Analysis of an internally mountable accelerometer balance system for use with non-isotropic models in shock tunnels

Knowledge of drag force is an important design parameter in aerodynamics. Measurement of aerodynamic forces at hypersonic speed is a challenge and usually ground test facilities like shock tunnels are used to carry out such tests. Accelerometer based force balances are commonly employed for measuring aerodynamic drag around bodies in hypersonic shock tunnels. In this study, we present an analysis of the effect of model material on the performance of an accelerometer balance used for measurement of drag in impulse facilities. From the experimental studies performed on models constructed out of Bakelite HYLEM and Aluminum, it is clear that the rigid body assumption does not hold good during the short testing duration available in shock tunnels. This is notwithstanding the fact that the rubber bush used for supporting the model allows unconstrained motion of the model during the short testing time available in the shock tunnel. The vibrations induced in the model on impact loading in the shock tunnel are damped out in metallic model, resulting in a smooth acceleration signal, while the signal become noisy and non-linear when we use non-isotropic materials like Bakelite HYLEM. This also implies that careful analysis and proper data reduction methodologies are necessary for measuring aerodynamic drag for non-metallic models in shock tunnels. The results from the drag measurements carried out using a 60 degrees half angle blunt cone is given in the present analysis.

Drag reduction by a forward facing aerospike for a large angle blunt cone in high enthalpy flows

Drag reduction studies are conducted using a flat disc tipped aerospike for a 120-degree apex angle blunt cone model in high enthalpy flows. Accelerometer based force balance is used for the drag force measurement in the newly established free piston driven shock tunnel, HST3. Drag reduction upto about 58 percent has been achieved for Mach 8 flow of 5 MJ/kg specific enthalpy at zero degree angle of attack.

Drag reduction by counterflow supersonic jet for a blunt cone in high enthalpy flows

Counterflow supersonic jet is used as a drag reduction device during the experiments in free piston driven shock tunnel, HST3. Accelerometer based force balance is employed to measure the drag force experienced by the 60-degree apex angle blunt cone model without and with the supersonic jet opposing the hypersonic flow. It is observed that the drag force decreases with increase in injection pressure ratio until the critical injection pressure is reached. Maximum reduction in drag force of 44 percent is recorded at the critical injection pressure ratio 22.36. Further increase in injection pressure ratio has reduced the percentage drag reduction. Change in nature of the flowfield around the model has also been observed across the critical injection pressure ratio.

Effect of electric arc discharge on hypersonic blunt body drag

Experimental results on the effect of energy deposition using an electric arc discharge, upstream of a 60° half angle blunt cone configuration in a hypersonic flow is reported.Investigations involving drag measurements and high speed schlieren flow visualization have been carried out in hypersonic shock tunnel using air and argon as the test gases; and an unsteady drag reduction of about 50% (maximum reduction) has been observed in the energy deposition experiments done in argon environment. These studies also show that the effect of discharge on the flow field is more pronounced in argon environment as compared to air, which confirms that thermal effects are mainly responsible for flow alteration in presence of the discharge.

Drag interaction effects in linear sphere-assemblies

Free-fall terminal velocities of single spheres and of single-row assemblies containing up to six spheres, with line of centres of spheres perpendicular to the direction of motion, have been determined in the particle Reynolds numbers range 0.2-4, and interaction effects obtained in the case of assemblies relative to drag on single isolated spheres, are discussed. The observed decrease in the drag on a sphere of an assembly is explained on the basis of theoretical considerations governing flow phenomena in such systems.

