Design of hypersonic forebody by the combination of bump and waverider surfaces

Saheby, Eiman B.; Huang, Guoping; Hays, Anthony P.

doi:10.2514/6.2017-2177

Cited by 2 publications

(3 citation statements)

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“…According to our mesh quality and the existence of viscous interactions in our cases, this turbulence model is a good match with the requirements of this analysis. The development of the boundary layer after the bow shock has been studied before by this turbulence model, 18 and steady-state CFD simulation estimation capability for designers is presented in Figure 13(a). Although simulating the vortex interactions inside the entropy layer is not developed in this turbulence model, the thickness and total pressure ratio profile of the low kinetic energy boundary layer can be estimated with high accuracy.…”

Section: Numeric Solver and Turbulence Modelmentioning

confidence: 99%

“…In this comparison, the multiramp inlet was faced with a thick upstream boundary layer after the bow shock. 18 Internal flow and propulsive efficiency…”

Section: Boundary Layer Diversion On the Forebodymentioning

confidence: 99%

“…Normal distribution of total pressure ratio at the end of compression surfaces:18 (a) lateral offset; and (b) plane of symmetry.…”

mentioning

confidence: 99%

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Design of hypersonic forebody with submerged bump

Saheby

Huang

Hays

2018

Proceedings of the Institution of Mechanical Engineers, Part G:

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A double shock waverider forebody configuration, with curved surfaces and known pressure fields and shock arrays, is constructed by a stream-tracing approach. The compression surface consists of a wedge and conical shocks. The conical shock results from a modified wave-derived bump surface that diverts the boundary layer before the inlet entrance. The design is fully computational fluid dynamics based and emphasis is placed on the compact design with boundary layer diverting ability. Controlling or diverting the thick boundary layer safely is a difficult challenge in hypersonic flight vehicle design especially when the inlets are highly integrated with the fuselage. Numerical simulations show that the new combination can divert a significant fraction of boundary layer before the inlet and maintains a good compression ratio for propulsion efficiency at Mach 5.0. Effects of forebody aerodynamics on the integrated inlet and comparisons with other systems are described in this paper.

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Section: Numeric Solver and Turbulence Modelmentioning

confidence: 99%

“…In this comparison, the multiramp inlet was faced with a thick upstream boundary layer after the bow shock. 18 Internal flow and propulsive efficiency…”

Section: Boundary Layer Diversion On the Forebodymentioning

confidence: 99%