Investigation on drag and heat flux reduction induced by a novel combinational spike and channel concept for high speed vehicles
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摘要:
针对高速飞行器减阻防热问题，提出了一种减阻杆头部开槽进气、中部侧向排气的减阻杆槽道组合构型。基于SST
k -ω 湍流模型，采用有限体积法求解了二维轴对称雷诺平均Navier-Stokes方程，对组合构型的流场进行了数值模拟，并分析了减阻防热特性以及其影响因素。数值结果表明：相较于单一减阻杆，引入槽道后，侧向排气将分离激波推离减阻杆，飞行器主体再附激波强度明显减弱，组合构型减阻防热特性显著提高；槽道收敛半角越大，侧向排气孔位置越靠近减阻杆中部，构型减阻防热效果越好；随着飞行动压的增加，构型减阻防热性能不断提高。在研究范围内，收敛半角为60°，侧向排气孔位于减阻杆中部的组合构型减阻防热总体效果最好，并且在动压在30.15 kPa时达到最佳，相比单一减阻杆，飞行器主体壁面热流峰值降低33.84%，总阻力降低14.44%。Abstract:For the drag and heat flux reduction of high speed vehicles, a novel combinational spike and channel concept was proposed. The high pressure air behind the bow shock flowed into the channel at the head of the spike, and then sprayed out through the lateral jet near the middle of the spike. Based on the SST
k -ω turbulence model, the two-dimensional axisymmetric Reynolds average Navier-Stokes equations were solved by the finite volume method, and the flow field of the combinational configuration was numerically simulated. Compared with the single spike, with the introduction of the channel, the lateral jet pushed the separated shock wave away from the spike, and the intensity of the reattachment shock wave was significantly weakened, thus improving the drag and heat flux reduction efficiency. The influencing factors of the combined configuration were analyzed; the larger convergent half angle of the channel indicated the closer location of the lateral jet to the middle of the spike, and the better overall drag and heat flux reduction result of this configuration. With the increase of dynamic pressure, the drag and heat flux reduction performance of the configuration was continually improved. In the research range, the combined configuration in which the convergent half angle was 60° and the lateral jet was located at the middle of the spike had the best overall result of drag and heat flux reduction, and the result reached the best when the dynamic pressure was 30.15 kPa. Compared with the spike, the peak value of heat flux along the blunt body wall was reduced by 33.84% and the total drag of the configuration was reduced by 14.44%.-
Key words:
- high speed flight /
- aerodynamic drag reduction /
- aerodynamic heat flux reduction /
- spike /
- channel
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图 2 实验纹影图与数值模拟密度云图对比
Figure 2. Comparison of experimental schlieren image and computational density contour
图 3 数值模拟壁面热流数据与实验数据对比
Figure 3. Comparison of heat flux along the model surface between computational and experimental results
图 5 不同网格系统计算壁面斯坦顿数
Figure 5. Stanton number distributions along the model surface for different grids system
图 6 携带槽道与不携带槽道减阻杆构型流场结构对比图
Figure 6. Comparison of flow field structure around spike with and without channel
图 7 不同模型壁面斯坦顿数
Figure 7. Stanton number distributions along the model surface for different models
图 8 不同模型壁面压力系数
Figure 8. Pressure coefficient distributions along the model surface for different models
图 9 不同槽道收敛半角模型壁面斯坦顿数
Figure 9. Stanton number distributions along the model surface for different convergent half angles of the channel
图 10 不同槽道收敛半角模型壁面压力系数
Figure 10. Pressure coefficient distributions along the model surface for different convergent half angles of the channel
图 11
$\varphi $ =15°和$\varphi $ =60°模型马赫数云图与流线图Figure 11. Mach contours and streamlines for models of
$\varphi $ =15° and$\varphi $ =60°
图 12 侧向喷流位置模型壁面斯坦顿数分布
Figure 12. Stanton number distributions along the model surface for different lateral jet locations of the model
图 13 侧向喷流位置模型壁面压力系数分布
Figure 13. Pressure coefficient distributions along the modelsurface for different lateral jet locations of the model
图 14 不同侧向排气孔位置模型马赫数云图及流线图
Figure 14. Mach contours and streamlines for different lateral jet locations of the model
表 1 槽道收敛半角对阻力系数的影响
Table 1. Effect of the convergent half angle of the channel on drag coefficient
模型 Cd ΔCd/% 单一减阻杆 0.26849 0 $\varphi $=0° 0.23962 10.75 $\varphi $=15° 0.23935 10.85 $\varphi $=30° 0.23631 11.99 $\varphi $=45° 0.22382 16.64 $\varphi $=60° 0.22973 14.44 
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表 2 侧向喷流位置对阻力系数的影响
Table 2. Effect of the lateral jet location on drag coefficient
模型 Cd ΔCd/% 单一减阻杆 0.26849 0 Lr=0.1 0.26176 2.51 Lr=0.3 0.24283 9.56 Lr=0.5 0.22973 14.44 Lr=0.7 0.23668 11.85 Lr=0.9 0.23610 12.06
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表 3 飞行动压对最大热流的影响
Table 3. Effect of flight dynamic pressure on maximum heat flux
Qbar/kPa Qms/（kW/m2） Qmsc/（kW/m2） ΔQm/% 7.54 70.08 59.88 14.55 13.40 171.03 132.03 22.80 20.94 319.70 226.98 29.00 30.15 521.21 344.81 33.84
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表 4 飞行动压对阻力的影响
Table 4. Effect of flight dynamic pressure on drag
Qbar/kPa Fxs/N Fxsc/N ΔFx/% 7.54 2.46 2.17 11.79 13.40 4.72 4.05 14.19 20.94 7.23 6.19 14.38 30.15 10.18 8.71 14.44
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