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Iron, nickel and its alloys are critically important materials for industrial and technological applications due to their unique magnetic properties, strength, and thermal expansion. In this study, lasers were used to compress and heat Fe 36 Ni alloy (36 wt% Ni) and pure nickel up to the melting temperature using a combination of shock and ramp compression. The structure was measured using nanosecond in-situ x-ray diffraction, and simultaneous velocimetry was used to measure the pressure up to 454 GPa. A mixed face-centered-cubic (fcc) solid–liquid phase in Fe 36 Ni at 311 GPa provides experimental evidence that, compared to pure iron, the incorporation of nickel expands the stability field of the fcc phase to the melting curve. At lower temperatures, a mixed fcc and hexagonal-close-packed (hcp) phase is observed in ramp-compressed Fe 36 Ni at 278 GPa. At the higher compressions, a structure inconsistent with fcc, hcp, and body-centered cubic (bcc) is observed. In the case of pure Ni, the fcc phase is stable under ramp compression up to 402 GPa.
Two inlet performance tests and one inlet/airframe drag test were conducted in 1969 at the NASA-Ames Research Center. The basic inlet system was two-dimensional, three ramp (overhead), external compression, with variable capture area. The data from these tests were analyzed to show the effects of selected design variables on the performance of this type of inlet system. The inlet design variables investigated include inlet bleed, bypass, operating mass flow ratio, inlet geometry, and variable capture area.
The performance of two popular turbulence models, the Spalart-Allmaras model and Menter s SST model, and one relatively new model, Olsen & Coakley s Lag model, are evaluated using the OVERFLOWcode. Turbulent shock-boundary layer interaction predictions are evaluated with three different experimental datasets: a series of 2D compression ramps at Mach 2.87, a series of 2D compression ramps at Mach 2.94, and an axisymmetric coneflare at Mach 11. The experimental datasets include flows with no separation, moderate separation, and significant separation, and use several different experimental measurement techniques (including laser doppler velocimetry (LDV), pitot-probe measurement, inclined hot-wire probe measurement, preston tube skin friction measurement, and surface pressure measurement). Additionally, the OVERFLOW solutions are compared to the solutions of a second CFD code, DPLR. The predictions for weak shock-boundary layer interactions are in reasonable agreement with the experimental data. For strong shock-boundary layer interactions, all of the turbulence models overpredict the separation size and fail to predict the correct skin friction recovery distribution. In most cases, surface pressure predictions show too much upstream influence, however including the tunnel side-wall boundary layers in the computation improves the separation predictions.
A scramjet combustor with four wall-ramp injectors containing Mach-1.7 fuel jets in the base of the ramps was investigated experimentally. During the test program, two swept ramp injector designs were evaluated. One swept-ramp model had 10-deg compression-ramps and the other had 10-deg expansion cavities between flush wall ramps. The scramjet combustor model was instrumented with pressure taps and heat-flux gages. The pressure measurements indicated that both injector configurations were effective in promoting mixing and combustion. Autoignition occurred for the compression-ramp injectors, and the fuel began to burn immediately downstream of the injectors. In tests of the expansion ramps, a pilot was required to ignite the fuel, and the fuel did not burn for a distance of at least two gaps downstream of the injectors. Once initiated, combustion was rapid in this configuration. Heat transfer measurements showed that the heat flux differed greatly both across the width of the combustor and along the length of the combustor.
The theoretical performance of a scramjet propulsion system incorporating an magneto-hydro-dynamic (MHD) energy bypass scheme is calculated. The one-dimensional analysis developed earlier, in which the theoretical performance is calculated neglecting skin friction and using a sudden-freezing approximation for the nozzle flow, is modified to incorporate the method of Van Driest for turbulent skin friction and a finite-rate chemistry calculation in the nozzle. Unlike in the earlier design, in which four ramp compressions occurred in the pitch plane, in the present design the first two ramp compressions occur in the pitch plane and the next two compressions occur in the yaw plane. The results for the simplified design of a spaceliner show that (1) the present design produces higher specific impulses than the earlier design, (2) skin friction substantially reduces thrust and specific impulse, and (3) the specific impulse of the MHD-bypass system is still better than the non-MHD system and typical rocket over a narrow region of flight speeds and design parameters. Results suggest that the energy management with MHD principles offers the possibility of improving the performance of the scramjet. The technical issues needing further studies are identified.
Computations were made for those test cases of Problem 3 which were designated as laminar flows, viz., test cases 3.1, 3.2, 3.4, and 3.5. These test cases corresponded to flows over a flat plate and a compression ramp at high Mach number and at high Reynolds number. The computations over the compression ramps indicate a substantial streamwise extent of separation. Based on previous experience with separated laminar flows at high Mach numbers which indicated a substantial effect with spatial grid refinement, a series of computations with different grid sizes were performed. Also, for the flat plate, comparisons of the results for two different algorithms were made.
