Modular Planar Antenna at X-band for satellite communications

An antenna which has been conceived as a portable system for satellite communications based on the recommendations ITU-R S.580-6 [1] and ITU-R S.465-5 [2] for small antennas, i.e., with a diameter lower than 50 wavelengths, is introduced. It is a planar and a compact structure with a size of 40×40×2 cm. The antenna is formed by an array of 256 printed elements covering a large bandwidth (14.7%) at X-Band. The specification includes transmission (Tx) and reception (Rx) bands simultaneously. The printed antenna has a radiation pattern with a 3dB beamwidth of 5°, over a 31dBi gain, and a dual and an interchangeable circular polarization

Introduction to technical communications of the 26th Int'l. Conference on logic programming (ICLP'10)

Abstract is not available.

Advances in the analysis of short span railway bridges for high-speed lines

The physical model based on moving constant loads is widely used for the analysis of railway bridges. Nevertheless, the moving loads model is not well suited for the study of short bridges (L⩽20–25 m) since the results it produces (displacements and accelerations) are much greater than those obtained from more sophisticated ones. In this paper two factors are analysed which are believed to have an influence in the dynamic behaviour of short bridges. These two factors are not accounted for by the moving loads model and are the following: the distribution of the loads due to the presence of the sleepers and ballast layer, and the train–bridge interaction. In order to decide on their influence several numerical simulations have been performed. The results are presented and discussed herein.

Wireless Optical Communications for Intra-Spacecraft Networks Based on OCDMA with Random Optical Codes

In recent years, spacial agencies have shown a growing interest in optical wireless as an alternative to wired and radio-frequency communications. The use of these techniques for intra-spacecraft communications reduces the effect of take-off acceleration and vibrations on the systems by avoiding the need for rugged connectors and provides a significant mass reduction. Diffuse transmission also eases the design process as terminals can be placed almost anywhere without a tight planification to ensure the proper system behaviour. Previous studies have compared the performance of radio-frequency and infrared optical communications. In an intra-satellite environment optical techniques help reduce EMI related problems, and their main disadvantages - multipath dispersion and the need for line-of-sight - can be neglected due to the reduced cavity size. Channel studies demonstrate that the effect of the channel can be neglected in small environments if data bandwidth is lower than some hundreds of MHz.

Dual circular polarized steering antenna for satellite communications in X band

In this work, a dual circular polarized steering antenna for satellite communications in X band is presented. The antenna consists of printed elements grouped in an array. This terminal works in a frequency band from 7.25 GHz up to 8.4 GHz (15% of bandwidth), where both bands, reception (RX) and transmission (TX) are included simultaneously and Left Handed Circular Polarization (LHCP) and Right Handed Circular Polarization (RHCP) are interchangeable. The antenna is compact, narrow bandwidth and reaches a gain of 16 dBi. It has the capability to steer in elevation to 45±, 75±, 105± and 135± electronically with a Butler matrix and 360± in azimuth with a motorized junction.

Identification of pressures and maintenance in railway tunnels

This paper describes an interactive set of tools used to determine the safety of tunnels and to provide data for the decision making of its mainteinance. Although, no doubt, there are still several drawbacks in the difficult procedures in use it is clear that the way is promising and future improvements both in experimental and analytical methods will increase our understanding of this matter.

On the use of discrete cosine transforms for multicarrier communications

In this correspondence, the conditions to use any kind of discrete cosine transform (DCT) for multicarrier data transmission are derived. The symmetric convolution-multiplication property of each DCT implies that when symmetric convolution is performed in the time domain, an element-by-element multiplication is performed in the corresponding discrete trigonometric domain. Therefore, appending symmetric redun-dancy (as prefix and suffix) into each data symbol to be transmitted, and also enforcing symmetry for the equivalent channel impulse response, the linear convolution performed in the transmission channel becomes a symmetric convolution in those samples of interest. Furthermore, the channel equalization can be carried out by means of a bank of scalars in the corresponding discrete cosine transform domain. The expressions for obtaining the value of each scalar corresponding to these one-tap per subcarrier equalizers are presented. This study is completed with several computer simulations in mobile broadband wireless communication scenarios, considering the presence of carrier frequency offset (CFO). The obtained results indicate that the proposed systems outperform the standardized ones based on the DFT.

