| 冬季扬溧高速路桥面的低温差异性特征研究 |
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| 引用本文： | 王婧,朱承瑛,袁成松,包云轩.冬季扬溧高速路桥面的低温差异性特征研究[J].热带气象学报,2018,34(2):279-288. |
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| 作者姓名： | 王婧 朱承瑛 袁成松 包云轩 |
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| 作者单位： | 1.南京信息工程大学气象灾害预报和评估协同创新中心，江苏 南京 210044 |
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| 基金项目： | 江苏省科技支撑计划项目BE2015732国家公益性行业(气象)科研专项GYHY201306043江苏气象北极阁基金BJG201404 |
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| 摘 要： | 利用江苏扬溧高速公路润扬大桥段2012—2015年交通气象监测站逐分钟监测资料和同期邻近气象观测站逐时气象观测资料，开展了冬季路桥面温度的差异性特征及成因分析研究，结果表明:(1)冬季相同天气条件下，不同类型下垫面的夜间温度分布表现为“桥面温度＜路面温度＜地面温度”；同一路段上，桥面与相邻路面的温度差值最大可达-5.7 ℃，出现最大差值的时间比达到最低温度的时间早近1 h。(2)冬季不同天气条件下夜间路桥面温度变化规律相似，晴天变幅最大、阴天和雨天居中、雪天最小；桥面温度一般比路面温度提前2 h降至0 ℃以下，桥面维持低温时间比路面长3 h，低温维持阶段桥面温度低于路面温度约2 ℃。(3)冬季夜间雪天桥面平均降温速率最小，较其他三类天气条件下小一个量级；同一天气条件下桥面的平均降温速率明显高于路面。(4)冬季夜间晴天条件下，桥面热通量最大(-55.6 W/m2)，阴天和雨天次之，雪天最小(约为晴天的1/2)；四种天气条件下夜间桥面与路面的热通量差值都近似为-10 W/m2，桥面热通量的变幅更大；与桥面相比，夜间路面还受到路基的热补偿作用，这种作用强于空气对路面的潜热输送和流体运动热交换，所以桥面温度低于路面温度。这也是冬季夜间桥面更容易、更早出现结冰现象的根本原因。
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| 关 键 词： | 高速公路 路(桥)面 低温 结冰 能量传输与平衡 差异性 |
| 收稿时间： | 2016-11-05 |
STUDY ON LOW TEMPERATURE DIFFERENCES BETWEEN ROAD SURFACE AND BRIDGE SURFACE ON YANGZHOU-LIYANG EXPRESSWAY IN WINTER |
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| Institution: | 1.Collaborative Innovation Center on Forecast and Evaluation of Meteorological Disasters, Nanjing University of Information Science & Technology, Nanjing 210044, China2.Key Open Laboratory for Traffic Meteorology of China Meteorological Administration / Jiangsu Meteorological Institute, Nanjing 210009, China3.Huangshan Meteorology Observatory, Huangshan 245021, China |
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| Abstract: | Based on the minutely observed data of traffic weather monitoring stations during the period from 2012 to 2015 along the Runyang Bridge on Yangli expressway in Jiangsu province and the hourly data of the conventional meteorological stations, after analysis of the data, the pattern of low temperature distribution difference between the road surface and the bridge surface in winter and their causes of formation were discussed. The results are shown as follows: (1) Under the same weather conditions in winter, the bridge surface temperature was lower than the road and the ground. The maximum difference of the temperature between bridge surface and road surface was -5.7 ℃, which appeared nearly 1h earlier than the time when the lowest temperature was reached. (2) The daily bridge surface temperature changes were similar under different weather conditions with the largest magnitude in fine days, followed in turn by overcast and rainy days, and the least magnitude in snowy days. Generally, the bridge surface was below 0 ℃ about 2 h earlier than the road surface, and maintained low temperature longer than the latter by about 3 h. The bridge surface temperature was lower than that of the adjacent road surface by about 2 ℃ during low-temperature period. (3) The average cooling rate of bridge surface temperature was similar in clear, overcast and rainy days, an order of magnitude larger than that of the snowy days. The average cooling rate of bridge surface temperature was significantly higher than that of road surface temperature under the same weather conditions. (4) The heat flux of the bridge surface was biggest in clear (-55.6 W/m2) days, followed by overcast and rainy days, and the least in snowy days (half of the clear days). Under the four kinds of weather conditions, the difference of the heat flux between the bridge and road surface was about -10 W/m2, showing that the dropping range of heat flux of the bridge surface is more than that of the road surface. Influencing the road surface temperature at night, the road subgrade thermal compensation effect was stronger than the air on the latent heat transfer and heat transfer fluid movement, so the icing conditions of the bridge surface was better than the road surface and the icing time of the bridge surface was earlier. |
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