肋片强化矩形截面螺旋通道换热特性研究

应用CFD软件研究肋片对矩形截面螺旋通道湍流换热的强化作用,基于正交螺旋坐标系分析通道内流场和温度场分布.结果表明:对于单一矩形截面螺旋通道,换热壁面中心线附近受二次流影响较弱,换热效果较差.在此处安装扰流肋片后,矩形截面中心处产生了附加的二次流.研究范围内,加装肋片后的对流换热系数α是未加装肋片的1.03~1.2倍,流动阻力系数f是未加装肋片的1.003~1.033倍;强化传热因子j在0.911~1.067之间.低雷诺数下的低高度肋片综合强化换热效果较好.     

桩承式加筋路堤中土工格栅加筋效应的室内试验研究

基于室内模型槽试验,开展了考虑土工格栅的桩承式路堤变形和填土应力分布规律研究,重点研究了土工格栅抗拉强度和土工格栅层数对软土竖向位移、填土竖向应力分布和桩土应力比的影响。研究结果表明:软土竖向位移随土工格栅抗拉强度和土工格栅层数增加而减小;不同层数土工格栅作用下填土竖向应力随路堤高度的分布规律差异较大。综合考虑桩承式路堤软土变形和填土荷载向桩顶转移程度,了解研究工况下土工格栅的作用效果,可为现场路堤工程中如何选用合适土工格栅抗拉强度和层数提供依据。     

渗流条件下地埋管换热器热短路现象的数值研究

针对渗流条件下地埋管换热器受到热短路影响,导致夏季埋管出口水温上升以及换热量减少的现象,采取在进出水支管间加装隔热板的措施进行优化。通过对单U型地埋管换热性能的数值模拟,对比分析了加装隔热板前后的传热过程,并深入研究了隔热板的几何尺寸和安装位置对换热量的影响。结果表明：加装隔热板可有效抑制地埋管换热器的热短路现象,提高换热能力;隔热板宽度为120 mm时,U型地埋管换热器换热性能最优;隔热板高度取50 m时,换热器单位井深换热量最大,达到44.703 W/m;将隔热板安装在两支管中心向出水管侧偏移2 mm处,换热效果最佳。     

桩承式路堤中平面土拱效应室内模型试验研究

介绍了平面土拱效应室内模型试验的试验装置与试验方法,对比分析了桩承式路堤中填土的竖向应力分布与Terzaghi理论方法以及HewlettRandolph理论方法中的分布规律,并对HewlettRandolph理论方法进行了修正。研究结果表明:路堤高度h与桩间距s比值对土拱效应产生具有重要影响,当h/s0.67时,没有土拱效应;当0.67h/s1.33时,土拱效应部分产生;当h/s≥1.33时,土拱效应完全产生,且此时路堤填土的竖向应力分布与HewlettRandolph方法的分布规律相同;与HewlettRandolph方法相比,修正的HewlettRandolph方法与模型试验结果更接近。试验同时分析了路堤高度的变化对桩土应力比的影响,试验结果表明:随着路堤高度的增加,桩土应力比逐渐增大,但是增大的速率随着路堤高度的增加而减小。     

高填方路堤施工期沉降变形的FLAC模拟

针对高填方路堤沉降大的问题,采用FLAC对高路堤施工期的竖向沉降变形进行模拟。验证了分级加载作用下高路堤中间大、两边小的沉降规律,分析了影响高路堤沉降的主要因素,结果表明,路堤沉降量随高度和路堤土密度的增加而增大,随弹性模量、泊松比和压实度的增大而减小。     

局部加密的正弦波纹微通道强化传热的数值研究

文中提出了一种局部加密的新型正弦波纹微通道,采用数值模拟的方法研究局部加密位置(上游、中部、下游)对波纹微通道流动换热性能的影响.结果表明,较矩形直通道,波纹微通道的传热性能显著提高,底面最大温差大幅降低.这主要归结于波纹形状的弯曲壁面使流体产生扰动,促进了流体混合;波纹微通道增加了对流换热面积,增强了对流换热效果.局...     

青藏高等级公路通风管试验路基降温效果

在假定未来50a气温升高2.6℃和初始年平均气温为-4.0℃的前提下,应用有限体积法(FVM)对青藏高等级公路试验示范工程段普通路基、普通通风管路基和通风管-XPS复合路基温度场进行三维非线性分析.结果表明,普通路基下部冻土退化严重,第50年的最大融化深度为10.98m,冬季土体中有融化核存在.普通通风管路基和通风管-XPS复合路基在一定时期内可以降低下部多年冻土的温度,提高0℃等温线,且通风管-XPS复合路基的降温效果略优于普通通风管路基,但在气温不断升高和沥青路面吸热的双重影响下,这2种路基的坡脚处会出现融化核,且0℃等温线已经延伸到路基中心处,这将直接影响路基的稳定性.     

