Get this from a library! High-speed wind tunnel testing. [Alan Pope; Kennith L Goin]. Pressure ratio across tunnel determined by vacuum and ambient air .  A. Pope and K. Goin, High-Speed Wind Tunnel Testing. New York. The subject of high-speed wind tunnel testing is covered xi xii PREFACE in High- speed Wind l h n e l Testing by A. Pope and K.L. Goin (John Wiley & Sons, New.
|Language:||English, Spanish, Indonesian|
|ePub File Size:||27.44 MB|
|PDF File Size:||13.12 MB|
|Distribution:||Free* [*Sign up for free]|
Items 8 - 14 High Speed Wind Tunnel Testing Alan Pope - Free ebook download as PDF File .pdf), Text File .txt) or read book online for free. Book. Low speed wind tunnel testing I by Jewel B. Barlow, William H. Rae, Alan . in High-speed Wind l h n e l Testing by A. Pope and K.L. Goin (John Wiley & Sons. KENNETH GOIN PDF. This is why we suggest you to constantly see this page when you require such book High-Speed Wind Tunnel. Testing By Alan L. Pope, .
The power to drive a low speed wind tunnel varies as the cube of the test section velocity. Al- though this rule is not valid for the high speed engine regime, the implication of a rapidly increasing power requirement with increasing test section speed is true for high-speed tunnels also. Because power requirement, high speed wind tunnel are often of the intermittent type in which energy stored in the form of pressure or vacuum or both and is allowed to drive the tunnel only a few seconds out of each pumping hour. High-speed tunnels are generally grouped into intermittent and continuous operation tun- nels, based on the type of operation. The intermittent tunnels are further divided into blow-down tunnels and induction tunnels, based on type of the operational procedure. Even though the flow in the Mack number range from 0. Wind tunnels with Mack number 1.
The intermittent tunnels are further divided into blow-down tunnels and induction tunnels, based on type of the operational procedure. Even though the flow in the Mack number range from 0.
Wind tunnels with Mack number 1. The wind tunnels in the Mack number range from 0. The intermittent blow-down and induction tunnels are normally used for Mach numbers from 0. The continuous tunnel is used throughout the speed range. Both intermittent and continuous tunnels have their own advantages and disadvantages. Figure 1: Schematic layout of the intermittent blow-down tunnel 1.
These are the primary advantages of intermittent blowdown tunnels. In addition to these, there are many additional advantages for this type of tunnels, such as, a single drive may easily run several tunnels of different capabilities and failure of a model usually will not result in tunnel damage. Extra power is available to start the tunnel and so on.
The commonly employed reservoir pressure range is from to psi for blowdown tunnel operations. As large as psi is also used where space limitation require it. A typical induction tunnel circuit. Figure 2: Schematic diagram of induction tunnel 2.
The above-mentioned blowdown and induction principles can also be employed together for supersonic for tunnel operation to drive the benefits of both types. Like intermittent tunnels, the continuous tunnels also have some advantages and disadvantages. The main advantages of continuous supersonic wind tunnels are the following.
The major disadvantages of continuous supersonic tunnels are the following. It is seen from the foregoing discussions that, both intermittent and continuous tunnels have certain specific advantages and disadvantages. Before going into specific details about super- sonic tunnel operation, it is useful to note the following details about supersonic tunnels. Supersonic diffuser portion geometry must be carefully designed to decrease the Mach number of the flow to be as low as possible, before shock formation.
Subsonic portion of the diffuser must have an optimum angle, to minimize the frictional and separation losses. Theoretical calculation to high accuracy and boundary layer compensation, and so on, have to be carefully worked out for large test-sections.
Flexible wall-type nozzle is compli- cated and expensive from a design point of view and Mach number range is limited usually 1. Figure 4: Test-rhombus -Model size is determined from the test-rhombus. The model must be accommodated inside the rhombus formed by the incident and reflected shocks, for proper measurements.
