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。     

液化四氟乙烷小孔泄漏试验研究

采用高速摄影技术,考察了液化四氟乙烷发生小孔泄漏时,其水平泄漏和垂直泄漏的初始云团演化行为、泄漏的质量流率、喷射速度和喷射角,并与理论计算公式进行了对比。结果表明:水平喷射两相云团尾部出现涡流,涡流大幅加快了云团向空气中扩散的速率;垂直喷射的两相云团在地面形成液池,液池大幅增加了液化气体向空气中蒸发的速率。水平泄漏试验的喷射角与容器内超压变化规律相似,泄放初期喷射角逐渐增大,经历一段平坦期,到泄放末期喷射角减小。水平泄漏和垂直泄漏的初始喷射速度分别为25 m/s和20 m/s,与理论值26.6 m/s基本吻合。水平泄漏的质量流率的试验值和理论值分别为0.0598 kg/s和0.0684 kg/s,垂直泄漏的分别为0.0472 kg/s和0.059 6 kg/s,结果对比基本吻合,推荐的泄漏质量流率和小孔喷射速度公式可以用于液化四氟乙烷小孔泄漏。     

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.     

基于放射性碳分析的多环芳烃源解析:技术进展和准确性评估

化石燃料燃烧和生物质燃烧是污染物多环芳烃(polycyclic aromatic hydrocarbon,PAHs)的两大来源.放射性碳(14C)分析近年用于评估这两类源对环境中PAHs的相对贡献.此方法基于化石燃料和生物质的14C含量差异,即化石燃料不含14C,而生物质的14C浓度有一个较稳定值.14C的自然丰度极低(约10-12),因此检测PAHs这样的痕量污染物的14C含量一度极具挑战.1990年代中期,加速器质谱的技术突破使得对环境样品PAHs的14C分析具有实用价值.要准确测出PAHs的14C含量,须先从化学成分复杂的环境样品中分离出高纯度的PAHs.制备气相色谱因其出色的分离能力而成为目前环境样品PAHs14C分析必备的工具.本文意在简介基于14C分析的PAHs源解析的基本原理、技术进展,以及评估该方法获得的PAHs源解析结果的准确性.     

基于可疑筛查技术研究有机磷阻燃剂V6转化规律

运用Orbitrap高分辨质谱仪,评估了人体肝微粒体(HLM)代谢V6的转化规律.除5种已被报道过的O-脱烷基、氧化性去磷酸化和氧化脱氯产物外,首次发现了6种新型产物.基于其MS/MS质谱图,该6种代谢产物被鉴定为醛基和羧基产物.其中,5种代谢物生成量随孵育时间呈线性增加趋势,具有累积性.此外,推导的代谢途径表明,脱烷基化和羟基化代谢物进一步转化为次级代谢物,即醛和羧基代谢物.     

底泥疏浚对太湖内源及底栖生物恢复的影响

底泥疏浚对湖泊内源削减具有重要的作用,是富营养化湖泊内源治理的重要技术之一.以太湖疏浚区为对象,估算了近十余年疏浚对内源负荷的削减量,并评估了太湖北部竺山湖和梅梁湖的底泥疏浚效果.结果表明,太湖累计疏浚的4 200万m³底泥,共计清除了底泥中氮约6.26万t,总磷约1.83万t,有机质约117万t,相当于清除了蓄积于底泥中二十余年的外源污染物输入量.对于外源控制较好的梅梁湖,底泥疏浚后5 a内水质改善明显,随后出现反弹,但仍有效削减了表层底泥总氮和总磷含量.相反,对于外源输入仍较大的竺山湖,疏浚十余年后,底泥内源又回复到浚前水平.对竺山湖疏浚区开展了长达6 a的底栖生物群落跟踪评估,发现疏浚初期对底栖生物群落具有一定的影响,但浚后2 a,底栖生物密度与生物量等指标已接近浚前水平. 6 a后,疏浚区与未疏浚区的底栖生物群落多样性指数已无差别.结果也表明,底泥疏浚对湖体内源具有较好的控制效果,且疏浚效果维持程度与外源输入强度密切相关.此外,长期来看,疏浚区底栖生物群落依靠自恢复能力可达到浚前水平,疏浚不会对底栖生物群落结构造成影响.     

基于AMC加载的高增益60GHz天线

针对如何在不改变天线结构的前提下增大天线增益的问题,采用了AMC（人工磁导体）加载的方法。设计一款圆环缝隙AMC加载的天线,通过对AMC相位的改变来优化天线。设计的加载天线包括AMC和60GHz微带贴片天线,该加载天线拥有10GHz（55GHz-65GHz）的带宽和5.6dBi的增益;实验结果表明,相比没有加载之前的天线,加载天线拥有相同的带宽,其增益提高了2.9dBi。     

捕集阱顶空-气相色谱/质谱法检测地表水中25种挥发性有机物

建立了捕集阱顶空-气相色谱/质谱法检测地表水中25种挥发性有机物的分析方法。采用正交实验设计对捕集阱顶空条件进行了优化,该方法相关系数0.995,加标回收率为90%~110%,方法检出限为0.08~0.39μg/L,相对标准偏差(n=7)为0.7%~4.8%,仪器检出限低于0.04μg/L。方法准确度和灵敏度较好,可以满足对地表水中25种挥发性有机物的检测要求。     

THE DISCHARGE OF SEDIMENT IN CHANNELIZED ALLUVIAL STREAMS1

ABSTRACT: Approximately 400 million cubic feet of channel sediments have been delivered to the Mississippi River from the Obion-Forked Deer River system in the last 20 years. The discharge of sediment from these channelized networks in West Tennessee varies systematically with the stage of channel evolution. Variations in yields over time reflect the shifting dominance of fluvial and mass-wasting processes as the networks adjust to lower energy conditions. Maximum bed-material discharges occur during the initial phases of degradation (Stage III). In contrast, yields of suspended-sediment peak during the threshold stage (Stage 1V: large-scale mass wasting) as sediments are delivered from main-channel banks and tributary beds. Suspended-sediment yields then decrease as aggradation (Stage V) becomes the dominant trend in the main channels, but remains relatively high through restabiliza-tion (Stage VI) because of continued degradation and widening in the tributaries. Bed-material discharges decrease from the degradation stage (III) to Stage V, and increase again during restabiliza-tion (Stage VI) because secondary aggradation increases gradients and incipient meandering serves to rework bed sediments. This secondary maxima in bed-material discharge is analogous to those described previously as complex, or oscillatory, response. The trends of sediment production and transport described from these rejuvenated networks are in agreement with experimental and theoretical results of earlier investigations.     

济南市道路扬尘排放因子估算及其影响因素研究

以济南城市道路为研究对象,采用美国环保署AP-42模型和方法,通过道路分类、优化布点、样品采集、实地观测和计算分析,获得道路粉尘负荷及四种类型道路扬尘的排放因子,探讨了排放因子的主要影响因素。结果表明,路面粉尘负荷随车流量增大而逐渐降低,城市城区路面粉尘负荷多小于城市外围路面,且外围道路路面粉尘负荷随时间和空间变化大;支路和次干道排放因子相对较小,快速路排放因子较高,主干道排放因子最高,其TSP、PM10、PM2.5排放因子分别高达25.239 3 g/VKT、4.731 1 g/VKT、0.597 2 g/VKT;排放因子随平均车重增加呈现逐渐增大趋势;同种类型道路排放因子均随道路粉尘负荷的增加而增加;次干道和快速路排放因子随车流量增大而减小。所获结论可为城市道路扬尘排放估算提供参考。