Evolution of the Alfvénic correlation in the solar wind

Summary The radial evolution of Alfvénic correlation is such that its value decreases with increasing heliocentric distance. So far this behaviour has been interpreted as an increase in the local production of ?inward? modes interacting destructively with the ?outward? modes. This work, which deals with largescale turbulence, shows that local generation phenomena are not commonly found in the solar wind and that the Alfvénic character of the fluctuations mainly depend on the ?outward? modes alone. The interaction of these modes with density and/or magnetic-field structures convected by the wind causes their destruction and a consequent depletion of the Alfvénic correlation. The same effect would be obtained if ?inward? modes were really present. Our conclusions are that large-scale ?inward? modes are the spectral counterpart of non-propagating field and plasma structures convected by the solar wind and identified as both compression regions and pressure balance structures. Paper presented at the V Cosmic Physics National Conference, S. Miniato, November 27–30, 1990.     

Nonlinear oblique propagation of magnetohydrodynamic waves in the solar wind

Summary Oblique propagating magnetohydrodynamic waves with various wave forms and amplitudes are observed both at the Earth's foreshock and at comets. The possibility of interpreting some observational results in terms of nonlinear evolution of one- and two-dimensional hydromagnetic waves is investigated. For this purpose both analytical and numerical techniques are employed. It is found that an initial monochromatic wave changes its polarization giving origin to magnetosonic shocks and rotational discontinuities; the time evolution of density-magnetic-field correlation is studied, as a function of the plasma parameters and of the propagation angle. In the two-dimensional case both a transverse instability and a self-focusing effect may take place. Moreover, a two-dimensional magnetosonic solution is found, in which the density fluctuations are driven by the total pressure fluctuation as in a one-dimensional simple wave. These theoretical predictions compare well with the features observed in the solar-wind waves. Paper presented at the V Cosmic Physics National Conference, S. Miniato, November 27–30, 1990.     

Real-time onboard wind and windshear determination,part 2: Detection

This paper is concerned with windshear detection in connection with real-time wind identification (Ref. 1). It presents a comparative evaluation of two techniques, one based on the shear/downdraft factor and one based on the wind difference index. The comparison is done with reference to a particular microburst, that which caused the 1985 crash of Flight Delta 191 at Dallas-Fort Worth International Airport.The shear/downdraft factor has the merit of combining the effects of the shear and the downdraft into a single entity. However, its effectiveness is hampered by the fact that, in a real situation, the windshear is accompanied by free-stream turbulence, which tends to blur the resulting signal. In turn, this results in undesirable nuisance warnings if the magnitude of the shear factor due to free-stream turbulence is temporarily larger than that due to true windshear. Therefore, proper filtering is necessary prior to using the shear/downdraft factor in detection and guidance. One effective way for achieving this goal is to average the shear/downdraft factor over a specified time interval . The effect of on the average shear/downdraft factor is studied.     

Real-time onboard wind and windshear determination,part 1: Identification

Standard wind identification techniques employed in the analysis of aircraft accidents are post-facto techniques; they are processed after the event has taken place and are based on the complete time histories of the DFDR/ATCR data along the entire trajectory. By contrast, real-time wind identification techniques are processed while the event is taking place; they are based solely on the knowledge of the preceding time histories of the DFDR/ATCR data.In this paper, a real-time wind identification technique is developed. First, a 3D-kinematic approach is employed in connection with the DFDR/ATCR data covering the time interval preceding the present time instant. The aircraft position, inertial velocity, and accelerometer bias are determined by matching the flight trajectory computed from the DFDR data with the flight trajectory available from the ATCR data. This leads to a least-square problem, which is solved analytically every seconds, with / small.With the inertial velocity and accelerometer bias known, an extrapolation process takes place so as to predict the inertial velocity profile over the subsequent -subinterval. At the end of this subinterval, the extrapolated inertial velocity and the newly identified inertial velocity are statistically reconciled and smoothed. Then, the process of identification, extrapolation, reconciliation, and smoothing is repeated. Subsequently, the wind is computed as the difference between the inertial velocity and the airspeed, which is available from the DFDR data. With the wind identified, windshear detection can take place (Ref. 1).As an example, the real-time wind identification technique is applied to Flight Delta 191, which crashed at Dallas-Fort Worth International Airport on August 2, 1985. The numerical results show that the wind obtained via real-time identification is qualitatively and quantitatively close to the wind obtained via standard identification. This being the case, it is felt that real-time wind identification can be useful in windhsear detection and guidance, above all if the shear/downdraft factor signal is replaced by the wind difference signal (Ref. 1).This paper and its companion (Ref. 1) are based on Refs. 2–4.This research was supported by the Aviation Research and Education Foundation and by Texas Advanced Technology Program, Grant No. TATP-003604020.     

