The successful exploration of space requires a system that will reliably transport payload such as personnel and instrumental etc. into space and return them back to earth without subjecting them an uncomfortable or hazardous environment. In other words, the spacecraft and its payloads have to be recovered safely into the earth. We have seen the re-entry capsulesand winged space vehicles approach the earth followed by safe landing. However, this could be accomplished only after considerable research in high speed aerodynamics and after many parametric studies to select the optimum design concept.
Re-entry systems were among the first technologies developed in 1960s for military photo-reconnaissance, life science and manned space flights. By 1970s, it led to the development of new refurbish able space shuttles. Today space technology has developed to space planes which intend to go and come back regularly from earth to space stations. USA's HERMS and Japan's HOPE is designed to land at conventional airports. Few significant advances in current proposed re-entry capsules are ballistic designs to reduce development and refurbishable cost, to simplify operations.
For entering into atmospheric and non-atmospheric planet the problem involves is reducing the spacecraft's speed . For an atmospheric planet the problem involves essentially deceleration, aerodynamic heating, control of time & location of landing. For non-atmospheric planets, the problem involves only deceleration and control of time & location of landing.
The vehicle selected to accomplish a re-entry mission incorporates a thick wing , subsonic ( Mach < 1 ) airfoil modified to meet hypersonic (Mach>> 1 ) thermodynamic requirements. The flight mechanics of this vehicle are unique in that rolling manoeuvres are employed during descent such that dynamic loading and aerodynamic heating are held to a minimum.
Therefore re-entry technology requires studies in the following areas:
1. Deceleration
2. Aerodynamic heating & air loads
3. Vehicle stability
4. Thermal Protection Systems (TPS)
5. Guidance and Landing.
Re-entry mission profile, constraints And vehicle requirements
The safe recovery of the spacecraft and its payloads is made possible by the re-entry mission. According to the different constraints the mission profile can be divided into three distinct flight segments:-
1. Deorbit and Descent to sensible atmosphere at an altitude of nearly 120kms.
2. Re-entry and hypersonic glide fight.
3. Transition flight phase, final approach and landing.
The unguided first flight segment (Keplarian trajectory) initiated by a rocket deboost maneuver at a specific orbital point determines the flight condition at re-entry. The second flight segment covers the atmospheric glide at an altitude of 120 km to 30 km during which the re-entry vehicle's high initial kinetic energy is dissipated by atmospheric breaking. The third flight segment does the final approach and landing.
The various forces acting on the re-entry vehicle are:-
1. Gravitational force acting towards the centre of the planet.
2. Gas dynamic force opposite to the direction of motion of the vehicle.
3. Centrifugal and gas dynamic lift force acting normal to the direction of
4. motion of the vehicle.
Reference: http://www.seminarprojects.com/Thread-re-entry-of-space-vehicle#ixzz1eM8Olq6Q
Re-entry systems were among the first technologies developed in 1960s for military photo-reconnaissance, life science and manned space flights. By 1970s, it led to the development of new refurbish able space shuttles. Today space technology has developed to space planes which intend to go and come back regularly from earth to space stations. USA's HERMS and Japan's HOPE is designed to land at conventional airports. Few significant advances in current proposed re-entry capsules are ballistic designs to reduce development and refurbishable cost, to simplify operations.
For entering into atmospheric and non-atmospheric planet the problem involves is reducing the spacecraft's speed . For an atmospheric planet the problem involves essentially deceleration, aerodynamic heating, control of time & location of landing. For non-atmospheric planets, the problem involves only deceleration and control of time & location of landing.
The vehicle selected to accomplish a re-entry mission incorporates a thick wing , subsonic ( Mach < 1 ) airfoil modified to meet hypersonic (Mach>> 1 ) thermodynamic requirements. The flight mechanics of this vehicle are unique in that rolling manoeuvres are employed during descent such that dynamic loading and aerodynamic heating are held to a minimum.
Therefore re-entry technology requires studies in the following areas:
1. Deceleration
2. Aerodynamic heating & air loads
3. Vehicle stability
4. Thermal Protection Systems (TPS)
5. Guidance and Landing.
Re-entry mission profile, constraints And vehicle requirements
The safe recovery of the spacecraft and its payloads is made possible by the re-entry mission. According to the different constraints the mission profile can be divided into three distinct flight segments:-
1. Deorbit and Descent to sensible atmosphere at an altitude of nearly 120kms.
2. Re-entry and hypersonic glide fight.
3. Transition flight phase, final approach and landing.
The unguided first flight segment (Keplarian trajectory) initiated by a rocket deboost maneuver at a specific orbital point determines the flight condition at re-entry. The second flight segment covers the atmospheric glide at an altitude of 120 km to 30 km during which the re-entry vehicle's high initial kinetic energy is dissipated by atmospheric breaking. The third flight segment does the final approach and landing.
The various forces acting on the re-entry vehicle are:-
1. Gravitational force acting towards the centre of the planet.
2. Gas dynamic force opposite to the direction of motion of the vehicle.
3. Centrifugal and gas dynamic lift force acting normal to the direction of
4. motion of the vehicle.
Reference: http://www.seminarprojects.com/Thread-re-entry-of-space-vehicle#ixzz1eM8Olq6Q
