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Journal articles on the topic 'Aviation gravimetric system'

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Author: Grafiati

Published: 30 May 2022

Last updated: 31 May 2022

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1

Чепюк, Ларіна Олексіївна. "String gravimeter aviation gravimetric system." Technology audit and production reserves 6, no. 4(8) (December 13, 2012): 23–24. http://dx.doi.org/10.15587/2312-8372.2012.5640.

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2

Bezvesilnaya, E., A. G. Tkachuk, L. Chepyuk, and K. S. Kozko. "Modern gravimeters of aviation gravimetric system." Geofizicheskiy Zhurnal 37, no. 2 (October 3, 2017): 86–94. http://dx.doi.org/10.24028/gzh.0203-3100.v37i2.2015.111309.

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3

Безвесильная, Елена Николаевна. "The analysis of methodological errors in aviation gravimetric system." Technology audit and production reserves 6, no. 4(14) (December 24, 2013): 44–46. http://dx.doi.org/10.15587/2312-8372.2013.19569.

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4

Bezvesilna, Olena, Larina Chepyuk, Andriy Tkachuk, Sergii Nechai, and Tetiana Khylchenko. "Analysis of modern gravimeters of the aviation gravimetric system." Technology audit and production reserves 3, no. 1(35) (May 30, 2017): 53–59. http://dx.doi.org/10.15587/2312-8372.2017.105698.

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5

Korobiichuk, Igor, Olena Bezvesilna, Andrii Tkachuk, Tetyana Chilchenko, Michal Nowicki, and Roman Szewczyk. "Design of Piezoelectric Gravimeter for Automated Aviation Gravimetric System." Journal of Automation, Mobile Robotics & Intelligent Systems 10, no. 1 (February 18, 2016): 43–47. http://dx.doi.org/10.14313/jamris_1-2016/6.

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6

Хильченко, Тетяна Валентинівна. "A new two-channel MEMS gravimeter of aviation gravimetric system." Journal of Zhytomyr State Technological University. Series: Engineering, no. 1 (81) (June 21, 2018): 162–68. http://dx.doi.org/10.26642/tn-2018-1(81)-162-168.

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7

Ткачук, Андрій Геннадійович. "The design features of piezogravimeter of automated aviation gravimetric system." Technology audit and production reserves 6, no. 4(14) (December 24, 2013): 34–36. http://dx.doi.org/10.15587/2312-8372.2013.19651.

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8

Коваль, Антон Валерьевич, Олена Миколаївна Безвесільна, Андрій Геннадійович Ткачук, Анна Олегівна Захарова, Олександр Леонідович Галицький, and Дмитро Андрійович Статкевич. "Development of new automated piezoelectric gravimeter of aviation gravimetric system." ScienceRise 5, no. 2(10) (May 19, 2015): 56. http://dx.doi.org/10.15587/2313-8416.2015.42631.

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9

Bezvesilnaya, Elena Nikolaevna, and Andriy Hennadiiovych Tkachuk. "CORRECTED GYROCOMPASS SYNTHESIS AS A SYSTEM WITH CHANGEABLE STRUCTURE FOR AVIATION GRAVIMETRIC SYSTEM WITH PIEZOELECTRIC GRAVIMETER." Aviation 18, no. 3 (October 2, 2014): 134–40. http://dx.doi.org/10.3846/16487788.2014.969878.

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The present article introduces the development of a corrected gyrocompass with an automatic switch of the gyrocompass into the gyroazimuth mode. The issues of multi-criterion synthesis of the gyrocompass control loop have been studied. The necessity of temporary delay input (with selected values) under the previously mentioned switching is shown. On the basis of given requirements, we chose the parameters which provide the device with a switching-back into the gyrocompass mode under any initial gyrocompass deviations in the horizontal plane. An algorithm of gyrocompass ballistic deviation compensation due to the amendment generated by the special observing device, without recourse to external information regarding the ship's acceleration, was developed.

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10

Bezvesilna, Olena, Andriy Tkachuk, Larina Chepyuk, Sergii Nechai, and Tetiana Khylchenko. "Introducing the principle of constructing an aviation gravimetric system with any type of gravimeter." Eastern-European Journal of Enterprise Technologies 1, no. 7 (85) (February 28, 2017): 45–56. http://dx.doi.org/10.15587/1729-4061.2017.92941.

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11

Khylchenko, T. V. "Modeling of the Work of a New Dual-Channel Capacitive Mems Gravimeter of Aviation Gravimetric System." Èlektronnoe modelirovanie 40, no. 3 (June 4, 2018): 87–104. http://dx.doi.org/10.15407/emodel.40.03.087.

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12

Bezvesilnaya, E., A. Tkachuk, and M. Voytsitskiy. "High-precision piezoelectric gravimeter of automated aviation gravimetric system for measurements of anomalies of gravity acceleration." Geofizicheskiy Zhurnal 37, no. 4 (September 29, 2017): 139–44. http://dx.doi.org/10.24028/gzh.0203-3100.v37i4.2015.111134.