Electron beam induced purification of dilute off gases from industrial processes and automobile tunnels

The electron beam process has proved to be an efficient method for the removal of inorganic pollutants from flue gas. Since it simulates natural processes which occur in the atmospheric photochemistry, it appeared attractive to investigate the potential of the e-beam process to clean off-gases which contain hydrocarbon and inorganic trace components. Such emissions arise from industrial processes and from automobile tunnels. Commercial solvents were vaporized in air and irradiated with energetic electrons (300 keV). CO, CO₂ and aerosol particles were found as products and were determined quantitatively. The aerosol particles can be collected by a gravel bed filter and can be removed by combustion or biological degradation. From experiments and model calculations it was found that the e-beam process is a very economic tool to remove hydrocarbons from large off-gas volumes at initial concentrations of 50–100 mg C/m³, and that NO_x can be removed very efficiently from tunnel off-gas.     

明线会车、隧道会车及过隧道时的高速列车动力响应1)

明线会车、隧道会车和过隧道工况下的气动压力波对高速列车的动力响应和运行安全产生很大影响,本文建立了三辆编组的高速列车动力学模型,通过数值仿真得到了列车在三种工况下的车体所受的气动力,基于数值积分分析了列车的动力响应和脱轨系数。研究发现：明线会车和隧道会车工况相比,车辆的侧向运动相反。 明线会车和过隧道时,气动载荷对列车的脱轨系数影响较小,而隧道会车时,气动载荷作用对尾车的安全性影响较大。     

风力机叶尖加小翼动力放大特性实验研究

本文在风力机的叶尖上通过添加V型平板小翼实验,提高了风力机的输出功率.在风洞实验研究中,进行了不同长度和宽度,不同前张角和后张角小翼的探索.实验表明小翼对风力机在一定尖速比λ范围内可以提高功率系数cp值.     

大气参数精度对激光传输预估结果的影响

通过对不同情况下参数测量误差导致的到靶激光平均功率密度变化的统计,得到了大气参数精度对激光传输计算结果的影响。风速和气溶胶吸收系数测量误差主要来自热晕效应的影响,热晕越强,对计算结果的影响就越大。强热晕时,风速±(5%～8%)的误差可导致计算结果约±10%的误差;气溶胶吸收权重±(10%～20%)的误差可导致计算结果约 10%的误差。强湍流弱热晕时,大气相干长度±(5%～7%)的误差可导致计算结果约±10%的误差。     

环氧灌浆材料在莞惠城际轨道工程GZH-5标渗漏水治理中的应用

针对当前聚氨酯灌浆材料在渗漏水治理中存在的问题,提出了依靠堵水环氧灌浆材料和高渗透环氧灌浆材料进行渗漏水治理的新思路。环氧类灌浆材料既能够对混凝土裂缝等缺陷进行修复,也能够封堵渗漏水,希望修复后的缺陷能够保持和恢复混凝土结构的耐久性。     

Spin-polarized current and tunnel magnetoresistance in heterogeneous single-barrier magnetic tunnel junctions

Current in heterogeneous tunnel junctions is studied in the framework of the parabolic conduction-band model. The developed model of the electron tunneling takes explicitly into account the difference of effective masses between ferromagnetic and insulating layers and between conduction subbands. Calculations for Fe/MgO/Fe-like structures have shown the essential impact of effective mass differences in regions (constituents) of the structure on the tunnel magnetoresistance of the junction.