共查询到20条相似文献，搜索用时 140 毫秒
1.
2.
论裸眼井中的“共振纵波”和“共振横波” 总被引：3，自引：0，他引：3
一、引言 文献[1]和[2]指出,充流体裸眼井中存在频率确定、波速恒定、且沿传播方向不衰减的“共振纵波”和“共振横波”。本文的目的在于论证并指出,这两种波是不存在的。 二、论证 设一点源位于z=0的井轴上,则井轴上z处的声波频率响应为 相似文献
3.
During the 22nd Chinese Antarctic Research Expedition (CHINARE-22), the atmospheric gas samples above the oceanic surface
and near the surface were collected on the track for the scientific ship “Xuelong” and on Millor Peninsula of eastern Antarctica, respectively, using the Tedlar gas bags. Every day the sampling times were
10:00 and 22:00 (local time), respectively. In the laboratory, high-precision measurement of the isotopic compositions for
N2O in these gas samples was conducted using Thermo Finnigan MAT-253 Isotopic Mass Spectrometer with a fully automated interface
for the pre-GC concentration (PreCon) of trace gases. The temporal and spatial variations of δ
15N and δ
18O in atmospheric N2O were analyzed. The mean δ
15N and δ
18O-N2O values above the oceanic surface were (7.21±0.50)‰ and (44.52±0.52)‰, respectively. From 30°N to Antarctica, the δ
15N (6.05‰–7.88‰) linearly increased with the rate of about 0.01‰ with the latitude while the δ
18O (43.05‰–48.78‰) showed a large fluctuation. The δ
15N negatively correlated with air temperature and N2O concentration, and slightly positively correlated with δ
18O. The summertime variations of δ
15N and δ
18O-N2O appeared the same trend on Millor Peninsula of eastern Antarctica. They significantly positively correlated with each other
and negatively with N2O concentration. The δ
15N and δ
18O-N2O at different sites averaged (7.42±0.35)‰ and (44.69±0.49)‰, respectively, slightly higher than those above the oceanic surface,
significantly higher than those of atmospheric N2O in the low-latitude regions of Northern Hemisphere. The predominant factors affecting the spatial variations of δ
15N and δ
18O values were also discussed. The isotopic data given in this study can help to investigate the global and regional N2O budgets.
Supported by the National Natural Science Foundation of China (Grant Nos. 40676005 and 40406001) 相似文献
4.
The ocean takes up approximately 2 GT carbon per year due to the enhanced CO2 concentrations in the atmosphere. Several options have been suggested in order to reduce the emissions of CO2 into the atmosphere, and among these are CO2 storage in the deep ocean. Topographic effects of dissolution and transport from a CO2 lake located at 3,000-m depth have been studied using the z-coordinate model Massachusetts Institute of Technology general circulation model (MITgcm) and the σ-coordinate model Bergen ocean model (BOM). Both models have been coupled with the general ocean turbulence model (GOTM) in
order to account for vertical subgrid processes. The chosen vertical turbulence mixing scheme includes the damping effect
from stable stratification on the turbulence intensity. Three different topographic scenarios are presented: a flat bottom
and the CO2 lake placed within a trench with depths of 10 and 20 m. The flat case scenario gives good correlation with previous numerical
studies of dissolution from a CO2 lake. When topography is introduced, it is shown that the z-coordinate model and the σ-coordinate model give different circulation patterns in the trench. This leads to different dissolution rates, 0.1 μmol cm − 2 s − 1 for the scenario of a 20-m-deep trench using BOM and 0.005–0.02 μmol cm − 2 s − 1 for the same scenario using the MITgcm. The study is also relevant for leakages of CO2 stored in geological formations and to the ocean. 相似文献
5.
6.
“喜马拉雅山区域的地震”,班那吉著.1957年3月印度科学促进会出版.共64页,价3卢比.本书刊印了班那吉教授在1953年所做的三个演讲:（1）造山运动所产生的应变;喜马拉雅山的重量对于地壳的影响;（2）喜马拉雅山区域的地震;浅震源和深震源;过去的地震和它们的分布、频率及能量;（3）喜马拉雅山区域的地震来源;将来发生地震的可能性. 相似文献
7.
