Search Results (43)

Supersonic vacuum generators, or ejectors, operate pneumatically to extract air from tanks in industrial applications. A key performance metric for ejectors is the Total Evacuation Time (TET), which measures the time required to reach minimum pressure. This research predicts TET using empirical models that rely on two key metrics: the characteristic curve, which relates absorbed flow rate to the working pressure, and the polytropic curve, which describes the evolution of the polytropic coefficient across working pressures. Accurately capturing both curves for subsequent fitting to polynomial curves is crucial for forecasting TET. Several experimental setups were employed to capture the curves, each of which refined the data and improved the quality of the polynomial fits and coefficients. Multiple setups were necessary to pinpoint the breakpoint, from supersonic to subsonic operation mode, which is a critical factor that affects the characteristic curve and the TET. Furthermore, the research shows an improvement in the TET forecasts for each setup, with deviations between experimental and predicted TET ranging from 7.6% (14.5 s) to a 1.4% (2.6 s) in the most precise setup. Once the models were validated, an optimized ejector design, extracted from an author’s previous article, was tested. It revealed a 4% improvement (8 s) in the TET. These results highlight the importance of the mathematical models developed, which can be used in the future to compare ejectors and reduce the need for experimental data. Full article

High-fidelity simulations are used to study the stability of a coupled parachute–payload system in different configurations. A 8.53 m ring–slot canopy is attached to two separate International Organization for Standardization (ISO) container payloads representing a Twenty Foot Equivalent (TEU). To minimize risk and as an alternative to a relatively expensive traditional test program, a multi-phase design and evaluation program using computational tools validated for uncoupled parachute system components was completed. The interaction of the payload wake suspended at different locations and orientations below the parachute were investigated to determine stability characteristics for both subsonic and supersonic freestream conditions. The DoD High-Performance Computing Modernization Program CREATE^TM-AV Kestrel suite was used to perform CFD and fluid–structure interaction (FSI) simulations using both delayed detached-eddy simulations (DDES) and implicit Large Eddy Simulations (iLES). After analyzing the subsonic test cases, the simulations were used to predict the coupled system’s response to the supersonic flow field during descent from a high-altitude deployment, with specific focus on the effect of the payload wake on the parachute bow shock. The FSI simulations included structural cable element modeling but did not include aerodynamic modeling of the suspension lines or suspension harness. The simulations accurately captured the turbulent wake of the payload, its coupling to the parachute, and the shock interactions. Findings from these simulations are presented in terms of code validation, system stability, and drag performance during descent. Full article

This paper investigates the best control method of the lowest specific fuel consumption (SFC) to reduce the specific fuel consumption of the triple-bypass variable cycle engine. Specific fuel consumption is the ratio of fuel flow to thrust. First, the Kriging model of the engine near the supersonic cruise and subsonic cruise state points was extracted using the component-level model of the triple-bypass variable cycle engine, and the PSM was obtained close to the steady-state point. The contribution of each control variable to the engine’s specific fuel consumption was computed using the PSM and, at the same time, due to the linear characteristics of the PSM, it was easy to deal with various constrained linear optimization problems, and the steady-state points with the smallest specific fuel consumption under the constraints could be obtained through the linear optimization algorithm; however, the surge margin and pre-turbine temperature of the optimized point were limited in the optimization process, the method of direct switching inevitably brought the problem of overshoot of the controlled quantity, and the actual controlled quantity could still exceed the safe operation boundary of the engine in the process of change. Moreover, the performance optimization control itself is premised on sacrificing the surge margin of the engine, and its operating boundary is closer to the surge line, so the limitation protection problem in the transition state cannot be ignored in the process of performance optimization control. In this paper, a multivariable steady-state controller was designed based on Model Predictive Control (MPC) to meet the needs of engine optimization control mode switching. The simulation results of the supersonic cruise mode show that the minimum fuel consumption control can reduce the fuel consumption of the engine by 2.6% while the thrust remains constant. Full article

Understanding and accurately modeling combustion processes in engines across a wide range of operating conditions is critical for advancing both subsonic and supersonic propulsion technologies. These engines, characterized by highly complex flow fields, varying degrees of compressibility, and intricate chemical reaction mechanisms, present unique challenges for computational combustion models. Among the various approaches, flamelet models have gained prominence due to their efficiency and intuitive nature. However, traditional flamelet models, which often assume fixed boundary conditions, face significant difficulties. This review article provides a comprehensive overview of the current state of incompressible flamelet modeling, with a focus on recent advancements and their implications for turbulent combustion simulations. The discussion extends to advanced topics such as the modeling of partially premixed combustion, the definition of reaction progress variables, efficient temperature computation, and the handling of mixture fraction variance. Despite the inherent challenges and limitations of flamelet modeling, particularly in 1D applications, the approach remains an attractive option due to its computational efficiency and applicability across a wide range of combustion scenarios. The review also highlights ongoing debates within the research community regarding the validity of the flamelet approach, particularly in high-speed flows, and suggests that while alternative methods may offer more detailed modeling, they often come with prohibitive computational costs. By synthesizing historical context, recent developments, and future directions, this article serves as a valuable resource for both novice and experienced combustion modelers. Full article

