• Journal of the Korean Society of Propulsion Engineers
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• v.18 no.5
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• pp.43-53
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• 2014

Shock tunnels are known to be capable of simulating flow-field environments of supersonic and hypersonic flights. They have been operated successfully world-wide for almost half a century. As a consequence of the strong interest in hypersonic vehicles in Korea, attention has been given on this type of facility and so an intermediate-sized shock tunnel has lately been built at KAIST. In the light of this, this paper presents our tunnel performance and some of the model scramjet test data. The freestream flow used in this work replicates a supersonic combustor environment for a Mach 5.7 flight speed.

• Journal of the Korean Society of Propulsion Engineers
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• v.25 no.6
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• pp.20-28
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• 2021

High enthalpy test facilities, such as a shock tunnel, are to be operated at the specific pressure ratio according to the desired test condition. A metallic diaphragm is machined or a forced rupture device is used to open it at a specific pressure ratio. The diaphragm opening procedure takes several hundred microseconds including rupture and deformation. This process is expected to affect the test conditions. In this study, numerical simulation was performed for different materials, thicknesses, and opening ratios. And the characteristics of shock wave generation and the stagnation condition in the tube are investigated. Results show that the final opening ratio and rupturing procedure directly affect the speed of a shock wave, stagnation pressure, and test time.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2008.05a
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• pp.307-311
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• 2008

Ground test of model Scramjet engine was performed with T4 free-piston shock tunnel at University of Queensland, Australia. Test condition of free stream was Mach 7.6 at 31 km altitude. With this condition, variation effects of fuel equivalence ratio, cavity, cowl setting were investigated. In the results, supersonic combustion or thermal choking was observed depending on the amount of fuel. Cavity and W-shape cowl showed early ignition and enhanced mixing respectively.

• Journal of the KSME
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• v.34 no.10
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• pp.796-807
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• 1994

이 글에서는 고속철도 터널에서 열차에 의해 발생하는 압축파의 특성과 그의 전파거동에 관하여 기술하였다. 또 터널내에서 발생한 압축파가 터널 출구에서 충격음(미기압파)으로 방출되어 주 변의 환경에 큰 영향을 미치고 있다는 문제점을 지적하였으며, 이러한 소음의 발생 메카니즘과 소음의 저감 및 제어방법에 대하여 개괄적으로 기술하였다.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.46 no.8
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• pp.652-661
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• 2018

It is necessary to resolve the absolute velocity as well as Mach number to reflect the high temperature effect in high speed flow. So this region is classified as high enthalpy flows distinguished from high speed flows. Many facilities, such as arc-jet, shock tunnel, etc. has been used to obtain the high enthalpy flows at the ground level. However, it is difficult to define the exact test condition in this type of facilities, because some chemical reactions and energy transfer take place during the experiments. In the present study, a quasi 1D code considering the thermochemical non-equilibrium effect is developed to effectively estimate the test condition of a shock tunnel. Results show that the code gives reasonable solution compared with the results from the known experiments and 2D axisymmetric simulations.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2007.11a
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• pp.267-270
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• 2007

Korea Aerospace Research Institute(KARI) made a scramjet engine test contract with the University of Queensland in October 2006. The experiments were conducted at Mach 7.6, Altitude 31.2 km condition in the T4 free piston-driven shock tunnel in June 2007. In this paper, the short introduction and data processing technique of the T4 free piston-driven shock tunnel will be explained.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.48 no.7
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• pp.489-495
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• 2020

An accelerometer-based system was designed and constructed for drag measurement in a shock tunnel. Drag coefficient of a conical model was measured under a Mach 6 flow condition. A simple and intuitive calibration method was presented to compensate for the friction force of the drag measurement system, and the results of the measurement were compared with computational fluid dynamics in which the simple conical model was analyzed. The influence of drag measurement interference by supports of various shapes was identified and the design was presented to minimize. The drag coefficient measurement using the modified support showed that the error of the drag coefficient by the support was decreased.

• Journal of the Korean Society of Propulsion Engineers
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• v.22 no.5
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• pp.97-106
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• 2018

This paper summarizes the technical difficulties pertaining the double-compression ramp scramjet inlet model testing in a shock tunnel and their corresponding solutions. Four technical difficulties are identified: 1) test facility unstart, 2) flow disturbance and model damage due to the impact of diaphragm debris, 3) lack of fuel jet development due to multiple injection, and 4) short test time. After overcoming the identified technical difficulties, the improved results were confirmed through the results of shadowgraph images and shock tube end wall pressure.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.21 no.10
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• pp.1294-1302
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• 1997

For the purpose of investigating the impulsive noise at the exit of high-speed railway tunnel and the pressure transients inside the tunnel, experiments were carried out using a shock tube with an open end. A great deal of experimental data were obtained and explored to analyze the peak pressures and maximum pressure gradients in the pressure waves. The effects of the distance and cross-sectional area ratio between two-continuous tunnels on the characteristics of the pressure waves were investigated. The peak pressure inside the second tunnel decreases for the distance and cross-sectional area ratio between two tunnels to increase. Also the peak pressure and maximum pressure gradient of the pressure wave inside the second tunnel increase as the maximum pressure gradient of initial compression wave increases.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.21 no.9
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• pp.1095-1104
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• 1997

When a high-speed railway train enters a tunnel, a compression wave is generated ahead of the train and propagates along the tunnel, compressing and accelerating the rest air in front of the wave. At the exit of the tunnel, an impulsive wave is emitted outward toward the surrounding, which causes a positive impulsive noise like a kind of sonic boom produced by a supersonic aircraft. With the advent of high-speed train, such an impulsive noise can be large enough to cause the noise problem, unless some attempts are made to alleviate its pressure levels. For the purpose of the impulsive noise reduction, the present study investigated the effect of a vertical bleed duct on the compression wave propagating into a model tunnel. Numerical results were obtained using a Piecewise Linear Method and testified by experiment of shock tube with an open end. The results showed that the vertical bleed duct reduces the maximum pressure gradient of compression wave front by about 30 percent, compared with the straight tunnel without the bleed duct. As the width of the vertical bleed duct becomes larger, reduction of the impulsive noise is expected to be greater. However the impulsive noise is independent of the height of the vertical bleed duct.