On the purpose of accurate data acquisition for the aeroacoustic testing mostly in open jet test section of aeroacoustic wind tunnel, the large scale anechoic chamber is specifically designed to build the low backgrou...On the purpose of accurate data acquisition for the aeroacoustic testing mostly in open jet test section of aeroacoustic wind tunnel, the large scale anechoic chamber is specifically designed to build the low background noise environment. A newly acoustic test section is presented in this paper, of which the contour is similar as the closed test section, and the wall is fabricated by the fiber fabric, both the characteristics of closed and open jet test section of conventional wind tunnel are combined in it. By thoroughly researching on the acoustics and aerodynamics of this acoustically transparent test section, significant progress in reducing the background noises in test section and improving the ratio of energy of the wind tunnel and some other aspects have been achieved. Acoustically transparent test section behaves better in acoustics and aerodynamics than conventional acoustic test section because of their high definition in detecting the sound sources and great performance in transmitting sounds.展开更多
Crashworthiness of a civil airplane fuselage section was studied in this paper. Firstly, the failure criterion of a rivet was studied by test, showing that the ultimate tension and shear failure loads were obviously a...Crashworthiness of a civil airplane fuselage section was studied in this paper. Firstly, the failure criterion of a rivet was studied by test, showing that the ultimate tension and shear failure loads were obviously affected by the loading speed. The relations between the loading speed and the average ultimate shear, tension loads were expressed by two logarithmic functions, Then, a vertical drop test of a civil airplane fuselage section was conducted with an actual impact velocity of 6.85 m/s, meanwhile the deformation of cabin frame and the accelerations at typical locations were measured. The finite element model of a main fuselage structure was developed and validated by modal test, and the error between the calculated frequencies and the test ones of the first four modes were less than 5%. Numerical simulation of the drop test was performed by using the LS-DYNA code and the simulation results show a good agreement with that of drop test. Deforming mode of the analysis was the same as the drop test; the maximum average rigid acceleration in test was 8.8 l g while the calculated one was 9.17g, with an error of 4.1%; average maximum test deformation at four points on the front cabin floor was 420 mm, while the calculated one was 406 mm, with an error of 3.2%; the peak value of the calculated acceleration at a typical location was 14.72g, which is lower than the test result by 5.46%; the calculated rebound velocity result was greater than the test result 17.8% and energy absorption duration was longer than the test result by 5.73%.展开更多
This paper extends and generalizes the works of [1,2] to allow for cross-sectional dependence in the context of a two-way error components model and consequently develops LM test. The cross-sectional dependence follow...This paper extends and generalizes the works of [1,2] to allow for cross-sectional dependence in the context of a two-way error components model and consequently develops LM test. The cross-sectional dependence follows the first order spatial autoregressive error (SAE) process and is imposed on the remainder disturbances. It is important to note that this paper does not consider alternative forms of spatial lag dependence other than SAE. It also does not allow for endogeneity of the regressors and requires the normality assumption to derive the LM test.展开更多
Abstract High altitude test facilities are required to test the high area ratio nozzles operating at the upper stages of rocket in the nozzle full flow conditions. It is typically achieved by creating the ambient pres...Abstract High altitude test facilities are required to test the high area ratio nozzles operating at the upper stages of rocket in the nozzle full flow conditions. It is typically achieved by creating the ambient pressure equal or less than the nozzle exit pressure. On average, air/GN2 is used as active gas for ejector system that is stored in the high pressure cylinders. The wind tunnel facilities are used for conducting aerodynamic simulation experiments at/under various flow velocities and operating conditions. However, constructing both of these facilities require more laboratory space and expensive instruments. Because of this demerit, a novel scheme is implemented for conducting wind tunnel experiments by using the existing infrastructure available in the high altitude testing （HAT） facility. This article presents the details about the methods implemented for suitably modifying the sub-scale HAT facility to conduct wind tunnel experiments. Hence, the design of nozzle for required area ratio A/A＊, realization of test section and the optimized configuration are focused in the present analysis. Specific insights into various rocket models including high thrust cryogenic engines and their holding mechanisms to conduct wind tunnel experiments in the HAT facility are analyzed. A detailed CFD analysis is done to propose this conversion without affecting the existing functional requirements of the HAT facility.展开更多
On the basis of the canard configuration a contour stealth design including chiefly the wing, the fuselage and their connection type is projected. The prime project of a blended wing body vehicle with canard is provid...On the basis of the canard configuration a contour stealth design including chiefly the wing, the fuselage and their connection type is projected. The prime project of a blended wing body vehicle with canard is provided and through the change of the fuselage head form and the different fin disposals, the radar cross section (RCS) is optimized. The average value of RCS and the value of RCS in the ± 45 ° front sector for different designs are illustrated. The model measurement proves that the project having a sharp head fuselage and 30 ° angle double fin has the minimum value of RCS. The wind tunnel test to the model with RCS optimized proved that the vehicle project has excellent aerodynamic characteristics such as high lift curve slope, up to 26° stalling angle, high lift / drag ratio equal to 8, and also has low RCS value in the front sector and in the lateral sector.展开更多
文摘On the purpose of accurate data acquisition for the aeroacoustic testing mostly in open jet test section of aeroacoustic wind tunnel, the large scale anechoic chamber is specifically designed to build the low background noise environment. A newly acoustic test section is presented in this paper, of which the contour is similar as the closed test section, and the wall is fabricated by the fiber fabric, both the characteristics of closed and open jet test section of conventional wind tunnel are combined in it. By thoroughly researching on the acoustics and aerodynamics of this acoustically transparent test section, significant progress in reducing the background noises in test section and improving the ratio of energy of the wind tunnel and some other aspects have been achieved. Acoustically transparent test section behaves better in acoustics and aerodynamics than conventional acoustic test section because of their high definition in detecting the sound sources and great performance in transmitting sounds.
