磁场对多孔介质方腔内空气热磁对流的影响

数值分析了微重力下圆形载流线圈倾斜时多孔介质方腔内空气热磁对流. 磁场计算采用毕奥--萨伐定律求解; 动量方程与能量方程分别采用达西模型与局部热非平衡模型求解. 计算结果表明随着磁场力数\gamma 数和Da数的增加, 方腔内对流变得越来越强. 线圈倾斜角x_{\rm euler}从0^\circ到90^\circ变化时, 对流结果关于x_{\rm euler}=45^\circ呈现对称分布. Nu_{\rm m}数随线圈倾斜角的改变而变化且每个工况下局部最大Nu_{\rm m}数出现在x_{\rm euler}=45^\circ. 局部最小Nu_{\rm m}数出现在x_{\rm euler}=0^\circ, 90^\circ.      

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分析了圆柱、柱锥形及回形纳米碳管弹簧在轴向载荷作用下的变形,给出了它们轴向刚 度$K_{\rm p}$的统一表达式. 为验证$K_{\rm p}$公式的有效性,还将圆柱形碳管纳米弹簧$K_{\rm p}$ 的理论解和相应的试验结果、有限元结果进行了比较. 结果发现,碳管纳米弹簧的$K_{\rm p}$ 理论解和试验结果、有限元结果均较为接近.     

16MnR钢缺口试样解理断裂行为研究

研究了低合金热轧钢16MnR缺口试样在$-196\,{^\circ}$C和$-130\,{^\circ}$C的解理断裂机 理. 拉伸试验、单、双缺口四点弯曲实验、断口形貌观察以及有限元分析结果表明, 缺口试 样发生解理断裂时均起裂于夹杂物粒子, 一种位于缺口根部前端(IC型), 另一种位于距缺口 根部较远的条形裂纹前端(SIC型); 且随温度升高, 起裂源的类型从$-196\,{^\circ}$C下的IC 型转变为$-130\,{^\circ}$C下的SIC型. 微裂纹均形核于夹杂物, 最终的断裂由铁素体晶粒尺 寸的微裂纹扩展控制. 缺口试样IC型解理断裂遵循裂纹形核条 件$\varepsilon_{\rm p} \ge \varepsilon_{\rm pc}$和裂纹扩展条件$\sigma_{yy} \ge \sigma_{f}$, 而SIC型解理断裂条件则演化为$\varepsilon_{\rm p}+\varepsilon_{\rm ps} \ge \varepsilon_{\rm pc}$和$\sigma_{yy} +\sigma_{yy{\rm s}} \ge \sigma_{f}$.     

利用维氏和玻氏压头表征半导体材料断裂韧性

压痕法是测量材料断裂韧性 ($K_{\rm IC})$ 的常用方法之一, 如何根据不同的材料、不同的压头选择适合的公式, 是当前面临的一大问题. 因此,在不同载荷下对单晶硅 (111) 和碳化硅 (4H-SiC, 0001面) 这两种半导体材料进行了维氏微米硬度和玻氏纳米压痕实验, 对实验产生的裂纹长度$c$进行了统计分析, 并采用13个压痕公式计算材料的$K_{\rm IC}$, 开展了微米划痕实验, 验证压痕法评估半导体材料$K_{\rm IC}$的适用性. 研究结果表明: 为了消除维氏压痕实验产生的$c$的固有离散性, 需要多次测量取平均值; 裂纹长度与压痕尺寸的比值随压痕载荷的增大而增大; 材料的裂纹类型与载荷相关且低载荷下表现为巴氏裂纹, 高载荷下表现为中位裂纹; 与微米划痕实验得到的单晶硅和碳化硅材料的$K_{\rm IC}$平均值 (分别为0.96 MPa,$\cdot$,$\sqrt{\rm m}$和2.89 MPa,$\cdot$,$\sqrt{\rm m}$) 相比, 在同一压头下无法从13个公式中获得同时适用于单晶硅和碳化硅材料的压痕公式,但在同一材料下可以获得同时适用于维氏和玻氏压头的$K_{\rm IC}$计算公式; 基于中位裂纹系统发展而来的压痕公式更适合用于评估半导体材料的$K_{\rm IC}$, 且维氏压头下的$K_{\rm IC}$与玻氏压头下$K_{\rm IC}$的关系不是理论上的1.073倍, 应为1.13$\pm 压痕法是测量材料断裂韧性(K_(IC))的常用方法之一,如何根据不同的材料、不同的压头选择适合的公式,是当前面临的一大问题.因此,在不同载荷下对单晶硅(111)和碳化硅(4H-Si C, 0001面)这两种半导体材料进行了维氏微米硬度和玻氏纳米压痕实验,对实验产生的裂纹长度c进行了统计分析,并采用13个压痕公式计算材料的K_(IC),开展了微米划痕实验,验证压痕法评估半导体材料K_(IC)的适用性.研究结果表明:为了消除维氏压痕实验产生的c的固有离散性,需要多次测量取平均值;裂纹长度与压痕尺寸的比值随压痕载荷的增大而增大;材料的裂纹类型与载荷相关且低载荷下表现为巴氏裂纹,高载荷下表现为中位裂纹;与微米划痕实验得到的单晶硅和碳化硅材料的K_(IC)平均值(分别为0.96 MPa·m~(1/2)和2.89 MPa·m~(1/2))相比,在同一压头下无法从13个公式中获得同时适用于单晶硅和碳化硅材料的压痕公式,但在同一材料下可以获得同时适用于维氏和玻氏压头的K_(IC)计算公式;基于中位裂纹系统发展而来的压痕公式更适合用于评估半导体材料的K_(IC),且维氏压头下的K_(IC)与玻氏压头下K_(IC)的关系不是理论上的1.073倍,应为1.13±0.01.     