Calibration proposal for new antenna array architectures and technologies for space communications

In large antenna arrays with a large number of antenna elements, the required number of measurements for the characterization of the antenna array is very demanding in cost and time. This letter presents a new offline calibration process for active antenna arrays that reduces the number of measurements by subarray-level characterization. This letter embraces measurements, characterization, and calibration as a global procedure assessing about the most adequate calibration technique and computing of compensation matrices. The procedure has been fully validated with measurements of a 45-element triangular panel array designed for Low Earth Orbit (LEO) satellite tracking that compensates the degradation due to gain and phase imbalances and mutual coupling.

A hands-on education project: antenna design for inter-CubeSat communications

CubeSat platforms have become a de facto standard for universities willing to initiate space-technology activities with students. These small satellite platforms ease the implementation of hands-on education projects and opening the apertures of new research areas. Moreover, due to the limited volume (a 10 cm cube) and power (1 W), the application of imaginative solutions is mandatory. This leads to new innovation processes in the course of CubeSat projects. In this paper, we present a hands-on education project the aim of which is the specification, design, building and measurement of an antenna for communication between nanosatellites and, in particular, CubeSats. The project lies within the framework of ETSIT-UPM innovative education activities in the area of space technology, where students play a leading role in real engineering projects.

The Dynamics of High-Speed Railway Bridges: A Review of Design Issues and New Research for Lateral Dynamics

The dynamic effects of high-speed trains on viaducts are important issues for the design of the structures, as well as for the consideration of safe running conditions for the trains. In this work we start by reviewing the relevance of some basic design aspects. The significance of impact factor envelopes for moving loads is considered first. Resonance which may be achieved for high-speed trains requires dynamic analysis, for which some key aspects are discussed. The relevance of performing a longitudinal distribution of axle loads, the number of modes taken in analysis, and the consideration of vehicle-structure interaction are discussed with representative examples. The lateral dynamic effects of running trains on bridges is of importance for laterally compliant viaducts, such as some very tall structures erected in new high-speed lines. The relevance of this study is mainly for the safety of the traffic, considering both internal actions such as the hunting motion as well as external actions such as wind or earthquakes [1]. These studies require three-dimensional dynamic coupled vehicle-bridge models, and consideration of wheel to rail contact, a phenomenon which is complex and costly to model in detail. We describe here a fully nonlinear coupled model, described in absolute coordinates and incorporated into a commercial finite element framework [2]. The wheel-rail contact has been considered using a FastSim algorithm which provides a compromise between accuracy and computational cost, and captures the main nonlinear response of the contact interface. Two applications are presented, firstly to a vehicle subject to a strong wind gust traversing a bridge, showing the relevance of the nonlinear wheel-rail contact model as well as the dynamic interaction between bridge and vehicle. The second application is to a real HS viaduct with a long continuous deck and tall piers and high lateral compliance [3]. The results show the safety of the traffic as well as the importance of considering features such as track alignment irregularities.

Static Pressure Impact on Aerodynamics of High Speed Railway Tunnels

A pressure wave is generated when a high speed train enters a tunnel. This wave travels along the tunnel back and forth, and is reflected at the irregularities of the tunnel duct (section changes, chimneys and tunnel ends). The pressure changes are associated to these waves can have an effect on passengers if the trains are not suitably sealed or pressurized. The intensity of the waves depends mainly on the train speed, and on the blockage ratio (train-section-to- tunnel-section area ratio). As the intensity of the waves is limited by regulations, and also by the effects on passengers and infrastructures, the sizing of the tunnel section area is largely influenced by the maximum train speed allowed in the tunnel. The aim of this study is to analyse the increase in cost in a tunnel due to the existence of this difference in ground level, and evaluate the increase of construction costs that this elevation might involve.