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13

Ziolkowski, Pawel, Knud Zabrocki, and Eckhard Müller. "TEG Design for Waste Heat Recovery at an Aviation Jet Engine Nozzle." Applied Sciences 8, no. 12 (December 16, 2018): 2637. http://dx.doi.org/10.3390/app8122637.

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Finite element model (FEM)-based simulations are conducted for the application of a thermoelectric generator (TEG) between the hot core stream and the cool bypass flow at the nozzle of an aviation turbofan engine. This work reports the resulting requirements on the TEG design with respect to applied thermoelectric (TE) element lengths and filling factors (F) of the TE modules in order to achieve a positive effect on the specific fuel consumption. Assuming a virtual optimized TE material and varying the convective heat transfer coefficients (HTC) between the nozzle surfaces and the gas flows, this work reports the achievable power output. System-level requirement on the gravimetric power density (>100 Wkg−1) can only be met for F ≤ 21%. When extrapolating TEG coverage to the full nozzle surface, the power output reaches 1.65 kW per engine. The assessment of further potential for power generation is demonstrated by a parametric study on F, convective HTC, and materials performance. This study confirms a feasible design range for TEG installation on the aircraft nozzle with a positive impact on the fuel consumption. This application translates into a reduction of operational costs, allowing for an economically efficient TEG-installation with respect to the cost-specific power output of modern thermoelectric materials.

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14

Isikveren, A. T., Y. Fefermann, C. Maury, C. Level, K. Zarati, J. P. Salanne, C. Pornet, and B. Thoraval. "Pre-design of a commuter transport utilising Voltaic-Joule/Brayton motive power systems." Aeronautical Journal 122, no. 1248 (December 21, 2017): 205–37. http://dx.doi.org/10.1017/aer.2017.126.

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ABSTRACTThis investigation surveyed the potential and established outcomes for future 19-passenger fixed-wing commuter transport aircraft concepts employing battery-based Voltaic-Joule/Brayton motive power systems with no additional electrical energy drawn from generators mechanically coupled to thermal engines. The morphological approach was that of a tri-prop (two on-wing podded turbo-props and one aft-fuselage mounted electric motor configured as a pusher-on-pylon installation). A Battery System-level Gravimetric Specific Energy (referred to as “battery energy density”) of at least 500 Wh/kg yielded 39%, 25% and 10% block fuel reductions for 150-nm (Design Service Goal), 430-nm (85th percentile) and 700-nm (maximum range) stage lengths, respectively. All quoted comparisons are against a suitably projected turbo-prop only year-2030 aircraft. In contrast to the reference Beech 1900D, block fuel reductions of up to 44-49% were predicted, which could facilitate a significantly lower deficit in relation to the Advisory Council for Aviation Research and Innovation in Europe (ACARE) Strategic Research and Innovation Agenda (STRIA) 55% target for year 2030. This investigation also indicated that, in the future, suitably flexible hybrid-electric architectures could be fashioned allowing possibility for the aircraft to complete any required city-pair operations (within the legitimate payload-range working capacity) irrespective of exchangeable batteries being available at a given station. Finally, it was also established, assuming such a tri-prop morphology, Normal conducting machines delivering maximum shaft power output of 1.1 MW would be required.

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15

BEZVESILNA, OLENA, YURIY KYRYCHUK, NATALIA NAZARENKO, and ANDREW TKACHUK. "AUTOMATED TWO-CHANNEL PIEZOELECTRIC GRAVIMETER AGS." HERALD OF KHMELNYTSKYI NATIONAL UNIVERSITY 295, no. 2 (May 2021): 147–50. http://dx.doi.org/10.31891/2307-5732-2021-295-2-147-150.

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The purpose of the article is to obtain the basic working equation of motion of a dual-channel piezoelectric gravimeter of the aviation gravimetric system; to prove that a new dual-channel piezoelectric gravimeter has greater accuracy than the known ones. Today, piezoelectric transducers are used to determine the internal defects of solids with the help of ultrasonic waves, to measure the speed of ultrasound, as well as in medicine, mechanical engineering, geophysics, etc. Intensive development of new types of piezoelectric transducers is also carried out in Ukraine. The scientific works of Ukrainian scientists consider the use of piezoelectric transducers only as accelerometers but do not indicate the possibility of their use as dual-channel aviation gravimeters for measuring the acceleration of gravity. From the above review of prominent scientific works, it is clear that there is no information as to the use of the physical phenomenon of the direct piezoelectric effect to create a dual-channel gravity AGS more accurate than a known one. Improving the measurement accuracy in the automated dual-channel piezogravimeter is provided by the fact that the second measurement channel is created. To do this, the sensing element is made with two channels. The output electrical signals of the piezoelectric plates of both channels are summed in the adder. The output signal from the adder is fed to the device for calculating the output signal of the gravimeter (on-board computer), where it is calculated for a certain time interval. As a result, we get the output that contains a double signal of gravity acceleration. It is completely free of such measurement errors, which are caused by the influence of vertical acceleration, instrumental errors and errors from the non-identity of the two channels. The principle of operation of the new dual-channel piezogravimeter is described, its structural scheme is shown. It is shown that it is realistic to achieve greater accuracy of the piezogravimeter AGS (0.5 mGal) by compensating for errors from the influence of vertical acceleration (103 times the useful signal) and instrumental errors and errors from the residual non-identity of the two channels.

