Development of the hypersonic flight experimental vehicle

Kobayasi, Minoru; Yamazaki, Isao; Shirouzu, Masao; Yamamoto, Masataka

doi:10.1016/s0094-5765(97)00149-5

Cited by 16 publications

(12 citation statements)

References 2 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…1,2 Due to a series of outstanding advantages of superior maneuverability, high level of survivability and excellent global strike capability, it has become a major research field in aeronautics and astronautics worldwide. [3][4][5] In order to reduce aerodynamic resistance, an extremely sharp wing leading edge is required and a radius with a magnitude of millimeters is commonly employed. [6][7][8] In contrast to traditional subsonic and supersonic conditions, since the speed of hypersonic aircraft has been raised significantly, high temperature becomes one of the vital features, as most of the kinetic energy of the high speed airflow, just outside the sharp local structure, transforms into internal energy.…”

Section: Introductionmentioning

confidence: 99%

RETRACTED: Thermal protection mechanism of heat pipe in leading edge under hypersonic conditions

Wang

et al. 2015

Chinese Journal of Aeronautics

View full text Add to dashboard Cite

Section: Introductionmentioning

confidence: 99%

RETRACTED: Thermal protection mechanism of heat pipe in leading edge under hypersonic conditions

Wang

et al. 2015

Chinese Journal of Aeronautics

View full text Add to dashboard Cite

“…In 1996, NASA set up the Hyper-X programme (Curran 2001), which focused on the flight testing of small-scale (X-43A, X-43B, X-43C, X-43D) vehicles as well as a full-scale demonstrator. The recent success of NASA's X-43A scramjet-powered aircraft affirmed the feasibility and effectiveness of this technology (Sakurai, Kobayasi, Yamazaki, Shirouzu, and Yamamoto 1997). As a result, NASA and the US Air Force shifted their focus to the fundamental hypersonic research in support of the next generation of highly reliable reusable launch vehicles (HRRLVs) (Clark, Wu, Mirmirani, Choi, and Kuipers 2006).…”

Section: Introductionmentioning

confidence: 99%

Guaranteed cost control with poles assignment for a flexible air-breathing hypersonic vehicle

et al. 2011

International Journal of Systems Science

View full text Add to dashboard Cite

This article investigates the problem of guaranteed cost control for a flexible air-breathing hypersonic vehicle (FAHV). The FAHV includes intricate coupling between the engine and flight dynamics as well as complex interplay between flexible and rigid modes, which results in an intractable system for the control design. A longitudinal model is adopted for control design due to the complexity of the vehicle. First, for a highly nonlinear and coupled FAHV, a linearised model is established around the trim condition, which includes the state of altitude, velocity, angle of attack, pitch angle and pitch rate, etc. Secondly, by using the Lyapunov approach, performance analysis is carried out for the resulting closed-loop FAHV system, whose criterion with respect to guaranteed performance cost and poles assignment is expressed in the framework of linear matrix inequalities (LMIs). The established criterion exhibits a kind of decoupling between the Lyapunov positivedefinite matrices to be determined and the FAHV system matrices, which is enabled by the introduction of additional slack matrix variables. Thirdly, a convex optimisation problem with LMI constraints is formulated for designing an admissible controller, which guarantees a prescribed performance cost with the simultaneous consideration of poles assignment for the resulting closed-loop system. Finally, some simulation results are provided to show that the guaranteed cost controller could assign the poles into the desired regional and achieve excellent reference altitude and velocity tracking performance. Nomenclature

show abstract

“…Matra British Aerodynamics Aero Product France and ONERA developed a small-scale, 4.2-m-long, dual-mode, scramjet-powered experimental hypersonic vehicle [5] to demonstrate the capability of prediction of aeropropulsive thrust-drag balance. A hypersonic flight experimental vehicle, Hyflex, was designed, developed, and flight tested [6] in 1996 as the precursor engineering demonstrator of the H-II Orbiting Plane program of Japan. Computational fluid dynamics (CFD) tools were used extensively for the design and analysis of various subsystems in hypersonic flight regime, like laminar/turbulent transition on forebody [7], aerothermodynamics [8], surface heating [9], scramjet combustor [10], etc.…”

mentioning

confidence: 99%

Computational Fluid Dynamics Simulation of Tip-to-Tail for Hypersonic Test Vehicle

Dharavath

Manna

Chakraborty

2015

Journal of Propulsion and Power

View full text Add to dashboard Cite

Computational fluid dynamics simulations are carried out for a complete hypersonic vehicle integrating both external (nonreacting) and internal (reacting) flow together to calculate the scramjet combustor performance and vehicle net thrust minus drag. Simulations are carried out for a flight Mach number of about six. Three-dimensional Navier-Stokes equations are solved along with the shear stress transport k-ω turbulence model and single-step chemical reaction based on fast chemistry. The Lagrangian particle tracking method for droplets is used for combustion of kerosene fuel. Flow is largely nonuniform at the inlet of the combustor. Mass flow of ingested air increases with increase in angle of attack. Because of more combustion of fuel, wall surface pressure is higher for α 6 deg compared with α 0 deg. Combustion efficiency and thrust achieved are found to increase with the increase in angle of attack. Considerable amount of thrust is obtained from a single expansion ram nozzle and achievement of positive thrust-drag for the whole vehicle is demonstrated. The computational analysis of the whole vehicle provides net forces and moments of the whole vehicle, which is very useful for the mission analysis of the vehicle. NomenclatureA ebu , B ebu = model coefficient of eddy dissipation model D = Rosin Rammler diameter F = blending function, factor of safety in grid convergence index, thrust f = parameter of grid convergence index H = enthalpy, altitude h = height of cruise vehicle, grid spacing I = species component, specific impulse i, j, k = three axes direction k = turbulent kinetic energy M = molecular weight, Mach number m = flow rate P = pressure Pr = Prandtl number p = order of accuracy in grid convergence index q = heat flux R k = mixing rate of eddy dissipation model S = source term T = temperature t = time x, y, z = three axes direction Y = species mass fraction α = angle of attack η = efficiency μ = viscosity ν = dispersion factor, stoichiometric coefficient, kinematic viscosity ρ = density τ = shear stress ϕ = equivalence ratio Ω = strain rate ω = turbulent frequency Subscripts a = air ci = combustor inlet CV = cruise vehicle f = fuel i = various species k = x, y, z directions L = lift o = oxidizer p = product rec = recovery SERN = single expansion ramp nozzle t = turbulent 0 = total 1, 2 = fine, coarse grid ∞ = freestream

show abstract

Development of the hypersonic flight experimental vehicle

Cited by 16 publications

References 2 publications

RETRACTED: Thermal protection mechanism of heat pipe in leading edge under hypersonic conditions

RETRACTED: Thermal protection mechanism of heat pipe in leading edge under hypersonic conditions

Guaranteed cost control with poles assignment for a flexible air-breathing hypersonic vehicle

Computational Fluid Dynamics Simulation of Tip-to-Tail for Hypersonic Test Vehicle

Contact Info

Product

Resources

About