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Institute
- Fachbereich Luft- und Raumfahrttechnik (776) (remove)
Recent Unmanned Aerial Vehicle (UAV) design procedures rely on full aircraft steady-state Reynolds-Averaged-Navier-Stokes (RANS) analyses in early design stages. Small sensor turrets are included in such simulations, even though their aerodynamic properties show highly unsteady behavior. Very little is known about the effects of this approach on the simulation outcomes of small turrets. Therefore, the flow around a model turret at a Reynolds number of 47,400 is simulated with a steady-state RANS approach and compared to experimental data. Lift, drag, and surface pressure show good agreement with the experiment. The RANS model predicts the separation location too far downstream and shows a larger recirculation region aft of the body. Both characteristic arch and horseshoe vortex structures are visualized and qualitatively match the ones found by the experiment. The Reynolds number dependence of the drag coefficient follows the trend of a sphere within a distinct range. The outcomes indicate that a steady-state RANS model of a small sensor turret is able to give results that are useful for UAV engineering purposes but might not be suited for detailed insight into flow properties.
The technology programme “Reduction of aerodynamic drag (RaWid)” for high speed aerodynamics at Daimler-Benz Aerospace Airbus is sponsered by the German ministry for education, research and technology since July 1, 1995. Connected to this industrial programme are the cooperation programmes “MEGAFLOW” under leadership of the DLR and “Transition” by the DFG, and several contributions by DLR and universities.
The programme is oriented towards technologies required for a MEGALINER which gains momentum by the ambitious plans for a new large Airbus A3XX.
In the first year new technological steps were undertaken in theory, design and experiment. Some critical steps were verified by wing designs checked in wind tunnel tests.
In the preceeding chapters on “Son of Concorde, a Technology Challenge” and “Aerodynamic Multipoint Design Challenge” it was explained, that a well balanced contribution of new technologies in all major disciplines is required for realisation of a new Supersonic Commercial Transport (SCT). One of these technologies - usually one of the most important for aircraft-is aerodynamics. Here, the required “pure” aerodynamic technologies are specified in more detail, according to our present knowledge. Increasing insight into the problems may change the balance of importance of the individual technologies and may require some more contributions. We must never confine our knowledge to the knowledge base of an expert at a given time, but must stay open for new insights.
In parallel to the evolution of the Planetary Defense Conference, the exploration of small solar system bodies has advanced from fast fly-bys on the sidelines of missions to the planets to the implementation of dedicated sample-return and in-situ analysis missions. Spacecraft of all sizes have landed, touch-and-go sampled, been gently beached, or impacted at hypervelocity on asteroid and comet surfaces. More have flown by close enough to image their surfaces in detail or sample their immediate environment, often as part of an extended or re-purposed mission. And finally, full-scale planetary defense experiment missions are in the making. Highly efficient low-thrust propulsion is increasingly applied beyond commercial use also in mainstream and flagship science missions, in combination with gravity assist propulsion. Another development in the same years is the growth of small spacecraft solutions, not in size but in numbers and individual capabilities. The on-going NASA OSIRIS-REx and JAXA HAYABUSA2 missions exemplify the trend as well as the upcoming NEA SCOUT mission or the landers MINERVA-II and MASCOT recently deployed on Ryugu. We outline likely as well as possible and efficient routes of continuation of all these developments towards a propellant-less and highly efficient class of spacecraft for small solar system body exploration: small spacecraft solar sails designed for carefree handling and equipped with carried landers and application modules, for all asteroid user communities –planetary science, planetary defence, and in-situ resource utilization. This projection builds on the experience gained in the development of deployable membrane structures leading up to the successful ground deployment test of a (20 m)² solar sail at DLR Cologne and in the 20 years since. It draws on the background of extensive trajectory optimization studies, the qualified technology of the DLR GOSSAMER-1 deployment demonstrator, and the MASCOT asteroid lander. These enable ‘now-term’ as well as near-term hardware solutions, and thus responsive fast-paced development. Mission types directly applicable to planetary defense include: single and Multiple NEA Rendezvous ((M)NR) for mitigation precursor, target monitoring and deflection follow-up tasks; sail-propelled head-on retrograde kinetic impactors (RKI) for mitigation; and deployable membrane based methods to modify the asteroid’s properties or interact with it. The DLR-ESTEC GOSSAMER Roadmap initiated studies of missions uniquely feasible with solar sails such as Displaced L1 (DL1) space weather advance warning and monitoring and Solar Polar Orbiter (SPO) delivery which demonstrate the capability of near-term solar sails to achieve NEA rendezvous in any kind of orbit, from Earth-coorbital to extremely inclined and even retrograde orbits. For those mission types using separable payloads, such as SPO, (M)NR and RKI, design concepts can be derived from the separable Boom Sail Deployment Units characteristic of DLR GOSSAMER solar sail technology, nanolanders like MASCOT, or microlanders like the JAXA-DLR Jupiter Trojan Asteroid Lander for the OKEANOS mission which can shuttle from the sail to the asteroids visited and enable multiple NEA sample-return missions. These are an ideal match for solar sails in micro-spacecraft format whose launch configurations are compatible with ESPA and ASAP secondary payload platforms.