某水电站坝基挠曲破碎带工程力学特性试验研究

膝状挠曲破碎带是某水电站坝基的主要工程地质问题。破碎带岩性为完整性较差的碎裂、碎屑软弱砂岩,并呈现孔隙式胶结接触,其工程力学特性对坝基变形和稳定存在巨大影响。基于破碎带砂岩组织结构疏松、含水率较高、物理力学性能较差等特点,首先开展了基本物理特性试验分析,认为岩石微细观结构复杂、渗透特性较好,属小孔隙率砂岩。其次,开展了室内常规和现场力学特性试验研究;最后,在宏观力学参数确定的基础上,探讨了破碎带对工程作用的响应及影响。结果表明,破碎带岩石内部结构破坏严重,矿物成分主要为石英、长石、绢云母等,化学成分以SiO2为主,但化学侵蚀并不显著。常规剪切曲线呈现出明显的4阶段特征,三轴压缩试验破坏机制为塑性剪切破坏,表现出强度低、延性扩容明显、出现屈服平台等特征,且碎裂岩强度略高于碎屑岩;现场试验表明岩体变形均匀,变形模量较低,处于60～630 MPa;地基承载力处于0.8～2.3 MPa。研究成果对该水电站坝基工程有重要的参考价值。     

浅谈煤矿井下全液压钻机的设计要点

结合ZDY3200S型全液压钻机及其在生产实际中的应用情况,阐述了煤矿井下全液压钻机设计时,钻机的总体布局、确定基本参数的要求、钻机机械传动主要部件的结构及钻机的特点。     

矿井深部巷道围岩变形浅析及控制

矿井深部巷道开挖后处于裂隙、塑性、弹性围岩包围范围内。通过计算对包围巷道围岩的3种圈层范围的力学性能进行分析,进而阐述了巷道的变形机制,得出了塑性圈层围岩内的应力应变表述式。对于选择巷道的支护机制,经济有效的控制裂隙化圈层范围的扩大,改善其应力状态,提高其自身的残余强度和承载能力,对深井巷道锚杆综合支护体系的选择,提供了一定的理论支持。     

济南典型地区地基土污染腐蚀性质变异研究

随着城市化进程加快,济南市面临日益严重的环境岩土工程问题。以济南市典型地区的地基土为研究对象,在室内开展了水-土化学作用的物理力学效应实验,在现场对已经污染腐蚀的地基原状土样进行了物理力学性质实验。结果表明,地基土腐蚀后其物理力学性质有显著地变化。遭受污染腐蚀的地基土和无腐蚀的地基土相比,前者液塑限和压缩模量减小,液性指数和压缩系数增大。     

我国无资料地区地表径流计算技术发展与展望

径流计算是水利工程规划及地下水资源评价的基础。通过总结国内无资料地区径流计算的常规方法（水文比拟法、参数等值线图法、径流系数法等）,列举SCS模型、IHACRES模型以及新安江模型等应用于无资料地区径流计算的水文模型,对今后无资料地区径流计算技术进行了展望。提出应尽可能选用多种方法进行径流分析计算,最终选择合理计算方法,以保证计算成果精度。     

九江市网纹红土标准贯入击数与力学参数关系分析

针对九江市网纹红土层标准贯入试验实测锤击数与试验孔深、土的压缩模量、抗剪强度关系之间进行了相关性分析。结果表明：网纹红土标准贯入击数与试验孔深为正显著线性相关关系,与土的压缩模量为正弱线性相关关系,与抗剪强度为正弱线性相关关系。分析成果对在九江市开展岩土工程勘察活动具有很好的指导和借鉴意义。     

长白山区热量资源立体分布模式及其应用

采用二次趋势势面函数模拟长白山区热量资料的地理分布，用地理细网格分析方法推算山区各地的热量资源状况，并以此为基本依据，分析山区主要农作物品种的合理布局，指出不同品种在各地的适宜种植高度带，该项分析了已长白山区气候及农业资源立体开发中的发挥作用。     

