Interstellar neutral helium in the heliosphere from Interstellar Boundary Explorer observations. III. Mach number of the flow, velocity vector, and temperature from the first six years of measurements

We analyzed observations of interstellar neutral helium (ISN He) obtained from the Interstellar Boundary Explorer (IBEX) satellite during its first six years of operation. We used a refined version of the ISN He simulation model, presented in the companion paper by Sokol et al. (2015b), along with a sophisticated data correlation and uncertainty system and parameter fitting method, described in the companion paper by Swaczyna et al. We analyzed the entire data set together and the yearly subsets, and found the temperature and velocity vector of ISN He in front of the heliosphere. As seen in the previous studies, the allowable parameters are highly correlated and form a four-dimensional tube in the parameter space. The inflow longitudes obtained from the yearly data subsets show a spread of similar to 6 degrees, with the other parameters varying accordingly along the parameter tube, and the minimum chi(2) value is larger than expected. We found, however, that the Mach number of the ISN He flow shows very little scatter and is thus very tightly constrained. It is in excellent agreement with the original analysis of ISN He observations from IBEX and recent reanalyses of observations from Ulysses. We identify a possible inaccuracy in the Warm Breeze parameters as the likely cause of the scatter in the ISN He parameters obtained from the yearly subsets, and we suppose that another component may exist in the signal or a process that is not accounted for in the current physical model of ISN He in front of the heliosphere. From our analysis, the inflow velocity vector, temperature, and Mach number of the flow are equal to lambda(ISNHe) = 255 degrees.8 +/- 0 degrees.5, beta(ISNHe) = 5 degrees.16 +/- 0 degrees.10, T-ISNHe = 7440 +/- 260 K, nu(SNHe) = 25.8 +/- 0.4 km s(-1), and M-ISNHe = 5.079 +/- 0.028, with uncertainties strongly correlated along the parameter tube.

Skin friction, heat transfer, and pressure measurements on hypersonic inlet compression surfaces in the Mach number range 7.5 to 16.

Cornell Aeronautical Laboratory, Inc., Buffalo. Report no. AA-1948-Y-3

Investigation of Missile-Shaped Body with Forward-Facing Cavity at Mach 8

A blunt-nosed hypersonic missile mounted with a forward-facing cavity is a good alternative to reduce the stagnation heating rates. The effects of a forward-racing cavity on heat transfer and aerodynamic coefficients are addressed in this paper. Tests were carried out in hypersonic shock tunnel HST2, at a hypersonic Mach number of 8 using a 41 deg apex-angle blunt cone. The aerodynamic forces on the test model with and without a forward-facing cavity at various angles of attack are measured by using an internally mountable accelerometer force balance system. Heat flux measurements have been carried out on the test model with and without a forward-facing cavity of the entire surface at zero degree angle of attack with platinum sensors. A numerical simulation was also carried out using the computational fluid dynamics code (CFX-Ansys 5.7). An important result of this study is that the smaller cavity diameter has the highest lift-to-drag ratio, whereas the medium cavity has the highest heat flux reduction. Theshock structure around the test model has also been visualized using the Schlieren flow visualization technique. The visualized shock structure and the measured aerodynamic forces on the missile-shaped body with cavity configurations agree well with the axisymmetric numerical simulations.

Film cooling at hypersonic Mach numbers using forward facing array of micro-jets

Experimental investigations are carried out in the IISc hypersonic shock tunnel on film cooling effectiveness of a single jet (diameter 2 mm and 0.9 mm), and an array forward facing of micro-jets (diameter 300 mu m each) of same effective area (corresponding to the respective single jet). The single jet and the corresponding micro-jets are injected from the stagnation zone of a blunt cone model (58, apex angle and nose radius of 35 mm). Nitrogen and Helium are injected as coolant gases. Experiments are performed at freestream Mach number 5.9, at 0 degrees angle of attack, with a stagnation enthalpy of 1.84 MJ/kg, with and without injections. The ratios of the jet stagnation pressure to the freestream pitot pressure used in the present study are 1.2 and 1.45. Up to 50% reduction in surface heat transfer rate was observed with the array of micro-jets, compared to that of the respective single jet with nitrogen as the coolant, while the corresponding eduction was up to 37% for helium injection, with the schlieren flow visualizations showing no major change in the shock standoff distance, and thus no major changes in other aerodynamic aspects such as drag.

Shock tunnel testing of a Mach 6 hypersonic waverider

A waverider is a lifting body configuration whose upper surface is parallel to the free stream, and the lower surface aerodynamically so designed, that the resulting shock at the design Mach number, is always attached with the leading edge of the vehicle. This prevents spillage from high pressure (lower) surface to the low pressure (upper) surface.In the present study a conical waverider has been designed, fabricated and tested at Mach 6 in the IISc hypersonic shock tunnel HST2. The measurements show that the waverider has a lift to drag ratio of 4.28 at the designed Mach number. Exhaustive FEM and CFD studies are also carried out to complement the force measurements in the tunnel.

Schlieren visualization of shock wave phenomena over a missile-shaped body at hypersonic Mach numbers

The flow over a missile-shaped configuration is investigated by means of Schlieren visualization in short-duration facility producing free stream Mach numbers of 5.75 and 8. This visualization technique is demonstrated with a 41 degrees full apex angle blunt cone missile-shaped body mounted with and without cavity. Experiments are carried out with air as the test gas to visualize the flow field. The experimental results show a strong intensity variation in the deflection of light in a flow field, due to the flow compressibility. Shock stand-off distance measured with the Schlieren method is in good agreement with theory and computational fluid dynamic study for both the configurations. Magnitude of the shock oscillation for a cavity model may be greater than the case of a model without cavity. The picture of visualization shows that there is an outgoing and incoming flow closer to the cavity. Cavity flow oscillation was found to subside to steady flow with a decrease in the free stream Mach number.

