输沙量（率）水平分布的非均一性

实验表明：输沙率沿风洞实验段横截面的水平分布具有明显的非均一性。其正负距平变幅可达平均值的４５－６０％。输沙率与有效起沙风成正比关系，其实验式为ｑ＝８．９５×１０（－１）（ＶＬ－Ｖｔ）（１．９）（ｇ／ｃｍ·ｍｉｎ），Ｖｔ＝５．０ｍ／ｓ。与Ｂａｇｎｏｌｄ，ＲＡ理论公式ｑ＝８．７０×１０（－２）（Ｖ－Ｖｔ）３相比（Ｖｔ＝４．０ｍ／ｓ），前者计算结果更接近室内外实测值。     

隧道爆破设计智能系统的组成与结构研究

针对目前隧道掘进爆破设计多以人工设计并辅以CAD绘图而存在设计质量差、速度慢的不足,进行了爆破设计智能系统的组成和结构研究。按照爆破设计与施工所涉及的参数特点,应用软件工程、人工智能等方法,确定以知识库、数据库、推理机、人机交互系统和解释机构为隧道爆破设计智能系统的组成部分。创建了系统管理、参数智能计算、爆破数据、布孔设计、施工设计和施工信息管理等系统功能模块,并给出了爆破设计数据流程图。实现了掘进掌子面上炮孔的自适应布置。由此研制的智能系统能够完成传统、人工智能和完全智能3种方法的隧道爆破设计。隧道爆破实例的设计结果表明,采用本设计系统能够自动、准确、快速、高质量地获得炮孔布置、布孔说明、爆破命令等设计图表。     

基于广义非线性统一强度理论的隧道塌落拱分析

基于广义非线性统一强度的剪切破坏理论,在平面应变状态下,根据极限上限定理和隧道顶部的围岩塌落机制,在耗散能中引入了包含曲线型破裂面方程的目标函数,建立了围岩中任意断面的隧道顶部围岩的塌落机制。基于塑性位势理论,考虑塑性应变增量与塑性势函数的应力梯度成正比,由此得出了在速度间断线上任意点内能的耗散率;再运用虚功原理,建立内能耗散率和外力做功相等的关系式,从而通过变分原理得出了隧道顶部塌落面的解析表达式,由该表达式计算出隧道顶部塌落面的形状。以圆形断面隧道为例,对影响塌落拱形状的隧道半径和中间主剪应力系数等相关参数进行了讨论分析。由此得出:在平面应变状态下,隧道顶部围岩塌落体的宽度和高度随着中间主剪应力系数的不断增大而减小;塌落面的高度随着广义非线性统一强度参数的不断增大而增大,而塌落面的宽度则不断减小;塌落宽度和塌落高度随隧道半径的增大而增大。     

Aerodynamic Coefficients and Deformation Measurements on Flexible Micro Air Vehicle Wings

This paper documents the elastic deformations and corresponding aerodynamic coefficients of flexible wings used for micro air vehicles (MAVs). These low-aspect ratio wings, developed and fabricated at the University of Florida, incorporate an elastic latex membrane skin covering a thin carbon fiber skeleton. The wings were tested in a unique low-speed wind tunnel facility integrating a visual image correlation (VIC) system with a six-component strain gauge sting balance. Model characteristics are presented, along with the appropriate specimen preparation techniques and wind tunnel instrumentation. The static response characteristics, including full-field displacements and plane strain measurements, for three distinct MAV wing designs are presented. The full-field deformation results show how passive wing flexibility preferably affects aerodynamic performance when compared to a rigid model of similar geometry.     

