Prospects of Global Navigation Satellite System (GNSS) reflectometry for geodynamic studies

Innovative processing of satellite radar altimetry over solid Earth has been successfully applied for observing geodynamic process of glacial isostatic adjustment over the former Laurentide Ice Sheet in the present-day Hudson Bay land region. In this contribution, a simulation is conducted to study the prospects of the applications of space-/airborne and land-based Global Navigation Satellite System (GNSS) reflectometry to synoptically observe global-scale geodynamic processes with a vertical accuracy of ∼2 mm/yr.     

Auroral Substorms: Search for Processes Causing the Expansion Phase in Terms of the Electric Current Approach

Auroral substorms are mostly manifestations of dissipative processes of electromagnetic energy. Thus, we consider a sequence of processes consisting of the power supply (dynamo), transmission (currents/circuits) and dissipations (auroral substorms-the end product), namely the electric current line approach. This work confirms quantitatively that after accumulating magnetic energy during the growth phase, the magnetosphere unloads the stored magnetic energy impulsively in order to stabilize itself. This work is based on our result that substorms are caused by two current systems, the directly driven (DD) current system and the unloading system (UL). The most crucial finding in this work is the identification of the UL (unloading) current system which is responsible for the expansion phase. A very tentative sequence of the processes leading to the expansion phase (the generation of the UL current system) is suggested for future discussions.

1. (1)
   The solar wind-magnetosphere dynamo enhances significantly the plasma sheet current when its power is increased above \(10^{18}~\mbox{erg}/\mbox{s}\) (\(10^{11}\) w).
    
2. (2)
   The magnetosphere accumulates magnetic energy during the growth phase, because the ionosphere cannot dissipate the increasing power because of a low conductivity. As a result, the magnetosphere is inflated, accumulating magnetic energy.
    
3. (3)
   When the power reaches \(3\mbox{--}5\times 10^{18}~\mbox{erg}/\mbox{s}\) (\(3\mbox{--}5\times 10^{11}\) w) for about one hour and the stored magnetic energy reaches \(3\mbox{--}5\times10^{22}\) ergs (\(10^{15}\) J), the magnetosphere begins to develop perturbations caused by current instabilities (the current density \({\approx}3\times 10^{-12}~\mbox{A}/\mbox{cm}^{2}\) and the total current \({\approx}10^{6}~\mbox{A}\) at 6 Re). As a result, the plasma sheet current is reduced.
    
4. (4)
   The magnetosphere is thus deflated. The current reduction causes \(\partial B/\partial t > 0\) in the main body of the magnetosphere, producing an earthward electric field. As it is transmitted to the ionosphere, it becomes equatorward-directed electric field which drives both Pedersen and Hall currents and thus generates the UL current system.
    
5. (5)
   A significant part of the magnetic energy is accumulated in the main body of the magnetosphere (the inner plasma sheet) between 4 Re and 10 Re, because the power (Poynting flux \([ \boldsymbol{E} \times \boldsymbol{B} ])\) is mainly directed toward this region which can hold the substorm energy.
    
6. (6)
   The substorm intensity depends on the location of the energy accumulation (between 4 Re and 10 Re), the closer the location to the earth, the more intense substorms becomes, because the capacity of holding the energy is higher at closer distances. The convective flow toward the earth brings both the ring current and the plasma sheet current closer when the dynamo power becomes higher.
    

This proposed sequence is not necessarily new. Individual processes involved have been considered by many, but the electric current approach can bring them together systematically and provide some new quantitative insights.

     

有无涵道动力下的类BWB低速布局气动特性研究

随着航空飞行器的不断发展,新型非常规气动布局研究早已成为世界航空大国的关注焦点。基于TRIP 3.0软件平台通过等效盘模型应用到涵道风扇内外流一体化模拟中,完成对类BWB低速布局有无涵道风扇动力下的气动特性和流场影响分析。首先,对某单独螺旋桨验证算例进行分析;然后,对单独涵道风扇进行计算,得到设计推力下的涵道动力叶片数、安装角及转速等参数;最后,将设计推力下涵道动力参数应用到类BWB低速布局全机有无动力模拟中。结果表明:计算拉力和扭矩值与试验值吻合较好;尾部布置的涵道动力对机身后段及尾翼压力分布影响显著;涵道对前方气流抽吸作用,加速机身后段上表面气流流速,减小内侧平尾有效迎角,对机身和平尾升力以及俯仰力矩系数影响较大;在小迎角状态下,涵道动力对机身增升作用明显,会产生明显低头力矩,但对平尾作用正好相反,且两者增量大小相当,使得全机增升效果不显著,且俯仰力矩变化较小。     

弧齿锥齿轮齿面优化修正及计算机仿真

由于加工误差和热处理变形等因素的影响 ,实际弧齿锥齿轮齿面啮合质量通常与“轮齿接触分析”(TCA)所得的理论结果有所差异。本文提出了基于最小二乘法的加工参数识别方法和齿面优化修正方法 ,经计算机仿真验证 ,修正后的齿面与原设计的齿面 ,具有非常近似的 TCA结果。     

弧齿锥齿轮的齿距误差对传动性能的影响研究

采用齿轮啮合仿真和承载啮合仿真技术 ,对重合度达到 2 .0的航空弧齿锥齿轮的齿距误差的影响进行了研究。首先定义了航空弧齿锥齿轮相对齿距误差 ,选取了量级 ,研究了这一误差对齿轮实际重合度、传动误差、齿面载荷分布和齿间载荷分配的影响。进一步又分析了在一定齿距误差下载荷变化的影响以及固定载荷下误差变化的影响 ,为高重合度航空弧齿锥齿轮的应用提供了依据     

高重合度弧齿锥齿轮的强度分析

本文采用有限元应力影响矩阵法研究了高重合度弧齿锥齿轮在多种误差和载荷条件下的弯曲应力状态 ,证明了经过优化设计的高重合度弧齿锥齿轮不仅有良好的动态性能 ,而且在一定误差范围内在强度方面具有优越性     

弹用混合式陶瓷轴承的开发研究

为延长弹用涡喷发动机轴承的寿命、避免过早失效和提高其可靠性，在分析全钢轴承恶性失效形式的基础上，根据工况对轴承性能的要求研制了混合式陶瓷轴,承用拟静力学分析方法对比分析了全钢轴承和混合式陶瓷轴承的性能指标，台架实验表明了陶瓷轴承以疲劳逐步扩展的良性失效形式为主要失效形式，能够克服全钢轴承在高速高温重载限量润滑条件下发生热失稳、咬死等恶性故障，对高速恶化工况有很好的适应性。     

多块网格网络并行计算中的负载分配研究

针对CFD中多块网格计算的特点，并使用MPI网络并行系统，对某战斗机绕流进行了基于三维Euler方程的并行计算，主要研究了多块网格并行计算中负载的分配方法，发展了负载自动分配和网格自动重分区程序，计算结果表明：并行计算结果和实验结果完全吻合，8个节点机的并行效率达到了89％。     

亚声S型进气道模型吹风试验特性的研究

采用半经验的方法，对某S型进气道的模型试验数据进行了回归，建立了弹用涡喷（扇）发动机常用S型高亚声速进气道总压恢复系数与习行马赫数Ma，流量系数ψ，攻角α和侧滑角β的相关函数关系。该关经验公式可用于发动机稳态和启动加速过程一元数值仿真模型，从而提高一元发动机性能数值仿真计算的准确性。