abstract: This thesis examines themodeling, analysis, and control system design issues for scramjet powered hypersonic vehicles. A nonlinear three degrees of freedom longitudinal model which includes aero-propulsion-elasticity effects was used for all analyses. This model is based upon classical compressible flow and Euler-Bernouli structural concepts. Higher fidelity computational fluid dynamics and finite element methods are needed for more precise intermediate and final evaluations. The methods presented within this thesis were shown to be useful for guiding initial control relevant design. The model was used to examine the vehicle's static and dynamic characteristics over the vehicle's trimmable region. The vehicle has significant longitudinal coupling between the fuel equivalency ratio (FER) and the flight path angle (FPA). For control system design, a two-input two-output plant (FER - elevator to speed-FPA) with 11 states (including 3 flexible modes) was used. Velocity, FPA, and pitch were assumed to be available for feedback. Aerodynamic heat modeling and design for the assumed TPS was incorporated to original Bolender's model to study the change in static and dynamic properties. De-centralized control stability, feasibility and limitations issues were dealt with the change in TPS elasticity, mass and physical dimension. The impact of elasticity due to TPS mass, TPS physical dimension as well as prolonged heating was also analyzed to understand performance limitations of de-centralized control designed for nominal model. / Dissertation/Thesis / M.S. Electrical Engineering 2011

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The use of lateral divert thrusters on hypersonic vehicles would allow for fine-tuned attitude control at high Mach numbers. However, the jet interaction effects of lateral thrusters on the hypersonic flow field have not been investigated thoroughly. Computational Fluid Dynamics (CFD) can provide preliminary modeling of the jet interaction, but several variables such as vehicle geometry, velocity, and altitude, result in computationally expensive modeling or loss in accuracy of the results. Therefore, the goal of chemical kinetics testing and chemical model verification is to enhance the fidelity of the jet interaction effects, specifically the plume reaction with air and the plume interaction with vehicle instrumentation.

<p>Air intakes are a fundamental part of all high speed airbreathing propulsion concepts. The main purpose of an intake is to capture and compress freestream air for the engine. At hypersonic speeds, the intake’s surface and shock structure effectively slow the airflow through ram-air compression. In supersonic-combustion ramjets, the captured airflow remains supersonic and generates complicated shock structures. The design of these systems require careful evaluation of proposed operating conditions and relevant aerodynamic phenomena. The physics of these systems, such as the intake’s operability range, mass capture efficiency, back-pressure resiliency, and intake unstart margins are all open areas of research. </p> <p><br></p> <p>A high speed intake, dubbed the Indiana Intake Testbed, was developed for experimentation within the Boeing-AFOSR Mach 6 Quiet Tunnel at Purdue University. This inward-turning, mixed compression intake was developed from osculating axisymmetric theory and uses a streamtracing routine to create a shape-transitioned geometry. To account for boundary layer growth, a viscous correction was implemented on the intake’s compression surfaces. This comprehensive independent design code was pursued to generate an unrestricted geometry that satisfies academic inquiry into fluid dynamic interactions relevant to intakes. Additionally, the design code contains built-in analysis tools that are compared against CFD calculations and experimental data. </p> <p><br></p> <p>Two blockage models were constructed and outfitted with Kulite pressure transducers to detect possible intake start and unstart effects. Due to an error in the design code, the preliminary blockage models’ lower surfaces were oversized. The two intake models were tested over a freestream Reynolds number sweep, under noisy and quiet flow, at one non-zero angle of attack, and at a singular back-pressure condition. Back-pressure effects acted to unstart the intake and provide a comparison between forced-unstart and started states. The experimental campaign cataloged both tunnel starting and inlet starting conditions, which informed the design of the finalized model. The finalized model is presented herein. Future experiments to study isolator shock-trains, shock-wave boundary layer interactions, and possible instances of boundary layer transition on the intake’s compression surface are planned. </p>

<p dir="ltr">This thesis details the development of a multidisciplinary design analysis (MDA) framework intended to evaluate a rocket-powered, reusable hypersonic vehicle. In particular, the analysis framework computes the design closure of a coupled system resembling Stratolaunch Systems’ Talon-A reusable hypersonic test vehicle. The resulting analysis framework differs from available literature due to its focus upon payload-related design considerations. The presented framework, too, avoids the use of proprietary technical information and/or export-controlled analysis tools. The framework’s geometric analysis, for example, employs a reverse-engineered geometry resembling Talon-A. An open-source aerothermal package, too, was selected to evaluate the vehicle’s aerothermodynamic characteristics. Quick-to-implement methods were prioritized to expedite the development of the MDA framework. Notably, a regression-based structural analysis model was used, as well as an interpolative thermal protection system (TPS) sizing procedure. A quasi-steady trajectory model, too, was implemented within the MDA framework, to determine the vehicle’s mission performance. The resulting analysis takes the form of a six-discipline MDA framework that can calculate, among other parameters, the vehicle’s cruise duration. Initial design closure results for a vehicle resembling Talon-A, using an assumed TPS size, are currently available. These results report an estimated total vehicle mass within thirty percent of Talon-A’s true gross mass, as well as a cruise duration of approximately 445 seconds. These design closure results were also evaluated under a perturbed specific impulse of ±10%, with a resulting change in cruise duration of ±12.3%. Results for a cruise-condition design exploration procedure were also obtained within a simplified, sequential analysis chain. These design exploration results report a maximum cruise lift-to-drag ratio of approximately four. Future work has been identified, too, including the integration of more rigorous analysis tools for use within future iterations of the MDA framework. Notably, these tools include an open-source optimal control library, as well as a physics-based TPS sizing tool</p>