自激振荡脉冲对流换热的实验研究

将Helmhotz共振腔应用于换热器来增强换热是一种新的强化换热方法。本文作者通过实验研究了Helmhotz共振腔对换热器的换热强化效果,分析了各种参数对换热效果的影响,得到了对流换热系数及换热强化比随流速的变化规律,结果对工程设计及进一步的研究具有重要的指导意义。     

考虑结垢传质时管内紊流对流换热系数的确定

从热质传递的薄膜理论出发,结合Kern和Seaton提出的渐近污垢模型,研究在紊流状态下污垢形成阶段管内的对流换热特性,得到在考虑结垢传质过程条件下管内紊流对流换热系数的计算式。研究结果表明,污垢的沉积使总的对流换热系数随时间的推移逐渐下降最后趋于一定值,与没有污垢时的情况相比,在污垢形成的初始阶段出现换热增强的现象,但此效果并不明显,且污垢对管内对流换热效果受到管径、管壁温、流速及流体入口温度等因素的影响。     

针翅套管双侧强迫对流换热实验研究

为了解新型针翅套管双侧强化传热元件的换热特性,以润滑油-水为工质,对针翅套管进行了双侧强迫对流换热实验研究,分析了针翅高度与针翅管节距对换热的影响.研究结果表明:针翅套管换热元件具有良好换热效果,其双侧强迫对流换热特性与普通流道不同,由于针翅的扰动,流体在实验范围内已表现出紊流换热的特征;润滑油进出口温差对换热具有双重的影响.实验范围内,针翅管的针翅高度对换热影响较大,而针翅管节距对换热的影响相对较小.回归出的针翅套管双侧强迫对流换热实验关联式对实验结果能进行很好的关联,为进一步的研究工作奠定基础.     

利用封闭式块石护坡调节通风管路基阴阳坡效应

为研究多年冻土区通风管路基和通风管封闭碎石护坡路基在阴阳坡温度差异影响下,温度场的不对称特征和下部冻土上限间的差异,评价封闭块石护坡对通风管路基温度场的调节效果,利用北麓河通风管路基实测温度资料,并考虑气候变暖的影响,分别对这两种路基温度场进行数值模拟分析.分析结果表明,通风管路基具有一定的降温能力,但阴阳坡下冻土上限间差异显著,路基温度场呈现明显的不对称性;在通风管路基阳坡增加封闭块石护坡后,可以降低阳坡下土体温度,减小阴阳坡下冻土上限间差异,能有效调节路基阴阳坡效应.对第50年路基与天然地表交界处年平均热流密度的分析表明,增加封闭块石护坡后的路基结构优于通风管路基,且两种路基均处于吸热状态.     

Cooling mechanism of embankment with block stone interlayer in Qinghai-Tibet railway

In order to study the cooling mechanism of embankment with block stone interlayer under open and closed conditions,an experimental railway section was built and data within one freeze-thaw cycle were collected. The results explain well the cooling mechanism of embankment with block stone interlayer. Under the open condition in cold seasons,the enforced convection effect occurs within block stone interlayer when the wind speed is large;however,the weak air convection occurs within the block stone interlayer near the bottom of the embankment when the wind speed is slow. Under the open condition in warm seasons,heat conduc-tion occurs within block stone interlayer due to the change in wind speed and di-rection. Under the closed condition,however,the enforced convection within block stone interlayer is so weak that heat conduction is dominant in the whole year be-cause wind is blocked. Therefore,the cooling effect of embankment with a block stone interlayer to the soil beneath it is produced by enforced convection and weak free air convection;both its process and the cooling intensity are controlled by the local wind speed and direction. Because of the difference in the cooling effects,the soil temperature beneath the embankment has a temperature difference of 2℃―4℃ between the open and closed conditions.     

冻土区碎石路基对流降温的研究

为了研究碎石层保护冻土地区路基的效果,将碎石路基视为多孔介质,从多孔介质对流理论出发,用Bear J摄动法推导了自然对流的发生条件,总结和分析了冷却地基研究成果,就青藏地区的冻土和气候条件,讨论了碎石路基的铺设厚度和粒径,计算厚度为0.96米,并指出了所亟待解决的问题.     

表面增强型强化传热管换热特性实验研究

对制冷工质R22在表面增强型强化传热管外的凝结与沸腾换热进行实验研究.实验分别使用4根不同几何参数的表面增强型蒸发强化传热管和3根不同几何参数的表面增强型凝结强化管.实验结果表明:管内水流速为0.3~1.3 m/s范围内,4根蒸发管中2#管和4#管换热性能最好;管内水流速为0.4~2.0 m/s,3根冷凝管中2#管换热性能最佳.     