Great marquee in the new railway station on Málaga

The commercial centre VIALIA and the new railway station of the AVE (high speed train) in Malaga was inaugurated in November 2006, just on the place of the former railway station. The new railway station with an investment of 134,7 million Euros occupies a surface of 51.377 m2, five times the surface of the former station. The enclosure is the biggest intermodal and commercial centre of Spain which comprises a parking of 21.000 m2 for 1300 parking places, one commercial area and a hotel with a total extension constructed of approximately 100.000 m2. The spaces of leisure contain cinemas, shops, restaurants, bowling, gymnasium, swimming pool and zones of passenger's traffic.

Bridges E-2 and E-3 in the new railway to the Northwest of Spain

During the years 2001 to 2007 it has been constructed in Spain the new railway line of high speed (L. H. S.)that connects Madrid with Valladolid with a length of 179.6 kilometres.

Risk assessment of the spanish national railway system

The principal risks in the railway industry are mainly associated with collisions, derailments and level crossing accidents. An understanding of the nature of previous accidents on the railway network is required to identify potential causes and develop safety systems and deploy safety procedures. Risk assessment is a process for determining the risk magnitude to assist with decision-making. We propose a three-step methodology to predict the mean number of fatalities in railway accidents. The first is to predict the mean number of accidents by analyzing generalized linear models and selecting the one that best fits to the available historical data on the basis of goodness-offit statistics. The second is to compute the mean number of fatalities per accident and the third is to estimate the mean number of fatalities. The methodology is illustrated on the Spanish railway system. Statistical models accounting for annual and grouped data for the 1992-2009 time period have been analyzed. After identifying the models for broad and narrow gauges, we predicted mean number of accidents and the number of fatalities for the 2010-18 time period.

The effect of Windbreaks on Railway Overheads subject to Cross-Winds at O Eixo Viaduct

A measurement investigation, at ADIF's test site at the O Eixo viaduct which is on the Spanish Santiago-Ourense high speed railway line, has been carried out during the last year. The main goal of the investigation is to study the effect of the cross-wind on railway overheads (catenaries) and the influence of the presence of windbreaks on the wind-induced motion of the railway overhead. A description of the O Eixo viaduct test site is presented in this paper, including the installed windbreaks, the sensor and power supply systems. Three catenary spans has been instrumented at the center point of the catenary span contact wire with one ultrasonic anemometer and two unidirectional accelerometers. Additionally, another ultrasonic anemometer placed in the central catenary span has been installed to provide reference wind data. Wind roses of wind speed and standard deviation of the accelerometers are presented. As expected, the four wind roses look very similar and the two dominant directions close to the perpendicular to the bridge longitudinal axes, north and south have been identified. The wind roses of the standard deviation of the acceleration shows that the acceleration of the catenary contact wire is related to the directions of the two dominant winds. The vertical standard deviation of the acceleration is higher than the horizontal one for the spans with windbreaks. It has also been observed that the presence of the windbreaks modifies the wind flow leading to a wind-induced motion of the catenary contact wire which shows a higher variability than the corresponding unprotected case. On the one hand, the baseline southerly wind configuration (south wind, windbreaks in the windward side and catenary in the leeward side) influence both the mean speed at the catenary and the turbulence intensity. On the other hand, the northerly wind configuration, windbreaks in the leeward side and catenary in the windward side, provide a reference to the response of the catenary for an unprotected railway overhead, and, as it is expected, the windbreak influence is much more reduced compared to the southerly wind configuration. Both the height of the windbreak and the eaves contribute to the increase in the turbulence intensity at the catenary contact wire height. It can be seen that the height of the windbreak plays a crucial role in the increase of turbulence intensity, much more intense than the presence of the windbreak eave.