Olga V. Pavlenko 《Journal of Seismology》2016,20(3):803-826
To understand physical mechanisms of generation of abnormally high peak ground acceleration (PGA; >1g) during the Tohoku earthquake, models of nonlinear soil behavior in the strong motion were constructed for 27 KiK-net stations located in the near-fault zones to the south of FKSH17. The method of data processing used was developed by Pavlenko and Irikura, Pure Appl Geophys 160:2365–2379, 2003 and previously applied for studying soil behavior at vertical array sites during the 1995 Kobe (М w ?=?6.8) and 2000 Tottori (М w ?=?6.7) earthquakes. During the Tohoku earthquake, we did not observe a widespread nonlinearity of soft soils and reduction at the beginning of strong motion and recovery at the end of strong motion of shear moduli in soil layers, as usually observed during strong earthquakes. Manifestations of soil nonlinearity and reduction of shear moduli during strong motion were observed at sites located close to the source, in coastal areas. At remote sites, where abnormally high PGAs were recorded, shear moduli in soil layers increased and reached their maxima at the moments of the highest intensity of the strong motion, indicating soil hardening. Then, shear moduli reduced with decreasing the intensity of the strong motion. At soft-soil sites, the reduction of shear moduli was accompanied by a step-like decrease of the predominant frequencies of motion. Evidently, the observed soil hardening at the moments of the highest intensity of the strong motion contributed to the occurrence of abnormally high PGA, recorded during the Tohoku earthquake. 相似文献
8.
9.
Upgrading of the electrical resistance variometer GEOMES-R6 of the Institute of Geophysics of the Poland Academy of Sciences, with enhancement of functional capabilities of the GEOMES assemblage for its application in laboratory measurements on rock samples, has been carried out. The assemblage operation principle, specifications, and theory of operation are given. Results of the assemblage test at measurements on marble sample and concrete model are presented. It is shown that the installation allows long-duration registration of variations of the value ρ k on high-ohmic samples. 相似文献
10.
地震勘探中应用地面爆炸,往往产生严重的声波、地面波和浅层的干扰,而有效波能量的強度常比較微弱。“地形爆炸”就是鉴于以上情况而作出的某些改进。它的基本特点是利用地形特点而使干扰的能量减少到最低的水平,尽量提高有效波能量水平。 相似文献
11.
The use of ballastless slab track is significantly increasing in HST line technology. This development is due to some structural and operational advantages over ballasted track. In addition, floating slab tracks can be used to control ground-borne vibrations generated by surface and underground rail transportation systems. In this paper, a general and fully three dimensional multi-body-finite element-boundary element model is used to study vibrations due to train passage on ballast and non-ballast tracks. The vehicle is modelled as a multi-body system, the track, in both cases, using finite elements and the soil is represented using boundary elements. The three components of the load are considered; the quasi-static excitation (force generated by moving axle loads), the parametric excitation due to discrete supports of the rails and the excitation due to wheel and rail roughness and track unevenness. Track receptances are computed for both track systems and vibrations induced by high-speed train passage at the track and the free-field are evaluated for different train speeds. Soil behaviour changes significantly with the track system. Finally, a floating slab track is studied to show how this type of solution leads to a significant vibration reduction for surface tracks. 相似文献
12.
In recent years, the high-speed train (HST) network has developed considerably, unfortunately increasing vibration nuisances in its neighbourhood. This paper aims to present some vibration measurements collected on a Belgian site located between Brussels and Paris/London and travelled by the Thalys and Eurostar high-speed trains, and to compare them with the results obtained by a recently developed model, involving the compound vehicle/track/soil system. Assuming that the soil can be reasonably decoupled from the track, the approach first considers the train/track subsystem. The latter is studied by combining a multibody model of the vehicle with a finite element model of the track, both so far limited to the vertical motion. The ground forces given by this first simulation are then applied on a finite/infinite element model of the soil subsystem, where the infinite elements are placed on the border of the mesh in order to properly represent an unbounded domain. Both simulations are performed in the time domain, offering the opportunity to include non-linearities. The good correspondence between numerical and experimental results shows that the model is reliable for predicting the vibration produced by the high-speed vehicles. Finally, the paper presents some cases showing the importance of including the complete vehicle and the soil layering to the model. 相似文献
13.
