单柱地轨型三坐标机立柱的研究

结合单柱地轨型三坐标机的结构特点，通过对横梁的分析进而对立柱进行了详尽的研究，这些研究包括对立柱的结构分析、受力分析和误差分析。最后指出由立柱弹性变形引起的测量误差可以和由其它因素引起的测量误差相迭加，并可进行软件修正。

On simulation of precise orbit determination of HY-2 with centimeter precision based on satellite-borne GPS technique

The HY-2 satellite carrying a satellite-borne GPS receiver is the first Chinese radar altimeter satellite, whose radial orbit determination precision must reach the centimeter level. Now HY-2 is in the test phase so that the observations are not openly released. In order to study the precise orbit determination precision and procedure for HY-2 based on the satellite- borne GPS technique, the satellite-borne GPS data are simulated in this paper. The HY-2 satellite-borne GPS antenna can receive at least seven GPS satellites each epoch, which can validate the GPS receiver and antenna design. What＇s more, the precise orbit determination processing flow is given and precise orbit determination experiments are conducted using the HY-2-borne GPS data with both the reduced-dynamic method and the kinematic geometry method. With the 1 and 3 mm phase data random errors, the radial orbit determination precision can achieve the centimeter level using these two methods and the kinematic orbit accuracy is slightly lower than that of the reduced-dynamic orbit. The earth gravity field model is an important factor which seriously affects the precise orbit determination of altimeter satellites. The reduced-dynamic orbit determination experiments are made with different earth gravity field models, such as EIGEN2, EGM96, TEG4, and GEMT3. Using a large number of high precision satellite-bome GPS data, the HY-2 precise orbit determination can reach the centimeter level with commonly used earth gravity field models up to above 50 degrees and orders.

A Trajectory-Oriented Carriageway-Based Road Network Data Model, Part 1: Background

This is the first of a three-part series of pape rs which introduces a general background of building trajectory-oriented road net work data models, including motivation, related works, and basic concepts. The p urpose of the series is to develop a trajectory-oriented road network data mode l, namely carriageway-based road network data model (CRNM). Part 1 deals with t he modeling background. Part 2 proposes the principle and architecture of the CR NM. Part 3 investigates the implementation of the CRNM in a case study. In the p resent paper, the challenges of managing trajectory data are discussed. Then, de veloping trajectory-oriented road network data models is proposed as a solution and existing road network data models are reviewed. Basic representation approa ches of a road network are introduced as well as its constitution.

A Trajectory-Oriented, Carriageway-Based Road Network Data Model,Part 2:Methodology

This is the second of a three-part series of papers which presents the principle and architecture of the CRNM, a trajectory-oriented, carriageway-based road network data model. The first part of the series has introduced a general background of building trajectory-oriented road network data models, including motivation, related works, and basic concepts. Based on it, this paper describs the CRNM in detail. At first, the notion of basic roadway entity is proposed and discussed. Secondly, carriageway is selected as the basic roadway entity after compared with other kinds of roadway, and approaches to representing other roadways with carriageways are introduced. At last, an overall architecture of the CRNM is proposed.

聚氨脂发泡生产线改造实践

本文介绍了在冰箱和冷柜聚氨酯发泡料无氟替代中,将原有地轨循环式生产线改造为环戊烷型发泡线的实践经验。

GOCE kinematic orbit adjustment for EGM validation and accelerometer calibration

The main principle and mathematical model of GOCE kinematic orbit adjustment for Earth gravity field model （EGM） validation and accelerometer calibration are presented. Based on 60 days GOCE kinematic orbits with 1-2 cm accuracy and accelerometer data from 2009-11-02 to 2009-12-31, the RMS-of-fit （ROF） of them using EGM2008, EIGEN-SC, ITG- GRACE2010S and GOCO01S up to 120, 150 and 180 degree and order （d/o） are evaluated and compared. The scale factors and biases of GOCE accelerometer data are calibrated and the energy balance method （EBM） is performed to test the accuracy of accelerometer calibration. The results show that GOCE orbits are also sensitive to EGM from 120 to 150 d/o. The ROFs of EGMs with 150 and 180 d/o are obviously better than those of EGMs with 120 d/o. The ROFs of GOCO01S and ITG-GRACE2010S are almost the same up to 120 and 150 d/o, which are about 3.3 cm and 1.8 cm, respectively. They are far better than those of EGM2008 and EIGEN-SC with the same d/o. The ROF of GOCO01S with 180 d/o is about 1.6 em, which is the best one among those EGMs. The accelerometer calibration accuracies （ACAs） of ITG-GRACE2010S and GOCO01S are obviously higher that those of EGM2008 and EIGEN-SC. The ACA of GOCO01S with 180 d/o is far higher than that of EGMs with 120 d/o, and a little higher than that of ITG-GRACE2010S with 150 d/o. I t is suggested that the newest released EGM such as GOCO01S or GOCO02S till at least 150 d/o should be chosen in GOCE precise orbit determination （POD） and accelerometer calibration.

