航空通信网络中复杂干扰过滤技术研究

航空通信环境中存在复杂的干扰信号,对正常的通信信号造成强烈的干扰。利用传统算法进行干扰信号过滤,无法避免由于干扰信号过于复杂导致过滤不充分的缺陷。提出一种基于加权残差优化算法的航空通信网络中复杂干扰过滤方法。对原始信号进行降频处理,能够消除峰值干扰信号,提高了信号的准确性。根据加权残差修正优化算法的相关原理,对通信信号进行残差优化处理,经过处理后的通信信号在受到干扰时会形成零陷,实现了对复杂干扰信号的过滤。实验结果表明,利用该算法进行航空通信网络中复杂干扰信号过滤,能够有效提高过滤的准确性,效果令人满意。     

风筝设计及其在航空教育实践中的应用

为了使风筝能够更好地在青少年航空教育教学实践中得到推广,本文阐述了风筝构造、空气动力,以及受力与稳定性分析等风筝设计的相关概念与原理,介绍了美国NASA航空教育的风筝设计软件Kite Modeler,以及自己的教育教学实践情况。实践表明,风筝设计、制作、放飞是一项集简易航空器设计、手工制作、体能锻炼、休闲娱乐等为一体的实践活动,在大中小学航空教育中具有良好的现实意义。     

数字梯度敏感方法及其在航空透明件断裂力学中的应用

本文将数字梯度敏感方法用于航空透明件断裂力学问题研究。首先,基于透明材料的弹性-光学效应,建立了透明件应力状态与光线穿过透明件后的偏转角之间的关系。在平面应力假设下,利用最小二乘拟合建立了I型裂纹尖端应力强度因子与光学偏转角的关系。其次,通过数字梯度敏感方法搭建非接触光学测试平台,开展了带单边裂纹的航空有机玻璃试件三点弯曲实验,应用数字梯度敏感方法提取了I型裂纹尖端应力强度因子。最后,通过选择不同计算子区域和步长大小,分析了数字梯度敏感方法中的子区域和步长选择对计算结果的影响。研究结果表明,数字梯度敏感方法实验所得应力强度因子与经验公式计算所得结果偏差小于10%,通过增加最小二乘拟合项数以及合理的子区域和步长选择可以减小数字梯度敏感方法计算应力强度因子误差。     

乳化液膜法对模拟乙酸乙酯废气吸收的研究

摘要：针对水吸收法难于处理非（弱）水溶性有机废气的问题,以煤油为油相,失水山梨醇三油酸酯（Span 85）为乳化剂,制得水相/油相（W/O）乳化液膜,进行了吸收模拟乙酸乙酯废气的研究.结果表明：乳化液膜体系对乙酸乙酯废气吸收效率最高可达89%,1 h内吸收效率大于50%以上;低温、低表面活性剂体积分数和高废气质量浓度有利于提高吸收速率,在实验条件下存在最佳油水比1∶1.     

Effect of cold plasma process on the surface wettability of NBR and the kerosene resistance of NBR/PTFE composites

In this study, first the acrylonitrile‐butadiene rubber (NBR5080) was modified by argon (Ar), air, and oxygen plasma at low temperature, and the effect of plasma process (power, time, and pressure) on the surface properties of NBR5080, the interfacial properties, physical properties, and the mechanical properties of NBR5080/polytetrafluoroethylene (PTFE) composites were investigated. The state contact angle and the surface free energy were applied to characterize the surface wettability of NBR5080. The scanning electron microscope and the atomic force microscope were used to observe the surface morphology of the NBR5080. The chemical changes on the NBR5080 surface were verified by X‐ray photoelectron spectroscopy. The average water contact angle the NBR5080 declined obviously when NBR5080 was treated by Ar (100 W/600 s/30 Pa). The active oxygen groups were introduced onto the surface of NBR5080 by cold plasma treatment and more active group containing oxygen were observed on the samples treated by Ar plasma. The peel strength between the NBR5080 and the PTFE was increased obviously, which increased from 0 to 44.2 N?m^?1 for Ar plasma treatment. The mass and the dimension of NBR5080 increase sharply after immersing in kerosene, whereas the NBR5080/PTFE composites changed a little. The mechanical properties of NBR5080 and NBR5080/PTFE composites decreased as the immersion time in kerosene increased, but the decreased degree of NBR5080 is higher than NBR5080/PTFE composites.     

CO/CO2一步法制备航空煤油的研究进展

CO/CO₂一步法制备航空煤油技术是石油基航空煤油重要的替代手段之一。目前,CO一步法制备航空煤油技术存在的主要问题是航空煤油组分C₈~C₁₆选择性不高。CO₂一步法制备航空煤油存在的问题是CO₂转化率低和C₈~C₁₆选择性不高。综述了近五年CO/CO₂一步法制备航空煤油用催化剂的研究进展。催化剂研究的重点在于主催化剂、载体和助催化剂。调变主催化剂、载体和助催化剂,有望得到理想的航空煤油组分。     