青藏铁路主要冻土路基工程热稳定性及主要冻融灾害

在介绍青藏高原多年冻土退化背景及其工程影响的基础上,通过主要冻土路基现场监测和沿线调查,对青藏铁路冻土路基2002年以来的地温发展过程、热学稳定性及次生冻融灾害进行了分析。结果表明:青藏铁路自2006年通车后冻土路基整体稳定,列车运行速度达100km/h,达到设计要求,但不同结构路基的热学稳定性不同,采取“主动冷却”方法的路基稳定性显著优于传统普通填土路基。管道通风路基、遮阳棚路基及U型块石路基冷却下伏多年冻土的效果显著,块石基底路基左右侧对称性较差,而处于强烈退化冻土区和高温冻土区的普通路基热稳定性差,需结合路基所在区域局地气候因素予以调整或补强。以热融性、冻胀性及冻融性灾害为主的次生冻融灾害对路基稳定性存在潜在危害,主要表现为路基沉陷、掩埋、侧向热侵蚀等,其中目前最为严重的病害是以路桥过渡段沉降为代表的热融性灾害。     

Numerical study on the influence of geometrical parameters on natural convection cooling effect of the crushed-rock revetment

The crushed-rock revetment, considered as a highly porous medium, is often applied to embankment slope to protect the underlying permafrost and ensure the thermal stability of roadway in permafrost regions. In this paper, in order to increase and optimize the cooling capacity of crushed-rock revetment in cold regions roadway engineering, based on the thermal convection theories, the practical geometry and the temperature characteristics of in-situ crushed-rock revetment, convective pattern and cooling effect of crushed-rock revetment are numerically studied, with a thickness of 1.0 m under different geometrical parameters, e.g. sloped angle and aspect ratio. The results indicate that, with a thickness of 1.0 m and a temperature difference of 10.0 ℃ between top and bottom boundaries, due to the existence of natural convection, the effective thermal conductivity of crushed-rock revetment can be increased and the thermal "semi-conductor" characteristics are endowed. However, the convective pattern changes with the variation of the sloped angle, namely, with the increase of the sloped angle, the convection cell number decreases; furthermore, when the flow changes from various cells to a single cell at a sloped angle, the Nu number is the smallest and the cooling effect is the worst, therefore, the corresponding sloped angle is considered as the worst cooling sloped angle. Besides, with the increase of the aspect ratio, the worst cooling sloped angle increases and tends to 32°, also approaching to the in-situ crushed-rock revetment angle 33.7°. Therefore, when the crushed-rock revetment em-bankment is too high, that is to say, the aspect ratio of the sloped crushed-rock revetment is too large, some measures should be taken to enhance its cooling effect, which have been researched and discussed in this paper. It is hoped that some scientific references can be supplied to the design and maintenance of the crushed-rock revetment embankment in cold regions.     

黄河下游邙金段堤防分析研究

通过对黄河邙金段河道演变情势与该段堤防状况的分析,并以“98 .7”洪水为例,研究了邙金段堤防抵御洪水的能力和存在的问题.在此基础上,提出了确保黄河安全度汛的几点防洪对策与新思考     

Numerical investigation of piled raft foundation in mitigating embankment vibrations induced by high-speed trains

A three-dimensional dynamic finite element model of track-ballast-embankment and piled raft foundation system is established. Dynamic response of a railway embankment to a high-speed train is simulated for two cases: soft ground improved by piled raft foundation, and untreated soft ground. The obtained results are compared both in time domain and frequency domain to evaluate the effectiveness of the ground improvement in mitigating the embankment vibrations induced by high-speed trains. The results show that ground improving methods can significantly reduce the embankment vibrations at all considered train speeds(36-432 km/h). The ground response to a moving load is dictated largely by the relationship between load speed and characteristic value of wave velocities of the ground medium. At low speeds, the ground response from a moving load is essentially quasi-static. That is, the displacements fields are essential the static fields under the load simply moving with it. For the soft ground, the displacement on the ballast surface is large at all observed train speeds. For the model case where the ground is improved by piled raft foundation, the peak displacement is reduced at all considered train speeds compared with the case without ground improvement. Based on the effect of energy-dissipating of ballast-embankment-ground system with damping, the train-induced vibration waves moving in ballast and embankment are trapped and dissipated, and thus the vibration amplitudes of dynamic displacement outside the embankment are significantly reduced. But for the vibration amplitude of dynamic velocity, the vibration waves in embankment are absorbed or reflected back, and the velocity amplitudes at the ballast and embankment surface are enhanced. For the change of the vibration character of embankment and ballast, the bearing capacity and dynamic character are improved. Therefore, both of the static and dynamic displacements are reduced by ground improvement; the dynamic velocity of ballast and embankment increases with the increase of train speed and its vibration noise is another issue of concern that should be carefully evaluated because it is associated with the running safety and comfort of high-speed trains.     

黄河冲积粉砂土的可塑性与压实控制标准分析

分析了黄河冲积粉砂土的自身物理力学与压实性能 ,通过可塑性试验、级配分析、击实试验和压缩性试验 ,指出液、塑限和塑性指数不宜作为评判黄泛区粉砂土工程性质的标准 ,空气体积率作为该类土的压实控制标准比压实度更为合理 ,建议取消路基 90区压实度标准 ,把下路堤压实度提高到 93% ,上路床提高到 98% .