软膜型抑尘剂(抑尘剂液体干燥后形成具有一定韧性的软膜)。与聚乙烯醇类壳型抑尘剂(干燥后形成很脆的壳层)相比,软膜型抑尘剂提高了煤粉固化层的抗破裂能力。由抗震荡性试验可知,使用膜型抑尘剂后,经过18 h的震荡,煤粉的损失率仅为1.91%,而使用壳型抑尘剂后煤粉的损失率为4.85%。还测定了2种抑尘剂的保湿性和耐破度。利用红外光谱对产物的结构进行了表征,采用SEM观察了该产物在煤粉表面形成的膜层形貌。试验结果表明,散煤运输中膜型抑尘剂在减少煤粉损失和控制扬尘污染方面性能优于壳型抑尘剂。     

Estimating Sonoran pronghorn abundance and survival with fecal DNA and capture–recapture methods

Population abundance estimates are important for management but can be challenging to determine in low‐density, wide‐ranging, and endangered species, such as Sonoran pronghorn (Antilocapra americana sonoriensis). The Sonoran pronghorn population has been increasing; however, population estimates are currently derived from a biennial aerial count that does not provide survival or recruitment estimates. We identified individuals through noninvasively collected fecal DNA and used robust‐design capture–recapture to estimate abundance and survival for Sonoran pronghorn in the United States from 2013 to 2014. In 2014 we generated separate population estimates for pronghorn gathered near 13 different artificial water holes and for pronghorn not near water holes. The population using artificial water holes had 116 (95% CI 102–131) and 121 individuals (95% CI 112–132) in 2013 and 2014, respectively. For all locations, we estimated there were 144 individuals (95% CI 132–157). Adults had higher annual survival probabilities (0.83, 95% CI 0.69–0.92) than fawns (0.41, 95% CI 0.21–0.65). Our use of targeted noninvasive genetic sampling and capture–recapture with Sonoran pronghorn fecal DNA was an effective method for monitoring a large proportion of the population. Our results provided the first survival estimates for this population in over 2 decades and precise estimates of the population using artificial water holes. Our method could be used for targeted sampling of broadly distributed species in other systems, such as in African savanna ecosystems, where many species congregate at watering sites.     

An analysis of cyclists’ speed at combined pedestrian and cycle paths

Abstract

Objective: In Sweden, cyclists, pedestrians, and moped riders share the space on combined pedestrian and cycle paths, and their speeds may differ greatly. Both actual speed and speed differences can potentially influence the number of accidents on the shared paths. As a starting point, this article studies the speed component and how cyclists’ speed varies at pedestrian and cycle paths depending on the day, week, and year; road user composition; and road design.

Methods: Three data sources were used: Existing measurements of cycle speed and flow in 3 different Swedish municipalities, Eskilstuna (1 site, January–December 2015), Linköping (6 sites, 4?weeks in September–October 2015), and Stockholm (10 sites, 1–5?days in August–September 2015); complementary measurements of cycle speed and flow in Linköping (4 sites, 1–10?days in August–September 2016) and Stockholm (1 site, only part of 2?days in August 2016) were also conducted within the project, in addition to roadside observations of bicycle types at the 5 new sites.

Results: The average speed of cyclists on the paths varied between 12.5 and 26.5?km/h. As expected, the lower average speeds were found in uphill directions, near intersections, and on paths with high pedestrian flows. The higher speeds were found in downhill directions and on commuter routes. In all, 70%–95% of road users observed on pedestrian and cycle paths were cyclists, and 5%–30% were pedestrians. The most common type of bicycle was a comfort bike, followed by a trekking bike. Electric-assisted bicycles and racer bikes occurred at all sites, with proportions of 1%–10% and 1%–15%, respectively. The 2 sites with the highest proportion of electric-assisted bicycles and racer bicycles also had the highest average speeds. The differences in average speed throughout the day, week, and year could only be assessed at one of the sites. Only small differences were found, with the most noticeable being that the average speed was lower in January and February (13.8?km/h) compared to the rest of the year (15.3–16.1?km/h). The average speed was also lower during daytime (14.7?km/h) than during other parts of the day (15.4–15.8?km/h).

Conclusions: The relationship between bicycle type and measured speed was not entirely clear, but the results suggest that paths with higher proportions of electric and racer bicycles have higher average speeds. There also appears to be a connection between average speed and the width of the distribution; that is, the higher the average speed, the wider the speed distribution. More research is needed on how speed levels and speed variance affect accident risk.     

