A survey of drag and heat reduction in supersonic flows by a counterflowing jet and its combinations

Huang, Wei

doi:10.1631/jzus.a1500021

Cited by 116 publications

(19 citation statements)

References 64 publications

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“…In addition, the high temperature gas produced by local energy deposition probably imposes a heavier burden on the design of thermal protection systems for hypersonic vehicles. For this reason, at present, the main methods of drag reduction for hypersonic vehicle are aerospike and counterflowing jet [8] [9], and Wang et al [10] gave a detail review on the experimental investigation on drag and heat flux reduction in supersonic/hypersonic flows in 2016.…”

Section: Introductionmentioning

confidence: 99%

Drag reduction investigation for hypersonic lifting-body vehicles with aerospike and long penetration mode counterflowing jet

Fan

Xie

Qin

et al. 2018

Aerospace Science and Technology

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This study describes numerical computations of aerospike and counterflowing jet as drag reduction methods for a hypersonic lifting-body model for Mach 8 flow at 40 km altitude. The three-dimensional Navier-Stokes equation and the laminar condition have been utilized to obtain the flow field properties. Both steady-state and time-accurate computations are performed for the models in order to investigate the drag reduction effect and the periodic oscillation characteristics of long penetration mode (LPM) jet. Results showed that both of them can significantly modify the external flowfields and strongly weaken or disperse the shock-waves of the vehicle, then achieve an obvious drag reduction effect in the range of small angles of attack. The value is 7.25% for model with aerospike and 8.80% for model with counterflowing jet at angle of attack of 6 degree. Compared with aerospike, counterflowing jet shows a better drag reduction effect in the gliding angle of attack, and this leads to a larger lift-to-drag ratio of 3.58. Meanwhile, the displacement of center of pressure of the whole vehicle is smaller in the flight phase. The oscillation frequency of the counterflowing jet at angle of attack of 6 degree is 444Hz, and the oscillation characteristics of drag is due to the change of the pressure distribution caused by the oscillation of the shock structure. The results may be of high practical significance and show the possibility of developing a feasible system using counterflowing jet as an active flow control of reducing drag during hypersonic vehicle gliding with maximum lift-to-drag ratio.

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Section: Introductionmentioning

confidence: 99%

Drag reduction investigation for hypersonic lifting-body vehicles with aerospike and long penetration mode counterflowing jet

Fan

Xie

Qin

et al. 2018

Aerospace Science and Technology

Self Cite

View full text Add to dashboard Cite

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“…Shen et al (8) investigated the drag and heat flux reduction efficiency of unit mass opposing jet in a supersonic blunt body by means of the CFD approaches, and the effects of the jet pressure ratio and the jet temperature were taken into consideration. In 2015, Huang (9) provided a detailed review on the drag and heat flux reduction induced by the counterflowing jet and its combinations, namely the combination of the counterflowing jet and a forward-facing cavity, the combination of the counterflowing jet and an aerospike, and the combination of the counterflowing jet and energy deposition. In order to quicken its engineering implementation, the counterflowing jet was put forward to a variable blunt hypersonic vehicle (10) and a hypersonic lifting-body vehicle (11) , respectively.…”

Section: Introductionmentioning

confidence: 99%

Influences of lateral jet location and its number on the drag reduction of a blunted body in supersonic flows

Liao

et al. 2020

Aeronaut. j.

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The analysis of the aerodynamic environment of the re-entry vehicle attaches great importance to the design of the novel drag reduction strategies, and the combinational spike and jet concept has shown promising application for the drag reduction in supersonic flows. In this paper, the drag force reduction mechanism induced by the combinational spike and lateral jet concept with the freestream Mach number being 5.9332 has been investigated numerically by means of the two-dimensional axisymmetric Navier-Stokes equations coupled with the shear stress transport (SST) k-ω turbulence model, and the effects of the lateral jet location and its number on the drag reduction of the blunt body have been evaluated. The obtained results show that the drag force of the blunt body can be reduced more profoundly when employing the dual lateral jets, and its maximum percentage is 38.81%, with the locations of the first and second lateral jets arranged suitably. The interaction between the leading shock wave and the first lateral jet has a great impact on the drag force reduction. The drag force reduction is more evident when the interaction is stronger. Due to the inclusion of the lateral jet, the pressure intensity at the reattachment point of the blunt body decreases sharply, as well as the temperature near the walls of the spike and the blunt body, and this implies that the multi-lateral jet is beneficial for the drag reduction.

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“…These reductions, however, were obtained at a large jet-to-freestream total pressure ratio of 0.8. A survey of various combinations of counter-flowing jets with passive devices for heat and drag reductions can be found in the works of Huang (32) .…”

Section: Introductionmentioning

confidence: 99%

Numerical investigation of the effect of disk position on the aerodynamic heating and drag of a spiked blunt body in hypersonic flow

2018

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Detailed numerical simulations have been carried out on a spiked blunt body with multiple hemispherical disks using a commercial CFD code in order to investigate their effectiveness in reducing the aerodynamic drag and heating. The base configuration is a hemispherical cylinder whose diameter is 40 mm with an overall length of 70 mm. The lengths of the aerospikes investigated are 1, 1.5, 2 and 2.5 times the base diameter of the cylinder and the radii of the aerodisks are varied between 0.05, 0.1, 0.15 and 0.2 times the diameter of the cylinder. Besides these, the position of the aerodisks is varied with the rearmost aerodisk placed at 25%, 50% and 75% along the length of the aerospike and the intermediate aerodisk for three-disk cases, positioned at 25%, 50% and 75% of the distance between the front and the rearmost disk. All the investigations have carried out at a freestream Mach number of 6.2 and Reynolds number of 2.64 × 107/m. It has been observed that the multidisk spikes are advantageous for the purpose of reduction of both aerodynamic drag and heating at hypersonic speed. The two aerodisk spiked configurations show better results in terms of aerodynamic heating and drag in comparison to the single-disk aerospikes while the three-disk spikes yield only a marginal reduction in aerodynamic drag over the two-disk configurations. For reduction of heat fluxes and heat transfer rates though, the three-disk configurations are extremely advantageous and give much larger reductions are compared to the two-disk configurations.

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A survey of drag and heat reduction in supersonic flows by a counterflowing jet and its combinations

Cited by 116 publications

References 64 publications

Drag reduction investigation for hypersonic lifting-body vehicles with aerospike and long penetration mode counterflowing jet

Drag reduction investigation for hypersonic lifting-body vehicles with aerospike and long penetration mode counterflowing jet

Influences of lateral jet location and its number on the drag reduction of a blunted body in supersonic flows

Numerical investigation of the effect of disk position on the aerodynamic heating and drag of a spiked blunt body in hypersonic flow

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