确定岩体斜坡滑动面抗剪强度的动态反分析方法

滑动结构面的抗剪强度在岩体滑坡的稳定性计算中是最重要的参数,也是最难以确定的。基于岩体抗剪强度是多种因素影响下的随机变量这一认识前提下,本文以西柏坡“中共中央解放军总部”旧址滑坡为例提出了确定岩体斜坡滑动面抗剪强度的动态反分析方法,并对该方法获得的抗剪强度的实用性进行了分析。结果表明,反分析方法是获得岩体斜坡滑动面抗剪强度的最经济、合理的途径。     

露天矿山岩质边坡台阶的平台宽度优化

矿山发生局部破坏的边界条件主要是由台阶的几何特征所决定,台阶边坡几何特征主要有台阶坡面角、台阶高度、台阶的平台宽度和台阶组合4要素。在对整体边坡角优化的同时,同样需要对台阶的宽度进行优化。通过分析台阶边坡特征,计算出不同规模破坏的边界条件,进而对矿山台阶的宽度进行优化。通过对一个矿山边坡算例的优化分析,在不改变整体边坡角的前提下,对台阶宽度进行优化,可以避免某些大规模的台阶破坏可能,提高矿山边坡的稳定性。     

内排压脚与边坡稳定性的关系

为了研究边坡角及边坡形状与边坡稳定性的关系,采用有限元软件ANSYS模拟了不同边坡角对应的稳定系数,以及不同平盘宽度和压脚高度所形成的等储备强度边坡的稳定系数。模拟中假设材料符合相关联的理想弹塑性本构关系,强度准则符合Drucker-Prager准则,用计算收敛性作为边坡稳定性的准则,用强度折减法得出边坡的稳定系数。为了形成等储备强度边坡,由下到上分步骤进行压脚。先在平面边坡最下台阶压脚,这样提高了边坡稳定系数,在边坡进入临界状态时,最下两台阶的塑性状态相同,则压脚停止;再在最下两台阶同时压脚,在边坡进入临界状态时,最下3个台阶的塑性状态相同,则压脚停止;以此类推,在最下边n个台阶同时压脚,在边坡进入临界状态时,压到与第n+1个台阶的塑性状态相同为止。结果表明,边坡总是从坡脚开始形成塑性区,在重力加载过程中,塑性区以弧形条带向坡顶扩展,形成滑带。最有效的内排压脚是从最下台阶开始形成等储备强度边坡的压脚。     

连续长坡路段驾驶员心率与平曲线半径关系研究

为研究公路连续长坡路段驾驶员心率与曲线半径的关系,提高行车安全,选取9名驾驶员进行实际道路试验.用多导生理记录仪采集驾驶员的心率数据,按上、下坡方向将试验路段的每个曲线划分为7个位置,分别对上、下坡方向每个位置驾驶员的心率增长率和曲线半径的关系进行回归分析,建立相应的模型,并对每个位置的模型进行分析,提出合理的曲线半径设置建议.综合上、下坡方向各位置的曲线半径研究结论提出合理的曲线半径取值建议,公路连续长坡路段曲线半径在r≥900 m和200 m≤r≤300 m内取值.     

基于组合赋权理想点法的高切坡安全评价

选取高切坡的黏聚力、内摩擦角、高切坡类型、地形坡度、边坡高度作为评价指标,结合理想点法的基本原理,建立高切坡安全评价模型。针对指标权重评价中存在主观影响因素过多、评价指标权值不确定等问题,运用组合赋权法来确定其权重系数,并对实际工程的高切坡进行安全评价。结果表明,所选高切坡的评价结果与实际评价结果基本一致,证明该方法用于高切坡的安全评价合理、有效。     

Injuries in Full-Scale Vehicle Side Impact Moving Deformable Barrier and Pole Tests Using Postmortem Human Subjects

Objective: To conduct near-side moving deformable barrier (MDB) and pole tests with postmortem human subjects (PMHS) in full-scale modern vehicles, document and score injuries, and examine the potential for angled chest loading in these tests to serve as a data set for dummy biofidelity evaluations and computational modeling.

