Drag and heat flux reduction mechanism of blunted cone with aerodisks

Huang, Wei; Li, Lang-quan; Yan, Li; Zhang, Tian-tian

doi:10.1016/j.actaastro.2017.05.040

Cited by 79 publications

(14 citation statements)

References 51 publications

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“…Aeroheating to the spiked forebody is significantly reduced for laminar freestream conditions [38,55] or if the shear layer remains laminar until reattachment [2]. Under certain flight conditions and for a give forebody configuration, the performance of spikes varies depending on primarily its length and the aerodisk geometry while the spike diameter has a negligible role [20,56] H its length [54,57,58] or the aerodisk size [27,59]. An optimum combination for both parameters can be devised for specific forebody configuration and freestream conditions [60][61][62].…”

Section: Factors Controlling the Mechanical Spike Effectiveness And Fmentioning

confidence: 99%

Forebody shock control devices for drag and aero-heating reduction: A comprehensive survey with a practical perspective

Ahmed

Qin

2020

Progress in Aerospace Sciences

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One key feature that distinguishes the flowfield around vehicles flying in supersonic and hypersonic regimes is the bow shock wave ahead of forebody. The severe drag and aeroheating impacting these vehicles can be significantly reduced if the bow shock wave ahead of the vehicles forebodies is controlled to yield weaker system of oblique shocks. Benefits of forebody shock control include increasing flight ranges, economizing fuel consumption, reducing dead weights, and thermally protecting forebody structure and onboard equipment. Forebody shock control that has been widely studied since the early 1900s is achievable in numerous techniques that vary according to the mechanism of control. While some of these techniques have already been implemented in real systems, other techniques involve serious complications and tough trade-offs. The present paper is intended to serve as the first comprehensive survey on the field of forebody shock control devices. The objectives of the present paper are multifold. The paper categorizes the various forebody shock control devices in a physics-based manner, explains the underlying physics for each device, and surveys the key studies and state-of-the-art knowledge. The paper also addresses the existing gaps in knowledge, highlights the existing systems implementing these devices, and discusses the associated practical implementation issues and design-tradeoffs. 2. Structural devices, the mechanical spikes: 2.1. Principle of operation of mechanical spikes Drag and Aeroheating Reduction Devices Fluidic Devices Opposing jets Structural Devices Mechanical spikes Energetic Devices Energy deposition Basic devices Structural-Fluidic Devices Structural-Energetic Devices Hybrid devices

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Section: Factors Controlling the Mechanical Spike Effectiveness And Fmentioning

confidence: 99%

Forebody shock control devices for drag and aero-heating reduction: A comprehensive survey with a practical perspective

Ahmed

Qin

2020

Progress in Aerospace Sciences

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“…With (26) substituted into (25), the latter could be revised as (27). a and b are related to structural performance; I sp is propulsive performance; E is aerodynamic performance.…”

Section: Design Problem Of a Hypersonic Cruise Vehicle A Systemmentioning

confidence: 99%

“…This is the reason for the decline of theoretical aerodynamic performance. To improve the aerodynamic performance, waverider [23], [24], counterflowing aerospike/aerodisk [25]- [27], high-slenderness configurations [27], [28] have been proven effective. However, the aerodynamic performance of waverider is difficult to maintain when engine and control panels are integrated [29], [30].…”

mentioning

confidence: 99%

Lowest-Technical-Merit Design Methodology of Hypersonic Cruise Vehicle

et al. 2019

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In the design of hypersonic cruise vehicles, great effort is demanded to improve the performances of subsystems, namely structure, aerodynamics, and propulsion. Herein, effort demanded to realize a subsystem performance is quantified by technical merit. To achieve a feasible design, excessive technical merit of any one subsystem should be avoided. Accordingly, a lowest-technical-merit (LTM) design methodology has been proposed in this work. By this methodology, the design problem could be interpreted into a parametric optimization. The solution to such an optimization corresponds to the highest feasibility. The methodology has been implemented on two cases: deriving a hydrocarbon-fueled long-range cruiser from Boeing X-51A, and a hydrogen-fueled LAPCAT scenario from PREPHA. The simulation results show that LTM could achieve optimal allocations while satisfying different payload/range performances. The design methodology could help to improve the feasibility of hypersonic cruise vehicles. Furthermore, it could also be used in the design of other systems.

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“…Its successful flight test was provided by OneSpace Science and Technology CO. Ltd. in China on May 17, 2018 (18) . The spike mounted on the stagnation region leads to a conical-shape shock wave instead of a bow one (19) . Recently, Huang et al (20) gave a detailed survey on the drag and heat flux reduction induced by the spike and its combinations, namely the combination of the spike and the aerodisk or jet.…”

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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Drag and heat flux reduction mechanism of blunted cone with aerodisks

Cited by 79 publications

References 51 publications

Forebody shock control devices for drag and aero-heating reduction: A comprehensive survey with a practical perspective

Forebody shock control devices for drag and aero-heating reduction: A comprehensive survey with a practical perspective

Lowest-Technical-Merit Design Methodology of Hypersonic Cruise Vehicle

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

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