混凝土双K断裂参数计算的半解析有限元法

混凝土裂缝扩展的双$K$断裂准则，用于描述混凝土结构裂缝的起裂、稳定扩 展和失稳断裂. 其相应的双$K$断裂参数(起裂断裂韧度$K_{\rm IC}^{\rm ini} $和失 稳断裂韧度$K_{\rm IC}^{\rm un}$)一般通过简便的试验和基于虚拟裂缝扩展粘 聚力的解析方法确定. 利用平面扇形域哈 密顿体系的方程，通过分离变量法及共轭辛本征函数向量展开法，以解析的方法推导出基于混 凝土虚拟裂缝扩展线性粘聚力模型的平面裂缝解析元列式. 将该解析元与有限元相结合，构成 半解析的有限元法，可求解任意结构几何形状的混凝土平面裂缝双$K$断裂参数的计算问题. 数值计算结果表明半解析有限元法对该类问题的求解是十分有效的.     

分段吸气高层建筑减阻性能的数值研究

为减小高层建筑的风致阻力, 采用CFD方法研究了主动吸气控制下高层建筑模型的风载荷减阻性能, 分析了竖向开孔位置、吸气孔高度和吸气速度等参数对减阻性能的影响, 并详细展示流场,讨论吸气控制机理. 结果表明: 保持流量系数不变, 增加吸气孔高度(或减小吸气速度)使得模型各表面的风压折减效 率$\eta_{\rm{PR}}$, 阻 力折减效率$\eta_{\rm{DR}}$和基底弯矩折减效率$\eta_{\rm{MR}}$增大, 且只有$\eta_{\rm{MR}}$在较大吸气孔高度时超过1.0. 拟合了$\eta_{\rm{DR}}$ 和$\eta_{\rm{MR}}$关于吸气孔中心高度、吸气孔高度和吸气速度的经验公式, 为分段吸气控制的应用提供参考. 基于最大风压折减效率和最小吸气功率,比较了 各分段吸气模型和全高吸气模型的减阻性能, 发现全高吸气模型的减阻性能优于分段吸气模型. 可在高层建筑中上部设置吸气装置来减小基底弯矩或改善其局部风压特性.     

低雷诺数串列双方柱流致振动质量比效应的数值研究

为澄清串列双方柱流致振动的质量比效应, 采用数值模拟方法, 在雷诺数为150时, 研究了质量比($m^{\ast }=3$, 10, 20)对下游方柱振动响应特性的影响规律, 分析了下游方柱尾流模态的演变过程, 探讨了导致下游方柱振动的流固耦合机制. 结果表明: 质量比对下游方柱的流致振动有重要影响, 低质量比($m^{\ast }=3$)时下游方柱的振动响应更为复杂, 随着折减速度的增大, 下游方柱并未出现传统“锁定”现象(即振动频率比$f_{y}$/$f_{\rm n} \approx1$的锁定), 而发生了“弱锁定”现象(即$f_{y}/f_{\rm n}<1$的锁定); 随着质量比的增加($m^{\ast }=10$和20), “弱锁定”现象消失, 而出现传统“锁定”现象, 且下游方柱横流向最大振幅减小. 质量比对串列双方柱的柱心间距有明显影响, 低质量比($m^{\ast }=3$)时的柱间距在振动锁定区内会急剧减小, 而较高质量比($m^{\ast }=10$和20)下的柱间距则变化不大. 此外, 质量比对串列双方柱的尾流模态和流固耦合机制也有显著影响, 其中低质量比($m^{\ast }=3$)下的情况更为多样.      

