自调Q激光器的理论分析

利用速率方程，对自调Q激光二极管抽运固体激光器进行了数值模拟。通过求解析解计算了自调Q脉冲的峰值功率、单脉冲能量、脉冲宽度、能量利用率、重复频率、平均输出功率等参量。根据自调Q二极管抽运固体激光器的特点，分别得到了使抽运阈值功率最小的最佳自调Q晶体长度和使光-光效率最大的最佳自调Q晶体长度。     

脉冲氧碘化学激光器的动力学模拟研究

根据氧碘化学激光器的反应机理建立了一维预混脉冲出光理论模型,从理论上研究了碘原子密度、单重态氧密度及产率、其他组分密度和光学参量(输出耦合率、增益长度等)对单脉冲能量及脉宽的影响.分析了影响单脉冲能量和激光脉宽的内部动力学过程.讨论了出光过程中增益开关效应.计算的结果为优化脉冲氧碘化学激光器提供了理论依据.     

高效率激光二极管泵浦100 Hz 3.5 J Nd：YAG MOPA激光器

研制了结构简单、高效率激光二极管泵浦Nd:YAG MOPA激光器.振荡级输出单脉冲能量1.13J,重复频率为100 HZ.MOPA系统输出最大单脉冲能量2.35 J,光-光转换效率为39％.实验结果和理论计算符合较好.     

高效率激光二极管泵浦100 Hz 3.5 J Nd∶YAG MOPA激光器

研制了结构简单、高效率激光二极管泵浦Nd∶YAGM0PA激光器.振荡级输出单脉冲能量1.13 J,重复频率为100HZ.MOPA系统输出最大单脉冲能量2.35 J,光-光转换效率为39%.实验结果和理论计算符合较好.     

根据激光单脉冲能量空间分布测量激光横模结构的方法

针对脉冲激光器,提出了一种根据激光单脉冲能量空间分布测量激光横模结构的方法,构造了相应算法,并通过理论和实验验证了该方法.通过对调Q二极管泵浦固体激光器的调Q过程进行数值模拟,计算出单脉冲能量空间分布曲线和各阶横模比例,同时根据单脉冲能量空间分布曲线上一些离散点计算出各阶横模比例,且与调Q过程数值模拟的直接计算结果相等.同时在实验中根据测量出的单脉冲能量相对值,计算出各阶横模比例,拟合出腔外不同距离处的单脉冲能量空间分布曲线.对腔外不同距离处单脉冲能量相对值和相应拟合曲线进行比较,发现测量值和拟合曲线吻合.     

根据激光单脉冲能量空间分布测量激光横模结构的方法

针对脉冲激光器,提出了一种根据激光单脉冲能量空间分布测量激光横模结构的方法,构造了相应算法,并通过理论和实验验证了该方法.通过对调Q二极管泵浦固体激光器的调Q过程进行数值模拟,计算出单脉冲能量空间分布曲线和各阶横模比例,同时根据单脉冲能量空间分布曲线上一些离散点计算出各阶横模比例,且与调Q过程数值模拟的直接计算结果相等.同时在实验中根据测量出的单脉冲能量相对值,计算出各阶横模比例,拟合出腔外不同距离处的单脉冲能量空间分布曲线.对腔外不同距离处单脉冲能量相对值和相应拟合曲线进行比较,发现测量值和拟合曲线吻合.     

氧碘化学激光器运行模式对其脉冲化影响的模拟研究

根据氧碘化学激光器的反应机理建立了一维预混脉冲出光理论模型,从理论上研究了气体总压力在660-2660 Pa, 温度在150-400 K区间内对单脉冲能量、脉宽和峰值功率的影响.分析了气体总压和温度对出光特性影响的内在原因. 计算结果表明:增益介质温度对单脉冲能量的影响要远大于对激光脉宽的影响;增益介质温度在150 K, 气体总压在1330 Pa可以获得比温度在400 K,气体总压为2660 Pa时更高的峰值功率. 因此在不干扰超音速流动状态条件下瞬间大量产生碘原子,可以实现高效的脉冲氧碘化学激光器.     