污水深度处理微絮凝-D型滤池工艺运行性能与经济性分析

根据昆明市第一污水处理厂深度处理微絮凝-D型滤池工艺的运行数据,评价了工艺出水水质及总磷(TP)去除效果,同时分析了混凝剂投加量及药剂费用。结果表明,微絮凝-D型滤池工艺出水TP平均浓度为0.15 mg/L,最优水平值为0.05 mg/L,95%保证值为0.37 mg/L,TP平均去除率为63.6%。出水悬浮固体(SS)浓度95%保证值为10 mg/L。混凝剂聚合氯化铝(PAC)的投加量在1.5~4 mg Al2O3/L范围波动,去除单位TP的PAC投加量平均值为16.7 mg Al2O3/mg-P,投加比为2~8 mol-Al/mol-P。当投加比超过5时,出水TP浓度可达到0.3 mg/L以下。吨水PAC成本平均值为0.017元/t。     

Multispecies genetic objectives in spatial conservation planning

Growing threats to biodiversity and global alteration of habitats and species distributions make it increasingly necessary to consider evolutionary patterns in conservation decision making. Yet, there is no clear‐cut guidance on how genetic features can be incorporated into conservation‐planning processes, despite multiple molecular markers and several genetic metrics for each marker type to choose from. Genetic patterns differ between species, but the potential tradeoffs among genetic objectives for multiple species in conservation planning are currently understudied. We compared spatial conservation prioritizations derived from 2 metrics of genetic diversity (nucleotide and haplotype diversity) and 2 metrics of genetic isolation (private haplotypes and local genetic differentiation) in mitochondrial DNA of 5 marine species. We compared outcomes of conservation plans based only on habitat representation with plans based on genetic data and habitat representation. Fewer priority areas were selected for conservation plans based solely on habitat representation than on plans that included habitat and genetic data. All 4 genetic metrics selected approximately similar conservation‐priority areas, which is likely a result of prioritizing genetic patterns across a genetically diverse array of species. Largely, our results suggest that multispecies genetic conservation objectives are vital to creating protected‐area networks that appropriately preserve community‐level evolutionary patterns.     

Tracing the geographic origin of traded leopard body parts in the indian subcontinent with DNA‐based assignment tests

Illicit trade in wildlife products is rapidly decimating many species across the globe. Such trade is often underestimated for wide‐ranging species until it is too late for the survival of their remaining populations. Policing this trade could be vastly improved if one could reliably determine geographic origins of illegal wildlife products and identify areas where greater enforcement is needed. Using DNA‐based assignment tests (i.e., samples are assigned to geographic locations), we addressed these factors for leopards (Panthera pardus) on the Indian subcontinent. We created geography‐specific allele frequencies from a genetic reference database of 173 leopards across India to infer geographic origins of DNA samples from 40 seized leopard skins. Sensitivity analyses of samples of known geographic origins and assignments of seized skins demonstrated robust assignments for Indian leopards. We found that confiscated pelts seized in small numbers were not necessarily from local leopards. The geographic footprint of large seizures appeared to be bigger than the cumulative footprint of several smaller seizures, indicating widespread leopard poaching across the subcontinent. Our seized samples had male‐biased sex ratios, especially the large seizures. From multiple seized sample assignments, we identified central India as a poaching hotspot for leopards. The techniques we applied can be used to identify origins of seized illegal wildlife products and trade routes at the subcontinent scale and beyond.     

利用高炉瓦斯泥-H_2O_2处理硝基苯废水

以高炉瓦斯泥为铁源,通过其在酸性条件下与H2O2形成Fenton/类Fenton反应体系来处理硝基苯废水,考察了p H、H2O2用量、高炉瓦斯泥用量及反应时间对硝基苯降解率的影响,并对降解机理进行了分析表征。实验结果表明,在p H为3、高炉瓦斯泥用量为0.5 g/L、H2O2用量为10 m L/L、反应时间为60 min的条件下,100 mg/L的硝基苯溶液中硝基苯的降解率达87.88%;硝基苯先被氧化生成硝基苯酚、硝基苯二酚、对苯醌等中间产物,然后再进一步氧化生成二氧化碳和水达到降解的目的。