Time dependent heat transfer rates have been calculated from time dependent temperature measurements in the vicinity of shock-wave boundary-layer interactions due to conical compression ramps on an axisymmetric body. The basic model is a cylindrical body with a 10 degree conical nose. Four conical ramps, 20, 25, 30, and 35 degrees serve as shock wave generators. Flowfield surveys have been made in the vicinity of the conical ramp vertex, the separation point, and the reattachment point. A significant effort was made to characterize the natural frequencies and relative powers of the resulting fluctuations in heat transfer rates. This research effort, sponsored jointly by NASA and the Air Force, was conducted in the Air Force Flight Dynamics Directorate High Reynolds Facility. The nominal freestream Mach number was 6, and the freestream Reynolds numbers ranged from 2.2 million/ft to 30.0 million/ft. Experimental results quantify temperature response and the resulting heat transfer rates as a function of ramp angle and Reynolds number. The temperature response within the flowfield appears to be steady-state for all compression ramp angles and all Reynolds numbers, and hence, the heat transfer rates appear to be steady-state.
Pressure and temperature fluctuations have been meausred in the vicinity of shock wave-boundary layer interactions due to conical compression ramps on an axisymmetric body. The basic model is a cylindrical body with a 10-deg conical nose. Four conical ramps of vertex angles, 20, 25, 30, and 35 deg serve as shock wave generators. Surface temperature and pressure surveys have been made in the vicinity of the conical ramp vertex, the separation point, and the reattachment point. The temperature response within the flowfield appears to be steady-state for all compression ramp angles and all Reynolds numbers. The pressure response shows some oscillations in the vicinity of the separation point. The characteristic frequency of these fluctuations appears to be in the range from 200 to 1200 Hz with most of the power near 400 Hz. These data indicate the flowfield to be steady-state for all locations with the exception of localized pressure fluctuations in the vicinity of the separation point.
The flow characteristics in the base region of a two-dimensional supersonic compression ramp are investigated. A stream-wise oriented air jet, M = 1.75, is injected through a thin horizontal slot into a supersonic air main flow, M = 2.3, at the end of a two-dimensional compression ramp. The velocity profile and basic characteristics of the flow in the base region immediately following the ramp are determined. Visualization of the flowfield for qualitative observations is accomplished via Dark Central Ground Interferometry (DCGI). Two-dimensional velocity profiles are obtained using Laser Doppler Velocimetry (LDV). The study is the initial phase of a four-year investigation of base flow mixing. The current study is to provide more details of the flowfield.
Here, the high-pressure strength of solid platinum is studied at the National Ignition Facility via Rayleigh-Taylor ripple growth under ramp compression. Laser-driven experiments reached pressures up to 430 GPa, collecting velocimetry and radiography data. Despite no phase transformation, the observed ripple growth aligns with hydrodynamic simulations using an amplified Steinberg-Guinan model, resulting in a 200-fold increase in strength. Molecular dynamics simulations of platinum ramp compression yield similar von Mises stress at comparable high pressure and high strain rate conditions. These findings represent the highest-pressure strength measurements ever achieved for platinum and offer critical insight into its significant strengthening behavior under high pressure and strain rate conditions.
The object of this investigation was to explore various regimes of shock-induced combustion that may occur as a result of supersonic flow of a reactive gas mixture past a simple compression ramp or wedge. Attention was confined to combinations of wedge angles, fuel-air mixture ratios and freestream velocities that permit the resulting oblique shock or oblique detonation wave to remain attached. Computational fluid dynamic (CFD) simulations, both inviscid and viscous, were performed and analyzed in order to investigate two modes of compression ramp flameholding; namely, complete oblique detonation wave (ODW) and shock-induced combustion. In addition, the possibility of flame persistence or hysteresis was explored. It was preliminarily concluded that inclusion of viscous effects may be essential to accurately predict the occurrence of the various flameholding modes.
In situ x-ray diffraction at both the National Ignition Facility and Omega-EP Laser Facility has been utilized to determine the crystallographic state of ramp and shock-ramp compressed gold up to 1.2 TPa (1 TPa=10 Mbar = 10 × 10 6 atmospheres). In this Letter, we describe a series of experiments that explore a variety of pressure-temperature states in Au, accessed using tailored laser pulses. Here, we find that the ambient pressure face-centered-cubic phase is stable under ramp compression to pressures of at least 1 TPa where the body-centered-cubic phase is observed simultaneously.
A proposed fully internal compression geometry for rocket based combined cycle (RBCC) engine, STEPER (Space Transportation Engine Prototype for Engineering Research), was investigated numerically in this paper. The Steper-engine has been designed to power a reusable launch vehicle that may take-off horizontally, accelerate to Mach 2, sustain supersonic air-breathing combustion to Mach 10 while ascending to 50 km and then transition to full rocket propulsion to enter low earth orbit. The proposed engine geometry replaces the alternative conical center-body and supporting struts with a quasi-stationary upper and lower compression ramps. A cluster of thruster nozzles was embedded inside the ramp and provide thrust to the engine with additional fuel existing at the nozzle exit. The proposed geometry eases the problem of cooling hard to reach cavities. This design geometry was investigated numerically. Both perfect gas and finite rate chemistry analysis were performed. Results indicated that the emanating oblique shock waves produced by the upper and lower compression ramps intersect and the reflecting shocks do not reach the wall of the combustor but rather downstream. This effect allows the formation of two distinct regions that can be considered the core region and the surrounding flow region. The core region has higher pressure and higher temperature than the surrounding region. Therefore providing some reduction to the thermal loads to the inner walls.