激光单脉冲冲量的扭摆测量方法

 激光脉冲作用于工质，使工质烧蚀反喷，产生微小冲量。研究了扭摆微小冲量测量方法，提出了在激光烧蚀反喷作用力下扭摆的运动方程，激光单脉冲作用下冲量所满足的积分方程。进一步通过积分方程的离散化方法，提出了激光单脉冲冲量的计算方法，并且进行了精度分析。为采用扭摆测量激光单脉冲冲量，提供了工程测量和计算方法。     

4 MeV闪光X光机轫致辐射靶设计

对4 MeV闪光X光机的轫致辐射靶参数进行了设计和模拟计算。利用蒙特卡罗程序,计算得到当轫致辐射靶的有效钽靶材厚度约为0.6 mm时,靶正前方1 m处产生的单脉冲X光的照射量值最大,可以达到约2.86×10－3 C/kg,满足4 MeV闪光X光机对其单脉冲X光的设计要求。对不同能量下的单脉冲电子束加载在轫致辐射靶上的能量沉积密度进行了计算和比较,分析研究了不同结构下的靶破坏,结果表明:轫致辐射靶采用叠靶结构的钽靶能够满足4 MeV闪光机的实验需求。     

二极管泵浦Nd:YAG板条双通放大器技术研究

对二极管泵浦NdYAG板条双通放大器进行了理论设计和数值计算.在注入能量1 mJ,小信号增益为0.23 cm-1时理论计算结果为双通放大器输出能量为229.8 mJ.实验在10 Hz时获得单脉冲输出能量216 mJ;400 Hz时获得单脉冲输出能量203.4 mJ,光束质量因子小于5,激光脉宽为16.9 ns.实验结果与理论计算基本吻合.用相位共轭镜取代0°全反镜,超高斯镜取代振荡级输出镜,并采用镜面均匀的光学器件可以改善光束质量及光斑均匀性.     

球形钨合金破片空气阻力系数实验研究

 实验研究了理想球形钨合金破片和经历爆轰驱动的球形钨合金破片长距离飞行时的速度衰减规律。实验结果表明：（1）对于理想球形钨合金破片，在同一初始速度条件下，衰减系数为常数，空气阻力系数与初始速度有关，两者成线性关系；（2）对于经历爆轰驱动的球形钨合金破片，由于有轻微的质量损失和变形，速度衰减规律与理想球形钨合金破片有明显的区别，空气阻力系数与飞行速度有关，两者成线性关系。     

空气呼吸模式激光推进实验研究

介绍了利用实验室自行研制的紫外预电离TEA CO2激光器进行的金属线导引抛物面光船垂直推进实验,脉冲能量60J时,冲量耦合系数可达到390N／MW。这一结果远高于Myrabo和Schall等人用电子束维持放电激光器获得的空气呼吸模式冲量耦合系数。还介绍了利用光电二极管探测He-Ne激光束,He-Ne激光束强度变化反映了空气呼吸模式激光推进时空气密度变化,进而观察了激光束照射光船后空气扰动的情况。     

超燃冲压发动机推进性能理论分析

超燃冲压发动机的正推力问题和超声速燃烧的稳定性问题是制约超燃冲压发动机发展的两个关键气动物理问题.虽然经过50多年的研究,但是目前国内外对这两个关键问题的机理还没有研究清楚.文章首次将CJ爆轰理论应用于超燃冲压发动机推进性能分析,给出了这两个关键气动问题的理论分析结果.分析结果表明,燃烧室入口空气静温对发动机的推进性能产生重要影响.当爆轰波的爆速大于隔离段内空气来流的速度时,会向隔离段上游传播,导致发动机不起动.飞行Mach数Ma=6~8是超燃发动机的临界不稳定范围,飞行Mach数Ma>9,超声速燃烧将变得稳定.      

External dissipation in driven two-dimensional turbulence

Turbulence in a freely suspended soap film is created by electromagnetic forcing and measured by particle tracking. The velocity fluctuations are shown to be adequately described by the forced Navier-Stokes equation for an incompressible two-dimensional fluid with a linear drag term to model the frictional coupling to the surrounding air. Using this equation, the energy dissipation rates due to air friction and the film's internal viscosity are measured, as is the rate of energy injection from the electromagnetic forcing. Comparison of these rates demonstrates that the air friction is a significant energy dissipation mechanism in the system.     

