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Combustion tests were conducted to investigate the high-frequency combustion instability of liquid-propellant rocket engines. An experimental apparatus was designed to examine the rapid and large pressure increase that occurs near the propellant injector, based on the mechanism of the off-design combustion model. The propellants were 2-propanol and gaseous oxygen. The propanol jet created a semi-enclosed base space near the injection port. Pressure in the semi-enclosed space due to combustion was 1.5–3 times higher than the pressure prior to combustion. The duration of the pressure increase ranged from 0.03 to 2 ms. The pressure increase and its duration agreed with the features of the high-frequency combustion instability of liquid-propellant rocket engines. The model temperatures affected the pressure increase and the duration of pressure change.

形態: 図版あり, Physical characteristics: Original contains illustrations, Accepted: 2016-04-12, 資料番号: PA1710084000

To reduce the cost of space transportation, air-breathing engines are considered to be candidates for propulsion. However, to cover a wide range of flight speeds, the propulsion system has to operate in various modes to be efficient under incoming atmospheric-air conditions. The Japan Aerospace Exploration Agency is proposing a rocket-based combined cycle engine for operation under various condition, an ejector-jet mode being adopted for the low-speed regime. The suction performance ejector-jets has long been studied experimentally and numerically at JAXA, and little success has been achieved in explaining the deterioration of suction performance with high-temperature gas or light gas such as helium. In the present study, based on former models, a simple one-dimensional model was introduced incorporating the mixing effects of the primary flow (rocket flow) and secondary flow (induced air flow). The results were compared using several experimental and numerical data to check the plausibility of the model. It was found that if greater mixing occurs, suction performance is degraded, explaining the actual phenomena of the experiments., 形態: カラー図版あり, Physical characteristics: Original contains color illustrations, 資料番号: PA1610077000

著者人数: 4名, 資料番号: AC1000038000

著者人数: 5名, 資料番号: AC1000034000

著者人数: 3名, 資料番号: AC1000035000

著者人数: 5名, 資料番号: AC1000032000

著者人数: 5名, 資料番号: AC1000031000

著者人数: 4名, 資料番号: AC1000029000

著者人数: 5名, 資料番号: AC1000030000

A modified sidewall-compression-type scramjet engine was tested under M8 flight condition. A strut with a long tail led to a 60% higher maximum thrust increment than a strut with a truncated tail, while allowable fuel flow rate (i.e., the flow rate at engine unstart limit) was almost identical. To increase the allowable fuel flow rate and the maximum thrust increment due to combustion without engine unstart, distributed injection in vertical direction and installation of ramps in the isolator between the inlet and the combustor were applied. Distributed fuel injection led to a 30% higher maximum thrust increment than the uniform fuel injection, and the installation of the ramps also gave a 30% higher one than that in the engine without ramp. Gas-sampling at the exit of the engine with distributed fuel injection showed 88% of bulk combustion efficiency. Specific impulses of the maximum thrust increments, δIsp , of the modified engine were 60–80% higher than that of the original engine.

AIAA International Space Planes and Hypersonic Systems and Technologies Conference, 9th, Norfolk, VA, Nov. 1-5, 1999, 資料番号: AC1000062000, レポート番号: AIAA-1999-4871

著者人数: 5名, 資料番号: AC1000022000

著者人数: 5名, 資料番号: AC1000037000

著者人数: 6名, 資料番号: AC1000020000

ASME, SAE, and ASEE, Joint Propulsion Conference and Exhibit, 31st, San Diego, CA, July 10-12, 1995, 資料番号: AC1000101000, レポート番号: AIAA-1995-3141

著者人数: 4名, 資料番号: AC1000028000

44th AIAA Aerospace Sciences Meeting and Exhibit, Reno, Nevada, Jan. 9-12, 2006, 資料番号: AC1000084000, レポート番号: AIAA-2006-0223

資料番号: AC1000041000

43rd AIAA Aerospace Sciences Meeting and Exhibit, Reno, Nevada, Jan. 10-13, 2005, 資料番号: AC1000081000, レポート番号: AIAA-2005-0617

著者人数: 6名, 資料番号: AC1000017000

12th AIAA International Space Planes and Hypersonic Systems and Technologies, Norfolk, Virginia, Dec. 15-19, 2003, 資料番号: AC1000065000, レポート番号: AIAA-2003-7051

