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X3 expansion tube driver gas spectroscopy and temperature measurements

机译：X3膨胀管驱动器气体光谱和温度测量

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The University of Queensland's X3 facility is a large, free-piston driven expansion tube used for super-orbital and high Mach number scramjet aerothermodynamic studies. During recent development of new scramjet test flow conditions, experimentally measured shock speeds were found to be significantly lower than that predicted by initial driver performance calculations. These calculations were based on ideal, isentropic compression of the driver gas and indicated that loss mechanisms, not accounted for in the preliminary analysis, were significant. The critical determinant of shock speed is peak driver gas sound speed, which for a given gas composition depends on the peak driver gas temperature. This temperature may be inaccurately estimated if an incorrect fill temperature is assumed, or if heat losses during driver gas compression are significant but not accounted for. For this study, the ideal predicted peak temperature was 3750 K, without accounting for losses. However, a much lower driver temperature of 2400 K is suggested based on measured experimental shock speeds. This study aimed to measure initial and peak driver gas temperatures for a representative X3 operating condition. Examination of the transient temperatures of the driver gas and compression tube steel wall during the initial fill process showed that once the filling process was complete, the steady-state driver gas temperature closely matched the tube wall temperature. Therefore, while assuming the gas is initially at the ambient laboratory temperature is not a significant source of error, it can be entirely mitigated by simply monitoring tube wall temperature. Optical emission spectroscopy was used to determine the driver gas spectra after diaphragm rupture; the driver gas emission spectrum exhibited a significant continuum radiation component, with prominent spectral lines attributed to contamination of the gas. A graybody approximation of the continuum suggested a peak driver gas temperature of 32
机译：昆士兰大学的X3设施是一种用于超级轨道和高马赫数扰乱空气动力学研究的大型自由活塞驱动的膨胀管。在近期开发新的Scramjet测试流程条件下，发现实验测量的冲击速度明显低于初始驱动程序性能计算预测的震动速度。这些计算基于驾驶员气体的理想，等熵压缩，并表明损失机制，而不是在初步分析中占概率。震动速度的临界决定率是峰值驱动器气体声速，其对于给定的气体组成取决于峰值驱动气体温度。如果假设不正确的填充温度，或者在驾驶员气体压缩期间的热损失是显着的，则可以不准确地估计该温度是显着的，但是没有占用。对于本研究，理想的预测峰值温度为3750 k，无需占损失。然而，基于测量的实验冲击速度建议了2400 k的较低的驱动器温度。本研究旨在测量代表性X3操作条件的初始和峰值驱动器气体温度。在初始填充过程中检查驾驶员气体和压缩管钢壁的瞬态温度显示，一旦填充过程完成，稳态驱动器气体温度与管壁温度紧密匹配。因此，在假设气体最初在环境实验室温度下不是一个重要的误差来源，因此可以通过简单地监测管壁温度来完全减轻它。光发射光谱用于在隔膜破裂后测定驾驶员气谱;驾驶员气体发射光谱表现出显着的连续辐射分量，突出的谱线归因于气体的污染。连续体的灰色体近似建议峰值驱动器气体温度为32

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