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Large eddy simulation of ship tracks in the collapsed marine boundary layer: a case study from the Monterey area ship track experiment

机译:塌陷海洋边界层中航迹的大涡模拟:以蒙特利地区航迹实验为例

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摘要

For the first time, a large eddy simulation (LES) coupled to a bulk aerosolscheme is used to simulate an aircraft-sampled ship track. The track wasformed by the M/V on 13 June 1994 in a shallow drizzlingboundary layer with high winds but very low background aerosol concentrations(10 cm). A Lagrangian framework is used to simulate the evolution ofa short segment of track as it is advected away from the ship for 8 h(a downwind distance exceeding 570 km).Using aircraft observations for initialization, good agreement is obtainedbetween the simulated and observed features of the ambient boundary layeroutside the track, including the organization of the cloud into mesoscalerolls. After 8 h, a line of aerosol is injected to start the shiptrack. The simulation successfully reproduces the significant albedoenhancement and suppression of drizzle observed within the track. The aerosolconcentration within the track dilutes as it broadens due to turbulentmixing. A sensitivity study shows the broadening rate strongly depends on thealignment between the track and the wind-aligned boundary layer rolls, assatellite images of ship tracks suggest. Entrainment is enhanced within thesimulated track, but the observed 100 m elevation of the ship track abovethe surrounding layer is not simulated, possibly because the LES quicklysharpens the rather weak observed inversion. Liquid water path within thesimulated track increases with time even as the ambient liquid water path isdecreasing. The albedo increase in the track from liquid water and cloudfraction enhancement (second indirect effect) eventually exceeds that fromcloud droplet number increases (first indirect or Twomey effect). In asensitivity study with a higher initial ambient aerosol concentration,stronger ship track aerosol source, and much weaker drizzle, there is lessliquid water inside the track than outside for several hours downwind,consistent with satellite estimates for such situations. In that case, theTwomey effect dominates throughout, although, as seen in satellite images,the albedo enhancement of the track is much smaller.
机译:第一次,将大型涡流模拟(LES)与大量气溶胶方案耦合使用来模拟飞机采样的船舶航迹。该轨道是由M / V于1994年6月13日形成的,在一个有大风但背景气溶胶浓度非常低(10厘米)的浅毛毛雨边界层中形成。拉格朗日框架用于模拟短距离航迹从船上对流8小时(顺风距离超过570 km)的演变情况。利用飞机观测值进行初始化,可以在模拟和观测特征之间获得良好的一致性轨道外部的环境边界层,包括将云组织成中尺度卷。 8小时后,注入一行气雾剂以启动航迹。该模拟成功地再现了在轨道内观察到的显着的反照率增强和抑制的毛毛雨。轨道内的气溶胶浓度由于湍流混合而变宽,因此被稀释。敏感性研究表明,航迹的卫星图像表明,拓宽速率在很大程度上取决于航迹与风对齐的边界层卷之间的对准。模拟航迹内的夹带得到了增强,但是并未模拟观察到的在周围层之上的船舶航迹的100 m高程,这可能是因为LES迅速使观察到的反演变得非常微弱。即使周围的液态水路径减少,模拟轨道内的液态水路径也会随着时间而增加。液态水和云团分数增强(第二间接效应)导致的轨道反照率增加最终超过云滴数增加(第一间接效应或Twomey效应)。在一项敏感性研究中,初始环境气溶胶浓度较高,船舶航迹气溶胶来源更强,细雨更弱,顺风向几个小时内,航迹内的液态水少于外界,这与卫星估算的情况一致。在那种情况下,Twomey效应在整个过程中都占主导地位,尽管从卫星图像中可以看出,轨道的反照率增强要小得多。

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