Recent advances in railway-induced ground vibrations showed that the track/soil interaction plays an important role in the low frequency range. This paper contributes to the numerical analysis of train/track/foundation dynamics by presenting the accuracy of a coupled lumped mass (CLM) model devoted to the railway foundations and to the track/soil coupling. Following a summary of the background and the advantages of the CLM model, the coupling strategy is quantified through two application cases. Firstly, the dynamic track deflection is calculated for different railway lines considering various degrees of complexities of foundations. Then, the foundation responses are compared depending on whether detailed coupling is introduced or not. The benefit of the proposed model is emphasized by presenting free-field ground vibration responses generated by a tram and a high-speed train, obtained by a revisited two-step prediction model developed by the authors. 相似文献
14.
A simplified analytical model including the coupled effects of the wheel–rail–soil system and geometric irregularities of the track is proposed for evaluation of the moving train load. The wheel–rail–soil system is simulated as a series of moving point loads on an Euler–Bernoulli beam resting on a visco-elastic half-space, and the wave-number transform is adopted to derive the 2.5D finite element formulation. The numerical model is validated by published data in the literature. Numerical predictions of ground vibrations by using the proposed method are conducted at a site on the Qin-Shen Line in China. 相似文献
15.
Model testing in laboratory, as an effective alternative to field measurement, provides valuable data to understand railway׳s dynamic behaviors under train moving loads. This paper presents comprehensive experimental results on track vibration and soil response of a ballastless high-speed railway from a full-scale model testing with simulated train moving loads at various speeds. A portion of a realistic ballastless railway comprising slab track, roadbed, subgrade, and subsoil was constructed in a larger steel box. A computer-controlled sequential loading system was developed to generate equivalent vertical loadings at the track structure for simulating the dynamic excitations due to train׳s movements. Comparisons with the field measurements show that the proposed model testing can accurately reproduce dynamic behaviors of the track structure and underlying soils under train moving loads. The attenuation characteristics of dynamic soil stresses in a ballastless slab track is found to have distinct differences from that in a ballasted track. The model testing results provide better understanding of the influence of dynamic soil–structure interaction and train speed on the response of track structure and soils. 相似文献
16.
以黄韩侯铁路新黄河特大桥156m简支钢桁梁桥作为工程背景,建立车辆动力模型、桥梁有限元模型并考虑轮轨关系,以蛇形运动和轨道不平顺作为系统的自激激励源,利用大型有限元软件ANSYS以及UM(Universal Mechanism)动力学分析软件联合进行仿真分析。从桥梁结构的桥门架、宽跨比、曲线钢桁梁桥和车辆系统的轨道不平顺以及货车编组角度出发,研究大跨度简支钢桁梁桥车-桥耦合振动的影响因素。经过计算分析得出:钢桁梁桥桥门架对桥梁跨中加速度影响较大;曲线钢桁梁桥随着线路半径的增大,各车辆动力响应参数逐渐变小,轮轨力受到影响;钢桁梁桥宽跨比的增加使得横向刚度随之增加,桥梁横向振动变小;各项车辆动力响应均随着轨道情况变差而总体呈现逐渐增大趋势,车辆安全性、舒适性和平稳性指标逐渐变差;全列空车编组和空重混编对钢桁梁车-桥耦合系统是不利的编组形式,实际情况中应该避免。 相似文献
17.
Local and global shape functions in a boundary element formulation for the calculation of traffic induced vibrations 总被引：1，自引：1，他引：1
This paper compares the use of local and global shape functions in a boundary element method that is used in a prediction model for traffic induced vibrations. The boundary element formulation describes the interaction problem between a linear elastic layered half-space and a longitudinally invariant structure representing a road or a railway track. The boundary element formulation in the frequency–wavenumber domain is obtained by means of a weighted residual method. Constant element shape functions, as well as Legendre and Chebyshev shape functions are considered. Their effect on both accuracy and computational effort is investigated. The presence of a singularity in the Chebyshev based shape functions allows to obtain a better approximation for the soil tractions. The theory is applied to road traffic induced vibrations where the response is calculated in a large number of output points. 相似文献
18.
