Quantum Hamiltonian Diagonalization and Equations of Motion with Berry Phase Corrections

Geometrical phases, such as the Berry phase, have proven to be powerful concepts to understand numerous physical phenomena, from the precession of the Foucault pendulum to the quantum Hall effect and the existence of topological insulators. The Berry phase is generated by a quantity named the Berry curvature, which describes the local geometry of wave polarization relations and is known to appear in the equations of motion of multi-component wave packets. Such a geometrical contribution in ray propagation of vectorial fields has been observed in condensed matter, optics and cold atom physics. Here, we use a variational method with a vectorial Wentzel–Kramers–Brillouin ansatz to derive ray- tracing equations for geophysical waves and to reveal the contribution of the Berry curvature. We detail the case of shallow-water wave packets and propose a new interpretation of their oscillating motion around the equator. Our result shows a mismatch with the textbook scalar approach for ray tracing, by predicting a larger eastward velocity for Poincaré wave packets. This work enlightens the role of the geometry of wave polarization in various geophysical and astrophysical fluid waves, beyond the shallow-water model.

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The motion of a lunar orbiter

Symposium - International Astronomical Union ◽

10.1017/s0074180900105686 ◽

1966 ◽

Vol 25 ◽

pp. 373

Author(s):

Y. Kozai

Keyword(s):

Degrees Of Freedom ◽

Dimensional Space ◽

Artificial Satellite ◽

Equations Of Motion ◽

Triaxial Ellipsoid ◽

The Moon ◽

Secular Motion ◽

The Earth ◽

Close Satellite ◽

The Mean

The motion of an artificial satellite around the Moon is much more complicated than that around the Earth, since the shape of the Moon is a triaxial ellipsoid and the effect of the Earth on the motion is very important even for a very close satellite.The differential equations of motion of the satellite are written in canonical form of three degrees of freedom with time depending Hamiltonian. By eliminating short-periodic terms depending on the mean longitude of the satellite and by assuming that the Earth is moving on the lunar equator, however, the equations are reduced to those of two degrees of freedom with an energy integral.Since the mean motion of the Earth around the Moon is more rapid than the secular motion of the argument of pericentre of the satellite by a factor of one order, the terms depending on the longitude of the Earth can be eliminated, and the degree of freedom is reduced to one.Then the motion can be discussed by drawing equi-energy curves in two-dimensional space. According to these figures satellites with high inclination have large possibilities of falling down to the lunar surface even if the initial eccentricities are very small.The principal properties of the motion are not changed even if plausible values ofJ3andJ4of the Moon are included.This paper has been published in Publ. astr. Soc.Japan15, 301, 1963.

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On the motion of comet P/d’Arrest

International Astronomical Union Colloquium ◽

10.1017/s025292110003387x ◽

1974 ◽

Vol 22 ◽

pp. 145-148

Author(s):

W. J. Klepczynski

Keyword(s):

Equations Of Motion ◽

Variational Equations ◽

Partial Derivatives

AbstractThe differences between numerically approximated partial derivatives and partial derivatives obtained by integrating the variational equations are computed for Comet P/d’Arrest. The effect of errors in the IAU adopted system of masses, normally used in the integration of the equations of motion of comets of this type, is investigated. It is concluded that the resulting effects are negligible when compared with the observed discrepancies in the motion of this comet.

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Radiation Damage of Support Films

Proceedings, annual meeting, Electron Microscopy Society of America ◽

10.1017/s0424820100096862 ◽

1981 ◽

Vol 39 ◽

pp. 28-29

Author(s):

H.A. Cohen ◽

W. Chiu

Keyword(s):