39th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit, Huntsville, Alabama, July 20-23, 2003, 資料番号: AC1000096000, レポート番号: AIAA-2003-4737

AIAA/NAL-NASDA-ISAS International Space Planes and Hypersonic Systems and Technologies Conference, 10th, Kyoto, Japan, Apr. 24-27, 2001, 資料番号: AC1000063000, レポート番号: AIAA-2001-1816

Aerospace Sciences Meeting and Exhibit, 38th, Reno, NV, Jan. 10-13, 2000, 資料番号: AC1000076000, レポート番号: AIAA-2000-0616

AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit, 36th, Huntsville, AL, July 16-19, 2000, 資料番号: AC1000100000, レポート番号: AIAA-2000-3705

Aerospace Sciences Meeting and Exhibit, 38th, Reno, NV, Jan. 10-13, 2000, 資料番号: AC1000075000, レポート番号: AIAA-2000-0619

Aerospace Sciences Meeting and Exhibit, 37th, Reno, NV, Jan. 11-14, 1999, 資料番号: AC1000074000, レポート番号: AIAA-1999-0617

The development of an optical temperature measurement system has made ultra-high-temperature HIP processing feasible. Previously, HIPing at temperatures in excess of 2200°C was difficult to operate stably with the conventional W/Re thermocouple. Using the system developed, glassy carbon, which is expected to be used as the substrate in magnetic heads and hard disks was HIPed at 2600°C and 200 MPa and confirmed to be fully densified.

AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit, 33rd, Seattle, WA, July 6-9, 1997, 資料番号: AC1000104000, レポート番号: AIAA-1997-3018

Aerospace Sciences Meeting and Exhibit, 34th, Reno, NV, Jan. 15-18, 1996, 資料番号: AC1000071000, レポート番号: AIAA-1996-0380

ASME, SAE, and ASEE, Joint Propulsion Conference and Exhibit, 31st, San Diego, CA, July 10-12, 1995, 資料番号: AC1000102000, レポート番号: AIAA-1995-2718

31st Aerospace Sciences Meeting & Exhibit, Reno, NV, January 11-14, 1993, 資料番号: AC1000069000, レポート番号: AIAA-1993-0739

Transitional temperature distribution in Rapid-Cooling HIP process is indispensable information, both in designing the apparatus and in carrying out a successful treatment of workpiece. The experimental approach has limitations in estimating it on every occasion with wide range of furnace size and HIPping conditions. Eventually, numerical analysis of heat transfer mechanism is necessary in predicting the temperature profile. In analysis, the velocity distribution of the pressure medium should be pursued, while the region of the analysis should be extended to the whole apparatus.

Progress in the development of O2-HIP equipment is described in this paper regarding safety and the achievement of a new high temperature O2-HIP apparatus.

資料番号: PA0810076000

We have generated a vacuum-ultraviolet light below 160 nm by sum-frequency mixing in an optically contacted, prism-coupled KBe2BO3F2 crystal. The vacuum-ultraviolet light was generated as the fifth harmonic of a tunable, single-mode, 1-kHz Ti:sapphire laser system. The wavelength of 156 nm, to our knowledge, is the shortest ever obtained by use of nonlinear crystals in a phase-matched process. In addition, we demonstrated a 157.6-nm light source as an inspection tool for F2 laser lithography with an average power of 0.8 μW.

ASME, SAE, and ASEE, Joint Propulsion Conference, 25th, Monterey, CA, July 10-13, 1989, 資料番号: AC1000089000, レポート番号: AIAA-1989-2680

Assuming an airframe-integrated hydrogen fueled scramjet engine, we compared the performances of engines of various engine cycles : an expander cycle, a staged combustion cycle, a coolant bleed cycle, and a gas generator cycle. Each engine was regeneratively cooled by liquid hydrogen. Effects of flight Mach number, flight dynamic pressure, and fuel injection to air dynamic pressure ratio were examined as related to the power balance of the propellant feed line. It follows that the system pressure of the closed loop cycle increases and the specific impulse of the open loop cycle decreases with increasing flight Mach number, flight dynamic pressure, or fuel injection to air dynamic pressure ratio, i.e., with increasing fuel injector manifold pressure. Of the four cycles, the coolant bleed cycle shows well balanced engine performance, keeping the system pressure within a reasonable range., 資料番号: NALTR1042000, レポート番号: NAL TR-1042