泡沫铝材料动态本构参数的实验确定

基于泡沫材料的动态刚性-线性硬化塑性-刚性卸载(D-R-LHP-R)模型,结合连续性方程,动量守恒方程及刚体的运动方程,得到了激波在泡沫材料中的量纲一消失位置X_s/L₀和动态屈服应力Y_i、激波波速c_p、冲击初始应变ε_i之间的如下关系式: $\frac{X_{\mathrm{s}}}{L_{0}}=\exp \left(-\frac{\rho_{0} c_{\mathrm{p}} v_{\mathrm{i}}}{Y}\right)=\exp \left(1-\frac{\sigma_{\mathrm{i}}}{Y}\right)=\exp \left(-\frac{\rho_{0} c_{\mathrm{p}}^{2} \varepsilon_{\mathrm{i}}}{Y}\right)$ 采用Taylor-Hopkinson装置进行实验,当直接测得泡沫铝试样密度ρ₀、边界初始应力σ_i、初始打击速度v_i、泡沫铝杆原长L₀及激波在泡沫铝杆中消失长度X_s后,利用方程式(a)可反演求得D-R-LHP-R模型下的泡沫铝动态应力应变曲线。最后通过与泡沫铝准静态实验数据对比,表明该泡沫铝是应变率敏感性材料。     

T应力对光弹性条纹影响的理论分析

以裂尖弹性应力场的多参数模型为基础,研究I型、II型以及I/II混合型裂纹参数对光弹性条纹的影响. T应力的存在和符号影响着等色线条纹环的半径大小和旋转方向,对于纯I型或II型裂纹而言,条纹环的旋转角度只与T应力有关;而对于I/II混合型裂纹,条纹环旋转角度与K_{\rm I}, K_{\rm II}和T应力有关. T应力的存在使得I型裂纹在裂尖±π/3方向上出现2个各向同性点(T应力为正时),使得II型裂纹在裂尖后的裂纹面上出现1个各向同性点. 对于I/II混合型裂纹而言,当T应力为正时等倾线出现距裂尖半径不等的3个各向同性点;反之, T应力为负时在裂尖后只存在1个各向同性点,这些各向同性点分别与I型和II型裂纹情况具有相同的规律.      

粗糙表面接触力学问题的重新分析

为了克服基于统计学参数的接触模型的尺度依赖性以及现有接触分形模型推导过程中初始轮廓表征受控于接触面积或取样长度的不足,基于粗糙表面轮廓分形维数$D$、尺度系数$G$ 和最大微凸体轮廓基底尺寸$l$,建立了新的粗糙表面接触分形模型,探讨了微凸体变形机制、粗糙表面的真实接触面积和接触载荷的关系,揭示了接触界面的孔隙率和真实接触面积随端面形貌、表面接触压力等参数变化的规律,给出了不同形貌界面被压实的最大变形量. 结果表明:微凸体变形从弹性变形开始,并随着平均接触压力$p_{\rm m}$ 的增大逐步向弹塑性变形和完全塑性变形转变;接触界面的初始孔隙率$\phi_{0}$ 随$D$ 的增大而增大,压实孔隙所需要的最大变形量$\delta $ 也随之增大;接触压力$p_{\rm c}$ 增大,孔隙率$\phi$ 减小,并随着$D$ 的增大和$G$ 减小,$\phi$ 快速减小,直至填实,变为零;$D$ 较小时,$G$ 的增大对真实接触面积的增大影响较小;$D$ 较大时,$G$ 的增大对真实接触面积的增大作用明显. 研究成果为端面摩擦副的润滑与密封设计提供了理论基础.      

The influence of strong crosswinds on safety of different types of road vehicles

Strong crosswinds have a great influence on the safety of road vehicles. Different vehicle types may have different behavior under strong crosswinds, thereby leading to different dominant accident modes and accident risks. In order to compare the crosswind stability of road vehicles, a probabilistic method based on reliability analysis has been applied in this paper. The crosswind is simulated as a stochastic gust model with nonstationary wind turbulence. The vehicles are classified into several categories. For each vehicle type, a worst case vehicle model and the corresponding aerodynamic coefficients have been identified. Dominant accident modes and failure probabilities have been computed and are compared. The influence of road conditions (dry/wet) and wind directions on the crosswind stability has been taken investigated. The proposed model makes it possible to compare the effect of crosswind on different vehicle types based on a risk analysis.

