Design, modelling and analysis of a six component force balance for hypervelocity wind tunnel testing

Smith, Angus; Mee, D. J.; Daniel, William J.T.; Shimoda, Takayuki

doi:10.1016/s0045-7949(01)00005-0

Cited by 50 publications

(24 citation statements)

References 6 publications

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“…Calibration of multiple-component stress wave force balances in the past has used mutually orthogonal calibration loads exclusively [6][7][8][9] . For a three-component balance, by applying a pure force in direction D1 (see Figure Author 2), the three submatrices…”

Section: Calibrationmentioning

confidence: 99%

“…There is insufficient test time to establish such equilibrium in expansion tubes and alternative techniques have had to be developed. One such approach is based on the stress wave force balance, which characterizes the dynamic response of the model and its support in an impulse response function relating the force time histories on the model to strain time histories in the force balance during calibration [6][7][8][9] . Since the stress wave force balance approach accounts for the dynamic response of the model, if the model is calibrated dynamically, the inertia of the model is taken into account and relied upon to provide a characterization of the model's response to loads of differing magnitudes and time histories.…”

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confidence: 99%

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New calibration technique for multiple-component stress wave force balances

Abdel–jawad

Mee

Morgan

2007

Review of Scientific Instruments

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Force measurement in hypervelocity expansion tubes is not possible using conventional techniques. The stress wave force balance technique can be applied in expansion tubes to measure forces despite the short test times involved. This paper presents a new calibration technique for multiple-component stress wave force balances where an impulse response created using a load distribution is required and no orthogonal surfaces on the model exist..

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Section: Calibrationmentioning

confidence: 99%

mentioning

confidence: 99%

New calibration technique for multiple-component stress wave force balances

Abdel–jawad

Mee

Morgan

2007

Review of Scientific Instruments

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“…This technique has been under continual development within the Centre for Hypersonics and has been extended to the measurement of three and six components of force (see for e.g. Mee et al, 1996;Smith et al, 2001). The balance used in this thesis was not designed specifically for the m12rest engine.…”

Section: Introductionmentioning

confidence: 99%

“…Smith et al (2001): using finite-element analysis, this paper presents the design and analysis of an internal six-component balance for aerodynamic force measurement on a small-scale, blunt-nosed vehicle.…”

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confidence: 99%

An experimental investigation of an airframe integrated three-dimensional scramjet engine at a Mach 10 flight condition

Doherty¹

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The University of Queensland in 2014 school of mechanical and mining engineering centre for hypersonics abstract Realisation of the dream of airbreathing access-to-space requires the development of a scramjet engine that produces sufficient net thrust to enable acceleration over a wide Mach number range. With engines that are highly integrated with the airframe, the net performance of a scramjet powered vehicle is closely coupled with the vehicle attitude and is difficult to determine only from component level studies. This work investigates the influence of airframe integration on the performance of an airframe integrated scramjet through the measurement of internal pressure distribution and the direct measurement of the net lift, thrust and pitching moment using a three-component stress wave force balance. The engine chosen as the basis for this study was the Mach 12 rectangularto-elliptical shape-transition (m12rest) scramjet that was developed by Suraweera and Smart (2009) as a research engine for access-to-space applications. The inlet and combustor flowpath were integrated with a slender 6°wedge forebody, streamlined external geometry and three dimensional thrust nozzle. The scale of the engine was chosen so that the entire engine would fit within the core-flow diamond (bi-conic) produced by a Mach 10 facility nozzle. The Mach 10b facility nozzle was chosen because it is the largest nozzle current in use with the t4 Stalker Tube and because the offdesign performance of a scramjet engine is of interest for access-to-space vehicles that must accelerate over a range of Mach numbers.Freejet experiments were conducted within the t4 Stalker Tube. Two trueflight Mach 10 test conditions were used: a high pressure test condition that replicated flight at a dynamic pressure of 48 kPa and a low pressure test condition that replicated flight at a dynamic pressure of 28 kPa. Scaling of the test conditions according to the established binary scaling law was not completed due to facility operational limits.The engine featured two fuel injection stations from which gaseous hydrogen was injected. The first injection station was partway along the length of the inlet while the second injection station was at the start of the combustor behind a rearward facing circumferential step. In addition to investigating inlet-only and step-only injection, a combined scheme where 68 % of the fuel was injected from the step station and 32 % from the inlet station was also investigated.To support the analysis of the experimental results, numerical simulations of the engine with no fuel injection were conducted using the nasa code vulcan. Analysis of the simulations show that the mass capture ratio with respect to the projected inlet area is approximately 60 % at each test condition. The simulations also show that spillage of flow from the slender forebody accounts for just 12 % of the flow through the projected iii inlet area, a small but non-negligible fraction. By integrating the engine surface forces, the drag coefficient with respect ...

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“…It should be noted that methods of inverse problems solution for processing signals of the dynamic weight and pressure measurements are used for a long time and more often than in the interpretation of thermocouple signals. For example, in [19,20] the recovery of the temporal aerodynamic characteristics (pressure and forces) by solution of the convolution integral equation (deconvolution method) are described, usually by reducing the problem to a system of linear algebraic equations, or by solution of the problem in Fourier space [21].…”

Section: Introductionmentioning

confidence: 99%