This paper is one of a series of five papers in a special session organized by the NASA Fundamental Aeronautics Program that addresses uncertainty assessments for CFD simulations in hypersonic flow. Simulations of a shock emanating from a compression corner and interacting with a fully developed turbulent boundary layer are evaluated herein. Mission relevant conditions at Mach 7 and Mach 14 are defined for a pre-compression ramp of a scramjet powered vehicle. Three compression angles are defined, the smallest to avoid separation losses and the largest to force a separated flow engaging more complicated flow physics. The Baldwin-Lomax and the Cebeci-Smith algebraic models, the one-equation Spalart-Allmaras model with the Catrix-Aupoix compressibility modification and two-equation models including Menter SST, Wilcox k-omega 98, and Wilcox k-omega 06 turbulence models are evaluated. Each model is fully defined herein to preclude any ambiguity regarding model implementation. Comparisons are made to existing experimental data and Van Driest theory to provide preliminary assessment of model form uncertainty. A set of coarse grained uncertainty metrics are defined to capture essential differences among turbulence models. Except for the inability of algebraic models to converge for some separated flows there is no clearly superior model as judged by these metrics. A preliminary metric for the numerical component of uncertainty in shock-turbulent-boundary-layer interactions at compression corners sufficiently steep to cause separation is defined as 55%. This value is a median of differences with experimental data averaged for peak pressure and heating and for extent of separation captured in new, grid-converged solutions presented here. This value is consistent with existing results in a literature review of hypersonic shock-turbulent-boundary-layer interactions by Roy and Blottner and with more recent computations of MacLean.
Piezoelectrically driven dynamic diamond anvil cells are generally limited to use at room temperature due to spatial conflicts with the optical components necessary for double-sided laser heating. Here, this work describes the design of a double-sided laser-heating-compatible, piezoelectrically driven dynamic diamond anvil cell (LH-dDAC) that expands the range of experimentally accessible compression rate/temperature space. By developing a spatially in-parallel design, in which the diamond anvils and the piezo actuators lie alongside each other, the total length of the apparatus is reduced to 66.5 mm. The new LH-dDAC is capable of probing both overpressure and compression-rate effects on the kinetics of phase transitions. We illustrate the capability of the new LH-dDAC using the following cases: (1) a simultaneous pressure and temperature jump from 19.5 GPa and room temperature to 40 GPa and ≈1550 K and (2) a controlled compression ramp at ≈1850 K and ≈100 GPa/s. By pairing rapid compression with laser heating, the new LH-dDAC opens the door to studies of diffusionally controlled transformations at high pressures and temperatures.
Accurate pressure calibration is fundamental to quantitative high-pressure science, yet inconsistencies among widely used secondary pressure scales persist. In this work, we report simultaneous synchrotron x-ray diffraction meatogether in diamond anvil cells to 140 GPa. This simultaneous-measurement strategy minimizes transitive errors and run-to-run inconsistencies inherent to paired-measurement approaches, yielding direct experimental volume-volume (V-V) relations among the calibrants. These V-V relations link the compression state of each phase to that of every other phase measured in the same experiment. By anchoring these V-V relations to the reduced 300 K equation of state (EOS) of copper derived from ramp-compression measurements, we derive an internally consistent set of Cu-referenced pressure scales via Vinet EOS fits. Because the primary experimental result is the V-V dataset, it provides an EOS-independent constraint that can be rereferenced if primary standards are revised. The dataset further enables a direct experimental cross-check of consistency between the adopted reduced 300 K Cu EOS and the corresponding reduced 300 K ramp-derived EOSs for Pt, Au, Ta, and hcp-Fe under a fixed V-V constraint. The residuals quantify small, material-dependent mismatches between each phase EOS and the Cu reference EOS.
This report outlines the development of a general purpose aerodynamic solver for compressible turbulent flows. Turbulent closure is achieved using either two equation or Reynolds stress transportation equations. The applicable equation set consists of Favre-averaged conservation equations for the mass, momentum and total energy, and transport equations for the turbulent stresses and turbulent dissipation rate. In order to develop a scheme with good shock capturing capabilities, good accuracy and general geometric capabilities, a multi-block cell centered finite volume approach is used. Viscous fluxes are discretized using a finite volume representation of a central difference operator and the source terms are treated as an integral over the control volume. The methodology is validated by testing the algorithm on both two and three dimensional flows. Both the two equation and Reynolds stress models are used on a two dimensional 10 degree compression ramp at Mach 3, and the two equation model is used on the three dimensional flow over a cone at angle of attack at Mach 3.5. With the development of this algorithm, it is now possible to compute complex, compressible high speed flow fields using both two equation and Reynolds stress turbulent closure models, with the capability of eventually evaluating their predictive performance.