Achievements Obtained for Sustained Hypersonic Flight Within the LAPCAT Project

Steelant, Johan

doi:10.2514/6.2008-2578

Cited by 35 publications

(9 citation statements)

References 4 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The new parameter η is introduced in Eq. (13). It is chosen to underline the difference to ξ, as a new fit with only one degree of freedom has been carried out.…”

Section: Iiid3 One Parameter Equationmentioning

confidence: 99%

Steady Shock Refraction in Hypersonic Ramp Flow

Banuti¹,

Grabe²,

Hannemann³

2011

17th AIAA International Space Planes and Hypersonic Systems and Technologies Conference

View full text Add to dashboard Cite

This paper discusses features of a supersonic flow with a transversal Mach number stratification when encountering a ramp. A flow of this nature can occur for a variety of reasons around a hypersonic vehicle. Formation of a heated wall boundary layer, external fuel injection on the compression ramp, energy deposition, and film or transpiration cooling are just some of the processes that will establish a flow where a wall near layer features a distinct difference in Mach number compared to the outer flow. This paper will introduce a flow topology framework that will help to understand phenomena associated with this stratification. Shock refraction is identified as the main mechanism which causes a redirection of the flow additional to the ramp deflection. It will be shown how, depending on the Mach number ratios between the layers, shocks or expansion fans will be created that will interact with the surface. This can be the cause for undesired or unexpected temperature and pressure distributions along the wall when shock refraction is not taken into account. As a possible application, it will be shown how shock refraction can act as a virtual external compression ramp. CFD computations are performed using the DLR TAU code, a finite volume, second order accuracy, compressible flow solver. Nomenclature M Mach number γ Ratio of specific heats u Flow speed c Speed of sound β Shock angle ϑ Deflection angle M Molecular weight R Universal gas constant p Pressure T Temperature n Refractive index ξ, ζ, η Fitting parameters s Compression stage

show abstract

“…The new parameter η is introduced in Eq. (13). It is chosen to underline the difference to ξ, as a new fit with only one degree of freedom has been carried out.…”

Section: Iiid3 One Parameter Equationmentioning

confidence: 99%

Steady Shock Refraction in Hypersonic Ramp Flow

Banuti¹,

Grabe²,

Hannemann³

2011

17th AIAA International Space Planes and Hypersonic Systems and Technologies Conference

View full text Add to dashboard Cite

show abstract

“…APCAT II (Long-Term Advanced Propulsion Concepts and Technologies) [1] is a follow-up of the previous EC co-funded project LAPCAT [2]. The objective is to develop different vehicle concepts enabling the potential reduction of antipodal flight times to about 4 hours along with the critical technologies and know-how to realize this ambitious goal.…”

Section: Introductionmentioning

confidence: 98%

Achievements Obtained for Sustained Hypersonic Flight within the LAPCAT-II project

Steelant¹,

Varvill²,

Defoort³

et al. 2015

20th AIAA International Space Planes and Hypersonic Systems and Technologies Conference

Self Cite

View full text Add to dashboard Cite

The design of hypersonic airbreathing vehicles is a challenging objective due to the intrinsic complexity of propulsion-airframe integration in combination with an engine cycle design able to operate over a wide Mach number range. This is one of the objectives of EC co-funded project LAPCAT-II aiming to reduce antipodal flights to less than 2 to 4 hours. Among the several studied vehicles in the preceding project LAPCAT-I, only aircraft designs for Mach 5 and 8 flights were retained in the present project. Starting from the available Mach 5 vehicle and its related pre-cooled turbo-ramjet, assumed performance figures of different components were now assessed in more detail numerically and experimentally. Though the cruise flight of the Mach 8 vehicle based on a scramjet seemed feasible, further refinement was needed. In support to the integrated vehicle design, dedicated aerodynamic and propulsive experiments were done for the different components as well as for the complete vehicle. This included also the mutual verification of the windtunnels within Europe. In parallel, modelling implementation and validation on high-speed aerodynamics and propulsion were performed. The validated tools gave confidence to assess the performances of the fully integrated vehicles to comply with the mission goals. Finally, the impact of the emissions onto the climate was evaluated. Nomenclature

show abstract

“…The project started in May 2011 and finished in October 2015. The project, co-founded by the European Commission under the FP7 Framework, was a follow-up of ATLLAS-I [6][7] [8] and run concurrently with LAPCAT-I/II projects on high-speed propulsion and others [9][10] [11] [12]. The different achievements realized within the ATLLAS-II project are reported here in different chapters, i.e.…”

Section: Introductionmentioning

confidence: 99%

Achievements obtained within ATLLAS-II on Aero-Thermal Loaded Material Investigations for High-Speed Vehicles

Steelant¹,

Dalenbring²,

Kuhn³

et al. 2017

21st AIAA International Space Planes and Hypersonics Technologies Conference

Self Cite

View full text Add to dashboard Cite

The co-founded FP7 EC project ATLLAS-II had as objectives the identification and assessment of advanced lightweight and high-temperature resistant materials for high-speed vehicles up to Mach 6. The material requirements were defined through an in-depth feasibility study of a Mach 5-6 vehicle. The consortium could build upon a set of validated tools, material databases and valuable experience acquired during ATLLAS-I. Starting with a preliminary aero-thermal-structural high-speed vehicle design process, a multi-disciplinary optimization and experimental testing resulted into a detailed layout of a high-speed vehicle. Special attention was given to alleviate sonic boom and emissions at high altitudes. Throughout the design process, the aero-thermal loads defined the requirements for the proposed materials and cooling techniques needed for both the airframe and propulsion components. The former focused on sharp leading edges, intakes and skin materials each coping with different external aero-thermal loads. The latter were exposed to internal combustion driven loads. Both metallic (Titanium Matrix Composites and Ni-based Hollow Sphere Stackings) and non-metallic materials (Ceramic Matrix Composites and Ultra High Temperature Ceramics) were evaluated. Combined aero-thermal-structural experiments tested various materials at extreme conditions representative for high flight Mach numbers. Both static and cyclic tests at low and high temperatures were performed including the evaluation of their durability in terms of long duration exposure to the harsh flight conditions. The materials assigned to dedicated engine components were exposed to realistic combustion environments. These were combined with passive or active cooling technologies developed in ATLLAS-I.

show abstract

Achievements Obtained for Sustained Hypersonic Flight Within the LAPCAT Project

Cited by 35 publications

References 4 publications

Steady Shock Refraction in Hypersonic Ramp Flow

Steady Shock Refraction in Hypersonic Ramp Flow

Achievements Obtained for Sustained Hypersonic Flight within the LAPCAT-II project

Achievements obtained within ATLLAS-II on Aero-Thermal Loaded Material Investigations for High-Speed Vehicles

Contact Info

Product

Resources

About