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16

Kulakova, V. I., A. V. Nebylov, and O. A. Stepanov. "Using the H 2/H ∞ approach to aviation gravimetry problems." Gyroscopy and Navigation 1, no. 2 (April 2010): 141–45. http://dx.doi.org/10.1134/s2075108710020094.

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17

BEZVESILNA, O., M. ILCHENKO, and S. KOTLIAR. "CLASSIFICATION OF AUTOMATED STABILIZATION INSTRUMENT COMPLEXES." HERALD OF KHMELNYTSKYI NATIONAL UNIVERSITY 295, no. 2 (May 2021): 172–75. http://dx.doi.org/10.31891/2307-5732-2021-295-2-172-175.

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The article is devoted to automated instrument stabilization systems. The authors systematized and presented the classification of modern stabilizers. High-precision automated instrument stabilization systems are used in light armoured vehicles, performing the functions of search acceleration, determining the coordinates of moving objects in extreme conditions; observation of ground, air and surface targets. Also promising is the use of automated instrumentation stabilization systems in aviation gravimetry for the exhibition of the axes of sensitivity of navigation sensing elements (gravimeters). A characteristic feature of the development of modern technology is the improvement of technical characteristics of all instrumentation systems that are part of the product management system, including stabilizers. This process is due to the transition to a digital element base, the use of new information sensors, new optoelectronic surveillance devices and the development of new circuit design solutions, which, in turn, increases the speed of equipment and its manoeuvrability due to greater automation. The article reveals the principle of classification of stabilizers: by object of stabilization, by number of stabilization planes, by type of measured coordinate, by gyroscope function, by type of actuator, by type of regulation, by type of circuit design. The functioning of the digital instrumental system for measuring mechanical parameters and stabilization by means of functional and structural diagrams of the channel of the automated instrumental stabilization complex is shown. The above is a new, more detailed classification of automated instrumentation stabilization systems, which systematizes the principles of construction of modern stabilizers.

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18

Zanutta, Antonio, Monia Negusini, Luca Vittuari, Leonardo Martelli, Paola Cianfarra, Francesco Salvini, Francesco Mancini, Paolo Sterzai, Marco Dubbini, and Alessandro Capra. "New Geodetic and Gravimetric Maps to Infer Geodynamics of Antarctica with Insights on Victoria Land." Remote Sensing 10, no. 10 (October 10, 2018): 1608. http://dx.doi.org/10.3390/rs10101608.

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In order to make inferences on the geodynamics of Antarctica, geodetic and gravimetric maps derived from past and new observations can be used. This paper provides new insights into the geodynamics of Antarctica by integrating data at regional and continental scales. In particular, signatures of geodynamic activity at a regional extent have been investigated in Victoria Land (VL, Antarctica) by means of Global Navigation Satellite System (GNSS) permanent station observations, data from the VLNDEF (Victoria Land Network for Deformation control) discontinuous network, and gravity station measurements. At the continental scale, episodic GNSS observations on VLNDEF sites collected for 20 years, together with continuous data from the International GNSS Service (IGS) and Polar Earth Observing Network (POLENET) sites, were processed, and the Euler pole position assessed with the angular velocity of the Antarctic plate. Both the Bouguer and the free-air gravity anomaly maps were obtained by integrating the available open-access geophysics dataset, and a compilation of 180 gravity measurements collected in the VL within the Italian National Program for Antarctic Research (PNRA) activities. As a result, new evidence has been detected at regional and continental scale. The main absolute motion of VL is towards SE (Ve 9.9 ± 0.26 mm/yr, Vn −11.9 ± 0.27 mm/yr) with a pattern similar to the transforms of the Tasman and Balleny fracture zones produced as consequence of Southern Ocean spreading. Residual velocities of the GNSS stations located in VL confirm the active role of the two main tectonic lineaments of the region, the Rennick–Aviator and the Lillie–Tucker faults with right-lateral sense of shear. The resulting VL gravity anomalies show a NW region characterized by small sized Bouguer anomaly with high uplift rates associated and a SE region with low values of Bouguer anomaly and general subsidence phenomena. The East and West Antarctica are characterized by a different thickness of the Earth’s crust, and the relative velocities obtained by the observed GNSS data confirm that movements between the two regions are negligible. In East Antarctica, the roots of the main subglacial highlands, Gamburtsev Mts and Dronning Maud Land, are present. The Northern Victoria Land (NVL) is characterized by more scattered anomalies. These confirm the differences between the Glacial Isostatic Adjustment (GIA) modeled and observed uplift rates that could be related to deep-seated, regional scale structures.

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