空气环境飘尘测定中的若干问题

空气环境超微飘尘颗粒，不能用一般光学方法测定，必须用X射线小角散射测定，在这种测定中，都认为测量角度越低就越准确，本文指出太低角区的散射光是由于颗粒间的干涉造成的，若不设法消除，会使测定结果偏大，甚至是错误的，同时由于不同粒度的颗粒会散射到不同的角区，所以又想用这个方法去测粒度的分布，这种做法会产生错误的结果，所以测定时应特别注意。     

污水排放的远程监视监测系统

本文介绍了由环保部门通过电脑远程监视、监测所属企业污水排放的情况 ,并在电脑上自动记录各项监测的数据 ,当有某项数据超标时能即时声音报警的污水排放远程监视监测系统的设计方案     

微/纳米颗粒表面能测定方法适用性研究

采用静态液滴法、柱毛细法、板毛细法3种方法,分别测定了水、正己烷、甲酰胺、二碘甲烷4种液体与TiO_2(40 nm)、TiO_2(100 nm)、Al_2O_3(200 nm)、高岭土(200~400nm)、Fe_2O_3(400~600 nm)、SiO_2(20μm)6种粒径微/纳米颗粒之间的接触角,确定了适用于不同颗粒粒径的接触角测定方法.在此基础之上,利用Young-Dupré方程计算了各微/纳米颗粒的表面能及各分项.结果表明:粒径较小的颗粒(如200 nm)接触角的测定适合使用静态液滴法,而粒径较大的颗粒(如600 nm)接触角的测定适合使用柱毛细法.粒径大小适中时(如200~600 nm),静态液滴法和柱毛细法都适用,测定结果差别普遍较小(≤11°),但二碘甲烷与Fe_2O_3(400~600 nm)之间的接触角利用不同方法测定结果相差可达14°.静态液滴法操作方便,但由于粗糙度的影响需要对接触角测定值进行修正.板毛细法测定接触角时,液体容易挥发,不易得到准确测量结果,不推荐使用.对全部6种测定的微/纳米颗粒,表面能的计算结果相差不大.表面能的3个分项中,范德华分量(γLW)与路易斯碱分量(γ-)的贡献最大,路易斯酸分量(γ+)的贡献很小,主要是因为在微/纳米颗粒-液体界面中,电子受体的反应活性较低.     

倾斜工作面底板破坏深度计算方法研究

煤层倾角是影响底板破坏带深度的一个重要因素,为深入研究煤层倾角对底板破坏带深度的影响,采用断裂力学理论建立了煤层倾角对底板破坏带深度影响的计算模型,得出由于煤层倾角的存在,倾斜工作面上部破坏带深度小于下部破坏带深度。收集我国大量的突水案例与煤层倾角统计数据,以及破坏带深度与煤层倾角统计数据,从突水案例数据可以看出倾斜工作面下部由于底板破坏造成的突水次数明显多于上部,从破坏带深度与煤层倾角变化趋势可以看出随着倾角增大破坏带深度也在增大。统计得到数据的结论与应用断裂力学模型分析得到的结论一致。最后对建立的破坏带深度计算模型井下质量检验,检验结果显示该计算模型的精度较高,符合现场应用的要求。     

流速和弯曲角度对弯头腐蚀行为影响仿真研究

目的研究不同弯度的铜镍合金管道在海水冲刷下的腐蚀规律,为弯头腐蚀控制奠定基础。方法以铜镍合金在海水中的极化曲线作为边界条件,通过k-ε湍流模型模拟30°、45°和90°三种弯头在不同流速下的腐蚀行为。结果流体进入弯头后,内侧流速明显加快,外侧流速减小,导致内管壁腐蚀严重。内侧局部强腐蚀区随弯曲角度的增大而后移,相应的腐蚀速率也会增加。同时,随着入口流速的增加,弯头管壁的腐蚀速率会加快,但不改变弯头内的最大腐蚀部位。结论弯头腐蚀速率与流速、弯曲角度密切相关。流速越高,弯曲角度越大,管壁的腐蚀速率越大。     

A virtual test system representing the distribution of pedestrian impact configurations for future vehicle front-end optimization

Objectives: The purpose of this study is to define a computationally efficient virtual test system (VTS) to assess the aggressivity of vehicle front-end designs to pedestrians considering the distribution of pedestrian impact configurations for future vehicle front-end optimization. The VTS should represent real-world impact configurations in terms of the distribution of vehicle impact speeds, pedestrian walking speeds, pedestrian gait, and pedestrian height. The distribution of injuries as a function of body region, vehicle impact speed, and pedestrian size produced using this VTS should match the distribution of injuries observed in the accident data. The VTS should have the predictive ability to distinguish the aggressivity of different vehicle front-end designs to pedestrians.

