Aerodynamic force measurements over missile configurations in IISc shock tunnel at M∞ =3.85 and 9.15

1990 ◽  
Vol 10-10 (2-3) ◽  
pp. 175-177 ◽  
Author(s):  
C. Raju ◽  
N. M. Reddy
Keyword(s):  
Aerodynamic Force ◽  
Shock Tunnel ◽  
Force Measurements

Aerodynamic Drag Measurement in a High-Enthalpy Shock Tunnel

2018 ◽  
Author(s):  
Yunpeng Wang ◽  
Zonglin Jiang ◽  
Honghui Teng
Keyword(s):  
Natural Frequencies ◽  
Aerodynamic Drag ◽  
Aerodynamic Force ◽  
Mechanical Vibration ◽  
Low Frequency ◽  
Shock Tunnel ◽  
Test Time ◽  
Test Duration ◽  
Flow State ◽  
High Enthalpy

Shock tunnels create very high temperature and pressure in the nozzle plenum and flight velocities up to Mach 20 can be simulated for aerodynamic testing of chemically reacting flows. However, this application is limited due to milliseconds of its test duration (generally 500 μs–20 ms). For the force test in the conventional hypersonic shock tunnel, because of the instantaneous flowfield and the short test time [1–4], the mechanical vibration of the model-balance-support (MBS) system occurs and cannot be damped during a shock tunnel run. The inertial forces lead to low frequency vibrations of the model and its motion cannot be addressed through digital filtering. This implies restriction on the model’s size and mass as its natural frequencies are inversely proportional the length scale of the model. As to the MBS system, sometimes, the lowest natural frequency of 1 kHz is required for the test time of typically 5 ms in order to get better measurement results [2]. The higher the natural frequencies, the better the justification for the neglected acceleration compensation. However, that is very harsh conditions to design a high-stiffness MBS structure, particularly a drag balance. Therefore, it is very hard to carried out the aerodynamic force test using traditional wind tunnel balances in the shock tunnel, though its test flow state with the high-enthalpy is closer to the real flight condition.

Force measurements of blunt cone models in the HIEST high enthalpy shock tunnel

Shock Waves ◽  
2009 ◽  
pp. 625-630 ◽  
Author(s):  
K. Sato ◽  
T. Komuro ◽  
M. Takahashi ◽  
T. Hashimoto ◽  
H. Tanno ◽  
...  
Keyword(s):  
Shock Tunnel ◽  
Force Measurements ◽  
Blunt Cone ◽  
High Enthalpy ◽  
High Enthalpy Shock Tunnel

scholarly journals Aerodynamic force and moment measurement of 10° half-angle cone in JF12 shock tunnel

2017 ◽  
Vol 30 (3) ◽  
pp. 983-987 ◽  
Author(s):  
Yunfeng LIU ◽  
Yunpeng WANG ◽  
Chaokai YUAN ◽  
Changtong LUO ◽  
Zonglin JIANG
Keyword(s):  
Aerodynamic Force ◽  
Shock Tunnel ◽  
Moment Measurement ◽  
Half Angle

Aerodynamic Forces on a Simplified Car Body: Towards Innovative Designs for Car Drag Reduction

2010 ◽  
Author(s):  
Mahmoud Khaled ◽  
Fabien Harambat ◽  
Anthony Yammine ◽  
Hassan Peerhossaini
Keyword(s):  
Drag Reduction ◽  
Drag Coefficient ◽  
Aerodynamic Drag ◽  
Cooling System ◽  
Aerodynamic Force ◽  
Lift Coefficient ◽  
Force Measurements ◽  
Vehicle Model ◽  
Aerodynamic Forces ◽  
Aerodynamic Drag Reduction

The present paper exposes the study of the cooling system circulation effect on the external aerodynamic forces. We report here aerodynamic force measurements carried out on a simplified vehicle model in wind tunnel. Tests are performed for different airflow configurations in order to detect the parameters that can affect the aerodynamic torsor and to confirm others previously suspected, especially the air inlets localization, the air outlet distributions and the underhood geometry. The simplified model has flat and flexible air inlets and several types of air outlet, and includes in its body a real cooling system and a simplified engine block that can move in the longitudinal and lateral directions. The results of this research are generic and can be applied to any new car design. Results show configurations in which, with respect to the most commonly adopted underhood geometries, the overall drag coefficient can be decreased by 2%, the aerodynamic cooling drag coefficient by more than 50% and the lift coefficient by 5%. Finally, new designs of aerodynamic drag reduction, based on the combined effects of the different investigated parameters, are proposed.

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