直升机动部件断裂谱的编制方法研究

对直升机动部件断裂谱编制方法进行了系统的研究。提出用裂纹扩展寿命控制方法进行低载截除；用分段裂纹扩展速率表达式进行当量折算的方法。并通过实例验证了该方法的可行性，使直升机动部件的断裂谱频数锐减、试验时间与经费明显减少。     

无阀两相脉冲爆震发动机循环过程实验分析

在无阀式以汽油为燃料,空气为氧化剂的脉冲爆震发动机(PDE)模型机上进行了低点火能量多循环实验研究,分析了无阀两相脉冲爆震发动机多循环工作过程。模型机热态试验提供了10~66 Hz爆震循环特征时间分配和爆震管内不同位置压力的变化过程。由于在两相系统中存在较长的点火延迟时间和DDT时间,发现无阀PDE存在较长的点火后填充时间。通过对两相爆震波的形成过程和排出过程的实验研究和分析,以及点火后填充时间,提出了新的无阀PDE特征时间分布。不同频率实验结果表明,从火花塞放电到下一个循环新鲜混合气开始填充这段时间基本不变,称之为极限周期。在该模型中,点火延迟时间和DDT时间占据了极限周期时间的大部分时间,进一步分析了提高循环频率的关键因素。     

力臂控制盒负线接触电阻对工作次数的影响

力臂的工作次数是力臂自动调节装置主要性能指标之一,将直接影响飞机纵向操纵的灵敏度.从力臂的工作原理出发,分析了力臂控制盒负线接触电阻对工作次数影响的原因,为排除力臂故障提供了一定的理论基础.     

基于射击次数的编队防空队形优化配置

为解决舰艇编队协同防空中抗击多方向来袭目标流的队形部署优化问题,提出了以编队对来袭目标流的综合射击次数为目标函数的优化方法。将编队总射击次数分解为零航路捷径和非零航路捷径下的射击次数之和,利用射击次数与、杀伤区纵深、队形配置向量之间的约束关系,给出了计算方法。以一字队形为例,建立了队形部署优化模型。     

Depeaking – economic optimization of air traffic systems

More than half of all flights in and out of Frankfurt International Airport are conducted by Lufthansa airlines, as it is one of their two major hubs. The so called hub and spokes systems allow airlines to bundle major passenger flows via connecting flights across the in- and outbound traffic. The reliability of these transfer connections, and specifically the arrival punctuality at the hub airports are crucial to the economics of the daily operation.Since Frankfurt International Airport has lately been one of the most congested airports in Europe, delays (in particular arrival delays) have increased quite significantly throughout the last years. To compensate for additional queueing time in the arrival processes, the scheduled block times inbound Frankfurt were continuously adjusted upwardly keeping the arrival punctuality (and thereby the connection reliability) close to stable. The two disadvantages of this approach have been the decrease in aircraft productivity and over-deliveries in peak hours, which in turn induce either additional block time delay or ground delay programs inbound Frankfurt.This paper introduces an iterative stochastic-simulation approach that models the vicious circle of lengthening block times and increased over-deliveries. In a second step it quantifies the operational and economical effects of depeaking the schedule and illustrates the overall growth potentials for the depeaked operation of the airport. The schedule was successfully implemented in Frankfurt in summer 2004.     

Comparison between African equatorial station ground-based inferred vertical E × B drift,Jicamarca direct measured drift,and IRI model

The Incoherent Scatter Radar measurement over Jicamarca, together with the IRI model-2007 measurements were compared with ground-based digisonde inferred E × B drift over Ilorin in the African region during year of solar minima (F10.7 = 81). Seasonally, Ilorin pre-reversal enhancement (PRE) had peak drift velocities of 7.2, 3.7 and 7.9 m/s for March equinox, September equinox and December solstice respectively, while Jicamarca drifts indicated 13.0, 10.5 and 5.2 m/s; as well as the IRI model with 14.3, 8.4 and 0.7 m/s in similar order. PRE value was insignificant during June solstice. The PRE magnitude of the IRI-model during the equinoxes is twice the value obtained at Ilorin. The daytime E × B drift peaked over Ilorin 1–2 h earlier than both the modeled and Jicamarca observations. This could be due to the difference in sunset time at the conjugate points corresponding to the altitude of the observation. During the evening time PRE, the respective correlation coefficients (R) for Vz–F10.7 relation over Jicamarca, Ilorin and the modeled observations are −0.5559, 0.4796 and −0.4979. Similarly, the Vz–Ap relation exhibit excellent anti-correlation coefficient (R = −0.8637) for the IRI-model, −0.4827 over Jicamarca and 0.3479 for Ilorin. Annual mean drift velocities over Jicamarca, Ilorin and IRI model measurements respectively are 10, 5.6 and 10 m/s for the peak PRE observation; 15, 16 and 21 m/s for the daytime pre-sunrise peak values; and −21, −9 and −16 m/s for the nighttime downward reversals. The root-mean square (RMS) deviation between IRI-model and the Ilorin drift between 2000 and 0500 h is 4.37, 2.03, 3.71 and 2.42 m/s for March equinox, June solstice, September equinox and December solstice respectively. For Jicamarca–Ilorin drift relation, RMS deviation is 5.48, 2.30, 3.47 and 1.27 m/s in the same order respectively. Annual hmF2 inferred drift over Ilorin during daytime is higher by a factor of ≈2 and 3 at Jicamarca and IRI model measurements respectively; and by a factor of ≈5 for both during the night-time period. The limitations in using hmF2 to infer drifts are discussed.     

