Effects of Low Energetic Neutral Atoms on Martian and Venusian Dayside Exospheric Temperature Estimations

The heating of the upper atmospheres and the formation of the ionospheres on Venus and Mars are mainly controlled by the solar X-ray and extreme ultraviolet (EUV) radiation (λ = 0.1–102.7 nm and can be characterized by the 10.7 cm solar radio flux). Previous estimations of the average Martian dayside exospheric temperature inferred from topside plasma scale heights, UV airglow and Lyman-α dayglow observations of up to ∼500 K imply a stronger dependence on solar activity than that found on Venus by the Pioneer Venus Orbiter (PVO) and Magellan spacecraft. However, this dependence appears to be inconsistent with exospheric temperatures (<250 K) inferred from aerobraking maneuvers of recent spacecraft like Mars Pathfinder, Mars Global Surveyor and Mars Odyssey during different solar activity periods and at different orbital locations of the planet. In a similar way, early Lyman-α dayglow and UV airglow observations by Venera 4, Mariner 5 and 10, and Venera 9–12 at Venus also suggested much higher exospheric temperatures of up to 1000 K as compared with the average dayside exospheric temperature of about 270 K inferred from neutral gas mass spectrometry data obtained by PVO. In order to compare Venus and Mars, we estimated the dayside exobase temperature of Venus by using electron density profiles obtained from the PVO radio science experiment during the solar cycle and found the Venusian temperature to vary between 250–300 K, being in reasonable agreement with the exospheric temperatures inferred from Magellan aerobraking data and PVO mass spectrometer measurements. The same method has been applied to Mars by studying the solar cycle variation of the ionospheric peak plasma density observed by Mars Global Surveyor during both solar minimum and maximum conditions, yielding a temperature range between 190–220 K. This result clearly indicates that the average Martian dayside temperature at the exobase does not exceed a value of about 240 K during high solar activity conditions and that the response of the upper atmosphere temperature on Mars to solar activity near the ionization maximum is essentially the same as on Venus. The reason for this discrepancy between exospheric temperature determinations from topside plasma scale heights and electron distributions near the ionospheric maximum seems to lie in the fact that thermal and photochemical equilibrium applies only at altitudes below 170 km, whereas topside scale heights are derived for much higher altitudes where they are modified by transport processes and where local thermodynamic equilibrium (LTE) conditions are violated. Moreover, from simulating the energy density distribution of photochemically produced moderately energetic H, C and O atoms, as well as CO molecules, we argue that exospheric temperatures inferred from Lyman-α dayglow and UV airglow observations result in too high values, because these particles, as well as energetic neutral atoms, transformed from solar wind protons into hydrogen atoms via charge exchange, may contribute to the observed planetary hot neutral gas coronae. Because the low exospheric temperatures inferred from neutral gas mass spectrometer and aerobraking data, as well as from CO⁺ ₂ UV doublet emissions near 180–260 nm obtained from the Mars Express SPICAM UV spectrograph suggest rather low heating efficiencies, some hitherto unidentified additional IR-cooling mechanism in the thermospheres of both Venus and Mars is likely to exist. An erratum to this article can be found at     

磁浮高速会车压力波和列车风的实测研究

会车压力波是影响高速磁浮列车快速、安全和舒适运行的一个重要空气动力学问题。为进一步评估车辆设计,于2003年11月对上海磁悬浮列车在5.1m线间距下的高速会车压力载荷进行了测量,得到了通过列车以400km/h~500km/h的速度运行时引起的会车压力波的大小,同时测量了距离列车侧面0.5m和1.3m处列车风的大小。     

高速列车突入隧道与缓冲结构时的数值模拟

对高速列车突入单线隧道-缓冲结构物体系的空气动力学进行了研究，采用有限体积法进行区域离散，控制方程为三维粘性、可压缩、不等熵、非定常流的Navier-Stokes方程，并引进了两种形状的缓冲结构物以了解在隧道入口压缩波前的形成。模拟结果表明，缓冲结构物能有效地降低压力波和微气压波前的压力梯度。     

行星轮系动态特性分析

针对某一具有五个行星轮的2K-H型行星齿轮传动系统,建立了多自由度系统的动力学模型,采用Gill法对系统的运动微分方程进行数值积分,得到了此多自由度系统在刚度激励作用下的动态响应,并计算了轮齿间的动态载荷,其中着重考虑了齿轮接触比和太阳轮中心浮动对动态特性的影响。      

