机载海洋激光测深系统参量设计与最大探测深度能力分析

详细讨论了机载海洋激光测深系统最大测量深度与相关因子之间的关系，并利用最小可探测信噪比为判据，对机载海洋激光测深系统在白天和晚上工作进行了数值模拟，通过比较最大测量深度与激光脉冲峰值功率、接收视场角、接收口径和光谱接收带宽等关系，确定了系统的主要参量。以确定的参量建立的系统具有白天49m和晚上65m的最大测深能力，可完全满足在沿岸带以及岛礁的测量要求。     

放射性9C束流不同贯穿深度上的线能谱测量

为阐述放射性⁹C束流应用于治癌的物理基础, 运用一个球形生物组织等效正比计数器测量了⁹C束流不同贯穿深度上的线能谱, 得到了沿束流贯穿深度上的剂量平均线能分布. 将实验测量得到的线能谱转换成为不同传能线密度在吸收剂量中所占份额的分布, 得到了该⁹C束流在不同贯穿深度上的剂量平均传能线密度分布. 将生物组织等效正比计数器测量得到的与先前通过平行板正比计数器测量得到的该⁹C束流的剂量平均传能线密度分布进行比较, 发现: 在束流入射通道上, 两者测量数据符合很好, 而在束流Bragg峰附近⁹C离子的沉积区域, 由组织等效正比计数器测量得到的剂量平均传能线密度值大于由平行板正比计数器测量得到的值.     

侵彻环境下两种钨合金的细观响应特性

本文实验发现具有较大密度和较高速度的93W钨合金长杆模拟弹的穿靶深度反而比密度较小，速度较低的90W钨合金长杆弹的穿靶深度小．针对这一现象，本文从两种材料在侵彻环境下的细观响应特性的差异上给出了有实验根据的合理分析，结论是90W在侵彻环境下较易于形成绝热剪切带，从而在弹头部发生“自锐化”效应所致．     

动态柱形空穴膨胀模型及其在侵彻问题中的应用

 在侵彻问题中的应用进行了研究。通过采用相似变换求解塑性区控制方程，获得了动态柱形空穴膨胀中的弹塑性界面速度、径向应力分布、空穴表面应力的解。基于柱形空穴模型，推导了侵彻方程，并将其得到的预测结果与侵彻实验数据进行了比较。结果表明，模型的理论解与现有数据吻合得很好。 结果还显示了材料的可压缩性和塑性强化模量对柱形空穴膨胀以及侵彻阻力的影响。     

Carbon–epoxy composites based on fibers coated with nylon 6,6: hygrothermal ageing versus interlaminar shear strength

Carbon fibers were coated in situ with a thin film of polyhexamethylene adipamide by an interfacial polycondensation technique. The modified fibers were used for the preparation of epoxy-based unidirectional composites. Specimens of these materials were immersed in water until equilibrium conditions were attained. The weight gain at equilibrium was determined as a function of the immersion temperature, the fiber volume fraction and the polyamide content deposited on the fibers. Water penetration in specimens made with uncoated carbon fibers increases when the volume fraction decreases. Introduction of the polyamide interlayer initially increases the water absorption, but reduces it at higher immersion temperatures and/or higher polyamide contents. The treated specimens were subjected to the short beam test to determine the interlaminar shear strength (ILSS). The data show that the ILSS decreases with water penetration but increases when the immersion temperature increases from 40 to 70°C. The overall performance encountered is discussed in terms of the possible roles of the polyamide interphase while taking into account mechanisms concerned with matrix plasticization, interphase degradation and residual stress relaxation.     

气固射流床射流深度的研究

在３００×５１×２６００ｍｍ的二维射流床中，采用多路毕托管测试系统，对包括三种双组份混合物在内的五种物料的射流深度进行了考察。结果表明，射流管径、射流气速对射流深度都有影响，本文尤其考察了环隙气量与射流深度的关系，发现在同样的射流气速下，环隙气速增大则射流深度降低，得出了综合各种影响因素的关联式。     

Influence of Cyclodextrin Complexation on the in vitro Human Skin Penetration and Retention of the Sunscreen Agent, Oxybenzone

The objective of this study was to investigate the influence of cyclodextrins on the cutaneous availability of the sunscreen oxybenzone. The interaction between oxybenzone and hydrophilic α-, β- and γ-cyclodextrin derivatives was studied in water by phase-solubility analysis. Among the available cyclodextrins, hydroxypropyl-β-cyclodextrin (HP-β-CD) and especially sulfobutylether-β-cyclodextrin (SBE-β-CD) had the greatest solubilizing activity. Ethanol–water solutions containing oxybenzone free or complexed with HP-β-CD or SBE-β-CD were applied to human skin in Franz diffusion cells and the amount of sunscreen permeated into the different cutaneous compartments was determined by HPLC. As much as 20.5% of the oxybenzone applied dose diffused within the skin tissue after 6 h application. Between 39.4% and 54.9% of the penetrated UV filter was localized in the stratum corneum, with no significant difference between uncomplexed oxybenzone or its complex with HP-β-CD. Conversely, the amount retained in the stratum corneum was markedly decreased (ca. 50%) by complexation with SBE-β-CD. Considerable quantities of oxybenzone accumulated into the viable epidermis (5.7% of the applied dose) and dermis (6.2% of the applied dose) from the preparation containing the free UV filter. The sunscreen penetration to the deeper living layers of the skin was remarkably lower (1.0% and 2.0% of applied dose for epidermis and dermis, respectively) upon application of the sunscreen complexed with SBE-β-CD, whereas HP-β-CD had no effect. In addition, photostability experiments demonstrated that SBE-β-CD complexation did not alter the sunscreen photochemical properties.     

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.