Saturday, September 11, 2010

SATELLITE COMMUNICATION

Military satellite communications (or milsatcom) systems are typically categorized as wideband, protected, or narrowband. Wideband systems emphasize high capacity. Protected systems stress antijam features, covertness, and nuclear survivability. Narrowband systems emphasize support to users who need voice or low-data-rate communications and who also may be mobile or otherwise disadvantaged (because of limited terminal capability, antenna size, environment, etc.).

Milsatcom is a system of systems that provides balanced wideband, narrowband, and protected communications capability for a broad range of users across diverse mission areas. The anticipated implementation of advanced architectures, supported by heightened connectivity in space as well as on the ground, will enable national security space communications to take advantage of commercially developed Internet-like communications, but with greater assurance and security.

For wideband communication needs, the Wideband Gapfiller Satellite program and the Advanced Wideband System will augment and eventually replace the Defense Satellite Communications System (DSCS). These satellites will transmit several gigabits of data per second—up to ten times the data flow of the satellites being replaced. Protected communications will be addressed by a global extremely high frequency (EHF) system, composed of the Advanced Extremely High Frequency System and Advanced Polar System. These systems are expected to provide about ten times the capacity of current protected satellites (the Milstar satellites). Narrowband needs are supported by the UFO (Ultrahigh-frequency Follow-On) constellation, which will be replaced by a component of the Advanced Narrowband System (see Milsatcom Timeline).

Capacity gains in these systems will also be matched by improved features, such as multiple high-gain spot beams that are particularly important for small terminal and mobile users. Satellite, terminal, control, and planning segments will utilize emerging technology to ensure the best capability for the cost. Coordination among ground, air, and space segments and between government and commercial assets will help ensure deployment of the most efficient, effective, and affordable communications systems.Wideband Communications

Assured capacity is the primary goal of the military's wideband communications sector. Wideband data rates are defined as those greater than 64 kilobits per second, although the line between wideband and narrowband is blurring as commercial data rates to disadvantaged users move higher. The military's wideband requirements are currently supported by DSCS and the Global Broadcast Service, as well as commercial systems. These military systems, together with the planned Wideband Gapfiller satellites, will form the Interim Wideband System, which will eventually give way to the Advanced Wideband System.
Wideband Gapfiller Satellites

The Wideband Gapfiller Satellite program will provide the next generation of wideband communications for the Department of Defense (DOD). The constellation will supplement the military X-band (roughly 7–8 gigahertz) communications capability now provided by the Defense Satellite Communications System and the military Ka-band (about 20–21 gigahertz down, 30–31 gigahertz up) capability of the Global Broadcast Service. In addition, the Wideband Gapfiller Satellite program will include a high-capacity two-way Ka-band capability to support mobile and tactical personnel.

The name "Gapfiller" is somewhat misleading because this very capable wideband communication payload will include state-of-the-art technology and provide a major leap in capability. Preliminary estimates indicate that one Wideband Gapfiller spacecraft will provide transmission capacity up to 2.4 gigabits per second. This capability alone exceeds the capacity of the entire existing DSCS and Global Broadcast Service constellations.

Throughput capacity is divided among nine X-band beams and ten Ka-band beams. Eight of the X-band beams are formed by separate transmitting and receiving phased-array antennas, which provide the ability to shape and scale coverage areas. The ninth X-band beam provides Earth coverage. The ten Ka-band beams are formed by gimbaled dish antennas and include three beams with reversible polarization. (Polarization—the direction of the electric field of an antenna—plays an important part in optimizing reception or reducing the effects of jamming).


Wideband Communications

Assured capacity is the primary goal of the military's wideband communications sector. Wideband data rates are defined as those greater than 64 kilobits per second, although the line between wideband and narrowband is blurring as commercial data rates to disadvantaged users move higher. The military's wideband requirements are currently supported by DSCS and the Global Broadcast Service, as well as commercial systems. These military systems, together with the planned Wideband Gapfiller satellites, will form the Interim Wideband System, which will eventually give way to the Advanced Wideband System.
Wideband Gapfiller Satellites

The Wideband Gapfiller Satellite program will provide the next generation of wideband communications for the Department of Defense (DOD). The constellation will supplement the military X-band (roughly 7–8 gigahertz) communications capability now provided by the Defense Satellite Communications System and the military Ka-band (about 20–21 gigahertz down, 30–31 gigahertz up) capability of the Global Broadcast Service. In addition, the Wideband Gapfiller Satellite program will include a high-capacity two-way Ka-band capability to support mobile and tactical personnel.

The name "Gapfiller" is somewhat misleading because this very capable wideband communication payload will include state-of-the-art technology and provide a major leap in capability. Preliminary estimates indicate that one Wideband Gapfiller spacecraft will provide transmission capacity up to 2.4 gigabits per second. This capability alone exceeds the capacity of the entire existing DSCS and Global Broadcast Service constellations.

Throughput capacity is divided among nine X-band beams and ten Ka-band beams. Eight of the X-band beams are formed by separate transmitting and receiving phased-array antennas, which provide the ability to shape and scale coverage areas. The ninth X-band beam provides Earth coverage. The ten Ka-band beams are formed by gimbaled dish antennas and include three beams with reversible polarization. (Polarization—the direction of the electric field of an antenna—plays an important part in optimizing reception or reducing the effects of jamming).

MAGNETIC LEVITATED TRAIN

The principal of a Magnet train is that floats on a magnetic field and is propelled by a linear induction motor. They follow guidance tracks with magnets. These trains are often refered to as Magnetically Levitated trains which is abbreviated to MagLev. Although maglevs don't use steel wheel on steel rail usually associated with trains, the dictionary definition of a train is a long line of vehicles travelling in the same direction - it is a train.

HOW IT WORKS
A maglev train floats about 10mm above the guidway on a magnetic field. It is propelled by the guidway itself rather than an onboard engine by changing magnetic fields (see right). Once the train is pulled into the next section the magnetism switches so that the train is pulled on again. The Electro-magnets run the length of the guideway.








ADVANTAGES



 Well it sounds high-tech, a floating train, they do offer certain benefits over conventional steel rail on steel wheel railways. The primary advantage is maintanance. Because the train floats along there is no contact with the ground and therefore no need for any moving parts. As a result there are no components that would wear out. This means in theory trains and track would need no maintanence at all. The second advantage is that because maglev trains float, there is no friction. Note that there will still be air resistance. A third advantage is less noise, because there are no wheels running along there is no wheel noise. However noise due to air disturbance still occurs. The final advantage is speed, as a result of the three previous listed it is more viable for maglev trains to travel extremely fast, ie 500km/h or 300mph. Although this is possible with conventional rail it is not economically viable. Another advantage is that the guidway can be made a lot thicker in places, eg after stations and going uphill, which would mean a maglev could get up to 300km/h (186mph) in only 5km where currently takes 18km. Also greater gradients would be applicable.