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An investigation was conducted into the effectiveness of heat shields in an aero-engine compressor casing to slow down thermal time constants. The investigation used a combination of experimental measurements from a full-size compressor casing rig, combined with numerical analysis using CFD and thermal modelling. Experiments were performed on a compressor casing both with and without heat shielding in order to determine the heat shield effectiveness. Temperature measurements were taken throughout the casing in order to determine the thermal time constants. The experimental data was then used to validate a thermal model and CFD simulations of the compressor casing. The modelling allowed the heat transfer coefficients in the compressor casing to be determined from the experimentally measured time constants. It was found that the heat shields gave an increase in thermal time constant at each measured location. With a doubling in the time constant at some locations compared to the unshielded case. It was also found that the heat shields need to be fully sealed, as leakage flows significantly reduce their effectiveness.

Automotive heat shields are usually composed of two metal sheets enclosing an insulating material with a paper-like texture that contains refractory ceramic particles. This article discusses the results achieved by recycling the scrap automotive insulation that is discarded in landfills, using the same concept as paper recycling. For comparison with the original product, tests of thickness, bulk density, weight loss on ignition, tensile strength, compressibility, and recovery were performed on recycled materials produced in a so-called “manual” process (involving little automation and performed in adapted facilities) without pressing, and pressed once, twice, and four times. Materials recycled in a so-called “industrial” process (in a paper recycling plant) without pressing, and pressed once were also tested. The recycled materials can be considered approved with respect to the main requirement, thermal insulation, since they dissipated the under-hood temperature by more than 300 °C (like the original product). Like the heat insulation tests, the thermogravimetric analysis suggested that the recycled materials showed higher stability than the original product. Thermogravimetric, microscopy, and energy dispersive spectroscopy analyses indicated that the structural and compositional characteristics of the original product were preserved after recycling.

For future spacecraft TPS (heat shield) applications, ablation experiments of carbon phenolic material specimens with two lamination angles (0° and 30°) and two specially designed SiC-coated carbon–carbon composite specimens (with either cork or graphite base) were conducted using an HVOF material ablation test facility. The heat flux test conditions ranged from 3.25 to 11.5 MW/m2, corresponding to an interplanetary sample return re-entry heat flux trajectory. A two-color pyrometer, an IR camera, and thermocouples (at three internal locations) were used to measure the specimen temperature responses. At the 11.5 MW/m2 heat flux test condition, the 30° carbon phenolic specimen’s maximum surface temperature value is approximately 2327 K, which is approximately 250 K higher than the corresponding value of the SiC-coated specimen with a graphite base. The 30° carbon phenolic specimen’s recession value is approximately 44-fold greater, and the internal temperature values are approximately 1.5-fold lower than the corresponding values of the SiC-coated specimen with a graphite base. This indicates that increased surface ablation and a higher surface temperature relatively reduced heat transfer to the 30° carbon phenolic specimen’s interior, leading to lower internal temperature values compared to those of the SiC-coated specimen with a graphite base. During the tests, a phenomenon of periodic explosions occurred on the 0° carbon phenolic specimen surfaces. The 30° carbon phenolic material is considered more suitable for TPS applications due to its lower internal temperatures, as well as the absence of abnormal material behavior as observed in the 0° carbon phenolic material.

We studied a candidate TPS (thermal protection system) material for reusable re-entry space vehicle applications. The material was based on a high-temperature-resistant material called Cerakwool. A total of six specimens were fabricated with substrate densities of 0.45 g/cm3, 0.40 g/cm3, and 0.35 g/cm3, with two specimens for each density. All specimens were coated with high-emissivity TUFI (toughened unpiece fibrous insulation), with coating thicknesses ranging from 445 to 1606 µm. The specimens were tested using an HVOF (high-velocity oxygen fuel) material ablation test facility. For each density specimen pair, one specimen was tested at 1 MW/m2 and the remaining one was tested at 0.65 MW/m2. The average stagnation point temperature for specimens tested at 1 MW/m2 was ~893 °C, approximately 200 °C higher than those tested at 0.65 MW/m2. This suggests a ~200 °C increase in stagnation point temperature for a 0.35 MW/m2 rise in incident heat flux. During the tests, internal temperatures were measured at three locations. For all tested specimens, regardless of heat flux test conditions and density, the temperature at ~40 mm from each specimen’s stagnation point remained around or below 50 °C, well within the 180 °C design limit set for the TPS back face temperature. Post-test visual inspections revealed no signs of ablation or internal damage, confirming the material’s reusability.

Temperature variations inside a car underhood are largely controlled by the heat originating from the engine block and the exhaust manifold. Excessive temperatures in the underhood can lead to the faster deterioration of engine components and may affect the thermal comfort level inside the passenger cabin. This paper presents computational fluid dynamics investigations to assess the performance of a heat shield in lowering the peak temperature of the engine components and firewall in the underhood region of a typical passenger car. The simulation used the finite volume method with the standard k-ε turbulence model and an isothermal model for the heat transfer calculations. The results show that the heat shield managed to reduce the peak temperature of the engine components and firewall by insulating the intense heat from the engine block and exhaust and regulating the airflow inside the underhood region.

