Acoustic modal behavior is reported for an L-shape hydrophone array during the passage of a strong nonlinear internal wave packet. Acoustic track is nearly parallel to the front of nonlinear internal waves. Through mo...Acoustic modal behavior is reported for an L-shape hydrophone array during the passage of a strong nonlinear internal wave packet. Acoustic track is nearly parallel to the front of nonlinear internal waves. Through modal decomposition at the vertical array, acoustic modes are identified. Modal evolution along the horizontal array then is examined during a passing internal wave. Strong intensity fluctuations of individual modes are observed before and during the internal waves packet passes the fixed acoustic track showing a detailed evolution of the waveguide modal behavior. Acoustic refraction created either uneven distribution of modal energy over the horizontal array or additional returns observable at the entire L-shape array. Acoustic ray-mode simulations are used to phenomenologically explain the observed modal behavior.展开更多
In this study, experiments were carried out to investigate aerodynamic characteristics of a high-speed train on viaducts in turbulent crosswinds using a 1:25 scaled sectional model wind-tunnel testing. Pressure measur...In this study, experiments were carried out to investigate aerodynamic characteristics of a high-speed train on viaducts in turbulent crosswinds using a 1:25 scaled sectional model wind-tunnel testing. Pressure measurements of two typical sections, one train-head section and one train-body section, at the windward and leeward tracks were conducted under the smooth and turbulence flows with wind attack angles between-6° and 6°, and the corresponding aerodynamic force coefficients were also calculated using the integral method. The experimental results indicate that the track position affects the mean aerodynamic characteristics of the vehicle, especially for the train-body section. The fluctuating pressure coefficients at the leeward track are more significantly affected by the bridge interference compared to those at the windward track. The effect of turbulence on the train-head section is less than that on the train-body section. Additionally, the mean aerodynamic force coefficients are almost negatively correlated to wind attack angles, which is more prominent for vehicles at the leeward track. Moreover, the lateral force plays a critical role in determining the corresponding overturning moment, especially on the train-body section.展开更多
Based on the Kubo formalism, the anomalous Hall effect in a magnetic two-dimensional hole gas with cubic-Rashba spin-orbit coupling is studied in the presence of δ-function scattering potential. When the weak, shortr...Based on the Kubo formalism, the anomalous Hall effect in a magnetic two-dimensional hole gas with cubic-Rashba spin-orbit coupling is studied in the presence of δ-function scattering potential. When the weak, shortranged disorder scattering is considered in the Born approximation, we find that the self-energy becomes diagonal in the helicity basis and its value is independent of the wave number, and the vertex correction to the anomalous Hall conductivity due to impurity scattering vanishes when both subbands are occupied. That is to say, the anomalous Hall effect is not vanishing or influenced by the vertex correction for two-dimensional heavy-hole system, which is in sharp contrast to the case of linear-Rashba spin-orbit coupling in the electron band when the short-range disorder scattering is considered and the extrinsic mechanism as well as the effect of external electric field on the SO interaction are ignored.展开更多
Two finite-element models of the CRTS II slab track are presented to simulate temperature-induced deformations of the concrete track slab with no deterioration or with a deteriorated cement asphalt mortar(CAM).One mod...Two finite-element models of the CRTS II slab track are presented to simulate temperature-induced deformations of the concrete track slab with no deterioration or with a deteriorated cement asphalt mortar(CAM).One model,which considers the fully bonding interface between the slab and the CAM layer,could applied to a track that is in good condition;the other model uses cohesive zone elements to simulate the deteriorated CAM with some possible interfacial separation and slip.Utilizing both of the models,temperature-induced warp deformations of track under various temperature loads are investigated.The influence of temperature deformation on the dynamic properties of the track is analyzed based on the train-track coupled dynamics.Numerical results show that the deteriorated CAM layer can significantly increase temperature deformations of a CRTS II track slab,which would produce tiny rail irregularities.There are clear differences between the deformation shapes of the track slabs that have an inseparable mortar layer and those have a separable mortar layer.The track slab with a deteriorated mortar layer showed more open curl distortion than the track slab in good condition.The dynamical response index of the slab track is intensified to a certain level due to the temperature deformation;with an increase of the train speed,the track dynamical responses increased linearly.However,rail irregularities due to the temperature deformations are very tiny.Even if a track is exposed to extreme temperature loads and the mortar layer is deteriorated,temperature deformation can have a negligible effect on the track’s dynamical properties.展开更多