局地自适应多级模式降水预报

近年来，我国对西北太平洋上的热带气旋的实时业务定位精度有了很大的提高，平均定位误差均在20－30km，美国在同一海区的定位误差也在这一精度水平上。值得注意的是，计算业务定位误差的标准是各国确定的所谓“最佳位置”，然而，该“最佳位置”并不一定能代表实况。事实上，我国和美国的“最佳位置”是有差别的，平均达54．4km，且存在明显的年际变化和地理分布特征。这意味着，我们可能过小地估计了业务定位误差。     

A Simple Single-Layer Urban Canopy Model For Atmospheric Models: Comparison With Multi-Layer And Slab Models

We developed a simple, single-layer urban canopy model, and comparedit to both multi-layer and slab models. Our single-layer model has thefollowing features: (a) It is a column model of energy and momentumexchange between an urban surface and the atmosphere, (b) it includesthe influence of street canyons, which are parameterized to representthe urban geometry, (c) it includes shadowing from buildings andreflection of radiation, and (d) it estimates both the surfacetemperatures of, and heat fluxes from, three surface types: roof, wall,and road. In the simulation of the single-layer model, the roof washottest during the daytime, but coolest from midnight to early morning.This is consistent with output from the multi-layer model and fieldobservations at a residential area on a clear, summer day. The diurnalvariation of the energy budget from the single-layer model agrees wellwith that from the multi-layer model. Our single-layer model'sperformance is nearly that of a multi-layer model for studyingmesoscale heat islands. Nevertheless, it is simply parameterized,and thus easily included in larger-scale atmospheric models. The slabmodel has the largest nighttime cooling rate of the three models. Toovercome this, it needs more adjustments than for the canopy models.     

Source identification of PM2.5 particles measured in Gwangju, Korea

The UNMIX and Chemical Mass Balance (CMB) receptor models were used to investigate sources of PM_2.5 aerosols measured between March 2001 and February 2002 in Gwangju, Korea. Measurements of PM_2.5 particles were used for the analysis of carbonaceous species (organic (OC) and elemental carbon (EC)) using the thermal manganese dioxide oxidation (TMO) method, the investigation of seven ionic species using ion chromatography (IC), and the analysis of twenty-four metal species using Inductively Coupled Plasma (ICP)-Atomic Emission Spectrometry (AES)/ICP-Mass Spectrometry (MS). According to annual average PM_2.5 source apportionment results obtained from CMB calculations, diesel vehicle exhaust was the major contributor, accounting for 33.4% of the measured PM_2.5 mass (21.5 μg m^− 3), followed by secondary sulfate (14.6%), meat cooking (11.7%), secondary organic carbon (8.9%), secondary nitrate (7.6%), urban dust (5.5%), Asian dust (4.4%), biomass burning (2.8%), sea salt (2.7%), residual oil combustion (2.6%), gasoline vehicle exhaust (1.9%), automobile lead (0.5%), and components of unknown sources (3.4%). Seven PM_2.5 sources including diesel vehicles (29.6%), secondary sulfate (17.4%), biomass burning (14.7%), secondary nitrate (12.6%), gasoline vehicles (12.4%), secondary organic carbon (5.8%) and Asian dust (1.9%) were identified from the UNMIX analysis. The annual average source apportionment results from the two models are compared and the reasons for differences are qualitatively discussed for better understanding of PM_2.5 sources.Additionally, the impact of air mass pathways on the PM_2.5 mass was evaluated using air mass trajectories calculated with the Hybrid Single-Particle Lagrangian Integrated Trajectory (HYSPLIT) backward trajectory model. Source contributions to PM_2.5 collected during the four air mass patterns and two event periods were calculated with the CMB model and analyzed. Results of source apportionment revealed that the contribution of diesel traffic exhaust (47.0%) in stagnant conditions (S) was much higher than the average contribution of diesel vehicle exhaust (33.4%) during the sampling period. During Asian dust (AD) periods when the air mass passed over the Korean peninsula, Asian dust and secondary organic carbon accounted for 25.2 and 23.0% of the PM_2.5 mass, respectively, whereas Asian dust contributed only 10.8% to the PM_2.5 mass during the AD event when the air mass passed over the Yellow Sea. The contribution of biomass burning to the PM_2.5 mass during the biomass burning (BB) event equaled 63.8%.