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1.
沙漠公路防护林不同林带位置的风沙流结构   总被引：3，自引：0，他引：3  
利用BSNE集沙仪对沙漠公路两侧防护林的近地表风沙流结构进行研究,结果表明:(1)随着高度的增加,不同林带位置上部的输沙量趋于一致,各点风沙流输沙量差异主要集中在近地表处,而植被覆盖与否对近地表气流中的输沙量有决定性作用,输沙量表现为:迎风面流沙地林带间背风面林带内。(2)迎风面及流沙地风沙流输沙量主要分布在距地表20 cm高度内,背风面则集中分布在50 cm高度内,均占观测高度输沙总量的74%以上,林带间及林带内风沙流输沙量在各高度层分布较为平均,介于11%~23%之间。(3)护林体系外(迎风面、背风面及流沙地),风沙流输沙垂直分布差异很大,输沙量随高度增加呈幂函数形式降低,而防护林体系内(林带间及林带内),风沙流垂直分布差异趋于减小,输沙量随高度增加呈多项式形式先降低后增加。  相似文献   

2.
毛乌素沙地风沙流结构的研究   总被引：3，自引：0，他引：3  
运用曲线拟合、拟合方程等方法,对毛乌素沙地南缘流动沙丘0～30cm垂直高度范围内的风沙流结构进行了分析研究。结果表明:在0～30cm高度,输沙率均与风速成正比,与高度成反比,幂函数拟合关系最佳。其中,各高度层输沙率随风速的变化分别呈幂函数或指数函数关系,同风速下输沙率随着高度的增加而减小,呈幂函数或指数函数关系;随着风速和气流中总输沙率的增加,0～30cm高度范围内的绝对输沙率增加,相对输沙率(%)的变化为下层趋于减少,中层略变,上层增加,风沙流结构的特征值λ增大;风沙流中沙粒粒度沿垂向变化为细沙增加,中沙减少,沙粒平均粒径变细。  相似文献   

3.
风速对海岸沙丘表面风沙流结构影响的实证研究   总被引：5，自引：0，他引：5  
在河北昌黎黄金海岸形态典型的横向沙脊顶部,对不同风速下的风沙流结构进行了观测。结果表明:随着风速的增加,风沙流中40 cm高度内的绝对输沙量增加,40~60 cm高度内各层的绝对输沙量减少;相对输沙量,在0~4 cm高度内减少,4~20 cm高度内增加,20~44 cm高度内变化较小,44~60 cm高度内减少;风沙流结构模式在0~40 cm高程内为指数分布,但在0~60 cm高程内随风速增大由幂函数分布转变为指数函数分布,在40~60 cm高程内则转变为相关性更强的多项式函数分布。风速变化对风沙流结构的上述影响,主要与随风速增加增大了沙粒的搬运高度以及气流搬运沙物质的粒度组成有关。  相似文献   

4.
新疆策勒河下游塔克拉玛干沙漠南缘风沙活动特征   总被引：3，自引：0，他引：3  
通过对策勒风沙前沿风况及输沙数据统计分析,采用回归分析方法,初步揭示了其风沙活动特征。结果表明:单方位0-100cm高度集沙仪每层高度输沙量随高度变化服从指数或幂函数关系,0-10cm和0-20cm高度范围累积输沙量分别占总输沙量的12.43-42.88%和23.43-64.16%。全方位跃移输沙量主要集中在WNW、W、SW、WSW、NW方位上,每个观测阶段的输沙势与BSNE水平输沙通量呈多项式函数关系,相关性极好,输沙势大小与40cm高全方位跃移总输沙量呈线性正相关关系。单方位集沙仪在0-100cm高度累积输沙量与输沙势大小呈明显的指数函数关系。通过塔克拉玛干沙漠南缘风沙前沿风况大小可以预测BSNE输沙通量和近地表全方位跃移总输沙量,对于防沙工程的设计具有重要的理论意义。  相似文献   

5.
野外监测试验表明：自由风和风沙流廓线拟合虽都以Z=A·exp(-X/T)+Z1形式分布,但在风沙流中拟合系数更高;风沙流结构中,在20 cm以下随着高度的增加,各高度的输沙率百分比、含沙浓度、运动颗粒能量都呈增大趋势;20 cm以上随高度增加,各高度输沙率百分比变小,输沙率占总输沙率的51%左右,含沙量主要集中在离地面20 cm以内;风沙流在垂直方向上,高度与含沙平均粒径呈负相关,风速与含沙平均粒径变化呈正相关。这些结论对拐子湖地区防风治沙有重要的指导意义。  相似文献   