煤油裂解产物/空气与煤油/空气在宽温度范围内点火延迟的对比研究

Kerosene is an ideal endothermic hydrocarbon. Its pyrolysis plays a significant role in the thermal protection for high-speed aircraft. Before it reacts, kerosene experiences thermal decomposition in the heat exchanger and produces cracked products. Thus, to use cracked kerosene instead of pure kerosene, knowledge of their ignition properties is needed. In this study, ignition delay times of cracked kerosene/air and kerosene/air were measured in a heated shock tube at temperatures of 657–1333 K, an equivalence ratio of 1.0, and pressures of 1.01 × 10⁵–10.10 × 10⁵ Pa. Ignition delay time was defined as the time interval between the arrival of the reflected shock and the occurrence of the steepest rise of excited-state CH species (CH*) emission at the sidewall measurement location. Pure helium was used as the driver gas for high-temperature measurements in which test times needed to be shorter than 1.5 ms, and tailored mixtures of He/Ar were used when test times could reach up to 15 ms. Arrhenius-type formulas for the relationship between ignition delay time and ignition conditions (temperature and pressure) were obtained by correlating the measured high-temperature data of both fuels. The results reveal that the ignition delay times of both fuels are close, and an increase in the pressure or temperature causes a decrease in the ignition delay time in the high-temperature region (> 1000 K). Both fuels exhibit similar high-temperature ignition delay properties, because they have close pressure exponents (cracked kerosene: τ_ign∝P^-0.85; kerosene:τ_ign∝P^-0.83) and global activation energies (cracked kerosene: E_a = 143.37 kJ·mol^-1; kerosene: E_a = 144.29 kJ·mol^-1). However, in the low-temperature region (< 1000 K), ignition delay characteristics are quite different. For cracked kerosene/air, while the decrease in the temperature still results in an increase in the ignition delay time, the negative temperature coefficient (NTC) of ignition delay does not occur, and the low-temperature ignition data still can be correlated by an Arrhenius-type formula with a much smaller global activation energy compared to that at high temperatures. However, for kerosene/air, this NTC phenomenon was observed, and the Arrhenius-type formula fails to correlate its low-temperature ignition data. At temperatures ranging from 830 to 1000 K, the cracked kerosene ignites faster than the kerosene; at temperatures below 830 K, kerosene ignition delay times become much shorter than those of cracked kerosene. Surrogates for cracked kerosene and kerosene are proposed based on the H/C ratio and average molecular weight in order to simulate ignition delay times for cracked kerosene/air and kerosene/air. The simulation results are in fairly good agreement with current experimental data for the two fuels at high temperatures (> 1000 K). However, in the low-temperature NTC region, the results are in very good agreement with kerosene ignition delay data but disagree with cracked kerosene ignition delay data. The comparison between experimental data and model predictions indicates that refinement of the reaction mechanisms for cracked kerosene and kerosene is needed. These test results are helpful to understand ignition properties of cracked kerosene in developing regenerative cooling technology for high-speed aircraft.     

煤油氧气脉冲爆震火箭发动机爆震特性

脉冲爆震火箭发动机(PDRE)是一种利用脉冲式爆震波产生高温、高压燃气发出的冲量来产生推力的推进系统.与常规液体火箭发动机相比,脉冲爆震火箭发动机具有更高的性能,并且结构更简单.本文以航空煤油为燃料、氧气为氧化剂、压缩氮气为隔离气体,并利用电磁阀控制燃料、氧化剂和隔离气体的间歇式供给.利用低的点火能量(50mJ),在内径50mm,长度1.1m的爆震管内进行了大量的多循环爆震试验,研究煤油氧气电磁阀脉冲爆震火箭发动机的爆震波特性.研究结果为进一步研究气液两相多次爆震燃烧机理提供了依据,为研制工程应用的PDRE提供理论和实践基础.     

Experimental and theoretical investigation of CO2 and air bubble rising velocity through kerosene and distilled water in bubble column

This paper concerns with developing of parameters which influence terminal velocities of air and CO₂ bubbles in distilled water and kerosene pools. The objective of this study is to validate and correct the formulas that were developed by previous investigators for prediction of terminal velocities. The investigation revealed that the terminal velocity of a single rigid spherical bubble in Newtonian fluids can be developed by balancing of mechanical forces acting on the bubble. However, for large bubbles, because of deforming of the bubble which is a result of interfacial tension, the effect of surface tension should be considered in the terminal velocity prediction formula. By using PSO algorithm and plotting experimental data of terminal velocity against the size of gas bubbles, the suitable equation for each of systems was chosen. Results showed that Jamialahmadi model is more practical for terminal velocity prediction. Jamialahmadi model requires a modification to be utilized for air-kerosene, CO₂-kerosene, air- distilled water and CO₂-distilled water systems. The developed PSO algorithm model is accurate for prediction of experimental data with an average R² value of 0.9722.     

Infrared radiation characteristics of liquid oxygen/kerosene rocket engine plume with different number of nozzles

A method for calculating the liquid oxygen (LOX)/kerosene rocket engine plume infrared radiation characteristics was proposed, infrared radiation characteristics of the gas oxygen/kerosene model engine were studied by simulation and experiment, and the accuracy of the method was proved. On this basis, studies on infrared spectral radiation characteristics and infrared imaging characteristics of single- and double-nozzle 120?ton thrust LOX/kerosene engine plume were carried out. It is found that, the engine nozzle number can be determined according to infrared imaging characteristics of the engine plume at the appropriate detection angle. Compared to using 2–5?µm band, the infrared radiation imager with clearer plume structure can be obtained using the spectral band such as 2.7 and 4.3?µm bands. The change in the detection angle and the increase in the engine number will have a significant effect on the infrared radiation intensity of the LOX/kerosene engine plume, but they will not change the infrared spectral radiation characteristics.