Wind loading over the top portions of tall stacks with and without external landing platforms

The variation of the drag force near the top portions of tall stacks with and without external landing platforms, and with the exit open and closed, has been examined by model studies in a wind tunnel at Reynolds numbers of about 10(5). Pressure measurements on three models of different height to diameter ratios have been supplemented by flow visualisation studies. Observations confirm that when there is no platform, significant load enhancement over the top three to four diameters occurs, due to the high suction caused by the sharp separation of the flow over the top from the rim, in the aft regions of the stack. The enhanced loading is found to be greater if the exit is closed. A platform at the top, of less than twice the exit diameter, further increases the drag force near the top, but a still larger platform at the top, of about three times the exit diameter, decreases the drag force to values less than those much further below, effectively nullifying the enhanced drag force. It was found that such a reduction of the enhanced drag force in the top regions can also be achieved by a smaller platform of 1.1 to 1.3 times the local diameter, located at about three to five diameters below the top.

KFVS (Kinetic Flux Vector Splitting) on moving grids for unsteady aerodynamics

Accurate numerical solutions to the problems in fluid-structure (aeroelasticity) interaction are becoming increasingly important in recent years. The methods based on FCD (Fixed Computational Domain) and ALE (Alternate Lagrangian Eulerian) to solve such problems suffer from numerical instability and loss of accuracy. They are not general and can not be extended to the flowsolvers on unstructured meshes. Also, global upwind schemes can not be used in ALE formulation thus leads to the development of flow solvers on moving grids. The KFVS method has been shown to be easily amenable on moving grids required in unsteady aerodynamics. The ability of KFMG (Kinetic Flux vector splitting on Moving Grid) Euler solver in capturing shocks, expansion waves with small and very large pressure ratios and contact discontinuities has been demonstrated.

Aerodynamics of delta wings with flaps at hypersonic speeds

Control surface effectiveness is an important parameter for any aeroplane. For a hypersonic aircraft, though the power required to operate the flaps is determined by low speed flying conditions, it is imperative to know the effect of flaps at hypersonic speeds. Hence, studies have been done on this topic by aerodynamicists for over 40 years. In spite of this, only a limited data is available in the literature on this subject. This paper discusses the experimental study of the effect of sweep on the aerodynamic characteristics of thin slab delta wings with flaps at hypersonic speeds. For the purpose of this investigation, a novel special thin six-component balance, which has a thickness of 4mm and can be housed inside wings with 8mm thickness, has been designed. The wings had a sweep of 76degrees, 70degrees and 65degrees, t/c of 0.053 and flaps with 12% of wing area and 12% of wing chord. Testing were done at Mach 8.2, Re number of 2.13 x 10(6) (based on chord), from alpha = -12degrees to 12degrees and flap angle of 20degrees, 30degrees and 40degrees. Separation lengths, measured from Schlieren pictures, clearly show that there is 'no appreciable' effect of sweep on them. Also, using a simple local flow field calculation, the separation has been identified to be transitional in nature. These features of separation reflect in the force data. Because of the small separation length, the flaps (inspite of their small size) were very effective in generating additional C-N, C-M and C-l, which increased with increase in flap angle. In general, the C-N, C-M and X-CP were unaffected by sweep for symmetric flap deflection at positive incidences and asymmetric flap case, For symmetric flap case at negative incidences, only C-N was not influenced by the sweep but C-M decreased and X-CP moved upstream as the sweep is decreased, The wing with lower sweep produces higher CA and lower (L/D)(max) for both symmetric and asymmetric flaps. The rolling moment and adverse yaw increased with decrease in sweep for asymmetric flap deflection. Newtonian theory is shown to be incapable of predicting the effect of sweep on C-l, C-n and on the incremental values of C-N, C-M and C-A. In conclusion, it can be said that a small flap is generally adequate for hypersonic aeroplanes provided they operate at altitudes where transitional and turbulent separation can be expected to occur. This would make the flaps effective and thus enable ample control authority.