6.
乌兰布和沙漠风沙流结构的研究   总被引：1，自引：0，他引：1  
作者观测了固定、流动沙丘风沙流结构,并运用拟合曲线、拟合方程等方法对固定、流动沙丘风沙流结构进行了分析研究。结果表明,两种沙丘输沙率均与风速成正比,与高度成反比;0-40cm高度内输沙量与风速之间遵循指数关系;流动沙丘的沙粒运动主要集中在近地层0-6cm高度范围内;另外,植被阻截沉沙效果特别明显,植被覆盖度在30%时,沉沙效果达到95%以上,且随风速的增大而增加。  相似文献   

7.
塔里木盆地西北部3种典型下垫面风沙活动特征   总被引：1，自引：0，他引：1  
风沙流结构是风沙活动特征和土壤风蚀发生过程研究的核心内容。选取塔里木盆地西北部阿克苏地区棉田、枣园和沙漠-绿洲过渡带3种典型下垫面为研究对象,对比分析3次强风条件下不同耕作方式的农田地表和沙漠-绿洲过渡带的风沙流结构特征。结果表明:沙漠-绿洲过渡带由于近似于天然的流沙面,风沙流结构符合幂函数规律,在0~30 cm高度内的输沙量占到总输沙量的88.3%,这一结果高于在塔克拉玛干沙漠其他地区的观测水平;在农田下垫面条件下,由于受到土壤耕作方式和地表植被的影响,风沙流结构发生了很大变异,在0~2 m高度内不再符合幂函数变化规律;沙漠-绿洲过渡带表现出比农田下垫面更大的风沙流的强度,强度从4.08 g·m-1到187.69 g·m-1;覆膜棉花的种植在一定程度上抑制了农田的土壤风蚀。  相似文献   

8.
保护性耕作农田风沙流空间分布规律研究   总被引：3，自引：0，他引：3  
为了解保护性耕作农田风沙流的空间分布规律,对保护性耕作农田进行了野外风洞原位风蚀测试.结果表明:保护性耕作农田在不同风速下各高度的风沙流水平分布符合三次多项式规律,经过27行残茬、5.5 m的水平距离风沙流基本达到了平衡稳定状态;在垂直方向上风沙流分布符合高阶多项式规律,具有与砾石戈壁地表输沙量垂直分布极为相似的"象鼻"效应.试验还发现保护性耕作农田风沙流主要活动在近地表40 cm高度以下范围,占到风蚀物总质量的90%左右.  相似文献   

9.
戈壁、流沙地表风沙流特性研究   总被引：6，自引：0，他引：6  
通过对戈壁、流沙地表风沙流特性的风洞模拟实验研究,风沙流中的风速廓线分布满足幂函数的形式,其幂指数在0.20左右。对于戈壁地表,在不同风速下,相同高度层含沙量具有很大的相关性,风沙活动层主要集中在距地表20cm范围内;由于沙粒与戈壁地表的砾石发生碰撞,风沙流不再服从对数关系递减,其极值出现的高度随风速的增加而上移,呈现"象鼻效应"。  相似文献   

10.
为科学治理黄河乌兰布和沙漠沿岸风沙入黄问题,以该河段沿线流沙为对照,开展了麦草沙障、沙柳沙障、葵花杆沙障和梭梭林为代表的工程与植物固沙实验,对不同治理措施下的风速廓线、粗糙度、风沙流结构、防护效果及其相互关系进行了野外观测与室内分析。结果表明:1)各沙障和梭梭林内风速廓线发生改变,近地表风速显著降低,地表粗糙度和摩阻风速显著增加。2)流沙表面输沙量分布随高度增加呈对数递减,90%集中在0~10cm范围,98%分布在0~30m范围内。3)不同措施的输沙率随风速的增加呈增加趋势,但输沙率仅为流沙的1.07%~38.27%,可很好的控制近地表的流沙活动。4)各类固沙措施的实施效果排序葵花杆沙障>梭梭林>沙柳沙障>麦草沙障,控制流沙效果均达到75%以上,对固定流沙均能起到积极作用。综合考虑固沙效果、成本、运输以及使用寿命等,该地区选择葵花杆沙障和梭梭较为合适。该研究结果可为解决风沙入黄问题、完善黄河沿岸风沙防护体系提供参考。  相似文献   

