The Hypersonic Revolution: Case Studies in the History of Hypersonic Technology. Volume 1: From Max Valier to Project PRIME (1924-1967)

Hallion, Richard P.

doi:10.21236/ada441127

Cited by 6 publications

(3 citation statements)

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“…The development of aircraft able to operate at hypersonic speeds, however, has presented significant technical challenges due to the need to integrate numerous new and unproven technologies. This path has been marked by numerous setbacks as well as some successes, with each research effort adding to the understanding of hypersonic aerodynamics and bringing the dream of practical hypersonic flight a step closer to being realized [2].…”

Section: Introductionmentioning

confidence: 99%

Experimental and Analytical Investigation of Hypersonic Fluid-Structure-Interactions on a Pitching Flat Plate Airfoil

Yamada

Jahn

Buttsworth

2016

AMM

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Understanding the effects of unsteady flows is a critical area of hypersonic research. This paper presents a comparison of experimental results and analytical tools commonly used for the prediction of fluid structure interactions: Piston theory, Van Dyke’s theory, and Unsteady Shock Expansion theory. The investigation is carried out with a wedge-nosed flat-plate airfoil with pitching degree-of-freedom at Mach 6 flow conditions.High-speed Schlieren video is used to extract data about airfoil pitching motion and the unsteady shock structure. These data are compared to predictions from the various methods giving insight into their capability to correctly predict surface pressure and the resulting pitching motion at a reduced frequency, k=6.3×10-3. Contrary to expectations for this quasi-steady flow regime, the analysis of the shock structure shows hysteresis, indicating additional viscous interactions.

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Section: Introductionmentioning

confidence: 99%

Experimental and Analytical Investigation of Hypersonic Fluid-Structure-Interactions on a Pitching Flat Plate Airfoil

Yamada

Jahn

Buttsworth

2016

AMM

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“…Finally, another important characteristic is the role the under-or windside of the forebody ramp plays in the inlet precompression (Hirschel & Weiland, 2009). (Hallion, 1998).…”

Section: Forebody Designmentioning

confidence: 99%

A parametric grid generation tool for the aerodynamic evaluation of hypersonic vehicles

Ward¹

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The structured grid is made up of 265 blocks and is generated using e3prep, the preprocessor and grid generation tool for The University of Queensland's compressible CFD code, Eilmer. Significant modification of vehicle geometry is possible while retaining acceptable grid quality. However, poor quality issues present themselves at swept geometry.In addition to a demonstration of the parametric nature of the tool, results of a proof of concept simulation of the complete vehicle are given. A short forebody study detailing the analysis of a widened, cambered forebody with a flattened windward side was completed as further demonstration. The modified geometry was found to improve the inlet onset flow iii and increase precompression. These results are presented without formal verification and validation and hence considered provisional.Recommendations are made on the continued development of the tool. These primarily address the quality issues preventing full functionality of the tool and include utilising sections of unstructured cells to form a patched grid and combining the current work with GridPro for the generation of a highly smoothed grid. The use of OpenFOAM for subsonic simulation is also discussed along with increased parallelisation of the simulations to decrease runtime.

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“…Following its original conception in the 1950's [6], research and development of the scramjet engine continued through a series of large-scale research projects and international collaborations [7,8]. These projects required a means to reliably recreate a hypersonic flight condition to test the engine and verify the analysis.…”

Section: The Scramjet Enginementioning

confidence: 99%

Development of an extended test time operating mode for a large reflected shock tunnel facility

Stennett¹

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X3R is a new free-piston driven reflected shock tunnel (RST) facility, derived from the X3 free-piston super-orbital expansion tube at the University of Queensland (UQ). X3R is the first dual-mode impulse facility in Australia, and is also the first dual-mode free-piston impulse facility originating as an expansion tube. Conversion and operation of the facility in a reflected shock tunnel mode was originally envisioned as a means to increase the scale and duration of Australia's hypersonic testing capability, which was previously limited in both aspects in comparison to other international impulse facilities. This thesis was completed to coincide with the physical X3R facility hardware design and development, to produce an operating condition capable of generating and maintaining a Mach 7, 50 kPa dynamic pressure test flow for 10 ms. It was initially postulated that this could be efficiently achieved using the pre-existing X3 facility hardware, new components designed specifically for reflected shock tunnel mode, and a new operating condition. Due to its parallel operation as an expansion tube, X3R featured a driver tube length that was 60% that of the shock tube in RST mode. These geometric proportions are unique compared to other facilities of this kind throughout the world, which typically feature driver tubes that are at least twice the shock tube length. Operation of a reflected shock tunnel with such a relatively short driver tube makes it extremely challenging to efficiently utilise the 'full' slug of test gas. The primary challenge was generating a pulse of gas from the driver with sufficient duration to fully shock the test gas and sustain critical flow processes until 10 ms of test flow at the target conditions had been generated. The solution to this challenge was careful configuration of the free-piston driver and quite unconventional driver operation. Theoretical analysis showed that a very low compression ratio was required to maximise the volume of the driver gas. Given the low compressive heating, this resulted in a much higher helium fraction that would be normally required to produce a free-piston driven 1400 m/s shock through air. The low compression ratio then required significant piston energy to compress the gas, leading to extended periods of high facility and piston loading. Sustaining a relatively steady driver gas pressure to drive the downstream flow processes required piston speed to be maintained immediately after diaphragm rupture. This driver gas 'hold time' was shown to depend on piston mass; the higher the driver gas pressure, the heavier the piston needed to be to sustain a given test time. Once this fundamental dependency had been identified, it was determined that if piston mass and test flow dynamic pressure were fixed, there was a maximum test time that could be achieved. Conversely, if piston mass and test time were specified, there was a fundamental limit to the achievable test flow dynamic pressure. For the initial configuration analysed in this thesis, it was found that, ...

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The Hypersonic Revolution: Case Studies in the History of Hypersonic Technology. Volume 1: From Max Valier to Project PRIME (1924-1967)

Cited by 6 publications

References 0 publications

Experimental and Analytical Investigation of Hypersonic Fluid-Structure-Interactions on a Pitching Flat Plate Airfoil

Experimental and Analytical Investigation of Hypersonic Fluid-Structure-Interactions on a Pitching Flat Plate Airfoil

A parametric grid generation tool for the aerodynamic evaluation of hypersonic vehicles

Development of an extended test time operating mode for a large reflected shock tunnel facility

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