DYNAMICS OF COUNTER-FLOW INJECTION FOR WAVE DRAG REDUCTION

2018 ◽  
Author(s):  
Vishnu Prakash K ◽  
Siddesh Desai ◽  
Hrishikesh Gadgil ◽  
Vinayak Kulkarni
AIAA Journal ◽  
1999 ◽  
Vol 37 ◽  
pp. 460-467 ◽  
Author(s):  
David Riggins ◽  
H. F. Nelson ◽  
Eric Johnson

Author(s):  
Dathi SNV Rajasekhar Rao ◽  
Bibin John

In this study, unsteady wave drag reduction in hypersonic flowfield using pulsed energy addition is numerically investigated. A single energy pulse is considered to analyze the time-averaged drag reduction/pulse. The blast wave creation, translation and its interaction with shock layer are studied. As the wave drag depends only on the inviscid aspects of the flowfield, Euler part of a well-established compressible flow Navier-Stokes solver USHAS (Unstructured Solver for Hypersonic Aerothermodynamics) is employed for the present study. To explore the feasibility of pulsed energy addition in reducing the wave drag at different flight conditions, flight Mach numbers of 5.75, 6.9 and 8.0 are chosen for the study. An [Formula: see text] apex angle blunt cone model is considered to be placed in such hypersonic streams, and steady-state drag and unsteady drag reductions are computed. The simulation results indicate that drag of the blunt-body can be reduced below the steady-state drag for a significant period of energy bubble-shock layer interaction, and the corresponding propulsive energy savings can be up to 9%. For energy pulse of magnitude 100mJ deposited to a spherical region of 2 mm radius, located 50 mm upstream of the blunt-body offered a maximum percentage of wave drag reduction in the case of Mach 8.0 flowfield. Two different flow features are found to be responsible for the drag reduction, one is the low-density core of the blast wave and the second one is the baroclinic vortex created due to the plasma energy bubble-shock layer interaction. For the same freestream stagnation conditions, these two flow features are noted to be very predominant in the case of high Mach number flow in comparison to Mach 5.75 and 6.9 cases. However, the ratio of energy saved to the energy consumed is noted as a maximum for the lower Mach number case.


2013 ◽  
Vol 477-478 ◽  
pp. 240-245
Author(s):  
Xiaohui Guan

Bi-directional Flying Wing (BFW) is a new supersonic civil transport shape concept that aims to meet the conflict requirements of high speed cruise and low speed take-off/landing missions. In this paper the Class-Shape-Transformation (CST) shape parameterization method is modified to represent the BFW shape, and new basis functions suitable for the BFW airfoil representation are constructed. The Far-field Composite Element (FCE) wave drag optimization is performed on both the flat bottom and symmetric BFW configurations, and the drag reduction effects and result precision are surveyed. It is suggested that significant wave drag reduction can be achieved by the FCE optimization for both the flat bottom and the symmetric BFW configurations. The wave drag coefficients with sufficient precision can be obtained in the FCE optimization of the symmetric configuration; while the FCE optimization results of the flat bottom one are not accurate enough.


Shock Waves ◽  
2009 ◽  
pp. 1309-1313 ◽  
Author(s):  
M. Rein ◽  
H. Rosemann ◽  
E. Schülein

AIAA Journal ◽  
10.2514/2.756 ◽  
1999 ◽  
Vol 37 (4) ◽  
pp. 460-467 ◽  
Author(s):  
David Riggins ◽  
H. F. Nelson ◽  
Eric Johnson

2021 ◽  
Vol 2021 ◽  
pp. 1-10
Author(s):  
Hongyu Wang ◽  
Yanguang Yang ◽  
Langquan Li ◽  
Gang Wang ◽  
Qinghu Zhang

Drag reduction technology plays a significant role in extending the flight range for a high-speed vehicle. A wave drag reduction strategy via heat addition to a blunt body with a spike was proposed and numerically validated. The heat addition is simulated with continuous heating in a confined area upstream of the blunt body. The effects of heat addition on drag reduction in three flow conditions ( M = 3.98 , 5 , 6 ) were compared, and the influence of power density q h ( q 1 = 2.0 × 10 8   W / m 3 , q 2 = 5.0 × 10 8   W / m 3 , and q 3 = 1.0 × 10 9   W / m 3 ) of heating was evaluated. Results show that the heat addition has a positive way to reduce the drag of the body with a spike alone, and more satisfactory drag reduction effectiveness can be achieved at a higher Mach number. The drag reduction coefficient increases with q h in the same flow condition, with a maximum of 38.9% ( M = 6 ) as q 3 = 1.0 × 10 9   W / m 3 . The wave drag reduction principle was discussed by a transient calculation, which indicates that the separation region has entrainment of the heated air and expanded with its sonic line away from the blunt cone, which results in an alleviation of the pressure load caused by shock/shock interaction.


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