11.
Desertification is one of the most serious environmental problems in the world,especially in the arid desert regions.Combating desertification,therefore,is an urgent task on a regional or even global scale.The Taklimakan Desert in China is the second largest mobile desert in the world and has been called the'Dead Sea'due to few organisms can exist in such a harsh environment.The Taklimakan Desert Highway,the longest desert highway(a total length of 446 km)across the mobile desert in the world,was built in the 1990s within the Taklimakan Desert.It has an important strategic significance regarding oil and gas resources exploration and plays a vital role in the socio-economic development of southern Xinjiang,China.However,wind-blow sand seriously damages the smoothness of the desert highway and,in this case,mechanical sand control system(including sand barrier fences and straw checkerboards)was used early in the life of the desert highway to protect the road.Unfortunately,more than 70%of the sand barrier fences and straw checkerboards have lost their functions,and the desert highway has often been buried and frequently blocked since 1999.To solve this problem,a long artificial shelterbelt with the length of 437 km was built along the desert highway since 2000.However,some potential problems still exist for the sustainable development of the desert highway,such as water shortage,strong sandstorms,extreme environmental characteristics and large maintenance costs.The study aims to provide an overview of the damages caused by wind-blown sand and the effects of sand control measures along the Taklimakan Desert Highway.Ultimately,we provide some suggestions for the biological sand control system to ensure the sustainable development of the Taklimakan Desert Highway,such as screening drought-resistant species to reduce the irrigation requirement and ensure the sound development of groundwater,screening halophytes to restore vegetation in the case of soil salinization,and planting cash crops,such as Cistanche,Wolfberry,Apocynum and other cash crops to decrease the high cost of maintenance on highways and shelterbelts.  相似文献   

12.
Many desert expressways are affected by the deposition of the wind-blown sand,which might block the movement of vehicles or cause accidents.W-beam central guardrails,which are used to improve the safety of desert expressways,are thought to influence the deposition of the wind-blown sand,but this has yet not to be studied adequately.To address this issue,we conducted a wind tunnel test to simulate and explore how the W-beam central guardrails affect the airflow,the wind-blown sand flux and the deposition of the wind-blown sand on desert expressways in sandy regions.The subgrade model is 3.5 cm high and 80.0 cm wide,with a bank slope ratio of 1:3.The W-beam central guardrails model is 3.7 cm high,which included a 1.4-cm-high W-beam and a 2.3-cm-high stand column.The wind velocity was measured by using pitot-static tubes placed at nine different heights(1,2,3,5,7,10,15,30 and 50 cm)above the floor of the chamber.The vertical distribution of the wind-blown sand flux in the wind tunnel was measured by using the sand sampler,which was sectioned into 20 intervals.In addition,we measured the wind-blown sand flux in the field at K50 of the Bachu-Shache desert expressway in the Taklimakan Desert on 11 May 2016,by using a customized 78-cm-high gradient sand sampler for the sand flux structure test.Obstruction by the subgrade leads to the formation of two weak wind zones located at the foot of the windward slope and at the leeward slope of the subgrade,and the wind velocity on the leeward side weakens significantly.The W-beam central guardrails decrease the leeward wind velocity,whereas the velocity increases through the bottom gaps and over the top of the W-beam central guardrails.The vertical distribution of the wind-blown sand flux measured by wind tunnel follows neither a power-law nor an exponential function when affected by either the subgrade or the W-beam central guardrails.At 0.0H and 0.5H(where H=3.5 cm,which is the height of the subgrade),the sand transport is less at the 3 cm height from the subgrade surface than at the 1 and 5 cm heights as a result of obstruction by the W-beam central guardrails,and the maximum sand transportation occurs at the 5 cm height affected by the subgrade surface.The average saltation height in the presence of the W-beam central guardrails is greater than the subgrade height.The field test shows that the sand deposits on the overtaking lane leeward of the W-beam central guardrails and that the thickness of the deposited sand is determined by the difference in the sand mass transported between the inlet and outlet points,which is consistent with the position of the minimum wind velocity in the wind tunnel test.The results of this study could help us to understand the hazards of the wind-blown sand onto subgrade with the W-beam central guardrails.  相似文献   

13.
利用2007年4月22日塔克拉玛干沙漠腹地一次沙尘过程采集的贴地层梯度输沙样,应用Malvern MS2000激光粒度分析仪进行实验测量。结果显示:平均粒径在100μm附近分布,按梯度层阶越向上颗粒分选越好,粒度曲线呈单峰正偏,极细沙比重最大。对比两个采样点,位于沙丘顶部的B点比位于平坦沙地的A点粒度分布范围更广。  相似文献   

