High impact pressure regulator withstands impacts of over 15,000 g

High impact pressure regulator used with a high impact gas scannograph withstands impacts of over 15,000 g. By the passage of fluid through the first and second chambers of the regulator, the pressure of the scannograph is regulated from a specific input valve to the desired output pressure valve

Repeatability and Two-Dimensionality of Model Scale Sloshing Impacts

Canonical test cases for sloshing wave impact problems are pre-sented and discussed. In these cases the experimental setup has been simpli?ed seeking the highest feasible repeatability; a rectangular tank subjected to harmonic roll motion has been the tested con?guration. Both lateral and roof impacts have been studied, since both cases are relevant in sloshing assessment and show speci?c dynamics. An analysis of the impact pressure of the ?rst four impact events is provided in all cases. It has been found that not in all cases a Gaussian ?tting of each individual peak is feasible. The tests have been conducted with both water and oil in order to obtain high and moderate Reynolds number data; the latter may be useful as simpler test cases to assess the capabilities of CFD codes in simulating sloshing impacts. The re-peatability of impact pressure values increases dramatically when using oil. In addition, a study of the two-dimensionality of the problem using a tank con?guration that can be adjusted to 4 di?erent thicknesses has been carried out. Though the kinemat-ics of the free surface does not change signi cantly in some of the cases, the impact pressure values of the ?rst impact events changes substantially from the small to the large aspect ratios thus meaning that attention has to be paid to this issue when reference data is used for validation of 2D and 3D CFD codes

Solid rocket booster water impact test

Water impact drop tests were performed on the space shuttle solid rocket boosters (SRB). Peak water impact pressures and pressure/time traces were measured for various impact velocities using a two-dimensional, full-scale SRB aft skirt internal ring model. Passive burst disc-type pressure transducers were calibrated for use on flight SRB's. The effects on impact pressure of small ring configuration changes and application of thermal protection system cork layers were found to be negligible

A flight instrumentation system for acquisition of atmospheric turbulence data

A flight instrumentation system for the acquisition of atmospheric turbulence data is described. Airflow direction transducers and an impact pressure transducer are the primary instruments for measuring vertical and lateral gust velocity, and a sensitive incremental pressure transducer is used to measure longitudinal gust velocity. Airplane motions, sensed by an inertial platform, are subtracted from the primary measurements during postflight data reduction to yield true gust velocity time histories. Salient engineering features of the instrumentation are discussed, and a complete description of the instrumentation is presented

Characteristics of the impact pressure of debris flows

Debris flows are common geological hazards in mountainous regions worldwide. Predicting the impact pressure of debris flows is of major importance for hazard mitigation. Here, we experimentally investigate the impact characteristics of debris flows by varying the concentrations of debris grains and slurry. The measured impact pressure signal is decomposed into a stationary mean pressure (SMP) and a fluctuating pressure (FP) through empirical mode decomposition. The SMP of low frequency is caused by the thrusting of bulk flow while the FP of high frequency is induced by the collision of coarse debris grains, revealed by comparing the features of impact pressure spectra of pure slurries and debris flows. The peak SMP and the peak FP first increase and then decrease with the slurry density. The basal frictional resistance is reduced by the nonequilibrium pore-fluid pressure for debris flows with low-density slurry, which can increase the flow velocity and impact pressures. In contrast, the viscous flow of high-density slurry tends to reduce the flow velocity. The peak SMPs are well predicted by the Bernoulli equation and are related to the hydrostatic pressure and Froude number of the incident flow. The peak FPs depend on the kinetic energy and degree of segregation of coarse grains. The maximum degree of segregation occurs at an intermediate value of slurry density due to the transition of flow regime and fluid drag stresses. Our results facilitate predicting the impact pressures of debris flows based on their physical properties

Measurements of hillslope debris flow impact pressure on obstacles

We present measurements of hillslope debris flow impact pressures on small obstacles. Two impact sensors have been installed in a real-scale experimental site where 50m3 of water-saturated soil material are released from rest. Impact velocities vary between 2 and 13m/s; flow heights between 0.3 and 1.0m. The maximum impact pressures measured over 15 events represent between 2 and 50 times the equivalent static pressures. The measurements reveal that quadratic velocity-dependent formulas can be used to estimate impact pressures. Impact coefficients C are constant from front to tail and range between 0.4 < C < 0.8 according to the individual events. The pressure fluctuations to depend on the sensor size and are between 20% and 60% of the mean pressure values. Our results suggest that hazard guidelines for hillslope debris flows should be based on quadratic velocity-dependent formula

NUMERICAL STUDY ON THE PREDICTION OF THE BOW FLARE SLAMMING PRESSURE FOR THE CONTAINER SHIP IN REGULAR WAVE

A container ship has large flare on the bow flare region to accommodate more container recently. This flare region experiences the impact pressure due to slamming phenomenon under rough sea conditions. The impact pressure is transferred to the hull structure and the impact pressure causes structural damage. A strength assessment of the bow region is evaluated based on the empirical formulas according to various classifications. In this study, the numerical simulations were performed to compare with empirical method, and predict the bow flare slamming pressure on the container ship. It is found that the bow flare slamming pressure generated up to 625kPa near 0.975 station and the bow flare slamming pressure obtained from the formulas of the CSR and ABS tend to be similar to the CFD results