AMF phasing—A precise control of the ignition timing of AKM for reduction of the injection error

This paper deals with a new concept, named “AMF Phasing”, which intends to minimize the effect of injection error that would result during apogee motor firing (AMF) of the spinning spacecraft. The characteristic of velocity increment error is derived analytically, based on the disturbed spinning motion during AMF. In order to precisely estimate the amount of fuel required for post-AMF orbital correction maneuvers, a probability model is proposed which estimates the total injection error probability combining the dominant error factors, i.e. pre-AMF attitude determination error and velocity increment error during AMF.It is shown that a substantial saving in fuel normally consumed for post-AMF can be expected, when the resultant velocity increment error contribution, which otherwise would be randomly directed in inertial space, is controlled so that it appears in the direction of local right ascension by igniting AKM at the proper instant (AMF Phasing). The procedure for AMF phasing, using a Sun pulse as a reference signal for the ignition timing is described in this paper. It was actually applied for GMS-2, Japan's second Geostationary Meteorological Satellite (HIMAWARI-II). The HIMAWARI-II post-AMF orbit determination shows that AMF Phasing worked successfully and it is concluded that a substantial fuel saving was achieved.     

Advanced high capacity domestic satellite communications system

This paper describes a concept of multibeam high capacity transmission possible with a 30/20 GHz and 50/40 GHz domestic satellite communication system. The relationship between satellite antenna pointing accuracy and multi-beam antenna interference, as well as the relationship between satellite antenna pointing accuracy and multi-satellite interference are looked at.The ultra high capacity domestic satellite communication system will have multi-beam antennas with a 76.0 dB at both 20 GHz and 40 GHz. These antennas will provide 4950 beams that approximately correspond to the number of end office of the Japanese telephone network, and have a pointing accuracy of 0.005 degrees. This system will be equipped with 9900 30/20 GHz and 50/40 GHz transponder channels with bit rates of 800 Mbps. Its capacity will be 119 Tbps through use of 15 large communication satellite platforms.     

气膜冷却叶片上扩散型冷却孔对紊流流场的影响

带有护散型冷却孔的气膜冷却叶版是新开发的结构，用于具有很市初始温度（1700℃）的氢气燃气轮机，名古屋工业大学流体机械实验室在日本首次对该结构的流场进行了研究。用垂直型和X型的热线测量了流场，获得了主流方向平均速度，紊流强度和雷诺剪应力，在沿下游方向和展向方向的平面里分别整理了实验数据，证实了扩散冷却孔对改善燃气轮机膜冷却紊流流场的效果。     

A series of small scientific satellite with flexible standard bus

Japan Aerospace Exploration Agency has a plan to develop the small satellite standard bus for various scientific missions and disaster monitoring missions. The satellite bus is a class of 250–400 kg mass with three-axis control capability of 0.02 accuracy. The science missions include X-ray astronomy missions, planetary telescope missions, and magnetosphere atmosphere missions. In order to adapt the wide range of mission requirements, the satellite bus has to be provided with flexibility. The concepts of modularization, reusability, and product line are applied to the standard bus system. This paper describes the characteristics of the small satellite standard bus which will be firstly launched in 2011.     

Structure and thermal control of panel extension satellite (PETSAT)

Panel ExTension SATellite (PETSAT) [S. Nakasuka, Y. Nakamura, Panel extension satellite (PETSAT)—a novel satellite concept consisting of modular, functional and plug-in panels, in: 24th International Symposium on Space Technology and Science, invited talk, 2004-o-2, 2004 [1]] is a satellite which is made of several “functional panels”. Each panel has a special dedicated function and various combinations of different kinds of functional panels enable PETSAT to deal with various mission requirement. Development of PETSAT requires four interface requirements. These are mechanical interface, thermal interface, electrical interface and information interface. In this paper, mechanical interface and thermal interface of PETSAT are especially focused on and introduced. In the development of PETSAT issues about mechanical interface corresponds to panel structure and deployment mechanism. The structure of PETSAT is designed so as to have light weigh, enough space for devices and high stiffness. And deployment system has simple mechanism to avoid vacuum metalizing and improve reliability. On the other hand, approaches for thermal interface [K. Higashi, S. Nakasuka, Y. Sugawara, H. Sahara, K. Koyama, C. Kobayashi, T. Okada, Thermal control of panel extension satellite (PETSAT), in: 25th International Symposium on Space Technology and Science, 2006-j-02, 2006 [2]] are homogenization of temperature within panel and between panels. Homogenization of temperature within panels can be realized by heat lane plate, and that between panels is realized by magnetic fluid loop with magnetic heat pump. These approaches for mechanical and thermal interface are demonstrated in SOHLA-2 [Y. Sugawara, S. Nakasuka, T. Eishima, H. Sahara, Y. Nakamura, K. Koyama, C. Kobayashi, T. Okada, Elemental technologies for realization of panel extension satellite (PETSAT), in: 25th International Symposium on Space Technology and Science, 2006-J-01, 2006 [3]] that is satellite of technology demonstration for PETSAT.     

Supersonic drag reduction technology in the scaled supersonic experimental airplane project by JAXA

Anticipating the international cooperative development of a next generation supersonic transport (SST), Japan Aerospace Exploration Agency (JAXA) has developed an advanced drag reduction technique as one of the key technologies that will be required. JAXA's technique is based on an aerodynamically optimum combination of well-known pressure drag reduction concepts and a new friction drag reduction concept. The pressure drag reduction concepts are mainly grounded in supersonic linear theory and involve the application of an arrow planform, a warped wing with optimum camber and twist, and an area-ruled body. The friction drag reduction concept is a world-first technical approach that obtains a natural laminar flow wing with a subsonic leading edge at supersonic speed. An ideal pressure distribution is first designed to delay boundary layer transition even on a highly swept wing, then an original CFD-based inverse design method is applied to obtain a wing shape that realizes the pressure distribution. An unmanned and scaled supersonic experimental airplane was flown at the Woomera test field in Australia in October 2005 to prove those concepts. Flight data analysis and comparison of flight data with CFD design data validated the drag reduction technique both qualitatively and quantitatively.