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BIG KARL and COSY
(1995)
Plasma-Auftragschweißen mit Wolframschmelzkarbid-haltigen Metallpulvern und ihre Einsatzgebiete
(1996)
Im Rahmen von Forschungsvorhaben des BMBF und verschiedener Industriepartner betreibt der Lehrstuhl für Wärmeübertragung und Klimatechnik der RWTH Aachen Pilotanlagen und Prüfstände für Untersuchungen auf dem Gebiet der Heißgasfiltration mit keramischen Filterelementen. Als wesentlicher Garant für den Erfolg der Forschungsarbeit muß die auf das jeweilige Projekt genau abgestimmte Meß- und Regelungstechnik angesehen werden. Hierbei zählt neben der Auswahl geeigneter Hardwarekomponenten auch die Softwareentwicklung unter einer leistungsstarken und zuverlässigen Programmierumgebung. Anhand des Aufbaus dreier Versuchsanlagen im Technikumsmaßstab soll das Anforderungsprofil an die Meßtechnik bis hin zur Umsetzung innerhalb der Anlage skizziert werden. Der Heißgasfiltrationsprüfstand im Heizkraftwerk der RWTH Aachen dient der Beobachtung des Reinigungsverhaltens keramischer Filterelemente bei der Heißgasentstaubung im Temperaturbereich bis 850 Grad C. Wesentlich für die Meßwerterfassung ist hierbei die Kopplung eines Orion-Datenloggers der Firma Schlumberger mit LabView 4.0. Im Hochtemperaturofen des Lehrstuhls werden instationäre Druckmessungen an einer keramischen Filterkerze während eines Abreinigungsimpulses bei 950 Grad C mit hoher Samplingrate durchgeführt. Hierbei übernimmt eine durch LabView 4.0 angesteuerte E-Series Karte der Firma National Instruments die Signalaufnahme. Die katalytische Schadstoffreduktion und Entstaubung heißer Rauchgase bei 900 Grad C sind Ziele der Untersuchungen in einer erstellten Versuchsanlage mit einem Quarzglasreaktor. Die Signalerfassung und -konditionierung erfolgt über SCXI in Verbindung mit LabView 4.0, die Steuerung der Anlage übernehmen zwei Multifunktionskarten (National Instruments).
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.
Since certification of Concorde new certification standards were introduced including many new regulations to improve flight safety. Most of these standards are to prevent severe accidents in the future which happened in the past (here: after Concorde’s certification). A new SCT has to fulfill these standards, although Concorde had none of these accidents. But accidents - although they sometimes occurred only for a specific aircraft type - have to be avoided for any (new) aircraft. Because of existing aircraft without typical accident types having demonstrated their reliability, they are allowed to go on based on their old certification; although sometimes new rules prevent accident types which are not connected to specific aircraft types - like e.g. evacuation rules. Anyway, Concorde is allowed to fly based on its old certification, and hopefully in the future will fly as safely as in the past. But a new SCT has to fulfill updated rules like any other aircraft, and it has to be “just another aircraft” [75].
Supersonic laminar flow
(1997)
Supersonic transports are very drag sensitive. Technology to reduce drag by application of laminar flow, therefore, will be important; it is a prerequisite to achieve very long range capability. In earlier studies it was assumed that SCTs would only become possible by application of laminar flow [376]. But today, we request an SCT to be viable without application of laminar flow in order to maintain its competitiveness when laminar flow becomes available for subsonic and supersonic transports. By reducing fuel burned, laminar flow drag reduction reduces size and weight of the aircraft, or increases range capability -whereas otherwise size and weight would grow towards infinity. Transition mechanisms from laminar to turbulent state of the boundary layer flow (ALT, CFI, TSI) function as for transonic transports, but at more severe conditions: higher sweep angles, cooled surfaces; higher mode instabilities (HMI) must at least be taken into account, although they may not become important below Mach 3. Hitherto there is a worldwide lack of ground test facilities to investigate TSI at the expected cruise Mach numbers between 1.6 and 2.4; in Stuttgart, Germany one such facility -a Ludwieg tube- is still in the validation phase. A quiet Ludwieg tunnel could be a favourable choice for Europe. But it will require a new approach in designing aircraft which includes improved theoretical predictions, usage of classical wind tunnels for turbulent flow and flight tests for validation.
Concorde (Figure 9) is the only supersonic airliner which has been introduced into regular passenger service. It is still in service at British Airways and Air France without any flight accidents, and probably will stay in service for at least for ten more years.
In the chapter “Son of Concorde, a Technology Challenge” one of the new challenges for a Supersonic Commercial Transport (SCT) is multi-point design for the four main design points:
- supersonic cruise
- transonic cruise
- take-off and landing
- transonic acceleration.
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.
The Lehrstuhl für Wärmeübertragung und Klimatechnik at the Aachen University of Technology operates several test facilities to investigate fundamentals of heat and mass transfer supported by the Deutsche Forschungsgemeinschaft, the Minister für Forschung und Technologie and the industry. In order to get high-resolution and reproselection of hardware components is as critical as the design of software routines to perform successful and accurate measurements. In the following the development of the measurement and control system for three different test facilities is presented and discussed. Special attention is given to the education of students within the framework of laboratories and scientific experiments.
Abfallwirtschaft
(1998)