Scramjet tests in a shock tunnel at flight Mach 7, 10, and 15 conditions

Rogers, R. C.; Shih, Ann T.; Tsai, Ching‐Yi; Foelsche, Robert

doi:10.2514/6.2001-3241

Cited by 11 publications

(8 citation statements)

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“…In RST mode, the reflection of the incident shock at the shock-tube nozzle interface produces the nozzle plenum conditions at near stagnation. In the SET mode, the test gas flow is processed by the passage of the incident shock and then accelerated by an unsteady expansion fan to a steady flow at the tube exit, achieving very high enthalpy through the addition of kinetic energy, without being stagnated" (from [125]). …”

Section: Nasa Hypulse Facilitymentioning

confidence: 99%

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Survey of high-enthalpy shock facilities in the perspective of radiation and chemical kinetics investigations

Reynier¹

2016

Progress in Aerospace Sciences

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Section: Nasa Hypulse Facilitymentioning

confidence: 99%

“…An upstream portion of the shock tube section is used as the detonation driver (1a), for test conditions above Mach 7. A downstream section of the shocktube (2a) is used as the acceleration tube in the SET mode" (from [125]). …”

Section: Nasa Hypulse Facilitymentioning

confidence: 99%

Survey of high-enthalpy shock facilities in the perspective of radiation and chemical kinetics investigations

Reynier¹

2016

Progress in Aerospace Sciences

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“…The influence of this fact on the Hyper-X program is very obvious. Unlike the numerous long duration full-scale propulsion tests conducted for the Mach 7 flight, a much smaller set of experiments, conducted using the HyPulse and lens reflected-shock tunnels were completed for the Mach 10 flight condition (Ferlemann, 2005;Rogers et al, 2001). The model tested in the HyPulse facility was a full-scale height, partial width and truncated length engine.…”

Section: National Aeronautics and Space Administrationmentioning

confidence: 99%

“…The pressure measurements were compared with and used to validate the computational tools. Furthermore, to increase confidence in the Mach 10 results, the Mach 7 flowpath was tested at its design condition in HyPulse, thus allowing comparison with the experimental data obtained from long-duration tests (Bakos et al, 1999;Rogers et al, 2001). The Hyper-X program completed two successful flights, one at Mach 7 4 and one at Mach 10.…”

Section: National Aeronautics and Space Administrationmentioning

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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“…The NASA HyPulse facility was used in a detonation-driven reflected shock tunnel mode to carry out the Mach 7, 10, and 15 components of the Hyper-X ground testing campaign (Bakos et al, 1999 andRogers et al, 2001). …”

Section: Testing Scramjets In Impulse Facilitiesmentioning

confidence: 99%

Test Program for a Dual-mode Scramjet

Smayda¹

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Since flow at hypersonic Mach numbers (M≥5) behaves very differently from flow at subsonic or supersonic Mach numbers, the testing of hypersonic engines involves challenges not encountered in engine testing for flight in other regimes. For hypersonic Mach numbers, thermal, chemical, radiative, and ablative effects become important.Energy and heat transfer considerations make continuous-run, full scale testing at hypersonic Mach numbers difficult or impossible. While facilities have been devised specifically to study certain aspects of hypersonic flight, no single facility has the ability to simulate all the flow conditions that a hypersonic vehicle or engine may encounter.Flight can be considered the ultimate test of a hypersonic vehicle or engine because no facility effects are present. It is often the case, however, that budgetary, thermal, structural, or other logistical limitations restrict the range of diagnostics available for flight vehicle testing. Flight programs also incur significant risk that is generally not present or is significantly reduced for ground testing programs. If an unguided rocket is used to minimize cost, the likelihood that the payload will achieve the desired test conditions decreases. If a reactive control system is utilized to increase the likelihood that the payload will achieve the desired test conditions, both complexity and cost increase significantly. As such, flight programs are nearly always augmented with significant ground testing to reduce risk and confirm engine operability limits. Often a range of wind tunnels is used in order to resolve the inherent deficiencies of any one type of ground test facility. Two common shortcomings of hypersonic test facilities are the short test time associated with shock-heated facilities and the contaminated or vitiated test gas associated with combustion-heated facilities.

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Scramjet tests in a shock tunnel at flight Mach 7, 10, and 15 conditions

Cited by 11 publications

References 1 publication

Survey of high-enthalpy shock facilities in the perspective of radiation and chemical kinetics investigations

Survey of high-enthalpy shock facilities in the perspective of radiation and chemical kinetics investigations

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

Test Program for a Dual-mode Scramjet

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