Hypersonic high altitude aerothermodynamics of a space re-entry vehicle

Votta, Raffaele; Schettino, Antonio; Bonfiglioli, Aldo

doi:10.1016/j.ast.2012.02.001

Cited by 30 publications

(9 citation statements)

References 15 publications

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“…Moreover, slip flow boundary conditions have been implemented in a CIRA CFD code in order to extend the validity of a continuum method to the transition flow regime and, furthermore, bridging-formula models for the high altitude aerodynamics of winged bodies have been developed, basing on some inviscid CFD results and DSMC or Free Molecular Flow (FMF) results. A demonstration and validation campaign has been then necessary to make the above mentioned methods reliable for including rarefaction effects into existing aerodynamic and aerothermodynamic databases, such as those of CIRA FTB-X vehicle and ORION Capsule, thus exploiting past CIRA expertise on the topic 3 , and finally to apply the methodology to FAST20XX suborbital highenergy vehicle.…”

Section: Introductionmentioning

confidence: 99%

“…Rarefaction effects occur on a not negligible part of the SpaceLiner trajectory ranging from about 60 to 85 km of altitude. The vehicle in the higher part of the re-entry trajectory does not perform a ballistic re-entry but a guided flight, therefore a correct prediction of its aerodynamic performances is necessary 3 . The evaluation of the lift and of the drag is important because a high aerodynamic efficiency re-entry is required.…”

Section: Introductionmentioning

confidence: 99%

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Rarefied Aerothermodynamics Technology Development for Future High-Altitude High-Speed Transport (EU-FAST20XX)

Votta

Marini

Ranuzzi

et al. 2013

AIAA SPACE 2013 Conference and Exposition

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First subject of the present paper has been the experimental and numerical characterization of test chamber flow of DLR-V2G low-density wind tunnel, in the frame of EU-FP7 FAST20XX project activities dedicated to the validation of numerical tools able to predict rarefaction effects in suborbital flight. Pitot pressure radial profiles measured at different positions downstream the test chamber have been compared at nozzle exit to numerical results obtained with different methodologies accounting for rarefaction effects (CFD with slip-flow boundary conditions, a hybrid CFD-DSMC procedure), and a re-definition of the V2G facility envelope in terms of flight-relevant parameters (Mach, Reynolds, Knudsen numbers) has been presented. A good agreement between experiments and numerical results has been achieved for M=12 and M=16 cases (not as good for M=22), thus confirming that the test chamber flow knowledge is of fundamental importance for a proper numerical rebuilding of an experimental test campaign. Further, the aerodynamic coefficients of lift, drag and pitching moment of the analyzed lifting body configuration have been experimentally determined by means of three component force and moment measurements in V2G and the influence of rarefaction onto the aerodynamic coefficients have been shown. The results have numerically been validated by means of DSMC calculations. After the validation of the numerical tools, the high altitude effects to the future hypersonic/suborbital re-entry vehicle SpaceLiner have been analyzed. Bridging functions have been developed and validated by means of DSMC calculations. The effects of rarefaction on global longitudinal aerodynamics of SpaceLiner in the range of altitude 65÷85 km have been pointed out by comparing to the aerodatabase in continuum regime conditions. DSMC computation has been done in the higher SpaceLiner altitude point confirming the bridging function results and providing heat transfer estimations. Two versions of SpaceLiner have been analyzed: SL4.3 and SL7.1. Nomenclature AcronymsCEV = Crew Exploration Vehicle CFD = Computational Fluid Dynamics DSMC = Direct Simulation Monte Carlo ENO = Essentially Not Oscillatory FTB-X = Flying Test Bed X HSM = Hard Sphere Model mcs = Mean collision separation NExT = Numerical Experiment Tool PFA = Projected Frontal Area PPA = Projected Planform Area RANS = Reynolds Averaged Navier Stokes WA = Wetted Area Downloaded by PURDUE UNIVERSITY on July 30, 2015 | http://arc.aiaa.org | Symbols A = Surface, m 2 C D = Drag coefficient C L = Lift coefficient C p = Specific heat at constant pressure, J/kg/K d = Diameter of particles, m E H = = Aerodynamic Efficiency Total enthalpy, MJ/kg h Kn = = Altitude, Km Knudsen number, /L L l = = Lift, N Reference length, m L/D = Aerodynamic efficiency LH 2 = Liquid hydrogen LO 2 = Liquid oxygen M = Mach number m = Mass of particles, g mcs = Mean collision separation distance, m P, p = Pressure, Pa or bar P ND , P NL q R = = = Parameters defined by Eq. 5 and Eq. 6 Dynamic Pressure, PA Radius, m R gas = Ga...

