Drag reduction mechanism induced by a combinational opposing jet and spike concept in supersonic flows

Huang, Wei; Liu, Jun; Xia, Zhang

doi:10.1016/j.actaastro.2015.04.025

Cited by 91 publications

(14 citation statements)

References 32 publications

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“…Spike geometric parameters such as spike length, aerodisk geometry, forward body geometry and relative spike diameter were studied for drag reduction effect [19][20] [21]. Some researchers [22][23] [24] investigated the aerodynamic characteristics of conical, hemispherical, flat-faced aerospike, and hemispherical and flat-faced disk attached to the aerospike, and they found that the aerodisk spike has a superior drag reduction capability as compared to the other aerospikes.…”

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

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“…The same work was replicated numerically by Qu et al [312] whereas Pish et al [313] reported the same conclusions in their numerical study on different jet settings. Contradicting conclusions were reported by Huang et al [314] in their numerical simulation studies. By varying the spike length and tip jet pressure ratio, a maximum drag reduction was not achieved by maximizing both spike length and jet pressure.…”

Section: Structural-fluidic Devicesmentioning

confidence: 58%

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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“…For brevity, the code validation, as well as its grid independency analysis, is omitted, and the researchers can refer to our previous publications, i.e., Ref. [37]. The convergence history for all the residuals during the numerical simulation process is shown in Fig.…”

Section: Numerical Approachesmentioning

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 reduction mechanism induced by a combinational opposing jet and spike concept in supersonic flows

Cited by 91 publications

References 32 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

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

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

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