Train viaduct behavior and nearby ground motion under the high-speed train passage have been studied in this paper. First, the findings from the field measurement alongside the high-speed Shinkansen railway in Japan are interpreted. Then, the computer simulation is made based on the soil-foundation-viaduct interaction analysis under moving axle loads. The solution method is to apply the dynamic substructure method in the frequency domain. The viaduct girders including track structure and pier supports are modeled by the three-dimensional beam-column elements. The supporting pile foundation and nearby field are discretized by the axisymmetric three-dimensional finite elements and analyzed in a semi-analytical way, with a transmitting boundary replacing the far field based on the thin layer element method. Nearby ground motion during train passage on a viaduct have been calculated by superimposing the effects from neighboring pile foundations.The main parameters affecting viaduct vibrations are discussed by taking environmental vibration into consideration. The nearby ground motion along the viaduct is recomputed by applying the above determined forces to the foundation tops. The results from numerical studies are compared with the field test data, thus proving the present simulation to be effective and reliable. 相似文献
19.
This paper discusses the design, the installation, and the experimental and numerical evaluation of the effectiveness of a stiff wave barrier in the soil as a mitigation measure for railway induced vibrations. A full scale in situ experiment has been conducted at a site in El Realengo (Spain), where a barrier consisting of overlapping jet grout columns has been installed along a railway track. This barrier is stiff compared to the soil and has a depth of 7.5 m, a width of 1 m, and a length of 55 m. Geophysical tests have been performed prior to the installation of the barrier for the determination of the dynamic soil characteristics. Extensive measurements have been carried out before and after installation of the barrier, including free field vibrations during train passages, transfer functions between the track and the free field, and the track receptance. Measurements have also been performed at a reference section adjacent to the test section in order to verify the effect of changing train, track, and soil conditions over time. The in situ measurements show that the barrier is very effective: during train passages, a reduction of vibration levels by 5 dB is already obtained from 8 Hz upwards, while a peak reduction of about 12 dB is observed near 30 Hz immediately behind the barrier. The performance decreases further away from the jet grouting wall, but remains significant. The experimental results are also compared to numerical simulations based on a coupled finite element–boundary element methodology. A reasonable agreement between experiments and predictions is found, largely confirming the initially predicted reduction. This in situ test hence serves as a ‘proof of concept׳, demonstrating that stiff wave barriers are capable of significantly reducing vibration levels, provided that they are properly designed. 相似文献
20.
A three dimensional numerical model is presented capable of modelling the propagation and transmission of ground vibration in the vicinity of high speed railways. It is used to investigate the effect of embankment constituent material on ground borne vibration levels at various distances from the track.The model is a time domain explicit, dynamic finite element model capable of simulating non-linear excitation mechanisms. The entire model, including the wheel/rail interface is fully coupled. To account for the unbounded nature of the soil structure an absorbing boundary condition (infinite element) is placed at the truncated interfaces. To increase boundary absorption performance, the soil structure is modelled using an elongated spherical geometry.The complex geometries associated with the track components are modelled in detail thus allowing a highly realistic simulation of force transmission from vehicle to embankment. Lastly, quasi-static and dynamic excitation mechanisms of the vehicle locomotives are described using a multi-body approach which is fully coupled to the track using non-linear Hertzian contact theory.The resulting model is verified using experimental ground borne vibration data from high speed trains, gathered through field trials. It is then used to investigate the role of embankments in the transmission of vibration. It is found that soft embankments exhibit large deflections and act as a waveguide for railway vibrations which are trapped within the structure. This results in increased vibration levels both inside the embankment and in the surrounding soil. In contrast it is found that embankments formed from stiffer material reduce vibrations in the near and far fields. 相似文献