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Rarefied Aerothermodynamics Technology Development for Future High-Altitude High-Speed Transport (EU-FAST20XX)

Votta

Marini

Ranuzzi

et al. 2013

AIAA SPACE 2013 Conference and Exposition

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“…Multiscale modelling of gas flows is attracting more and more attentions as a large number of gas flows encountered in modern engineering problems are inherently multiscale, especially in aerospace engineering [1,2] and micro-electro-mechanical system (MEMS) [3].…”

Section: Introductionmentioning

confidence: 99%

“…One example is high-speed gas flows around a reentry vehicle. Assuming the characteristic length of the reentry vehicle is 1 m, the global Knudsen number (Kn, the definition is the ratio of the molecular mean free path to the characteristic length) ranges from 6 10  to 1 10  at the altitudes of 20~100 km, and correspondingly the gas flow changes from continuum to 2 transition regime. Furthermore, if local structures such as the sharp leading edge or the microstructures on the vehicle surfaces are considered, the local Kn number spans a wider range, which will introduce a variety of thermochemical nonequilibrium phenomena and affect the flow fields around the reentry vehicle significantly.…”

Section: Introductionmentioning

confidence: 99%

A unified stochastic particle Bhatnagar-Gross-Krook method for multiscale gas flows

Fei

Zhang

et al. 2020

Journal of Computational Physics

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The stochastic particle method based on Bhatnagar-Gross-Krook (BGK) or ellipsoidal statistical BGK (ESBGK) model approximates the pairwise collisions in the Boltzmann equation using a relaxation process.Therefore, it is more efficient to simulate gas flows at small Knudsen numbers than the counterparts based on the original Boltzmann equation, such as the Direct Simulation Monte Carlo (DSMC) method. However, the traditional stochastic particle BGK method decouples the molecular motions and collisions in analogy to the DSMC method, and hence its transport properties deviate from physical values as the time step increases. This defect significantly affects its computational accuracy and efficiency for the simulation of multiscale flows, especially when the transport processes in the continuum regime is important. In the present paper, we propose a unified stochastic particle ESBGK (USP-ESBGK) method by combining the molecular convection and collision effects. In the continuum regime, the proposed method can be applied using large temporal-spatial discretization and approaches to the Navier-Stokes solutions accurately. Furthermore, it is capable to simulate both the small scale non-equilibrium flows and large scale continuum flows within a unified framework efficiently and accurately. The applications of USP-ESBGK method to a variety of benchmark problems, including Couette flow, thermal Couette flow, Poiseuille flow, Sod tube flow, cavity flow, and flow through a slit, demonstrated that it is a promising tool to simulate multiscale gas flows ranging from rarefied to continuum regime.

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“…Though a large number of simulations using DSMC method can be found in literature, the simulation of high speed flow over objects such as re-entry objects are found very few. Notable investigations on the re-entry simulations reported are flow over Apollo (Glass et al, 2006;Walpot et al, 2012), Orion (Votta et al, 2013;Palharini, 2014)] and OREX capsule (Moss et al, 1996). In India, the important mile stone towards re-entry capsule has been due to the Space Recovery Experiment (SRE).…”

Section: Introductionmentioning

confidence: 99%

Simulations of Hypersonic Flow Past a Re-Entry Capsule Using DSMC Method

Lal¹,

Reji²

2016

Frontiers in Heat and Mass Transfer

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DSMC simulation of re-entry of an object with shape and size close to that of ISRO's Space Recovery Experiment (SRE) capsule has been analysed using the open-source tool dsmcFoam for three altitude conditions, viz. 85 km, 100 km and 115 km, and for three angles of attack, viz.o . The hypersonic free stream velocity of 8000 m/s and boundary surface temperature of 300 K have been used for the simulations. The variation of parameters such as surface heat flux, surface pressure, shear stress, slip velocity, temperature jump and integrals such as total heat transfer, pressure drag and frictional drag are reported and discussed in this paper. The variation of temperature in the flow domain and along the stagnation line are able to clearly distinguish the shock structure and shock stand-off distance. The variation of local number density and the effects of such variations on the surface temperature and heat flux are discussed. A lower value for nose radius in SRE capsule is found to result in a higher value for peak heat flux compared to other re-entry capsules investigated.

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Hypersonic high altitude aerothermodynamics of a space re-entry vehicle

Cited by 30 publications

References 15 publications

Rarefied Aerothermodynamics Technology Development for Future High-Altitude High-Speed Transport (EU-FAST20XX)

Rarefied Aerothermodynamics Technology Development for Future High-Altitude High-Speed Transport (EU-FAST20XX)

A unified stochastic particle Bhatnagar-Gross-Krook method for multiscale gas flows

Simulations of Hypersonic Flow Past a Re-Entry Capsule Using DSMC Method

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