Effects of Gurney Flaps on a NACA0012 Airfoil

Experimental measurements of surface pressure distributions and wake profiles were obtained for a NACA0012 airfoil to determine the lift, drag, and pitching-moment coefficients for various configurations. The addition of a Gurney flap increased the maximum lift coefficient from 1.37 to 1.74, however there was a drag increment at low-to-moderate lift coefficient. In addition, the boundary layer profile measurements were taken using a rake of total pressure probes at the 90% chord location on the suction side. The effective Gurney flap height is about 2% of chord length, which provides the highest lift-to-drag ratio among the investigated configurations when compared with the clean NACA0012 airfoil. In this case, the device remains within the boundary layer. This revised version was published online in July 2006 with corrections to the Cover Date.     

二元自适应壁风洞实验技术研究

介绍了在柔壁自适应壁风洞中，进行大堵塞比翼型低、跨音速实验消除洞壁干扰的研究，叙述了西北工业大学低、跨音速柔壁自适应壁风洞实验的迭代方案和高亚音速一步调整方案，以及所进行的实验和计算验证。结果表明，本文提出的洞壁调整方案可以有效地消除二维柔壁自适应风洞中大堵塞比翼型实验的洞壁干扰。     

An experimental investigation of hypervelocity flow in a conical nozzle

The flow in a conical nozzle is examined experimentally for a range of hypervelocity conditions in a free-piston shock tunnel. The pitot pressure levels compare reasonably well with an inviscid numerical prediction which includes a correction for the growth of the nozzle wall boundary layer. The size of the nozzle wall boundary layer seems to be well predicted by semi-empirical expressions developed for perfect gas flows, as do data from other free-piston shock tunnels.     

Experimental study on the flow field behind a backward-facing step using a detonation-driven shock tunnel

The supersonic combustion RAM jet (SCRAM jet) engine is expected to be used in next-generation space planes and hypersonic airliners. To develop the engine, stabilized combustion in a supersonic flow field must be attained even though the residence time of flow is extremely short. A mixing process for breathed air and fuel injected into the supersonic flow field is therefore one of the most important design problems. Because the flow inside the SCRAM jet engine has high enthalpy, an experimental facility is required to produce the high-enthalpy flow field. In this study, a detonation-driven shock tunnel was built to produce a high-enthalpy flow, and a model SCRAM jet engine equipped with a backward-facing step was installed in the test section of the facility to visualize flow fields using a color schlieren technique and high-speed video camera. The fuel was injected perpendicularly to a Mach 3 flow behind the backward-facing step. The height of the step, the injection distance and injection pressure were varied to investigate the effects of the step on air/fuel mixing characteristics. The results show that the recirculation region increases as the fuel injection pressure increases. For injection behind the backward-facing step, mixing efficiency is much higher than with a flat plate. Also, the injection position has a significant influence on the size of the recirculation region generated behind the backward-facing step. The schlieren photograph and pressure histories measured on the bottom wall of the SCRAM jet engine model show that the fuel was ignited behind the step.Communicated by K. Takayama PACS 47.40.Ki     

Including ligand‐induced protein flexibility into protein tunnel prediction

In proteins with buried active sites, understanding how ligands migrate through the tunnels that connect the exterior of the protein to the active site can shed light on substrate specificity and enzyme function. A growing body of evidence highlights the importance of protein flexibility in the binding site on ligand binding; however, the influence of protein flexibility throughout the body of the protein during ligand entry and egress is much less characterized. We have developed a novel tunnel prediction and evaluation method named IterTunnel, which includes the influence of ligand‐induced protein flexibility, guarantees ligand egress, and provides detailed free energy information as the ligand proceeds along the egress route. IterTunnel combines geometric tunnel prediction with steered molecular dynamics in an iterative process to identify tunnels that open as a result of ligand migration and calculates the potential of mean force of ligand egress through a given tunnel. Applying this new method to cytochrome P450 2B6, we demonstrate the influence of protein flexibility on the shape and accessibility of tunnels. More importantly, we demonstrate that the ligand itself, while traversing through a tunnel, can reshape tunnels due to its interaction with the protein. This process results in the exposure of new tunnels and the closure of preexisting tunnels as the ligand migrates from the active site. © 2014 Wiley Periodicals, Inc.