Drag reduction of supersonic blunt bodies using opposing jet and nozzle geometric variations

Bibi, Atiqa; Maqsood, Adnan; Sherbaz, Salma; Dala, Laurent

doi:10.1016/j.ast.2017.06.007

Cited by 61 publications

(9 citation statements)

References 19 publications

(40 reference statements)

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“…Sonic jets generated by convergent nozzles maintain the SPM. If a convergent-divergent nozzle is used, the generated supersonic jet can be in LPM or SPM if it is under-expanded or highly under-expanded, respectively, depending strongly on the nozzle design [131,132]. The jet is said to be under-expanded if its pressure as it exits the orifice is higher than that of the surrounding air, i.e., downstream of the fore shock ahead of the vehicle.…”

Section: Principle Of Operation Of Counterflow Jetsmentioning

confidence: 99%

“…The jet is said to be under-expanded if its pressure as it exits the orifice is higher than that of the surrounding air, i.e., downstream of the fore shock ahead of the vehicle. If the jet exit pressure exceeds twice that of the surrounding air, the jet is said to be highly under-expanded [131,133]. So, for a given nozzle and orifice, the jet mode depends primarily on the ratio of total pressures of jet to that of the freestream.…”

Section: Principle Of Operation Of Counterflow Jetsmentioning

confidence: 99%

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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: Principle Of Operation Of Counterflow Jetsmentioning

confidence: 99%

Section: Principle Of Operation Of Counterflow Jetsmentioning

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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“…pulsed jet studied by Zhang et al (13) , a forwardfacing array of micro-jets studied by Gerdroodbary et al (14) . Additionally, a combinational concept between the opposing jet and the nozzle was developed and investigated by Bibi et al (15) , and the influence of the nozzle configuration on the drag reduction efficiency was evaluated.…”

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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“…The size of re-circulation regions in LPM mode are thinner and remain at the leading edge of the blunt body to cover the jet boundary. The displaced shock-wave reattaches to the surface of blunt body after passing over the re-circulation region and shows changes in pressure [17,18]. These changes are named turning shock-waves.…”

Section: Introductionmentioning

confidence: 99%

Shock Reduction through Opposing Jets—Aerodynamic Performance and Flight Stability Perspectives

et al. 2019

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In this research paper, investigations of counter flow (opposing) jet on the aerodynamic performance, and flight stability characteristics of an airfoil with blunt leading-edge in supersonic regime are performed. Unsteady Reynolds-Averaged Navier-Stokes ( U R A N S ) based solver is used to model the flow field. The effect of angle of attack ( α ), free-stream Mach number ( M ∞ ), and pressure ratio ( P R ) on aerodynamic performance of airfoil with and without jet are compared. The results indicate that the opposing jet reduces drag from 30 % to 70 % , improves the maximum lift-to-drag ratio from 2.5 to 4.0, and increases shock stand-off distance from 15 % to 35 % depending on flow conditions. The effect of opposing jet on longitudinal flight stability characteristics, studied for the first time, indicate improvement in dynamic stability coefficients ( C m q + C m α ˙ ) at low angles of attack. It is concluded that the opposing jet can help mitigate flight disturbances in supersonic regime.

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Drag reduction of supersonic blunt bodies using opposing jet and nozzle geometric variations

Cited by 61 publications

References 19 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

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

Shock Reduction through Opposing Jets—Aerodynamic Performance and Flight Stability Perspectives

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