Methods: The proposed VTS includes 2 parts: a simulation test sample (STS) and an injury weighting system (IWS). The STS was defined based on MADYMO multibody vehicle to pedestrian impact simulations accounting for the range of vehicle impact speeds, pedestrian heights, pedestrian gait, and walking speed to represent real world impact configurations using the Pedestrian Crash Data Study (PCDS) and anthropometric data. In total 1,300 impact configurations were accounted for in the STS. Three vehicle shapes were then tested using the STS. The IWS was developed to weight the predicted injuries in the STS using the estimated proportion of each impact configuration in the PCDS accident data. A weighted injury number (WIN) was defined as the resulting output of the VTS. The WIN is the weighted number of average Abbreviated Injury Scale (AIS) 2+ injuries recorded per impact simulation in the STS. Then the predictive capability of the VTS was evaluated by comparing the distributions of AIS 2+ injuries to different pedestrian body regions and heights, as well as vehicle types and impact speeds, with that from the PCDS database. Further, a parametric analysis was performed with the VTS to assess the sensitivity of the injury predictions to changes in vehicle shape (type) and stiffness to establish the potential for using the VTS for future vehicle front-end optimization.

Results: An STS of 1,300 multibody simulations and an IWS based on the distribution of impact speed, pedestrian height, gait stance, and walking speed is broadly capable of predicting the distribution of pedestrian injuries observed in the PCDS database when the same vehicle type distribution as the accident data is employed. The sensitivity study shows significant variations in the WIN when either vehicle type or stiffness is altered.

Conclusions: Injury predictions derived from the VTS give a good representation of the distribution of injuries observed in the PCDS and distinguishing ability on the aggressivity of vehicle front-end designs to pedestrians. The VTS can be considered as an effective approach for assessing pedestrian safety performance of vehicle front-end designs at the generalized level. However, the absolute injury number is substantially underpredicted by the VTS, and this needs further development.     

内盘管接管泄漏成因及改进

对反应釜内盘管接管处发生泄漏的原因进行了探讨，通过入釜检查和有限元分析，确认了该处由于局部应力集中导致角焊缝出现微小开裂，并结合该釜结构特点和工况对其改进方法进行了讨论。     

Configuration predictions of large liquefied petroleum gas (LPG) pool fires using CFD method

Liquefied petroleum gas (LPG) has potential pool fire risks due to its flammability. The configuration of pool fires plays a significant role when applying the solid flame model or point source model to assess the risks from heat radiation. However, no existing correlations can precisely predict the configuration of large LPG (100% propane) pool fires. To enhance the fundamental understanding on how pool diameter and wind velocity can influence the configuration of large LPG pool fires, an experimentally validated Computational Fluid Dynamics (CFD) model is employed to simulate fires using different burning rate models. Fire temperature profiles, flame heights, and flame tilts predicted by the CFD model were compared with empirical models and experimental data. Accordingly, new correlations for flame height and flame tilt as functions of pool diameter D and wind velocity u_w have been developed. The comparisons demonstrate that the new correlations have the best overall accuracy in the prediction of flame height and tilt for large LPG pool fires under different conditions (10 m ≤ D ≤ 20 m, 0 ≤ u_w ≤ 3 m·s⁻¹).     

基于蒙特卡洛方法的着陆擦机尾风险预测

为解决对航班和机队着陆时擦机尾风险客观预测问题，基于飞行QAR数据和蒙特卡洛模拟方法，建立擦机尾风险预测模型，将某航空公司Boeing737-800机队的380套QAR数据作为样本数据，运用MATLAB编程进行5 000次模拟抽样试验，得到不同机队着陆时俯仰角的分布和擦机尾风险预测曲线。研究结果表明:当着陆俯仰角大于4.5°时，机队2擦机尾风险较大；运用蒙特卡洛模拟预测的飞机着陆俯仰角更为稳定和准确。该模型可进一步软件化，为航空公司的擦机尾超限事件管理提供可靠性指标参考，实现对飞行员操作风险的动态管理。     

切顶卸压自成巷的连续-非连续方法模拟及切缝倾角的影响*

为克服利用连续方法或非连续方法模拟切顶卸压自成巷过程的不足,采用自主研发的适于模拟连续介质向非连续介质转化或非连续介质进一步演化的拉格朗日元与离散元耦合连续-非连续方法,提出基于高斯求积公式的势接触力计算方法以提高计算效率,通过考察剪裂纹和拉裂纹的时空分布和煤层支承压力的演化规律,研究不同切缝倾角时切顶卸压自成巷过程,并考虑右巷(胶运巷)的锚杆原始支护、锚索补强支护和液压元件的临时支护。研究结果表明:切缝倾角越大,右巷顶板完整性越好,这是由于当倾角较大时切缝尖端发展出的裂纹促进采空区顶板冒落,从而阻隔采场压力向右巷顶板传递;左巷顶板的冒落越严重;切缝倾角以10°为宜。