Methods: Two PMHS (outboard left front and rear seat occupants) for MDB and one PMHS (outboard left front seat occupant) for pole tests were used. Both tests used sedan-type vehicles from same manufacturer with side airbags. Pretest x-ray and computed tomography (CT) images were obtained. Three-point belt-restrained surrogates were positioned in respective outboard seats. Accelerometers were secured to T1, T6, and T12 spines; sternum and pelvis; seat tracks; floor; center of gravity; and MDB. Load cells were used on the pole. Biomechanical data were gathered at 20 kHz. Outboard and inboard high-speed cameras were used for kinematics. X-rays and CT images were taken and autopsy was done following the test. The Abbreviated Injury Scale (AIS) 2005 scoring scheme was used to score injuries.

Results: MDB test: male (front seat) and female (rear seat) PMHS occupant demographics: 52 and 57 years, 177 and 166 cm stature, 78 and 65 kg total body mass. Demographics of the PMHS occupant in the pole test: male, 26 years, 179 cm stature, and 84 kg total body mass. Front seat PMHS in MDB test: 6 near-side rib fractures (AIS = 3): 160–265 mm vertically from suprasternal notch and 40–80 mm circumferentially from center of sternum. Left rear seat PMHS responded with multiple bilateral rib fractures: 9 on the near side and 5 on the contralateral side (AIS = 3). One rib fractured twice. On the near and contralateral sides, fractures were 30–210 and 20–105 mm vertically from the suprasternal notch and 90–200 and 55–135 mm circumferentially from the center of sternum. A fracture of the left intertrochanteric crest occurred (AIS = 3). Pole test PMHS had one near-side third rib fracture. Thoracic accelerations of the 2 occupants were different in the MDB test. Though both occupants sustained positive and negative x-accelerations to the sternum, peak magnitudes and relative changes were greater for the rear than the front seat occupant. Magnitudes of the thoracic and sternum accelerations were lower in the pole test.

Conclusions: This is the first study to use PMHS occupants in MDB and pole tests in the same recent model year vehicles with side airbag and head curtain restraints. Injuries to the unilateral thorax for the front seat PMHS in contrast to the bilateral thorax and hip for the rear seat occupant in the MDB test indicate the effects of impact on the seating location and restraint system. Posterolateral locations of fractures to the front seat PMHS are attributed to constrained kinematics of occupant interaction with torso side airbag restraint system. Angled loading to the rear seat occupant from coupled sagittal and coronal accelerations of the sternum representing anterior thorax loading contributed to bilateral fractures. Inward bending initiated by the distal femur complex resulting in adduction of ipsilateral lower extremity resulted in intertrochanteric fracture to the rear seat occupant. These results serve as a data set for evaluating the biofidelity of the WorldSID and federalized side impact dummies and assist in validating human body computational models, which are increasingly used in crashworthiness studies.     

含多弱层复合边坡滑坡治理三维数值分析

白音华二号矿滑坡区边坡治理工程是针对稳定性差的南帮非工作帮和南排土场构成的复合边坡进行的。滑坡体受多层弱层控制,治理过程中易导致边坡失稳,所以治理工程采取分区开采的条采方案,充分利用边坡治理的三维效应来进行边坡的失稳破坏研究和稳定性分析。选取滑坡区的典型剖面作为研究对象,基于强度折减方法(SRM),应用有限差分FLAC3D软件,在两种开挖条件下,对含多弱层的复合边坡的稳定性规律和破坏机制进行了数值模拟分析,揭示了多弱层对复合边坡的失稳破坏及稳定性的影响。研究结果表明,治理工程中,弱层被揭露一定宽度,滑体沿煤底板弱层水平错动、竖直方向拉裂破坏;随弱层暴露宽度的增加,边坡稳定性明显降低,说明治理边坡具有三维效应;开挖至3-3煤层底板,开挖坡角20°,弱层暴露宽度为400m,边坡的稳定系数刚好达到安全储备系数1.1,建议矿方首选此方案,可以最大限度的回收煤炭资源。     