球形破片长距离飞行时速度衰减规律研究

 通过二级轻气炮发射方式、激光无阻测量方法测量了不同材料、不同直径的球形破片在不同初速条件下长距离（最大距离达120 m）飞行时的速度衰减规律。试验结果表明：在同一初速条件下，球形破片长距离飞行时的衰减系数为常数；破片飞行空气阻力系数与破片初速有关，在战斗部设计关心的范围内（1.2～2.2 km/s），阻力系数与初速成线性关系。     

Estimation of energetic efficiency of heat supply in front of the aircraft at supersonic accelerated flight. Part II. Mathematical model of the trajectory boost part and computational results

The fuel economy was estimated at boost trajectory of aerospace plane during energy supply to the free stream. Initial and final velocities of the flight were given. A model of planning flight above cold air in infinite isobaric thermal wake was used. The comparison of fuel consumption was done at optimal trajectories. The calculations were done using a combined power plant consisting of ramjet and liquid-propellant engine. An exergy model was constructed in the first part of the paper for estimating the ramjet thrust and specific impulse. To estimate the aerodynamic drag of aircraft a quadratic dependence on aerodynamic lift is used. The energy for flow heating is obtained at the sacrifice of an equivalent decrease of exergy of combustion products. The dependencies are obtained for increasing the range coefficient of cruise flight at different Mach numbers. In the second part of the paper, a mathematical model is presented for the boost part of the flight trajectory of the flying vehicle and computational results for reducing the fuel expenses at the boost trajectory at a given value of the energy supplied in front of the aircraft. Sections, formulas, and figures have a numbering continued from the first part of the paper printed in the journal “Thermophysics and Aeromechanics”, 2008, Vol. 15, No. 4, P. 537–548.     

Estimation of energetic efficiency of heat supply in front of the aircraft at supersonic accelerated flight. Part 1. Mathematical models

Fuel economy at boost trajectory of the aerospace plane was estimated during energy supply to the free stream. Initial and final flight velocities were specified. The model of a gliding flight above cold air in an infinite isobaric thermal wake was used. The fuel consumption rates were compared at optimal trajectory. The calculations were carried out using a combined power plant consisting of ramjet and liquid-propellant engine. An exergy model was built in the first part of the paper to estimate the ramjet thrust and specific impulse. A quadratic dependence on aerodynamic lift was used to estimate the aerodynamic drag of aircraft. The energy for flow heating was obtained at the expense of an equivalent reduction of the exergy of combustion products. The dependencies were obtained for increasing the range coefficient of cruise flight for different Mach numbers. The second part of the paper presents a mathematical model for the boost interval of the aircraft flight trajectory and the computational results for the reduction of fuel consumption at the boost trajectory for a given value of the energy supplied in front of the aircraft.     

翼型绕流的洛伦兹力控制机理

在翼型上翼面壁面附近流场中形成的流向洛伦兹力,可提升翼型的升力减小阻力,然而制约其推广应用的主要瓶颈是极为低下的控制效率,为提高洛伦兹力的控制效率,需研究其控制机理.以翼型绕流的洛伦兹力控制为例,利用双时间步Roe格式及水槽对其进行数值及实验研究.结果表明:洛伦兹力的控制效果随着来流速度的增加而下降,升力增幅和阻力减幅与来流速度大小呈反比关系,但升力增加和阻力减小的规律不变,都是升力先急剧增加随后缓慢增加,而阻力先急剧减小然后再缓慢增加,基本原因为升力和阻力先受洛伦兹力推力的影响而分别增加和减小,随后洛伦兹力作用增加翼面壁面摩擦力,导致升力减小和阻力增加,流向洛伦兹力还导致翼型壁面压力下降,增加翼型升力和压差阻力;壁面摩擦力导致的升力降幅比壁面压力变化导致的升力增幅小,壁面压力变化起主导作用;洛伦兹力推力对阻力的降幅比压差阻力的增幅大,洛伦兹力推力起主导作用,因此阻力减小.     

Effect of a rough surface on the aerodynamic characteristics of a two-bladed wind-powered engine with cylindrical blades

We have reported the results of experiments on determining the drag coefficient and the thrust coefficient of a two-bladed wind-powered engine based on the Magnus effect with rotating rough cylinders in the range of air flow velocity of 4–10 m/s (Re = 26800–90000) for a constant rotation number of a cylindrical blade about its own axis. The results show that an increase in the Reynolds number reduces the drag coefficient and the thrust coefficient. The extent of the influence of the relative roughness on the aerodynamic characteristics of the two-bladed wind-powered engine has been experimentally established.     

沟槽壁面减阻机理实验研究

利用IFA300型热线风速仪,测量了光滑壁面和沟槽减阻壁面湍流边界层内的瞬时速度,利用自行设计的阻力天平仪测量了壁面摩擦力。得到了边界层无量纲速度分布和平均湍动能分布。对测得的脉动速度信号,利用离散正交小波变换按时间和尺度分解,得到各尺度分量的湍动能,并且发现其分布在湍流惯性区具有极大值。分析表明,当沟槽有减阻效果时,边界层内的平均湍动能减小,湍流惯性区各分量的湍动能极大值亦减小。