Shock interactions and heating predictions on a V-shaped blunt leading edge at Mach 6–12

Conducting large-scale numerical computations to obtain flow field during the hypersonic vehicle engineering design phase can be excessively costly. Although deep learning algorithms enable rapid flow field prediction with high-precision, they require a significant investment in training samples, contradicting the motivation of reducing the cost of acquiring flow field. The combination of feature extraction algorithms and regression algorithms can also achieve high-precision prediction of flow fields, which is more suitable to tackle three-dimensional flow prediction with a small dataset. In this study, we propose a reduced-order model (ROM) for the three-dimensional hypersonic vehicle flow prediction utilizing proper orthogonal decomposition to extract representative features and Gaussian process regression with improved automatic kernel construction (AKC-GPR) to perform a nonlinear mapping of physical features for prediction. The selection of variables is based on sensitivity analysis and modal assurance criterion. The underlying relationship is unveiled between flow field variables and inflow conditions. The ROM exhibits high predictive accuracy, with mean absolute percentage error (MAPE) of total field less than 3.5%, when varying altitudes and Mach numbers. During angle of attack variations, the ROM only effectively reconstructs flow distribution by interpolation with a MAPE of 7.02%. The excellent small-sample fitting capability of our improved AKC-GPR algorithm is demonstrated by comparing with original AKC-GPRs with a maximum reduction in a MAPE of 35.28%. These promising findings suggest that the proposed ROM can serve as an effective approach for rapid and accurate vehicle flow predicting, enabling its application in engineering design analysis.

Fast flow field prediction of three-dimensional hypersonic vehicles using an improved Gaussian process regression algorithm

Yang,

Xue,

Zhao

et al. 2024

On the shock wave boundary layer interaction in slightly rarefied gas

Liu,

Li,

Chen

et al. 2024

The shock wave and boundary layer interaction (SWBLI) plays an important role in the design of hypersonic vehicles. However, discrepancies between the numerical results of high-temperature gas dynamics and experiment data have not been fully addressed. It is believed that the rarefaction effects are important in SWBLI, but the systematic analysis of the temperature-jump boundary conditions and the role of translational/rotational/vibrational heat conductivities are lacking. In this paper, we derive the three-temperature Navier–Stokes–Fourier (NSF) equations from the gas kinetic theory, with special attention paid to the components of heat conductivity. With proper temperature-jump boundary conditions, we simulate the SWBLI in the double cone experiment. Our numerical results show that, when the three heat conductivities are properly recovered, the NSF equations can capture the position and peak value of the surface heat flux, in both low- and high-enthalpy inflow conditions. Moreover, the separation bubble induced by the separated shock and the reattachment point induced by impact between transmitted shock and boundary layer are found to agree with the experimental measurement.

Numerical study on drag and heat flux reduction induced by a counterflowing jet for rarefied hypersonic flow over a blunt body

Guo,

Luo,

2024

This paper focuses on the drag and heat flux reduction induced by a counterflowing jet located on the leading edge of the blunt body head in rarefied hypersonic flows using the direct simulation Monte Carlo method. Flow structures in the flowfield, such as detached shock wave, Mach disk, contact surface, jet layer, and recompression shock wave, are all weakened gradually with the increase in the freestream altitude, and they eventually disappear at the altitude of 90 km. The increase in the jet pressure provides a great drag reduction by up to 53% when it increases from 800 to 1600 Pa, but the proportion of drag on the blunt body head to the total drag is only affected slightly by the jet pressure. A noteworthy finding is that further increasing jet pressure almost have no effect on heat flux variation when it is larger than 1200 Pa. On the whole, jet temperature has a quite weak influence on both flow structures and drag, while heat flux on the blunt body head is closely related to jet temperature. The results suggest that jet temperature should vary with that of blunt body surface, and moreover, the optimal jet temperature should be moderately lower than the wall surface temperature. In addition, increasing freestream altitude can provide excellent performance of drag reduction, but it causes non-monotonic variation of heat flux. In view of this, it is worth noting that heat flux on the blunt body head actually increases with altitude when the blunt body is in a severely rarefied atmospheric environment, such as the altitude H > 70 km.