基金supported by the Ministry Level Project of China
文摘Crashworthiness of a civil airplane fuselage section was studied in this paper. Firstly, the failure criterion of a rivet was studied by test, showing that the ultimate tension and shear failure loads were obviously affected by the loading speed. The relations between the loading speed and the average ultimate shear, tension loads were expressed by two logarithmic functions, Then, a vertical drop test of a civil airplane fuselage section was conducted with an actual impact velocity of 6.85 m/s, meanwhile the deformation of cabin frame and the accelerations at typical locations were measured. The finite element model of a main fuselage structure was developed and validated by modal test, and the error between the calculated frequencies and the test ones of the first four modes were less than 5%. Numerical simulation of the drop test was performed by using the LS-DYNA code and the simulation results show a good agreement with that of drop test. Deforming mode of the analysis was the same as the drop test; the maximum average rigid acceleration in test was 8.8 l g while the calculated one was 9.17g, with an error of 4.1%; average maximum test deformation at four points on the front cabin floor was 420 mm, while the calculated one was 406 mm, with an error of 3.2%; the peak value of the calculated acceleration at a typical location was 14.72g, which is lower than the test result by 5.46%; the calculated rebound velocity result was greater than the test result 17.8% and energy absorption duration was longer than the test result by 5.73%.
文摘This paper extends and generalizes the works of [1,2] to allow for cross-sectional dependence in the context of a two-way error components model and consequently develops LM test. The cross-sectional dependence follows the first order spatial autoregressive error (SAE) process and is imposed on the remainder disturbances. It is important to note that this paper does not consider alternative forms of spatial lag dependence other than SAE. It also does not allow for endogeneity of the regressors and requires the normality assumption to derive the LM test.
文摘Abstract High altitude test facilities are required to test the high area ratio nozzles operating at the upper stages of rocket in the nozzle full flow conditions. It is typically achieved by creating the ambient pressure equal or less than the nozzle exit pressure. On average, air/GN2 is used as active gas for ejector system that is stored in the high pressure cylinders. The wind tunnel facilities are used for conducting aerodynamic simulation experiments at/under various flow velocities and operating conditions. However, constructing both of these facilities require more laboratory space and expensive instruments. Because of this demerit, a novel scheme is implemented for conducting wind tunnel experiments by using the existing infrastructure available in the high altitude testing （HAT） facility. This article presents the details about the methods implemented for suitably modifying the sub-scale HAT facility to conduct wind tunnel experiments. Hence, the design of nozzle for required area ratio A/A＊, realization of test section and the optimized configuration are focused in the present analysis. Specific insights into various rocket models including high thrust cryogenic engines and their holding mechanisms to conduct wind tunnel experiments in the HAT facility are analyzed. A detailed CFD analysis is done to propose this conversion without affecting the existing functional requirements of the HAT facility.
文摘On the basis of the canard configuration a contour stealth design including chiefly the wing, the fuselage and their connection type is projected. The prime project of a blended wing body vehicle with canard is provided and through the change of the fuselage head form and the different fin disposals, the radar cross section (RCS) is optimized. The average value of RCS and the value of RCS in the ± 45 ° front sector for different designs are illustrated. The model measurement proves that the project having a sharp head fuselage and 30 ° angle double fin has the minimum value of RCS. The wind tunnel test to the model with RCS optimized proved that the vehicle project has excellent aerodynamic characteristics such as high lift curve slope, up to 26° stalling angle, high lift / drag ratio equal to 8, and also has low RCS value in the front sector and in the lateral sector.