Transfer Function ◽

Low Temperatures ◽

Carbon Support ◽

Contrast Transfer Function ◽

Electron Dose ◽

Imaging Parameters ◽

Negative Stain ◽

Phase Corrections ◽

Two Parameters ◽

Medium Dose

The goal of imaging the finest detail possible in biological specimens leads to contradictory requirements for the choice of an electron dose. The dose should be as low as possible to minimize object damage, yet as high as possible to optimize image statistics. For specimens that are protected by low temperatures or for which the low resolution associated with negative stain is acceptable, the first condition may be partially relaxed, allowing the use of (for example) 6 to 10 e/Å2. However, this medium dose is marginal for obtaining the contrast transfer function (CTF) of the microscope, which is necessary to allow phase corrections to the image. We have explored two parameters that affect the CTF under medium dose conditions.Figure 1 displays the CTF for carbon (C, row 1) and triafol plus carbon (T+C, row 2). For any column, the images to which the CTF correspond were from a carbon covered hole (C) and the adjacent triafol plus carbon support film (T+C), both recorded on the same micrograph; therefore the imaging parameters of defocus, illumination angle, and electron statistics were identical.

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Validation of a Belt Model for Prediction of Hub Forces from a Rolling Tire4

Tire Science and Technology ◽

10.2346/1.3130984 ◽

2009 ◽

Vol 37 (2) ◽

pp. 62-102 ◽

Cited By ~ 3

Author(s):

C. Lecomte ◽

W. R. Graham ◽

D. J. O’Boy

Keyword(s):

Internal Pressure ◽

Equations Of Motion ◽

Three Dimensional ◽

Prediction Method ◽

Analytical Models ◽

Beam Model ◽

Impedance Boundary ◽

Bending Waves ◽

Tire Rotation ◽

Three Dimensional Models

Abstract An integrated model is under development which will be able to predict the interior noise due to the vibrations of a rolling tire structurally transmitted to the hub of a vehicle. Here, the tire belt model used as part of this prediction method is first briefly presented and discussed, and it is then compared to other models available in the literature. This component will be linked to the tread blocks through normal and tangential forces and to the sidewalls through impedance boundary conditions. The tire belt is modeled as an orthotropic cylindrical ring of negligible thickness with rotational effects, internal pressure, and prestresses included. The associated equations of motion are derived by a variational approach and are investigated for both unforced and forced motions. The model supports extensional and bending waves, which are believed to be the important features to correctly predict the hub forces in the midfrequency (50–500 Hz) range of interest. The predicted waves and forced responses of a benchmark structure are compared to the predictions of several alternative analytical models: two three dimensional models that can support multiple isotropic layers, one of these models include curvature and the other one is flat; a one-dimensional beam model which does not consider axial variations; and several shell models. Finally, the effects of internal pressure, prestress, curvature, and tire rotation on free waves are discussed.

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Calculation of Dynamic Tire Forces from Aircraft Instrumentation Data

Tire Science and Technology ◽

10.2346/1.3481649 ◽

2010 ◽

Vol 38 (3) ◽

pp. 182-193 ◽

Cited By ~ 1

Author(s):

Gary E. McKay

Keyword(s):

System Performance ◽

Equations Of Motion ◽

Test Laboratory ◽

Excellent Correlation ◽

Friction Behavior ◽

Aircraft Landing ◽

Data Scatter ◽

Tire Forces ◽

Six Degree Of Freedom ◽

Tire Friction

Abstract When evaluating aircraft brake control system performance, it is difficult to overstate the importance of understanding dynamic tire forces—especially those related to tire friction behavior. As important as they are, however, these dynamic tire forces cannot be easily or reliably measured. To fill this need, an analytical approach has been developed to determine instantaneous tire forces during aircraft landing, braking and taxi operations. The approach involves using aircraft instrumentation data to determine forces (other than tire forces), moments, and accelerations acting on the aircraft. Inserting these values into the aircraft’s six degree-of-freedom equations-of-motion allows solution for the tire forces. While there are significant challenges associated with this approach, results to date have exceeded expectations in terms of fidelity, consistency, and data scatter. The results show excellent correlation to tests conducted in a tire test laboratory. And, while the results generally follow accepted tire friction theories, there are noteworthy differences.

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