Shock tunnel study of spiked aerodynamic bodies flying at hypersonic Mach numbers

A three-component accelerometer balance system is used to study the drag reduction effect of an aerodisc on large angle blunt cones flying at hypersonic Mach numbers. Measurements in a hypersonic shock tunnel at a freestream Mach number of 5.75 indicate more than 50% reduction in the drag coefficient for a 120degrees apex angle blunt cone with a forward facing aerospike having a flat faced aerodisc at moderate angles of attack. Enhancement of drag has been observed for higher angles of attack due to the impingement of the flow separation shock on the windward side of the cone. The flowfields around the large angle blunt cone with aerospike assembly flying at hypersonic Mach numbers are also simulated numerically using a commercial CFD code. The pressure and density levels on the model surface, which is under the aerodynamic shadow of the flat disc tipped spike, are found very low and a drag reduction of 64.34% has been deduced numerically.

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.

Behaviour of turbulent Prandtl/Schmidt number in compressible mixing layer

The behaviour of turbulent Prandtl/Schmidt number is explored through the model-free simulation results. It has been observed that compressibility affects the Reynolds scalar flux vectors. Reduced peak values are also observed for compressible convective Mach number mixing layer as compared with the incompressible convective Mach number counterpart, indicating a reduction in the mixing of enthalpy and species. Pr-t and Sc-t variations also indicate a reduction in mixing. It is observed that unlike the incompressible case, it is difficult to assign a constant value to these numbers due to their continuous variation in space. Modelling of Pr-t and Sc-t would be necessary to cater for this continuous spatial variation. However, the turbulent Lewis number is evaluated to be near unity for the compressible case, making it necessary to model only one of the Pr-t and Sc-t..

Lattice Boltzmann method for compressible flows with high Mach numbers

In this paper we present a lattice Boltzmann model to simulate compressible flows by introducing an attractive force. This scheme has two main advantages: one is to soften sound speed effectively, which greatly raises the Mach number (up to 5); another is its relative simple procedure. Simulations of the March cone and the comparison between theoretical expectations and simulations demonstrate that the scheme is effective in the simulation of compressible flows with high Mach numbers, which would create many new applications.

高Mach数格子Boltzmann模型的改进

对文献「７」所提出的高Ｍａｃｈ数格子Ｂｏｌｔｚｍａｎｎ模型作了改进，克服了原模型拟结果与理论偏差较大、存在色散效应的缺陷，并进一步把Ｍａｃｈ数提高到５以上，据我们所知，这是目前同类研究的最好结果。

Experimental Studies on Model Scramjet in a Mach 6 High Enthalpy Free-Jet Wind Tunnel

A side-wall compression scramjet model with different combustor geometries has been tested in a propulsion tunnel that typically provides the testing flow with Mach number of 5.8, total temperature of 1800K, total pressure of 4.5MPa and mass flow rate of 4kg/s. This kerosene-fueled scramjet model consists of a side-wall compression inlet, a combustor and a thrust nozzle. A strut was used to increase the contraction ratio and to inject fuels, as well as a mixing enhancement device. Several wall cavities were also employed for flame-holding. In order to shorten the ignition delay time of the kerosene fuel, a little amount of hydrogen was used as a pilot flame. The pressure along the combustor has an evident raise after ignition occurred. Consequently thrust was observed during the fuel-on period. However, the thrust was still less than the drag of the scramjet model. For this reason, the drag variation produced by different strut and cavities was tested. Typical results showed that the cavities do not influence the drag so much, but the length of the strut does.

An investigation of wind tunnel wall effects at high Mach numbers

This paper presents the results of an investigation of wind tunnel wall interference in a two-dimensional wind tunnel at high Mach numbers. The results are presented in the form of curves of lift coefficient versus the ratio of model chord to tunnel height, as functions of Mach number and angle of attack. The investigation was carried out by the authors at the Guggenheim Aeronautical Laboratory of the California Institute of Technology during the school year 1944-45.

Tests were carried out on the NACA low drag airfoil section 65,1-012 at Mach numbers from .60 to .80, and angles of attack of from 1 to 3 degrees. Models were 1", 2", 4" and 6" chord, giving values of the chord to tunnel height ration of .1 to .6. Schlieren photographs were made of shock waves where they occurred.

A kinetic theory description for external spherical flows with arbitrary Knudsen number by a moment method

The Maxwell integral equations of transfer are applied to a series of problems involving flows of arbitrary density gases about spheres. As suggested by Lees a two sided Maxwellian-like weighting function containing a number of free parameters is utilized and a sufficient number of partial differential moment equations is used to determine these parameters. Maxwell's inverse fifth-power force law is used to simplify the evaluation of the collision integrals appearing in the moment equations. All flow quantities are then determined by integration of the weighting function which results from the solution of the differential moment system. Three problems are treated: the heat-flux from a slightly heated sphere at rest in an infinite gas; the velocity field and drag of a slowly moving sphere in an unbounded space; the velocity field and drag torque on a slowly rotating sphere. Solutions to the third problem are found to both first and second-order in surface Mach number with the secondary centrifugal fan motion being of particular interest. Singular aspects of the moment method are encountered in the last two problems and an asymptotic study of these difficulties leads to a formal criterion for a "well posed" moment system. The previously unanswered question of just how many moments must be used in a specific problem is now clarified to a great extent.