偏心与齿频误差对封闭差动人字齿轮传动系统动态均载特性的影响分析

基于集中参数理论,建立了封闭差动人字齿轮传动系统动力学模型,模型中考虑了支撑的弹性变形、啮合齿轮副的时变啮合刚度激励、误差激励以及中间浮动构件的影响.引入斜齿轮啮合刚度公式按并联方式计算了人字齿时变啮合刚度,采用傅里叶级数法求解系统动力学方程,获得了系统动态均载系数,分析了偏心与齿频误差对系统均载特性的影响.研究结果表明:差动级均载系数对齿频误差敏感,随齿频误差的增加而增大,均载系数基本不受偏心误差的影响;封闭级均载系数对偏心误差敏感,随偏心误差的增加而增大,均载系数基本不受齿频误差的影响;齿频误差对差动级均载系数的影响比偏心误差对封闭级均载系数的影响大,差动级均载系数大于封闭级均载系数.      

行星机构的可靠性分析与计算

行星机构的结构设计缺陷、制造与安装误差、支撑构件刚度不足等原因可能会使系统发生一定程度的偏载,从而会影响整个机构的使用寿命与可靠性。利用最小次序统计量的概念建立了行星齿轮系的可靠度计算模型,模型反映了偏载对齿轮系可靠性的影响。首先,对行星机构进行了详细的运动学和力学分析,计算得到了各个齿轮的随机载荷历程。根据Miner线性疲劳累积损伤法则,将随机载荷历程转化为等效恒幅载荷谱,并将其作为可靠性模型的载荷输入变量。然后,将特定齿轮的疲劳寿命数据进行统计处理,将统计结果作为可靠性模型的强度输入变量。最后,根据模型的计算结果定量地说明了偏载对行星齿轮系可靠性的影响程度,同时利用随机截尾数据处理方法对可靠性模型的有效性进行了验证。     

基于火焰面和射流模型的双模态冲压燃烧室一维性能计算

为了快速地得到双模态燃烧室中的参数分布,采用射流模型,获得燃料混合分数的时均值、脉动值以及当量标量耗散率的时均值在双模态冲压发动机燃烧室中的三维分布;采用火焰面模型得到燃烧组分和释热分布,将三维信息通过流道横截面面积平均加入到一维非稳态计算模型,求解流动控制方程得到双模态燃烧室一维参数分布。通过不同类型算例验证,表明该方法能较准确地预测燃烧内壁面压力的变化趋势,克服了燃料射流非一维因素对一维计算方法带来的不利影响。     

开式转子发动机齿轮传动系统设计技术研究

等速对转行星齿轮传动系统是对转风扇开式转子发动机的关键技术。与齿轮驱动单级风扇(GTF)发动机的行星齿轮传动系统相比较,该系统的结构更为复杂,工作条件更恶劣。本文以对转风扇开式转子发动机齿轮传动系统概念设计为基础,开展了行星齿轮传动系统初步设计、齿轮疲劳强度分析、行星轴承寿命分析和传动系统润滑设计技术研究,为开式转子发动机的发展提供参考。     

公-自转耦合的滚针轴承保持架振动特性

建立了含公-自转耦合的行星轮滚针轴承动力学微分方程组,采用gear stiff（GSTIFF）变步长积分算法对微分方程组进行求解,对比研究了有无公转工况下保持架的打滑率和振动特性,分析了公-自转耦合工况下结构参数和工况参数对两者的影响。结果表明:纯自转工况下保持架振动加速度幅频图各倍频处对应1个幅值,公-自转耦合工况下各倍频处对应2个幅值;在公-自转耦合工况下,保持架振动幅值随径向力和公转速度的增大而增大,随自转速度的增大而减小,存在一个最优间隙比,即间隙比为1左右时使保持架振动幅值最小;保持架打滑率变化趋势与纯自转时一致,但数值减小且减幅越来越大;综上,公-自转耦合工况下会增大保持架径向振动特性,减小周向振动特性。      

电动汽车传动系参数设计及动力性仿真

对电动汽车电动机、传动系的传动比和电池组容量等参数设计的原则和方法进行了分析和探讨,并以某种型号电动汽车为研究对象,对动力传动系的参数进行合理的选择和设计.建立了整车动力传动系统及其关键零部件电动机、电池、减速器等的性能仿真模型.应用电动汽车仿真软件ADVISOR(Advanced Vehicle Simulator)对整车动力性进行了仿真计算.仿真结果表明,以锂离子电池为能源的电动汽车的加速性、爬坡能力、最大车速、续驶里程等动力性能均满足设计指标要求,从而验证了仿真模型的正确性和有效性.