Hypersonic wave drag reduction in re-entry capsules using concentrated energy deposition

Experiments are carried out in a shock tunnel at a nominal Mach number of 5.75 in order to study the effect of concentrated energy deposition on the drag force experienced by a 120° blunt cone. Electrical energy was deposited along the stagnation streamline of the model using a high voltage DC discharge circuit (1.5 – 3.5KW) and the drag force was measured by a single component accelerometer balance. Numerical simulations were also carried complimenting the experiments. These simulations showed a substantial drag reduction (20% ~ 65%) whereas the experiments show no appreciable reduction in drag

Effect of gas injection on drag and surface heat transfer rates for a 30 degrees semi-apex angle blunt body flying at Mach 5.75

Effect of coolant gas injection in the stagnation region on the surface heat transfer rates and aerodynamic drag for a large angle blunt body flying at hypersonic Mach number is reported for two stagnation enthalpies. A 60° apex-angle blunt cone model is employed for this purpose with air injection at the nose through a hole of 2mm diameter. The convective surface heating rates and aerodynamic drag are measured simultaneously using surface mounted platinum thin film sensors and internally mounted accelerometer balance system, respectively. About 35–40% reduction in surface heating rates is observed in the vicinity of stagnation region whereas 15–25% reduction in surface heating rates is felt beyond the stagnation region at stagnation enthalpy of 1.6MJ/kg. The aerodynamic drag expressed in terms of drag coefficient is found to increase by 20% due to the air injection.

A novel free floating accelerometer force balance system for shock tunnel applications

In order to overcome the interference of the model mounting system with the external aerodynamics of the body during shock tunnel testing, a new free floating internally mountable balance system that ensures unrestrained model motion during testing has been designed, fabricated and tested. Minimal friction ball bearings are used for ensuring the free floating condition of the model during tunnel testing. The drag force acting on a blunt leading edge flat plate at hypersonic Mach number has been measured using the new balance system. Finite element model (FEM) and CFD are exhaustively used in the design as well as for calibrating the new balance system. The experimentally measured drag force on the blunt leading edge flat plate at stagnation enthalpy of 0.7 and 1.2 MJ/kg and nominal Mach number of 5.75 matches well with FEM results. The concept can also be extended for measuring all the three fundamental aerodynamic forces in short duration test facilities like free piston driven shock tunnels.

Minimum power consumption for drag reduction on a circular cylinder by tangential surface motion

We investigate the effect of a prescribed tangential velocity on the drag force on a circular cylinder in a spanwise uniform cross flow. Using a combination of theoretical and numerical techniques we make an attempt at determining the optimal tangential velocity profiles which will reduce the drag force acting on the cylindrical body while minimizing the net power consumption characterized through a non-dimensional power loss coefficient (C-PL). A striking conclusion of our analysis is that the tangential velocity associated with the potential flow, which completely suppresses the drag force, is not optimal for both small and large, but finite Reynolds number. When inertial effects are negligible (R e << 1), theoretical analysis based on two-dimensional Oseen equations gives us the optimal tangential velocity profile which leads to energetically efficient drag reduction. Furthermore, in the limit of zero Reynolds number (Re -> 0), minimum power loss is achieved for a tangential velocity profile corresponding to a shear-free perfect slip boundary. At finite Re, results from numerical simulations indicate that perfect slip is not optimum and a further reduction in drag can be achieved for reduced power consumption. A gradual increase in the strength of a tangential velocity which involves only the first reflectionally symmetric mode leads to a monotonic reduction in drag and eventual thrust production. Simulations reveal the existence of an optimal strength for which the power consumption attains a minima. At a Reynolds number of 100, minimum value of the power loss coefficient (C-PL = 0.37) is obtained when the maximum in tangential surface velocity is about one and a half times the free stream uniform velocity corresponding to a percentage drag reduction of approximately 77 %; C-PL = 0.42 and 0.50 for perfect slip and potential flow cases, respectively. Our results suggest that potential flow tangential velocity enables energetically efficient propulsion at all Reynolds numbers but optimal drag reduction only for Re -> infinity. The two-dimensional strategy of reducing drag while minimizing net power consumption is shown to be effective in three dimensions via numerical simulation of flow past an infinite circular cylinder at a Reynolds number of 300. Finally a strategy of reducing drag, suitable for practical implementation and amenable to experimental testing, through piecewise constant tangential velocities distributed along the cylinder periphery is proposed and analysed.