零件动态可靠性建模及早期失效率研究

 传统的零件可靠性模型并不能很好地反映随机载荷作用次数对可靠性的影响，同时也掩盖了载荷对零件失效率尤其是早期失效率的贡献。从随机载荷作用的统计学意义出发，运用顺序统计量理论建立了载荷多次作用下的零件可靠性模型；在此基础上，运用泊松随机过程描述载荷的作用过程，建立了零件的动态可靠性模型，并研究了零件可靠度和失效率随时间的变化规律。指出零件的早期失效及失效率并不只是由零件的初始缺陷引起的，而是由随机载荷的作用和零件的强度共同决定的。     

Reminiscences of cosmic ray research in Mexico

Cosmic ray research in Mexico dates from the early 1930s with the work of the pioneering physicist, Manuel Sandoval Vallarta and his students from Mexico. Several experiments of international significance were carried out during that period in Mexico: they dealt with the geomagnetic latitude effect, the north–south and west–east asymmetry of cosmic ray intensity, and the sign of the charge of cosmic rays. The international cosmic ray community has met twice in Mexico for the International Cosmic Ray Conferences (ICRC): the fourth was held in Guanajuato in 1955, and the 30th took place in Mérida, in 2007. In addition, an international meeting on the Pierre Auger Collaboration was held in Morelia in 1999, and the International Workshop on Observing UHE Cosmic Rays took place in Metepec in 2000. A wide range of research topics has been developed, from low-energy Solar Energetic Particles (SEP) to the UHE. Instrumentation has evolved since the early 1950s, from a Simpson type neutron monitor installed in Mexico City (2300 m asl) to a solar neutron telescope and an EAS Cherenkov array, (within the framework of the Auger International Collaboration), both at present operating on Mt. Sierra La Negra in the state of Puebla (4580 m asl). Research collaboration has been undertaken with many countries; in particular, the long-term collaboration with Russian scientists has been very fruitful.     

随机载荷多次作用下的零件失效率计算模型

运用顺序统计量理论和载荷-强度干涉模型建立了以载荷作用次数为寿命度量指标框架下的零件可靠度和失效率计算模型.分析了随机载荷多次作用时零件失效的过程,从随机载荷作用的统计学意义出发,运用顺序统计量建立了随机载荷多次作用下的零件可靠性模型.在此基础上,定义了以载荷作用次数为寿命度量指标框架下的失效率,给出了失效率计算的一般表达式,并建立了载荷多次作用时零件的失效率计算模型.最后,研究了零件可靠度和失效率随载荷作用次数的变化规律.该模型可用于指导产品的环境应力筛选试验以及其他可靠性试验.     

Study of daytime vertical E × B drift velocities inferred from ground-based magnetometer observations of ΔH,at low latitudes under geomagnetically disturbed conditions

In this study, 30 storm sudden commencement (SSC) events during the period 2001–2007 for which daytime vertical E × B drift velocities from JULIA radar, Jicamarca (geographic latitude 11.91°S, geographic longitude 283.11°E, 0.81°N dip latitude), Peru and ΔH component of geomagnetic field measured as the difference between the magnitudes of the horizontal (H) components between two magnetometers deployed at two different locations Jicamarca (geographic latitude 11.91°S, geographic longitude 283.11°E, 0.81°N dip latitude) and Piura (geographic latitude 5.21°S, geographic longitude 279.41°E, 6.81°N dip latitude), in Peru, were considered. It is observed that a positive correlation exists between peak value of daytime vertical E × B drift velocity and peak value of ΔH for the three consecutive days of SSC. A qualitative analysis made after selecting the peak values of daytime vertical E × B drift velocity and ΔH showed that 57% of the events have daytime vertical E × B drift velocity peak in the magnitude range 20–30 m/s and 63% of the events have ΔH peak in the range 80–100 nT. The maximum probable (45%) range of time of occurrence of peak value for both vertical E × B drift velocity and ΔH during the daytime hours were found to be the same, i.e., 10:00–12:00 LT. A strong positive correlation was also found to exist between the daytime vertical E × B drift velocity and ΔH for all the three consecutive days of SSC, for all the events considered. To establish a quantitative relationship between day time vertical E × B drift velocity and ΔH, linear and polynomial (order 2 and 3) regression analysis (Least Square Method (LSM)) were carried out, considering the fully disturbed day after the commencement of the storm as ‘disturbed period’ for the SSC events selected for analysis. The formulae indicating the relationship between daytime vertical E × B drift velocity and ΔH, for the ‘disturbed periods’, obtained through the regression analysis were verified using the JULIA radar observed E × B drift velocity for 3 selected events. Root Mean Square (RMS) error analysis carried out for each case suggest that polynomial regression (order 3) analysis provides a better agreement with the observations from among the linear, polynomial (order 2 and 3) analysis.