Shock Train Leading Edge Detection in a Dual-Mode Scramjet

Le, Daniel; Goyne, Christopher P.; Krauss, Roland H.; McDaniel, James C.

doi:10.2514/6.2006-815

Cited by 10 publications

(9 citation statements)

References 6 publications

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“…Also, these pre-combustion mean and standard deviation values compare relatively well with those measured in the small-scale scramjet of Ref. 22 Figure 9 shows the post-combustion mean and standard deviation for each of the 7 transducers in test 07074AG. For this run, the post-combustion region was defined as 18-34 s (see Fig.…”

Section: B Mean Standard Deviation and Frequency Analysis Of Measusupporting

confidence: 66%

High-Frequency Pressure Measurements for Unstart Detection in Scramjet Isolators

Donbar¹,

Linn²,

Afb³

et al. 2010

46th AIAA/ASME/SAE/ASEE Joint Propulsion Conference &Amp;amp; Exhibit

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This paper describes an experimental investigation using an array of high-frequency pressure transducers located in the isolator/combustor region of a direct-connect hydrocarbon-fueled, scramjet combustor. Isolator/combustor entrance conditions were fixed and representative of a Mach-5.5 flight condition. Mean, standard deviation, and spectral content of measured pressures were similar to those measured in previous studies. A simple model relating the sum of measured pressures and the fuel flow rate delivered to the primary injectors was developed. Pressure measurements were post-processed and evaluated for use in a shock-position-control sensor to detect engine unstart. Four methods of post-processing the pressure data and corresponding detection criteria were evaluated: a) 150% pressure rise, b) 150% increase in standard deviation, c) 150% increase in power spectral density (PSD), and d) summation of pressures. Pressure summation typically provided 1-2 s more lead time in detecting unstart then any other method.

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Section: B Mean Standard Deviation and Frequency Analysis Of Measusupporting

confidence: 66%

High-Frequency Pressure Measurements for Unstart Detection in Scramjet Isolators

Donbar¹,

Linn²,

Afb³

et al. 2010

46th AIAA/ASME/SAE/ASEE Joint Propulsion Conference &Amp;amp; Exhibit

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“…Translating these components vertically allowed for different streamwise positions in the cross-plane to be imaged. To be consistent with previously reported results, 4,5,11,12 the PLIF images herein are reported using a nondimensionalized reference system relative to the compression ramp height, H = 6.35 mm (0.25 in.). Measurements were focused on three measurement dwell positions (x/H = 6, 12, and 18), though additional measurements were also obtained.…”

Section: Facility and Plif Setupsupporting

confidence: 64%

OH PLIF Visualization of the UVa Supersonic Combustion Experiment: Configuration C

McRae

Johansen

Danehy

et al. 2013

51st AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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“…Experimentally, downstream forcing has been applied primarily to determine optimal methods for detecting the shock train leading edge using wall pressure measurements. [7][8][9] This information can be used to develop active control methods or determine the effectiveness of passive methods. Such studies on stabilizing and controlling the shock train position have used devices including suction slots, 10 vortex generators, 11 and mass injection.…”

Section: B Previous Research On Shock Train Forcingmentioning

confidence: 99%

Periodic forcing of a shock train in Mach 2.0 flow

Hunt

Driscoll

Gamba

2017

55th AIAA Aerospace Sciences Meeting

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High-speed schlieren movies and pressure measurements are collected to analyze the response of a shock train due to downstream forcing. The shock train is generated in a Mach 2.0 ducted flow and controlled by a downstream butterfly valve. Cyclic opening and closing of the valve (at rates up to 10 Hz) leads to oscillations in back pressure measured at the end of the duct. Subsequently, the shock train oscillates between two locations in the duct, traveling at speeds up to 3.5 m/s. Different cases with varied forcing frequency and magnitude of back pressure change are studied. For each case we evaluate the response of the back pressure and shock location by quantifying the magnitude of change, rise time, delay time, and maximum rate of change. Some of the key results include: 1) there is a linear relationship between the magnitude of the shock displacement and the back pressure change that is independent of the forcing parameters; 2) the leading shock in the shock train responds to forcing ≈6 ms after the back pressure starts to change indicating an upstream propagating disturbance; 3) the rise time of the back pressure and leading shock location are approximately the same.

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Shock Train Leading Edge Detection in a Dual-Mode Scramjet

Cited by 10 publications

References 6 publications

High-Frequency Pressure Measurements for Unstart Detection in Scramjet Isolators

High-Frequency Pressure Measurements for Unstart Detection in Scramjet Isolators

OH PLIF Visualization of the UVa Supersonic Combustion Experiment: Configuration C

Periodic forcing of a shock train in Mach 2.0 flow

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