Effect of the injector configuration for opposing jet on the drag and heat reduction

Li, Shibin; Wang, Zhenguo; Huang, Wei; Liu, Jun

doi:10.1016/j.ast.2016.01.014

Cited by 65 publications

(11 citation statements)

References 14 publications

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“…It was demonstrated that 30-50% drag reduction can be achieved by counterflowing blowing against a supersonic stream of Mach 4 or higher. Liet al [33] investigated the drag reduction mechanism in supersonic blunt body with different jet strategies, and they found that taking the drag reduction and heat protection into consideration together, the effect of square shape is the best in all considered strategies.…”

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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“…All numerical simulation studies adopted the 2D axisymmetric computational domains. Half 3D domains were used in case of nonzero incidences [151,153,155,156] or in cases if the vehicle is not axisymmetric [154,197,198]. The three-dimensionality of opposing jet flow from an axisymmetric body at zero incidence was first investigated by Chen et al [181] in their high quality numerical study.…”

Section: Studies On Flow Unsteadiness Associated With 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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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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“…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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Effect of the injector configuration for opposing jet on the drag and heat reduction

Cited by 65 publications

References 14 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

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

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