Noise and whole-body vibration measurements were made in a Viking military vehicle to determine the variation that should be expected during repeat measures,the effect of speed(up to 60 km/h in 5 km/h increments),and ...Noise and whole-body vibration measurements were made in a Viking military vehicle to determine the variation that should be expected during repeat measures,the effect of speed(up to 60 km/h in 5 km/h increments),and during travel over different types of terrain(comprising concrete road,gravel track and rough cross-country).Measurements were made at various crew positions(including the driver and commander)in both the front and the rear cabs in the vehicles.Three translational axes of vibration were measured in each seat.Two speeds were investigated over road(35 km/h and 55e60 km/h)and gravel(20 km/h and 35 km/h)surfaces.The effect of varying speed of the vehicle on the measured noise and vibration magnitudes was also investigated.The highest sound pressure level(LAeq)of 104 dB(A)was measured at the commander’s standing position during travel over concrete road at 55 km/h.Higher noise levels occurred for a standing commander compared with when sitting on the seat.A maximum single axis frequency-weighted vibration magnitude of 1.0 m/s^(2) r.m.s.was measured on the driver’s seat during travel over track at 35 km/h.Higher vibration magnitudes occurred during travel over track compared with travel over road.Both noise and vibration exposure of crew within the Viking vehicle increased with increasing speed of the vehicle.展开更多
The Beryl Embayment is situated at the south end of the North Viking Graben in the North Sea. Three sets of normal faults, with N-S, NW-SE and NE-SW orientations, have been recognized in the Beryl Embayment. High-reso...The Beryl Embayment is situated at the south end of the North Viking Graben in the North Sea. Three sets of normal faults, with N-S, NW-SE and NE-SW orientations, have been recognized in the Beryl Embayment. High-resolution subsidence analysis of 73 wells, combined with some seismic data, has been used to document Middle to Late Jurassic subsidence patterns in this area. The high temporal resolution achieved （1 to 2 million years per data point） has also allowed an assessment to be made of temporal evolution of faults with different orientations, and a study made of how and when the East Shetland Fault was linked and controlled sedimentary facies distributions. The results indicate that the East Shetland Fault can be divided into northern and southern parts which were linked together during the Early-Mid Oxfordian. The Mid-Late Jurassic syn-rift phase can be divided into four stages： minor active extension stage during the Bathonian-Middle Callovian, early syn-rotational stage during the Late Callovian-Early-Mid Oxfordian, syn-rotational climax stage during the Late Oxfordian-Early Volgian, and late syn-rotational stage during the Mid-Late Volgian. The results also show that there was a sequential variation of extension direction of active normal faults with different orientations, with an overall shift in the dominant orientation of active normal faults from N-S in the Bathonian-Middle Oxfordian, through NNW-SSE in the Late Oxfordian-Early Volgian （≈N30°E）, to NW-SE （≈N45°E） in the Mid-Late Volgian.展开更多
文摘Noise and whole-body vibration measurements were made in a Viking military vehicle to determine the variation that should be expected during repeat measures,the effect of speed(up to 60 km/h in 5 km/h increments),and during travel over different types of terrain(comprising concrete road,gravel track and rough cross-country).Measurements were made at various crew positions(including the driver and commander)in both the front and the rear cabs in the vehicles.Three translational axes of vibration were measured in each seat.Two speeds were investigated over road(35 km/h and 55e60 km/h)and gravel(20 km/h and 35 km/h)surfaces.The effect of varying speed of the vehicle on the measured noise and vibration magnitudes was also investigated.The highest sound pressure level(LAeq)of 104 dB(A)was measured at the commander’s standing position during travel over concrete road at 55 km/h.Higher noise levels occurred for a standing commander compared with when sitting on the seat.A maximum single axis frequency-weighted vibration magnitude of 1.0 m/s^(2) r.m.s.was measured on the driver’s seat during travel over track at 35 km/h.Higher vibration magnitudes occurred during travel over track compared with travel over road.Both noise and vibration exposure of crew within the Viking vehicle increased with increasing speed of the vehicle.
文摘The Beryl Embayment is situated at the south end of the North Viking Graben in the North Sea. Three sets of normal faults, with N-S, NW-SE and NE-SW orientations, have been recognized in the Beryl Embayment. High-resolution subsidence analysis of 73 wells, combined with some seismic data, has been used to document Middle to Late Jurassic subsidence patterns in this area. The high temporal resolution achieved （1 to 2 million years per data point） has also allowed an assessment to be made of temporal evolution of faults with different orientations, and a study made of how and when the East Shetland Fault was linked and controlled sedimentary facies distributions. The results indicate that the East Shetland Fault can be divided into northern and southern parts which were linked together during the Early-Mid Oxfordian. The Mid-Late Jurassic syn-rift phase can be divided into four stages： minor active extension stage during the Bathonian-Middle Callovian, early syn-rotational stage during the Late Callovian-Early-Mid Oxfordian, syn-rotational climax stage during the Late Oxfordian-Early Volgian, and late syn-rotational stage during the Mid-Late Volgian. The results also show that there was a sequential variation of extension direction of active normal faults with different orientations, with an overall shift in the dominant orientation of active normal faults from N-S in the Bathonian-Middle Oxfordian, through NNW-SSE in the Late Oxfordian-Early Volgian （≈N30°E）, to NW-SE （≈N45°E） in the Mid-Late Volgian.