     

Designing a forwarder operation considering tolerable soil disturbance and minimum total cost

A model is developed to minimize the sum of road construction plus forwarding costs with the constraint that rut depth caused by the forwarder cannot exceed a maximum depth during the anticipated season of operation. Road spacing, forwarder trail spacing, forwarder size, forwarder load capacity, and tire inflation pressures are used as decision variables in developing the transportation plan. The total cost was minimized using the optimum road spacing approach. The model identifies whether the cumulative rut depth caused by the forwarder exceeds the maximum allowable rut depth at the point of or prior to the spacing that minimizes the cost, and if so, the rut depth limits the road spacing. If the road spacing at the point of minimum cost is less than the road spacing at the maximum allowable rut depth, road spacing is not constrained by rut depth. This model will help logging managers to evaluate the trade-offs between specified decision variables and then to design an optimum forwarder operation with tolerable soil disturbance and minimum total cost. The solution procedure of the model is described and a computer program is used to apply this model using a numerical example.     

考虑胎路多点接触的电动汽车?路面耦合系统振动分析

轮毂电机驱动电动汽车的簧下质量大, 使得轮胎动载荷增加, 且电机激励进一步加剧车轮振动. 同时, 轮胎与路面单点接触的简化模型, 其动力学计算结果与实际存在差别. 鉴于此, 考虑电机的电磁激励、胎路多点接触和非线性地基, 建立了电动汽车?路面系统机电耦合动力学模型, 通过Galerkin法推导了非线性地基梁的垂向振动, 利用积化和公式推导了非线性地基梁中非线性项积分的精确表达式, 提出了路面截断阶数选取的简易方法, 并通过路面位移响应的收敛性进行了验证. 在此基础上, 研究了胎路多点接触、非线性地基、电机激励、车速、路面不平顺幅值等对路面及车辆响应的影响. 结果表明, 非线性地基及多点接触对车辆响应的影响中, 轮胎动载荷的影响最大, 车身加速度和悬架动挠度的影响较小, 且考虑电机激励时, 二者对车辆响应的影响显著增大. 从对路面响应的影响看, 电机激励的影响最大, 非线性地基的影响次之, 多点接触的影响较小. 所建模型及研究方法可为电动汽车的垂向动力学分析提供一种新思路.      

非港湾式公交车站站点设置的研究

研究了在同一路段上非港湾式公交车站站点的分散式和集中式设置对道路 交通的影响. 在元胞自动机交通流NaSch模型上, 提出了考虑公交车站站点分散式和集中式 设置的双车道元胞自动机交通流模型, 通过计算机模拟和理论分析, 结果表明: 在开放边界条件下, 分散式公交车站点与集中式公交车站点相比, 影响道路交通通行能力作用显著的减小; 公交车站点之间的间隔、站台的长度、公交车停靠时间以及车流中公交车的比例对交通 流量有显著的影响.     

A simulation of the cascading failure of a complex network model by considering the characteristics of road traffic conditions

Using the dual method, we start with a traditional road traffic network with a constructed logic network with small-world characteristics and construct the complex network of road traffic. After analyzing and comparing with other complex networks, the time delay, restorative, and other characteristics are presented for the complex network of road traffic, and then, the cascading failure model of the complex network is simulated. The simulation results show that using different time delays, an incident dissipation factor and load capacity can reasonably avoid a cascading failure, and they can remove its effects. In addition, our results provide value and guidance for building a road traffic network that prevents and removes the cascading failure of a road network.

     

Predicting the stability of low volume road embankments in contingency areas

The US Army often operates heavy vehicles in rural areas, operating on low-volume roads having limited load carrying capacity. Many of these roads, such as the ones on the outskirts of Baghdad, have been raised to prevent flooding from nearby canals or irrigated fields. Sections of the roads have collapsed under the weight of armored vehicles, resulting in injuries and even fatalities. For the selected area studied, 2½% of the low-volume road sections were determined to be high risk given typical wheel loads of heavy vehicles for soil strength conditions modeled as low. The goal of the research was to develop a method for rapidly evaluating the stability of a road based on soil conditions, wheel load, and the dimensions of a vehicle. A model for road stability was developed to assist in performing analysis of the canal roads outside of Baghdad. This analysis was then used to create maps and charts characterizing road stability to assist the drivers. The procedure described in this paper can be used to evaluate elevated roads in other parts of the world.     