Turnouts are in close proximity to each other in the stations of high-speed railway.The stress and deformation of those turnouts which are laid nearby are influenced mutually and therefore those turnouts should be con...Turnouts are in close proximity to each other in the stations of high-speed railway.The stress and deformation of those turnouts which are laid nearby are influenced mutually and therefore those turnouts should be considered together.On the basis of finite element method,according to No.18 jointless turnout with swing nose frog in the ballasted track of high-speed railway,a finite element calculating model of jointless turnout group coupling the longitudinal,lateral and vertical directions is established.The influencing factors,for instance the number of turnouts,connection form,length of intermediate straight line and ballast bed longitudinal resistance,on the mechanical characteristics of turnout,transverse deformation of switch rail and range of rail temperature for laying turnout are analyzed in this paper.The results show that more turnouts result in more obvious interaction between them when the lengths of intermediate straight line are the same;more significant influence between the turnouts with the connection form of head-to-head is produced compared to that of head-to-end;from the perspective of statics,influence between turnouts could be ignored basically if the intermediate straight line is over 50 m;bigger longitudinal resistance of ballast bed leads to less influence between the turnouts.展开更多
By applying nonequilibrium Green's function formalism combined with the first-principles density functional theory, we investigate the electronic transport in two molecular junctions constituted by a substituted o...By applying nonequilibrium Green's function formalism combined with the first-principles density functional theory, we investigate the electronic transport in two molecular junctions constituted by a substituted oligo (phenylene ehtynylene) sand-wiched between two Au electrodes. Our calculations show that the weak molecule-electrode coupling is responsible for the observation of the negative differential resistance (NDR) effect in experiments. When the coupling is weak, the projected density of states (PDOS) of the molecule and the electrodes undergoes a mismatch-match-mismatch procedure, which increases and then decreases the transmission peak intensities, leading to a NDR effect. We also find that the localization/delocalization of the molecular orbitals and the change of charge state of the molecule have no direct relation with the NDR effect, because they change little as the voltage increases.展开更多
基金Supported by U.S. Office of Naval Research,Ocean Acoustics Program(322OA)under Nos.N00014-11-1-0701 and N00014-13-1-0306
文摘Acoustic modal behavior is reported for an L-shape hydrophone array during the passage of a strong nonlinear internal wave packet. Acoustic track is nearly parallel to the front of nonlinear internal waves. Through modal decomposition at the vertical array, acoustic modes are identified. Modal evolution along the horizontal array then is examined during a passing internal wave. Strong intensity fluctuations of individual modes are observed before and during the internal waves packet passes the fixed acoustic track showing a detailed evolution of the waveguide modal behavior. Acoustic refraction created either uneven distribution of modal energy over the horizontal array or additional returns observable at the entire L-shape array. Acoustic ray-mode simulations are used to phenomenologically explain the observed modal behavior.
基金Projects(51808563,51925808)supported by the National Natural Science Foundation of ChinaProject(KLWRTBMC18-03)supported by the Open Research Fund of the Key Laboratory of Wind Resistance Technology of Bridges of ChinaProject(2017YFB1201204)supported by the National Key R&D Program of China。
文摘In this study, experiments were carried out to investigate aerodynamic characteristics of a high-speed train on viaducts in turbulent crosswinds using a 1:25 scaled sectional model wind-tunnel testing. Pressure measurements of two typical sections, one train-head section and one train-body section, at the windward and leeward tracks were conducted under the smooth and turbulence flows with wind attack angles between-6° and 6°, and the corresponding aerodynamic force coefficients were also calculated using the integral method. The experimental results indicate that the track position affects the mean aerodynamic characteristics of the vehicle, especially for the train-body section. The fluctuating pressure coefficients at the leeward track are more significantly affected by the bridge interference compared to those at the windward track. The effect of turbulence on the train-head section is less than that on the train-body section. Additionally, the mean aerodynamic force coefficients are almost negatively correlated to wind attack angles, which is more prominent for vehicles at the leeward track. Moreover, the lateral force plays a critical role in determining the corresponding overturning moment, especially on the train-body section.
