End-to-end modelling of the HEG shock tunnel

Jacobs, Peter A.; Gardner, Anthony Donald; Buttsworth, David; Schramm, Jan Martinez; Karl, Sebastian; Hannemann, Klaus

doi:10.1007/978-3-540-27009-6_46

Cited by 7 publications

(6 citation statements)

References 14 publications

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“…48 The High Enthalpy Shock-Tunnel Göttingen (HEG) facility at DLR in Göttingen, Germany uses rupture pressures above 100 MPa, and compression ratios around 55. 49 It has also been fired at rupture pressures up to 200 MPa. 50 To examine the possibilities available with higher compression ratios and rupture pressures, the authors wrote a new mode in PITOT 25 allowing it to perform parametric studies of different compression ratios by specifying either the driver fill pressure or the driver rupture pressure.…”

Section: Theoretical Expansion Tube Compression Ratio Analysismentioning

confidence: 99%

Generating High Speed Earth Re-entry Test Conditions in an Expansion Tube for Interplanetary Return Missions

James¹,

Lewis²,

Gildfind³

et al. 2019

Proceedings of the 32nd International Symposium on Shock Waves (ISSW32 2019)

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In 2010, planetary entry probe missions to Uranus and Saturn were proposed. This paper details an investigation exploring the operating limits of the X2 superorbital expansion tube at the University of Queensland for the simulation of test conditions related to these proposed entries. Theoretical calculations showed that X2 could recreate the stagnation enthalpy of the proposed 22.3 km/s Uranus entry but not the stagnation enthalpy of the proposed 26.9 km/s Saturn entry. Experiments were able to confirm the theoretical performance calculations. However, losses caused some of the experimental shock speeds to be up to 10% slower than predicted, and due to the high velocity nature of the experiments, the shock speed errors were large making it difficult to properly quantify the test conditions. Further theoretical analysis investigated the possibility of using a more powerful free piston driver to simulate the Saturn entry conditions, and the analysis showed that with a slightly more powerful driver than X2's current most powerful configuration, the stagnation enthalpy of the proposed Saturn entry or other slightly faster entries proposed in the literature could be simulated. However, a very powerful driver would be required to recreate the stagnation enthalpies of these entries with the excess enthalpy needed to perform binary scaled experiments for an X2 sized facility.

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Section: Theoretical Expansion Tube Compression Ratio Analysismentioning

confidence: 99%

Generating High Speed Earth Re-entry Test Conditions in an Expansion Tube for Interplanetary Return Missions

James¹,

Lewis²,

Gildfind³

et al. 2019

Proceedings of the 32nd International Symposium on Shock Waves (ISSW32 2019)

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“…The calculated reflected shock pressure is often substantially larger than the pressure measured in the nozzle reservoir region, so an isentropic expansion from the simulated reflected shock pressure to the measured pressure is usually postulated and a new nozzle reservoir condition corresponding to the measured pressure is calculated. 2 The free stream flow parameters are then derived from the estimated nozzle reservoir conditions using a nozzle flow calculation that includes nonequilibrium chemistry when necessary. However, it is clear that if the simulated strength of the reflected shock wave is never actually achieved in practice, then the traditional approach will over-estimate the stagnation enthalpy, which consequently affects the accuracy of the derived free stream flow parameters.…”

Section: Introductionmentioning

confidence: 99%

Measurement and Simulation of the Interface in a Low-Enthalpy Shock Tunnel

Buttsworth¹,

Goozee²,

Jacobs³

2006

14th AIAA/AHI Space Planes and Hypersonic Systems and Technologies Conference

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Measurements from a rake of heat flux probes installed in a 62.2 mm diameter shock tunnel have been used to deduce the thickness of the shock tube interface and its distribution across the tube for a primary shock Mach number of 2.3. The axial thickness of the interface was between about 0.32 and 0.42 m for locations from about 2.0 to 2.5 m downstream of the diaphragm station. Axisymmetric simulations using a compressible Navier Stokes solver to model the entire shock tunnel operating at this condition show a simulated interface distributed over an axial length of about 0.20 m at 2.0 m downstream of the diaphragm, thus underestimating the measured interface length by about 37 %. The simulations indicate that the diaphragm opening process has a strong influence on the interface development within the nominally inviscid core flow region of the tube. The shape of the interface in these axisymmetric simulations differs from the experimental results and this is probably because the turbulent mixing within the interface is not adequately modelled. A review of previous data on the shock tube interface development indicates that the present results (both the experimental data and numerical simulations) are consistent with interface axial lengths obtained in previous shock tube studies.

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“…• T6 Stalker Tunnel, England [15] • HET, USA [16] • HEG, Germany [17] • HELM, Germany [18] • IISc Chemical Kinetics Shock Tube, India [19] Mundt et al reported on the results of using the L1d code to model the T-ADFA, T3…”

Section: Simulations Of Shock Tunnel Facilitiesmentioning

confidence: 99%

A piston braking model for the L1d CFD code

Byrne¹

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The L1d computational fluid dynamics code is used to model numerous shock tunnel facilities worldwide. A number of free-piston driven shock tunnel facilities, such as the T4 Stalker tube at the University of Queensland, utilises a piston-braking system to prevent facility damage. However, the braking system may have some effects on the piston dynamics during operation. The L1d code currently does not account for the brake dynamics and the friction force created through the piston-brake interface. It was hypothesised that including this may lead to more accurate predictions, which would benefit any institution that models shock tunnel facilities using a piston-brake system. This thesis developed a numerical model to understand the piston-brake dynamics. The model was validated against L1d for a configuration neglecting brake dynamics. The model was then used with brake dynamics to investigate the effect on piston motion for numerous shock tunnel flow conditions and friction coefficient configurations. Simulations suggested that the friction force generated by the brakes had a slight effect on the piston motion, but was too insignificant to warrant including it in the L1d code.

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End-to-end modelling of the HEG shock tunnel

Cited by 7 publications

References 14 publications

Generating High Speed Earth Re-entry Test Conditions in an Expansion Tube for Interplanetary Return Missions

Generating High Speed Earth Re-entry Test Conditions in an Expansion Tube for Interplanetary Return Missions

Measurement and Simulation of the Interface in a Low-Enthalpy Shock Tunnel

A piston braking model for the L1d CFD code

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