基于SHAP-RF框架的越野车辆路面识别算法研究

根据越野车辆在不同路面上行驶时的动力学响应特征, 可以实现路面类型的在线识别, 为面向路面特征调整底盘控制子系统参数从而获取更好的行驶性能奠定基础. 但越野环境地面特征复杂, 车辆响应机理分析困难, 给基于车辆动力学响应进行路面准确识别带来挑战. 提出了一种SHAP-RF路面识别算法设计框架, 通过SHAP (Shapley additive explanations)模型解释方法实现高维随机森林(random forest, RF)路面识别模型的降维化: 首先采集了试验车在压实土路、沙地、良好沥青路与冰雪路4种路面上的行驶数据并计算了3个次级行驶特征; 进一步计算了行驶数据的共计105个时域特征和频域特征, 并以此为输入特征建立了高维随机森林路面识别模型; 利用SHAP解释法分析高维模型输入特征对识别结果的影响从而提炼出各个特征与路面类型的关联性, 完成特征筛选; 最后, 利用筛选后的特征设计降维随机森林路面分类器. 基于实车数据的算法验证试验表明, 设计的降维路面识别模型对4种路面的识别精确率在94%以上, 召回率在93%以上, 相比高维的随机森林路面识别模型, 各种路面上的精确率和召回率最大降幅不超过3.2%, 证明本文提出的SHAP-RF路面识别算法设计框架能够在选用较少特征的情况下依然保证车辆行驶路面类别的准确识别.      

Green’s functions for a loaded rolling tyre

A new formulation to determine the unit impulse response (Green’s) functions of a loaded rotating tyre in the vehicle-fixed (Eulerian) reference frame for tyre/road noise predictions is presented. The proposed formulation makes use of the set of eigenfrequencies and eigenmodes for the statically loaded tyre obtained from a finite element (FE) model of the tyre. A closed-form expression for the Green’s functions of a rotating tyre in the Eulerian reference system as a function of the eigenfrequencies and eigenmodes of the statically loaded tyre is found. Non-linear effects during loading are accounted for in the FE model, while the frequency shift due to the rotational velocity is included in the calculation of the Green’s functions. In the literature on tyre/road noise these functions are generally used to determine the tyre response during tyre/road contact calculations. The presented formulation opens the possibility to solve the contact problem directly in the Eulerian reference frame and to include local tyre softening due to non-linear effects while keeping the computational advantage of describing the tyre dynamics as a set of impulse response functions. The advantage of obtaining the Green’s functions in the Eulerian reference system is that only the Green’s functions corresponding to the potential contact zone need to be determined, which significantly reduces the computational cost of solving the tyre/road contact and since the mesh is fixed in space, a finer mesh can be used for the potential contact zone, improving the accuracy of the contact force calculations. Although these effects might be less pronounced if a more accurate tyre model is used, it is found that using the Green’s functions of the loaded tyre in a contact force calculation leads to smaller forces than in the unloaded case, lower frequencies are present in the response and they decrease faster as the rotational velocity increases.     

Collision avoidance strategies and coordinated control of passenger vehicles

Recent research has demonstrated the efficaciousness of the coordinated control of platoons of vehicles in order to homogenize the traffic flows and improve the exploitation of the capacity of road networks. Yet, taking into account the necessity of reducing, in the next years, the number of accidents involving pedestrians or other vulnerable road users (VRUs), like cyclists and motorcyclists, it seems useful to provide the control systems of the vehicles of the platoon with some collision detection and avoidance capability. This issue is investigated in this paper. The control system presented in this paper allows to maintain cruise conditions, and, as a novelty with respect to consolidated proposals, to avoid the collision with possible VRUs present on the road. The proposed control system is realized by means of vehicle supervisors, which, on the basis of the data acquired by the sensors, make the decision on which is the appropriate current control mode for each controlled vehicle, and manage the switches among low-level controllers. These are designed relying on a simple bicycle model, and according to a sliding mode control methodology. This choice is motivated by the robustness features of the sliding mode design, which appears particularly appropriate dealing with the automotive context.     

Reconstruction of road defects and road roughness classification using vehicle responses with artificial neural networks simulation

The road damage assessment methodology in this paper utilizes an artificial neural network that reconstructs road surface profiles from measured vehicle accelerations. The paper numerically demonstrates the capabilities of such a methodology in the presence of noise, changing vehicle mass, changing vehicle speeds and road defects. In order to avoid crowding out understanding of the methodology, a simple linear pitch-plane model is employed. Initially, road profiles from known roughness classes were applied to a physical model to calculate vehicle responses. The calculated responses and road profiles were used to train an artificial neural network. In this way, the network renders corresponding road profiles on the availability of fresh data on model responses. The results show that the road profiles and associated defects can be reconstructed to within a 20% error at a minimum correlation value of 94%.