基金Supported by the Research Fund for Outstanding Young Teachers in Higher Education Institutions of Shanghai under Grant No.gjd08040the Scientific Research Startup Funds of SUESthe National Natural Science Foundation of China under Grant No.C-6201-10-001
文摘Based on the Kubo formalism, the anomalous Hall effect in a magnetic two-dimensional hole gas with cubic-Rashba spin-orbit coupling is studied in the presence of δ-function scattering potential. When the weak, shortranged disorder scattering is considered in the Born approximation, we find that the self-energy becomes diagonal in the helicity basis and its value is independent of the wave number, and the vertex correction to the anomalous Hall conductivity due to impurity scattering vanishes when both subbands are occupied. That is to say, the anomalous Hall effect is not vanishing or influenced by the vertex correction for two-dimensional heavy-hole system, which is in sharp contrast to the case of linear-Rashba spin-orbit coupling in the electron band when the short-range disorder scattering is considered and the extrinsic mechanism as well as the effect of external electric field on the SO interaction are ignored.
基金supported by the National Basic Research Program of China("973"Project)(Grant No.2013CB036202)the National Natural Science Foundation of China(Grant Nos.51008254,51478397)the Fundamental Research Funds for Central Universities(Grant No.2682013CX029)
文摘Two finite-element models of the CRTS II slab track are presented to simulate temperature-induced deformations of the concrete track slab with no deterioration or with a deteriorated cement asphalt mortar(CAM).One model,which considers the fully bonding interface between the slab and the CAM layer,could applied to a track that is in good condition;the other model uses cohesive zone elements to simulate the deteriorated CAM with some possible interfacial separation and slip.Utilizing both of the models,temperature-induced warp deformations of track under various temperature loads are investigated.The influence of temperature deformation on the dynamic properties of the track is analyzed based on the train-track coupled dynamics.Numerical results show that the deteriorated CAM layer can significantly increase temperature deformations of a CRTS II track slab,which would produce tiny rail irregularities.There are clear differences between the deformation shapes of the track slabs that have an inseparable mortar layer and those have a separable mortar layer.The track slab with a deteriorated mortar layer showed more open curl distortion than the track slab in good condition.The dynamical response index of the slab track is intensified to a certain level due to the temperature deformation;with an increase of the train speed,the track dynamical responses increased linearly.However,rail irregularities due to the temperature deformations are very tiny.Even if a track is exposed to extreme temperature loads and the mortar layer is deteriorated,temperature deformation can have a negligible effect on the track’s dynamical properties.
基金supported by the National Natural Science Foundation-High Speed Railway Joint Fund of China (Grant No. U1234211)the National Natural Science Foundation of China (Grant No. 51108025)the Ministry of Railways Science and Technology Research Development Major Project of China (Grant Nos. 2010G018-D-2 and2011G014-D)
文摘Turnouts are in close proximity to each other in the stations of high-speed railway.The stress and deformation of those turnouts which are laid nearby are influenced mutually and therefore those turnouts should be considered together.On the basis of finite element method,according to No.18 jointless turnout with swing nose frog in the ballasted track of high-speed railway,a finite element calculating model of jointless turnout group coupling the longitudinal,lateral and vertical directions is established.The influencing factors,for instance the number of turnouts,connection form,length of intermediate straight line and ballast bed longitudinal resistance,on the mechanical characteristics of turnout,transverse deformation of switch rail and range of rail temperature for laying turnout are analyzed in this paper.The results show that more turnouts result in more obvious interaction between them when the lengths of intermediate straight line are the same;more significant influence between the turnouts with the connection form of head-to-head is produced compared to that of head-to-end;from the perspective of statics,influence between turnouts could be ignored basically if the intermediate straight line is over 50 m;bigger longitudinal resistance of ballast bed leads to less influence between the turnouts.
基金supported by the National Basic Research Program of China (Grant No. 2009CB929204)the National Natural Science Foundation of China (Grant Nos. 10874100, 10904082 and 11074146)the Natural Science Foundation of Shandong Province (Grant No. ZR2009AL004)
文摘By applying nonequilibrium Green's function formalism combined with the first-principles density functional theory, we investigate the electronic transport in two molecular junctions constituted by a substituted oligo (phenylene ehtynylene) sand-wiched between two Au electrodes. Our calculations show that the weak molecule-electrode coupling is responsible for the observation of the negative differential resistance (NDR) effect in experiments. When the coupling is weak, the projected density of states (PDOS) of the molecule and the electrodes undergoes a mismatch-match-mismatch procedure, which increases and then decreases the transmission peak intensities, leading to a NDR effect. We also find that the localization/delocalization of the molecular orbitals and the change of charge state of the molecule have no direct relation with the NDR effect, because they change little as the voltage increases.