城市空气污染影响因素的灰色斜率关联度分析研究

城市空气污染严重影响着城市的发展和人民的健康,为了研究城市空气污染的影响因素对于污染的影响程度和类型,采用了灰色系统理论中灰色关联分析方法的斜率关联度模型.以广州、西安和乌鲁木齐为研究对象,选取了几个具有典型的空气污染因素.结果表明:对于这三个城市而言,燃煤都是空气污染的最主要污染因素,而对于不同的城市,其他污染因素对于不同污染物有着不同的影响,在污染治理的时候要分析城市具体所存在的首要污染物以对症下药.     

基于分形维数的斜坡非饱和带土体大孔隙分布研究

对取自于云南省昭通市头寨滑坡滑源区附近的两个大尺度(25cm×25cm×50cm)土柱样品进行CT扫描,选取典型剖面切片,通过CT值范围将大孔隙分离从而研究土体中的大孔隙分布;计算大孔隙分布分维数(盒维数),研究其大孔隙的不规则特征,结果表明:土体中大孔隙的盒维数随深度增加呈单调递减规律,且与大孔隙度具有显著正相关关系;但大孔隙度只能表征在某一深度上大孔隙的分布多少,而大孔隙的不规则特征则需盒维数表征;最后得到大孔隙的累积大孔隙度与大孔隙孔径(在盒维数为常数时)符合幂函数规律,研究结果有利于利用分形理论建立大孔隙模型,从而研究水分在大孔隙中运动过程。     

黄土丘陵区不同恢复植被类型的固碳特征

为分析黄土高原水土流失严重区不同恢复植被类型的固碳特征,比较恢复年限和坡向因素对植被碳汇效应的影响,在陕北黄土丘陵区选取了6种典型植被类型（农地、草地、沙棘、柠条、刺槐和山杨）,研究了不同类型的生态系统碳密度及其构成特征.结果表明：①半干旱黄土区植被恢复具有明显的碳汇功能,不同植被组分（地上生物、地下根系和枯落物）碳密度均表现出乔木>灌丛>草地>农地的变化特征.农地0~40 cm土层土壤有机碳密度最低（1355.5 g ·m^-2）,草地、沙棘、柠条、刺槐和山杨较农地分别增加了91.4%、125.2%、144.0%、124.5%和232.6%.②草地、沙棘、柠条和山杨的不同植被组分碳密度和不同土层（0~5、5~20和20~40 cm）土壤有机碳密度随恢复时间的推移总体上表现出增加趋势.③坡向对农地和草地植被碳密度无明显影响,沙棘、柠条、刺槐和山杨不同坡向间的植被碳密度差异明显.土壤有机碳密度存在明显的阴阳坡差异,农地、草地、沙棘、柠条、刺槐和山杨阳坡土壤有机碳密度分别比阴坡减少了22.9%、34.3%、75.8%、49.1%、22.4%和69.4%.④不同类型的生态系统碳密度差异明显,其中农地最低（2022.1 g ·m^-2）,草地、沙棘、柠条、刺槐和山杨较农地分别增加了48.7%、152.8%、125.1%、166.3%和530.7%.生态系统各组分碳密度总体表现为：土壤层>地上生物层>根系层>枯落物层.土壤有机碳构成了农地、草地、沙棘、柠条和刺槐碳密度的主体,分别占生态系统碳密度的67.0%、86.3%、59.7%、72.7%和56.5%.研究结果可为黄土高原地区科学管理生态系统碳库和推进生态环境治理提供重要依据.