The shock tube is a very useful research tool for investi- gating not only the shock phenomena, but also the behaviour of the materials and objects when subjected to very high pressures and temperatures.
A shock tube and its flow process are shown schematically. The diaphragm between the high and low pressure section is ruptured and the high-pressure 4 of 12 SKVA driver gas rushes into the driven section, setting up a shock wave that compresses and heats the driven gas.
The pressure variation through the shock tube and the instant of diaphragm rupture and at two short intervals. The wave diagram simply shows the position of the important waves as the function of time. Figure 5: Pressure and wave diagram for a shock tube. When the shock wave reaches the end of the driven low pressure tube, all of the driven gas will have been compressed and will have a velocity in the direction of a shock wave travel. Upon striking the end of the tube shock is reflected and starts travelling back upstream.
As passes through the driven gas and brings it to rest, additional compression and heating are accomplished.
The heated and compressed gas sample at the end of shock tube will retain its state except for heat losses until the shock wave reflected from the end of the tube passes through the driver gas driven gas interface and sends a reflected wave back through the stagnant gas sample, or the rarefaction wave reflected from the end of the driver high-pressure section reaches the gas sample. The high temperature gas samples that are generated make the shock tube useful for studies of the chemical physics problems of high-speed flight, such as dissociation and ionization.
A schematic diagram of a shock tube tunnel, together with a wave diagram, is shown Figure 6: Schematic of shock tunnel and wave diagram As shown in figure, a shock tunnel includes a shock tube, a nozzle attached to the end of the driven section of the shock tube, and a diaphragm between the driven tube and the nozzle.
When the shock tube is fired and the generated shock reaches the end of the driven tube, the diaphragm at the nozzle entrance is ruptured. The shock is reflected at the end of driven tube and heated and compressed air behind the reflected shock is available for operation of the shock tunnel. As the reflected shock travels back through the driven section, it travels only relatively short distance before striking the contact surface; it will be reflected back towards the end of the driven section.
When the reflected and shock reaches the end of the driven section, it will result in a change in pressure and temperature of the gas adjacent to the end of the driven section.
If the change in the conditions of the driven gas is significant, the flow in the nozzle will be unsatisfactory and the useful time will be terminated. The stagnation pressure and temperature in shock tunnels are about MPa and K, respectively to provide test times about 6.
It has a high-pressure driver section and a lower-pressure driven section with a diaphragm separating the two as shown. A piston is placed in the driven section, adjacent to the diaphragm, so that when the di- aphragm ruptures, the piston is propelled through the driven tube, compressing the gas ahead of it.
The piston used is so light that it can be accelerated to velocities significantly above the 6 of 12 SKVA speed of sound in the driven gas.
This causes a shock wave to precede the piston through the driven tube and heat the gas. Rae, Alan Pope. Book Reviews. Jewel B.
Rae Jr. Goin] on site. High-Speed Wind Tunnel Testing. Keywords: Aerodynamic balance, Wind tunnel test, Low Reynolds Pope A. Alan Pope's Wind-Tunnel Testing useful. The fans gradually expanded to wind tunnels by adding more parts, such as a closed test sections Rae, and A. Low-Speed Wind Barlow, J. Low- Speed Wind Tunnel Testing, 3rd ed. A low speed, open circuit, laboratory wind tunnel was designed and built to facilitate the The wind tunnel is one of the most common experimental testing facilities for the Rae WH, Pope A.
Low-speed wind tunnel testing. Wind and water tunnel testing of a morphing aquatic To verify the proposed design criteria, an open- circuit small-scale wind tunnel was Low Speed.
This technical report provides the wind tunnel testing engineer a Rae, William , H. The models Figure Pope and K. Design, Construction and testing of an Open Rae, William h.
Indicators for the evaluation of wind tunnel test section The wind tunnel design and fabrication process required the coupling of key disciplines in