岩质边坡设计坡角和锚固方案的确定

本文运用赤平极射投影、块体理论和岩体力学的基本原理, 试探求一种可供边坡工程设计采用的确定人工岩质边坡最大安全设计坡角和锚固方案的简易方法。     

热幔柱的启动动力

科氏力是地球各圈层差异旋转的原因。在重力分异过程中，随着地球质量不断向地心集中，地球自转动能也不断向地核集中，从而产生圈层分化和差异旋转。     

用扭剪试验成果求剪切模量的计算公式

土的剪切模量是土工计算重要参数之一，通常是用弹性模量与们松比间接求得。本文结合扭转翼板仪的工作原理及其边界条件，推出用扭转力矩M和扭转剪切角θ直接求取剪切模量的计算公式。     

地球运动的超非线性分析

根据超非线性速度理论，研究了地球的自转状态，得知地球自转的角速度沿半径方向有突变和减小，并由此计算了地壳相对于地核的角速度差值，算得赤道表面每年西移１．７５ｃｍ，符合已报道的观测数据。     

地球内核快速旋转的发现与全球变化的轨道效应

科里奥利效应是产生内核快速旋转的主要原因。科氏力使上升物质向西漂移，下降物质向东漂移；造成地球外层自转减速，地球内层自转加速。所以，自旋体中的垂直运动可以产生大规模的水平运动——圈层差异旋转。地震波测量结果表明，内核旋转速度每年比地壳地幔快１°。对于一个内核差异旋转的地球，太阳辐射不仅形成地磁场的内外磁尾和地壳与内核的反向振动，而且影响核幔角动量交换和电磁耦合，从而控制了地球内能的释放，形成天文周期与地质旋回的一一对应关系。地球轨道和太阳轨道的全球变化响应，为太阳辐射量变化控制地球内能释放提供了证据     

提高地方地震台网地震速报水平初探

总结了西昌遥测地震台网地震速报处理技术经验，针对地方台网地震速报中常出现的地震参数误差提出了改进思路。     

Seasonal and Diurnal Variation of Surface Ozone and a Preliminary Analysis of Exceedance of its Critical Levels at a Semi-arid Site in India

The mixing ratios of surface O₃ were measured at St. John's College, Agra, an urban and traffic influenced area for the period of 2000–2002. The monthly averaged O₃ mixing ratios ranged between 8 to 40 ppb with an annual average of 21 ppb. Strong diurnal and seasonal variations in O₃ mixing ratios were observed throughout the year except for monsoon season. The mixing ratios of O₃ follow the surface temperature cycle and solar radiation (r = 0.72 and r = 0.65 with temperature and solar radiation, respectively). Concentrations were higher with winds associated with NE and NW direction indicating the impact of pollution sources on surface O₃ concentration. Exceedance of ozone critical level was calculated using the AOT 40 index and found to be 840 ppb.h and 2430 ppb.h for summer and winter seasons, respectively. The present O₃ exposures are lower than the critical level of O₃ and suggest that the present level of O₃ does not have any impact on reduction in crop yields.     

多年冻土地区砂砾路面路堤临界高度数值分析

In permafrost regions of Qinghai-Tibetan Plateau, the critical embankment height must be considered in the process of the construction of highway, especially for the global climatic warming. In this paper, the two-dimensional numerical analysis for the critical embankment height (for gravel road surface and coarse-grained soil) has been performed by using thefinite element method. In the calculation, we think that the service life of the construction is at least 50 years. The mean annual air temperatures applied to the calculation model are -6.5 ℃, -6.0 ℃, -5.5 ℃, -5.0 ℃, -4.5 ℃ and -4.0 ℃, respectively, and the value of temperature rise are taken as 1.10℃ in the coming 50 years. The minimum embankment heights derived from the analysis are 0.85 m, 0.92 m, 1.01 m, 1.18 m, 1.60 m and 2.66 m for the different mean annual air temperatures and the maximum embankment heights are 7.68 m,7.55 m, 7.34 m, 7.00 m, 6.45 m and 5.85m, accordingly. On condition that the service life of embankment is 50 years, the critical value of the mean annual air temperature is -3.5 ℃. Namely, in the areas where the mean annual air temperature is higher than -3.5 ℃, the critical embankment height does not exist.     

Influence of the zone of weakness on dip angle and shear heating of subducted slabs

We study the importance of the zones of weakness and the pattern of downgoing flow in steady-state models of subducting lithosphere, which interacts mechanically and thermally with the ambient mantle. The non-linear system of governing equations consists of (i) the momentum equation in stream function formulation and (ii) the steady-state heat transfer equation including conduction and advection of heat and dissipation. A finite element method has been applied to this system. We consider the viscosity to be a non-linear function of both the temperature and the stream function. In steady-state two-dimensional (2D) flow, the stream function isolines follow material trajectories. They are used to follow the top of the subducting slab, which because of its possible increase in water content, is assumed to have a lower viscosity. The zone of weakness has been thus obtained in the self-consistent fashion since the stream function as well as the temperature are the output from our modeling and no a priori assumptions about the shape of the bending lithosphere are taken into account. It was shown that several orders decrease of viscosity in the zone of weakness is required to obtain the dip angle of about 45°. If the decrease of viscosity is not sufficient enough, the subducted slab either sinks almost vertically or does not exhibit a plate-like behavior. We have also demonstrated that shear heating can unrealistically increase at the zone of weakness for fast subductions if decrease of viscosity is underestimated.     

Fundamental study on the response characteristics of drivers during an earthquake based on driving simulator experiments

After the 1995 Kobe earthquake, the expressway structures in Japan were retrofitted and they will not now be seriously damaged under a certain level of strong earthquake motion. However, the stability of a moving vehicle has not been investigated yet. It has been reported that drivers feel seismically induced vibrations, especially in the transverse direction of vehicles. Owing to this phenomenon, drivers have some difficulty in controlling the vehicles during strong shaking. For further safety promotion of the expressway networks, it is important to understand the drivers' reactions to seismic motion. The present authors have performed a series of seismic response analyses of a moving vehicle to investigate its response characteristics based on numerical simulation. However, the responses of the driver were not considered in the simulation process. In order to investigate the drivers' reactions during an earthquake, a series of virtual tests were conducted using a driving simulator. This driving simulator has six servomotor‐powered electric actuators that control its motions. Several types of tests were carried out for different examinees to investigate drivers' responses while controlling the simulator under seismic motion. The results of this study showed that a larger response time lag to strong shaking and over turning of the steering wheel may shift the vehicle into the next lane. According to this finding, trafficaccidents could possibly occur under strong ground shaking in the case of heavy traffic. Copyright © 2004 John Wiley & Sons, Ltd.