14.
GAO Li 《干旱区科学》2022,14(9):993-1008
Guardrail, an important highway traffic safety facility, is mainly used to prevent vehicles from accidentally driving off the road and to ensure driving safety. Desert highway guardrails hinder the movement of wind-blown sand, resulting in the decline of sand transportation by the pavement and the deposition of sand gains on the pavement, and endangering traffic safety. To reveal the influence of guardrails on sand transportation of desert highway pavement, we tested the flow field and sand transport volume distribution around the concrete, W-beam, and cable guardrails under different wind velocities through wind tunnel simulation. Wind velocity attenuation coefficients, sand transportation quantity, and sand transportation efficiency are used to measure sand transportation of highway pavement. The results show that the sand transportation of highway pavement was closely related to the zoning characteristics of flow field and variation of wind velocity around the guardrails. The flow field of the concrete guardrail was divided into deceleration, acceleration, and vortex zones. The interaction between the W-beam guardrail and wind-blown sand was similar to that of lower wind deflector. Behind and under the plates, there were the vortex zone and acceleration zone, respectively. The acceleration zone was conducive to transporting sand on the pavement. The cable guardrail only caused wind velocity variability within the height range of guardrail, and there was no sand deposition on the highway pavement. When the cable, W-beam, and concrete guardrails were used, the total transportation quantities on the highway pavement were 423.53, 415.74, and 136.53 g/min, respectively, and sand transportation efficiencies were 99.31%, 91.25%, and 12.84%, respectively. From the perspective of effective sand transportation on the pavement, the cable guardrail should be preferred as a desert highway guardrail, followed by the W-beam guardrail, and the concrete guardrail is unsuitable. The study results provide theoretical basis for the optimal design of desert highway guardrails and the prevention of wind-blown sand disasters on the highway pavement.  相似文献   

15.
Tao WANG 《干旱区科学》2017,9(6):888-899
The Lanzhou-Xinjiang High-speed Railway runs through an expansive windy area in a Gobi Desert, and sand-blocking fences were built to protect the railway from destruction by wind-blown sand. However, the shielding effect of the sand-blocking fence is below the expectation. In this study, effects of metal net fences with porosities of 0.5 and 0.7 were tested in a wind tunnel to determine the effectiveness of the employed two kinds of fences in reducing wind velocity and restraining wind-blown sand. Specifically, the horizontal wind velocities and sediment flux densities above the gravel surface were measured under different free-stream wind velocities for the following conditions: no fence at all, single fence with a porosity of 0.5, single fence with a porosity of 0.7, double fences with a porosity of 0.5, and double fences with a porosity of 0.7. Experimental results showed that the horizontal wind velocity was more significantly decreased by the fence with a porosity of 0.5, especially for the double fences. The horizontal wind velocity decreased approximately 65% at a distance of 3.25 m(i.e., 13 H, where H denotes the fence height) downwind the double fences, and no reverse flow or vortex was observed on the leeward side. The sediment flux density decreased exponentially with height above the gravel surface downwind in all tested fences. The reduction percentage of total sediment flux density was higher for the fence with a porosity of 0.5 than for the fence with a porosity of 0.7, especially for the double fences. Furthermore, the decreasing percentage of total sediment flux density decreased with increasing free-stream wind velocity. The results suggest that compared with metal net fence with a porosity of 0.7, the metal net fence with a porosity of 0.5 is more effective for controlling wind-blown sand in the expansive windy area where the Lanzhou-Xinjiang High-speed Railway runs through.  相似文献   

16.
塔里木沙漠公路风沙危害形成研究   总被引：30，自引：10，他引：30  
塔里木沙漠公路南北横贯塔里木盆地 ,全长 5 6 2km ,其中近 80 %的路段穿行于塔克拉玛干沙漠之中 ,是世界上穿越流动沙漠最长的等级公路 ,因而风沙危害是制约沙漠公路正常运行的主要病害。研究表明 ,1)沙漠公路沿线风力强劲 ,沙丘形态各异 ,地表组成物质松散 ,为风沙危害形成提供了动力条件和奠定了物质基础 ;作为风沙危害的受灾对象 ,沙漠公路防沙体系结构以及公路纵横断面也直接作用于风沙危害形成过程 ;2 )沙漠公路风沙危害主要源于防沙体系沙物质的侵入和防沙体系内部因近地面气流变异而产生的风蚀与堆积 ;目前沙漠公路风沙危害的主体是防沙体系 ,危害的形式包括风蚀、风沙流滞留积沙和沙丘前移压埋。  相似文献   