We developed and tested two carbon–phenolic-based ablators for future Korean spacecraft heat shield applications. The ablators are developed with two layers: an outer recession layer, fabricated from carbon–phenolic material, and an inner insulating layer, fabricated either from cork or silica–phenolic material. The ablator specimens were tested in a 0.4 MW supersonic arc-jet plasma wind tunnel at heat flux conditions ranging from 6.25 MW/m2 to 9.4 MW/m2, with either specimen being stationary or transient. Stationary tests were conducted for 50 s each as a preliminary investigation, and the transient tests were conducted for ~110 s each to stimulate a spacecraft’s atmospheric re-entry heat flux trajectory. During the tests, each specimen’s internal temperatures were measured at three locations: 25 mm, 35 mm, and 45 mm from the specimen stagnation point. During the stationary tests, a two-color pyrometer was used to measure specimen stagnation-point temperatures. During the preliminary stationary tests, the silica–phenolic-insulated specimen’s reaction was normal compared to the cork-insulated specimen; hence, only the silica–phenolic-insulated specimens were further subjected to the transient tests. During the transient tests, the silica–phenolic-insulated specimens were stable, and the internal temperatures were lower than 450 K (~180 °C), achieving the main objective of this study.

Carbon–carbon composites (CCCs) are a unique form of carbon fiber-reinforced materials that exhibit excellent thermomechanical properties under extreme environmental conditions. Due to the need for the retention of mechanical properties at temperatures exceeding 2000 °C, CCCs have been utilized in heat shields, rocket nozzles, aircraft brakes, and leading edge material in hypersonic vehicles. In order to expand the applicability of CCCs, the fabrication process must be modified such that there is a reduction in cost or processing time. It is hypothesized that maximizing the permeability of the composite, during processing, will grant the largest reduction in the fabrication time as it leads to a larger volume of pores filled during re-densification. This review attempts to capture the various parameters that have led to increased permeability, as well as outlining process modifications that have demonstrated influence over the carbonized microstructure. In addition, this review seeks to differentiate itself by systematically outlining research advances that have been made in each step of the fabrication process. In doing so, scientific gaps that exist can be expounded upon while simultaneously summarizing what is necessary to advance the field. Graphical abstract

We studied the behavioral characteristics of a newly developed dual-layer ablator, which uses carbon-phenolic as a recession layer and silica-phenolic as an insulating layer. The ablator specimens were tested in a 0.4 MW supersonic arc-jet plasma wind tunnel, employing two different shapes (flat-faced and hemispherical-faced) and varying thicknesses of the carbon-phenolic recession layer. The specimens underwent two test conditions, namely, stationary tests (7.5 MW/m2, ~40 s) and transient tests simulating an interplanetary spacecraft re-entry heat flux trajectory (6.25↔9.4 MW/m2, ~108 s). During the stationary tests, stagnation point temperatures of the specimens were measured. Additionally, internal temperatures of the specimens were measured at three locations for both stationary and transient tests: inside the carbon-phenolic recession layer, inside the silica-phenolic insulating layer, and at the recession layer–insulating layer intersection. The hemispherical-faced specimen surface temperatures were about 3000 K, which is about 350 K higher than those of flat-faced specimens, resulting in higher internal temperatures. The recession layer internal temperatures rose more exponentially when moved closer to the specimen stagnation point. Layer interaction and insulating layer internal temperatures were found to be dependent on both the recession layer thickness and the exposed surface shape. The change in exposed surface shape increased mass loss and recession, with hemispherical-faced specimens showing ~1.4-fold higher values than the flat-faced specimens.

The extreme heating environment during re-entry requires an efficient heat shield to protect a spacecraft. The current method of manufacturing a heat shield is labor intensive. The application of 3D printing can reduce cost and manufacturing time and improve the quality of a heat shield. A 3D printed carbon fiber/polyether ether ketone (CF/PEEK) composite was proposed as a heat shield material. The aim was to develop a heat shield and the structural member as a single structure while maintaining the necessary recession resistance. Test samples were exposed to thermal cycles and ultraviolet (UV) radiation environment. Subsequently, a tensile test was performed to evaluate the effect of thermal cycle and UV radiation on the mechanical properties. The sample’s recession performance and temperature behavior were evaluated using an arc heated wind tunnel. Exposure to thermal cycle and UV radiation have limited effect on the mechanical properties, recession behavior and temperature behavior of 3D CF/PEEK. Results from the arc heating test showed an expansion of the sample surface and better recession resistance than other existing ablator materials. Overall, 3D CF/PEEK has excellent recession resistance while maintaining mechanical properties when exposed to high temperature, thermal cycle and UV radiation.

The article deals with the aerothermal analysis of a sample-return hypersonic capsule reentering on Earth from an interplanetary exploration mission. The main objective of the work is to estimate the heat flux distribution on the capsule surface and to perform one-dimensional thermal analyses for its ablative heat shield. After a short review of sample-return missions, the numerical models implemented are described and the computational results, obtained along a feasible reentry trajectory, are presented and discussed. Particular attention has been paid to compare the convective stagnation point heat fluxes obtained by means of Computational Fluid Dynamic (CFD) analyses with the ones computed with engineering correlations. A further comparison between CFD and with Direct Simulation Monte Carlo (DSMC), in order to investigate the air rarefaction effects, is reported. The article shows an overall satisfactory agreement between engineering correlation and numerical results and also presents a preliminary dimensioning of the capsule ablative heat shield at the stagnation point.