Inflatable Re-entry Vehicle Experiment (IRVE) Design Overview

The supersonic transitional flow aerodynamics of the inflatable reentry vehicle experiment are simulated with the direct simulation Monte Carlo method. Also, results from Navier-Stokes calculations are presented that provide both a check on the direct simulation Monte Carlo results near continuum conditions and the general trend of the aerodynamic data at lower altitude conditions. Calculations of axial, normal, and static pitching coefficients are obtained for an angle-of-attack range of 0 to 180 deg. These results clearly demonstrate the strong sensitivity of the aerodynamic coefficients to the relatively low speeds encountered as the inflatable reentry vehicle experiment reenters the atmosphere, and that existing hypersonic aerodynamic data bases for similar geometric configurations are not appropriate for the inflatable reentry vehicle experiment environment. The current numerical simulations focus on the rigid body aerodynamics from 150 to 91 km altitude for the 0 to 180 deg angle of incidence sweep and to lower altitudes (46 km) while at zero incidence. Nomenclaturemaximum diameter of spacecraft, m Kn 1;D;HS = freestream hard sphere Knudsen number, 1 =D mcs = mean collision separation distance, m mfp = mean free path, m n = number density, m 3 p = pressure, N=m 2 q = wall heat transfer rate, W=m 2 T = temperature, K V 1 = freestream velocity, m=s x; y; z = model coordinates, m X = mole fractions = angle of incidence, deg 1 = mean free path in freestream, m 1 = freestream density, kg=m 3 Subscripts D = maximum spacecraft diameter HS = hard sphere W = wall 1 = freestream

mentioning

confidence: 99%

mentioning

confidence: 99%

See 1 more Smart Citation

Low-Density Aerodynamics for the Inflatable Reentry Vehicle Experiment

Moss

Glass

Hollis

et al. 2006

“…In general, the use of a deployable aeroshell allows the vehicle to be decelerated at a higher altitude compared with a conventional rigid reentry vehicle. This provides several advantages for the entry, descent, and landing (EDL) approach, such as a lower heat load from aerodynamic heating and reduction in radio-frequency blackout [1][2][3][4][5][6][7][8][9]. Recently, a reentry vehicle with an inflatable aeroshell has also been developed in the Membrane Aeroshell for Atmospheric-entry Capsule (MAAC) project, in cooperation with several universities and JAXA.…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic Heating Around Flare-Type Membrane Inflatable Vehicle in Suborbital Reentry Demonstration Flight

Takahashi

Yamada

Abe

et al. 2015

A demonstration flight of an advanced reentry vehicle was carried out using a sounding rocket. The vehicle was equipped with a flexible (membrane) aeroshell deployed by an inflatable torus structure. Its most remarkable feature was the low ballistic coefficient that enables reduction in aerodynamic heating and deceleration at a high altitude. During the suborbital reentry, temperatures at several locations on a backside of the flexible aeroshell and inside the capsule were measured by means of embedded thermocouples. The aerodynamic heating behavior of the vehicle was investigated using the measured temperature history, in combination with a numerical prediction in which a flow-field simulation of the heating was conducted. In this flow-field simulation, both laminar flow and turbulent flow were assumed, and the deformation of the flexible aeroshell was considered. A thermal model of the capsule and membrane aeroshell was developed, and the heat flux profiles of the vehicle surface during aerodynamic heating were constructed based on the measured temperatures. The measured temperature data were found to be in reasonable agreement with the predicted data if the flow field near the capsule of the vehicle was assumed to be laminar, with a transition to turbulent flow near the membrane aeroshell.

“…This technology can provide several advantages, e.g., reduction in aerodynamic heating during atmospheric reentry [1][2][3][4][5][6][7][8][9]. For flare-type thin-membrane aeroshells, several studies of elemental technologies and demonstration flights have been performed as part of the Membrane Aeroshell for Atmospheric-entry Capsule (MAAC) project [10][11][12][13][14].…”

Section: Introductionmentioning

confidence: 99%

Aerodecelerator Performance of Flare-Type Membrane Inflatable Vehicle in Suborbital Reentry

Takahashi¹,

Ha²,

Oshima³

et al. 2017

A flight experiment of an inflatable reentry vehicle, equipped with a thin-membrane aeroshell deployed by an inflatable torus structure, was performed using a JAXA S-310-41 sounding rocket. The drag coefficient history was evaluated by analyzing the acceleration of the vehicle with atmospheric density and temperature using a global reference atmospheric model. The vehicle successfully demonstrated deceleration. During the reentry flight, the position, velocity, and acceleration of the vehicle were obtained by using the Global Positioning System. The experimental drag coefficient had an almost constant value of 1.5 in the supersonic region but decreased to 1.0 in the subsonic region. In the transonic region, a steep decrease of the drag coefficient was confirmed. To study the detailed aerodynamics for the reentry vehicle, flow-field simulations were conducted with computational fluid dynamics techniques. The aerodynamic force acting on the vehicle was investigated with the measured data throughout the supersonic and subsonic regions. In the flow-field simulation, the computed result for the drag coefficient shows reasonable agreement with the experimental one. In addition, a compressible effect in front of the vehicle was seen to appear in the supersonic region and a vortex ring at the rear of the vehicle was formed in the subsonic region.