17.
文中基于光滑粒子流体动力学(Smoothed Particle Hydrodynamics:SPH)方法,采用五次样条光滑函数,通过调节不同类型粒子光滑因子,对风沙流运动特性进行分析:1)在风沙流起动阶段,沙粒平均水平速度随高度增加而增大,同一高度处沙粒平均水平速度随时间推移而减小。2)风沙流稳定前后,沙粒数均随高度的增加而减少。3)风沙流形成过程中气体粒子在计算域中心位置产生涡流,并随着时间推移,涡流又出现在计算域中上及右下方位置。4)起沙前后气体脉动强度随摩阻风速增加而增加,随高度增加呈现不同变化。结果表明:该方法模拟精度较高,适用于解决风沙两相流数值模拟问题。  相似文献   

18.
通过对塔克拉玛干沙漠腹地野外试验数据的分析,探讨了塔里木沙漠公路对近地表风沙运动过程的影响.结果表明:①阻沙栅栏和草方格固沙带对近地表气流的速度和风速廓线形成很大影响,风速整体被削弱,而且越接近地表,削弱程度越大,风速廓线的垂直梯度增加;②在防沙体系内,地表输沙率急剧下降,风沙流结构发生很大变化,下层含沙量下降,而上层含沙量相对变化较少,在阻沙栅栏的积沙带和草方格固沙带内上层含沙量趋于均匀分布;(3) 阻沙栅栏和草方格固沙带也影响沙丘的移动.当主导输沙风向与栅栏相交呈小角度时,靠近栅栏的沙丘顺栅栏走向侧向移动相交呈大角度时,移动方向变化不大,草方格固沙带不影响沙丘的移动方向;阻沙栅栏和草方格固沙带能降低沙丘的移动速度,而在固沙带内部,由于沙丘的逆向演变,沙丘体积减小,移动速度较快.  相似文献   

19.
策勒绿洲-荒漠过渡带风沙前沿近地表沙尘水平通量观测   总被引：2，自引：0，他引：2  
沙漠地区近地表水平输送的沙尘物质通量及其随高度的变化是沙尘输送过程的重要表现特征。在塔克拉玛干沙漠南缘策勒绿洲-荒漠过渡带风沙前沿平坦沙地的风沙观测场,利用BSNE集沙仪对近地表（2 m）不同高度沙尘物质的水平输送进行了观测,对其随高度变化特征进行了分析,并对近地表水平运动的沙尘通量进行了计算。结果表明：观测点沙尘物质的水平通量随高度的增加而减小,与高度的关系可用幂函数和指数函数表示;55%～58%的沙尘量在地表0.5 m高度以内传输;73%～75%在地表1 m高度以内传输;87%～89%在地表1.5 m高度以内传输;2010年5月25日至2011年5月24日,通过0～2 m高度的单宽总输沙量为1 846.7 kg•m-1;其中PM80、PM50的输送量分别为1 192.0 kg•m-1、387.9 kg•m-1。  相似文献   

20.
Understanding the characteristics of the structure of desert atmospheric boundary layer and its land surface process is of great importance to the simulations of regional weather and climate.To investigate the atmospheric boundary layer structure and its forming mechanism of Taklimakan Desert,and to improve the accuracy and precision of regional weather and climate simulations,we carried out a GPS radiosonde observation experiment in the hinterland of Taklimakan Desert from 25 June to 3 July,2015.Utilizing the densely observed sounding data,we analyzed the vertical structures of daytime convective boundary layer and nighttime stable boundary layer in summer over this region,and also discussed the impacts of sand-dust and precipitation events on the desert atmospheric boundary layer structure.In summer,the convective boundary layer in the hinterland of Taklimakan Desert developed profoundly and its maximum height could achieve 4,000 m;the stable boundary layer at nighttime was about 400–800-m thick and the residual mixing layer above it could achieve a thickness over 3,000 m.Sand-dust weather would damage the structures of nighttime stable boundary layer and daytime convective boundary layer,and the dust particle swarm can weak the solar radiation absorbed by the ground surface and further restrain the strong development of convective boundary layer in the daytime.Severe convective precipitation process can change the heat from the ground surface to the atmosphere in a very short time,and similarly can damage the structure of desert atmospheric boundary layer remarkably.Moreover,the height of atmospheric boundary layer was very low when raining.Our study verified the phenomenon that the atmospheric boundary layer with supernormal thickness exists over Taklimakan Desert in summer,which could provide a reference and scientific bases for the regional numerical models to better represent the desert atmospheric boundary layer structure.  相似文献   

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