Lower flammability limit (LFL), upper flammability limit (UFL), auto-ignition temperature (AIT) and flash point (FP) are crucial hazardous properties for fire and explosion hazards assessment and consequence analysis. In this study, a comprehensive prediction model set was constructed by using expanded chemical mixture databases of chemical mixture hazardous properties. Machine learning based gradient boosting quantitative structure-property relationship (GB-QSPR) method is implemented for the first time to improve the model performance and prediction accuracy. The result shows that all developed models have significantly higher accuracy than other regular QSPR models, with the 5-fold cross-validation RMSE of LFL, UFL, AIT, and FP models being 1.06, 1.14, 1.08, and 1.17, respectively. All developed QSPR models can be used to estimate reliable chemical mixture hazardous properties and provide useful guidance in chemical mixture hazard assessment and consequence analysis. 相似文献
AbstractObjective: The focus of this study is side impact. Though occupant injury assessment and protection in nearside impacts has received considerable attention and safety standards have been promulgated, field studies show that a majority of far-side occupant injuries are focused on the head and thorax. The 50th percentile male Test Device for Human Occupant Restraint (THOR) has been used in oblique and lateral far-side impact sled tests, and regional body accelerations and forces and moments recorded by load cells have been previously reported. The aim of this study is to evaluate the chestband-based deflection responses from these tests.Methods: The 3-point belt–restrained 50th percentile male THOR dummy was seated upright in a buck consisting of a rigid flat seat, simulated center console, dashboard, far-side side door structure, and armrest. It was designed to conduct pure lateral and oblique impacts. The center console, dashboard, simulated door structure, and armrest were covered with energy-absorbing materials. A center-mounted airbag was mounted to the right side of the seat. Two 59-gage chestbands were routed on the circumference of the thorax, with the upper and lower chestbands at the level of the third and sixth ribs, respectively, following the rib geometry. Oblique and pure lateral far-side impact tests with and without airbags were conducted at 8.3 m/s. Maximum chest deflections were computed by processing temporal contours using custom software and 3 methods: Procedures paralleling human cadaver studies, using the actual anchor point location and actual alignment of the InfraRed Telescoping Rods for the Assessment of Chest Compression (IR-TRACC) in the dummy on each aspect—that is, right or left,—and using the same anchor location of the internal sensor but determining the location of the peak chest deflection on the contour confined to the aspect of the sensor; these were termed the SD, ID, and TD metrics, respectively.Results: All deformation contours at the upper and lower thorax levels and associated peak deflections are given for all tests. Briefly, the ID metrics were the lowest in magnitude for both pure lateral and oblique modes, regardless of the presence or absence of an airbag. This was followed by the TD metric, and the SD metric produced the greatest deflections.Conclusion: The chestbands provide a unique opportunity to compute peak deflections that parallel current IR-TRACC-type deflections and allow computation of peak deflections independent of the initial point of attachment to the rib. The differing locations of the peak deflection vectors along the rib contours for different test conditions suggest that a priori attachment is less effective. Further, varying magnitudes of the differences between ID and TD metrics underscore the difficulty in extrapolating ID outputs under different conditions: Pure lateral versus oblique, airbag presence, and thoracic levels. Deflection measurements should, therefore, not be limited to an instrument that can only track from a fixed point. For improved predictions, these results suggest the need to investigate alternative techniques, such as optical methods to improve chest deflection measurements for far-side occupant injury assessment and mitigation. 相似文献
Electric Arc Furnace dusts are considered hazardous waste due to their high heavy metals content (zinc, lead, etc.). The Waelz process is one of the most efficient technologies, in terms of capacity and quality, able to recover nearly the 90% of zinc contained in such EAF dusts. Unfortunately, the resulting slag still has eco-compatibility problems, although its mechanical and chemical properties are suitable for civil engineering applications. Stabilization tests, by quartz addition, were performed on EAF dusts in a laboratory furnace. Temperature, treatment time and cooling rate were varied in order to define the best conditions for regulating the formation of a stable microstructure able to hinder the release of substances. Microstructural characterization was carried-out using SEM and XRD analysis. Leaching tests were performed according to EN 12457-2 standards and water analyses were performed using ICP-OES. The best chemical stability was achieved when dust powders were mixed with 20% of silica and water-cooled. 相似文献
Objective: The objective of this article is to provide empirical evidence for safe speed limits that will meet the objectives of the Safe System by examining the relationship between speed limit and injury severity for different crash types, using police-reported crash data.
Method: Police-reported crashes from 2 Australian jurisdictions were used to calculate a fatal crash rate by speed limit and crash type. Example safe speed limits were defined using threshold risk levels.
Results: A positive exponential relationship between speed limit and fatality rate was found. For an example fatality rate threshold of 1 in 100 crashes it was found that safe speed limits are 40 km/h for pedestrian crashes; 50 km/h for head-on crashes; 60 km/h for hit fixed object crashes; 80 km/h for right angle, right turn, and left road/rollover crashes; and 110 km/h or more for rear-end crashes.
Conclusions: The positive exponential relationship between speed limit and fatal crash rate is consistent with prior research into speed and crash risk. The results indicate that speed zones of 100 km/h or more only meet the objectives of the Safe System, with regard to fatal crashes, where all crash types except rear-end crashes are exceedingly rare, such as on a high standard restricted access highway with a safe roadside design. 相似文献