A 2.5D finite element approach for predicting ground vibrations generated by vertical track irregularities

Dynamic responses of track structure and wave propagation in nearby ground vibration become significant when train operates on high speeds. A train-track-ground dynamic interaction analysis model based on the 2.5D finite element method is developed for the prediction of ground vibrations due to vertical track irregularities. The one-quarter car mode,1 is used to represent the train as lumped masses connected by springs. The embankment and the underlying ground are modeled by the 2.5D finite element approach to improve the computation efficiency. The Fourier transform is applied in the direction of train＇s movement to express the wave motion with a wave-number. The one-quarter car model is coupled into the global stiffness matrix describing the track-ground dynamic system with the displacement compatibility condition at the wheel-rail interface, including the irregularities on the track surface. Dynamic responses of the track and ground due to train＇s moving loads are obtained in the wave-number domain by solving the governing equation, using a conventional finite element procedure. The amplitude and wavelength are identified as two major parameters describing track irregularities. The irregularity amplitude has a direct impact on the vertical response for low-speed trains, both for short wavelength and long wavelength irregularities. Track irregularity with shorter wavelength can generate stronger track vibration both for low-speed and high-speed cases. For low-speed case, vibrations induced by track irregularities dominate far field responses. For high-speed case, the wavelength of track irregularities has very little effect on ground vibration at distances far from track center, and train＇s wheel axle weights becomes dominant.

Elastic-plastic seismic response of CRTS II slab ballastless track system on high-speed railway bridges

China railways track structure II (CRTS II) slab ballastless track on bridge is one kind of track structures unique to China. Its main bearing component of longitudinal force is the continuous base plate rather than rail. And the track-bridge interaction is weakened by the sliding layer installed between base plate and bridge deck. In order to study the dynamic response of CRTS II slab ballastless track on bridge under seismic action, a 3D nonlinear dynamic model for simply-supported bridges and CRTS II track was established, which considered structures such as steel rail, fasteners, track plate, mortar layer, base plate, sliding layer, bridge, consolidation, anchors, stoppers, etc. Then its force and deformation features under different intensities of seismic excitation were studied. As revealed, the seismic response of the system increases with the increase of seismic intensity. The peak stresses of rail, track plate and base plate all occur at the abutment or anchors. Both track plate and base plate are about to crack. Besides, the rapid relative displacement between base plate and bridge deck due to the small friction coefficient of sliding layer is beneficial to improve the seismic performance of the system. During the earthquake, a large vertical displacement appears in base plate which leads to frequent collisions between stoppers and base plate, as a result, stoppers may be damaged.

Mathematical prototypes for collocating geostationary satellites

Collocating geostationary satellites sharing the same position is much demanded for satellite operation recently,the separation strategies are adopted to safeguard the satellites collocated of leaving the relative distance beyond collision with different sets of orbit parameters.This paper presents the mathematical prototypes which establish the allowable relative distance with uncertainty of orbital determination(OD),as well as the orbital element offset for each pair of collocated satellites,and puts forward algorithms to build such relationship to face the challenge of putting three satellites sharing the same position,the algorithms to allocate the longitude,eccentricity and inclination for each satellite are also given to ascertain that the mathematical prototypes are the guide specification to design collocation strategy for geostationary satellites.

Atmospheric density determination using high-accuracy satellite GPS data

Atmospheric drag is the main source of error in the determination and prediction of the orbit of low Earth orbit （LEO） satellites; however, empirical models that are used to account for this often have density errors of around 15%-30%. Atmospheric density determination has thus become an important topic for researchers. Based on the relationship between file atmospheric drag force and the decay of the semi-major axis of the orbit, we derived atmospheric density along the trajectory of challenging mini-satellite payload （CHAMP） satellite with its rapid science orbit （RSO） data. Three primary parameters--the ratio of cross-sectional area to mass, the drag coefficient, and the decay of the semi-major axis caused by atmospheric drag--were calculated. We also analyse the source of the error and made a comparison between the GPS-derived and reference density. The result for December 2, 2008, showed that the mean error of the GPS-derived density could be decreased from 29.21% to 9.20%, if the time span adopted for the process of computation was increased from 10 min to 50 min. The result for the entire month of December indicated that a density precision of 10% could be achieved, when the time span meets the condition that the amplitude of the decay of the semi-major axis is much greater than its standard deviation.