The quality of rock bolt anchoring is closely related to the stability and safety of underground engineering and slope protection. In this paper, non-destructive testing of rock bolts is proposed based on pseudo-random signal, owing to the deficiencies of the conventional detecting method of stress wave reflection. The characteristics of pseudo-random signal for non-destructive testing of rock bolts are introduced. And the rock bolts are tested in the experiment, the time of reflection wave is identified and the length of rock bolts is calculated through cross correlation analysis between the extracted wavelet signal and the test signal. It is proved that the testing results of non-destructive testing methods based on pseudo-random signal are of low deviation. The experiment has shown that non-destructive testing of rock bolts based on pseudo-random signal is feasible with high precision. 相似文献
AbstractObjective: The current study investigated whether older drivers’ driving patterns during a customized on-road driving task were representative of their real-world driving patterns.Methods: Two hundred and eight participants (male: 68.80%; mean age?=?81.52 years, SD?=?3.37 years, range?=?76.00–96.00 years) completed a customized on-road driving task that commenced from their home and was conducted in their own vehicle. Participants’ real-world driving patterns for the preceding 4-month period were also collected via an in-car recording device (ICRD) that was installed in each participant’s vehicle.Results: During the 4-month period prior to completing the on-road driving task, participants’ median real-world driving trip distance was 2.66?km (interquartile range [IQR]?=?1.14–5.79?km) and their median on-road driving task trip distance was 4.41?km (IQR?=?2.83–6.35?km). Most participants’ on-road driving task trip distances were classified as representative of their real-world driving trip distances (95.2%, n?=?198).Conclusions: These findings suggest that most older drivers were able to devise a driving route that was representative of their real-world driving trip distance. Future research will examine whether additional aspects of the on-road driving task (e.g., average speed, proportion of trips in different speed zones) are representative of participants’ real-world driving patterns. 相似文献
Industrial workplaces pose concurrent hazards to the upper part of the head and the eyes. Under the circumstances, workers may use protective helmets in conjunction with protective goggles or spectacles. In order to assess the compatibility of this equipment, a method and a test stand for evaluating the behavior of safety helmets and protective goggles/spectacles upon the impact of a falling weight were designed. The results of tests concerning the displacement and deformation of helmets and spectacles/goggles, the forces acting on the helmets, as well as the forces exerted by the spectacles/goggles on the headform upon falling weight impact are presented. The results revealed the ways in which the tested equipment interacted with each other. The influence of equipment construction on the test results was analyzed and inferences concerning the safety of the studied protective devices were made. Some general construction guidelines were formulated for the compatibility of the equipment. 相似文献
Objective: The objective of this article was the construction of injury risk functions (IRFs) for front row occupants in oblique frontal crashes and a comparison to IRF of nonoblique frontal crashes from the same data set.
Method: Crashes of modern vehicles from GIDAS (German In-Depth Accident Study) were used as the basis for the construction of a logistic injury risk model. Static deformation, measured via displaced voxels on the postcrash vehicles, was used to calculate the energy dissipated in the crash. This measure of accident severity was termed objective equivalent speed (oEES) because it does not depend on the accident reconstruction and thus eliminates reconstruction biases like impact direction and vehicle model year. Imputation from property damage cases was used to describe underrepresented low-severity crashes―a known shortcoming of GIDAS. Binary logistic regression was used to relate the stimuli (oEES) to the binary outcome variable (injured or not injured).
Results: IRFs for the oblique frontal impact and nonoblique frontal impact were computed for the Maximum Abbreviated Injury Scale (MAIS) 2+ and 3+ levels for adults (18–64 years). For a given stimulus, the probability of injury for a belted driver was higher in oblique crashes than in nonoblique frontal crashes. For the 25% injury risk at MAIS 2+ level, the corresponding stimulus for oblique crashes was 40 km/h but it was 64 km/h for nonoblique frontal crashes.
Conclusions: The risk of obtaining MAIS 2+ injuries is significantly higher in oblique crashes than in nonoblique crashes. In the real world, most MAIS 2+ injuries occur in an oEES range from 30 to 60 km/h. 相似文献