Atmospheric air, being also a moist gas, is present as a working medium in various areas of technology, including the areas of airframe aerodynamics and turbomachinery. Issues related to the condensation of water vapor contained in atmospheric air have been intensively studied analytically, experimentally and numerically since the 1950s. An effort is made in this paper to present new, unique and complementary results of the experimental testing of moist air expansion in the de Laval nozzle. The results of the measurements, apart from the static pressure distribution on the nozzle wall and the images obtained using the Schlieren technique, additionally contain information regarding the quantity and quality of the condensate formed due to spontaneous condensation at the transition from the subsonic to the supersonic flow in the nozzle. The liquid phase was identified using the light extinction method (LEM). The experiments were performed for three geometries of convergent–divergent nozzles with different expansion rates of 3000, 2500 and 2000 s⁻¹. It is shown that as the expansion rate increases, the phenomenon of water vapor spontaneous condensation appears closer to the critical cross-section of the nozzle. A study was performed of the impact of the air relative humidity and pollution on the process of condensation of the water vapor contained in the air. As indicated by the results, both these parameters have a significant effect on the flow field and the pressure distribution in the nozzle. The results of the experimental analyses show that in the case of the atmospheric air flow, in addition to the pressure, temperature and velocity, other parameters must also be taken into account as boundary parameters for possible numerical analyses. Omitting information about the air humidity and pollution can lead to incorrect results in numerical simulations of transonic flows of atmospheric air. The presented results of the measurements of the moist air transonic flow field are original and fill the research gap in the field of experimental studies on the phenomenon of water vapor spontaneous condensation. Full article

Aircraft secondary flow systems are small-flow circulation devices that are used for thermal and cold management, flow control, and energy generation on aircraft. The aerodynamic characteristics of main-flow-based inlets have been widely studied, but the secondary-flow-based small inlets, jets, and blowing and suction devices have seldom been studied. Two types of secondary flow systems embedded in a supersonic aircraft wing, a ram-air intake and a submerged intake, are researched here. Firstly, wind tunnel tests under subsonic, transonic, and supersonic conditions are carried out to test the total pressure recovery and total pressure distortion. Secondly, numerical simulations are used to analyze the flow characteristics in the secondary flow systems. The numerical results are validated with experimental data. The calculating errors of the total pressure recovery on the ram-air and submerged secondary flow systems are 8% and 10%, respectively. The simulation results demonstrate that the total pressure distortion tends to grow while the total pressure recovery drops with the increasing Mach number. As the Mach number increases from 0.4 to 2, the total pressure recovery of the ram-air secondary flow system decreases by 68% and 71% for the submerged system. Moreover, the total pressure distortion of the ram-air and submerged secondary flow systems is increased by 19.7 times and 8.3 times, respectively. Thirdly, a detailed flow mechanism is studied based on the simulation method. It is found that the flow separation at the front part of the tube is induced by adverse pressure gradients, which primarily determine the total pressure recovery at the outlet. The three-dimensional vortex in the tube is mainly caused by the change in cross-sectional shape, which influences the total pressure distortion. Full article

Recent trends in aeroelastic analysis have shown a great interest in understanding the role of shock boundary layer interaction in predicting the dynamic instability of aircraft structural components at supersonic and hypersonic flows. The analysis of such complex dynamics requires a time-accurate fluid-structure interaction solver. This study focuses on the development of such a solver by coupling a finite-volume Navier-Stokes solver for fluid flow with a finite-element solver for structural dynamics. The coupled solver is then verified for the prediction of several panel instability cases in 2D and 3D uniform flows and in the presence of an impinging shock for a range of subsonic and supersonic Mach numbers, dynamic pressures, and shock strengths. The panel deflections and limit cycle oscillation amplitudes, frequencies, and bifurcation point predictions were compared within $10\%$ of the benchmark results; thus, the solver was deemed verified. Future studies will focus on extending the solver to 3D turbulent flows and applying the solver to study the effect of turbulent load fluctuations and shock boundary layer interactions on the fluid-structure coupling and structural dynamics of 2D panels. Full article

The rocket sled, as a ground dynamic test system, combines the characteristics of the wind tunnel test and the flight test. However, some practical factors, such as shock wave interference, ground effect, and high-intensity aerodynamic noise will cause serious interference and even failure of the uniformly distributed sensors during horizontal sliding in a wide speed range. The AGARD HB-2 standard model is employed as the payload to simulate the aerodynamic and aeroacoustic characteristics during the variable acceleration period, aiming to optimize the test sensors layout. It is observed that in the high Mach number flow fields, strong coupling behaviors among complex waves will occur. The peak of wake vortex strength will appear at 1.5 s and gradually diminish over time. In addition, when the vortex between the load and the booster is monitored, its position shifts forward in the subsonic stage, then gradually moves backward and expands in the supersonic stage. Acoustic directivity is pronounced at subsonic and transonic speeds, pointing towards 75° and 135° relative to the sliding speed, respectively. These results can provide technical support for sensor layout and high-precision testing in rocket sled tests. Full article

Scramjet based on solid propellant has become a potential choice for the development of future hypersonic vehicles. In this paper, a boron-containing solid rocket scramjet based on the central strut injection was proposed, and the ground direct-connect experiment with the equivalence ratios of 0.43 to 2.4 under the flight condition of Mach 6, 25 km was carried out. The pressure and flow rate over time were measured in the experiment. The results show that the engine can realize stable supersonic mode or subsonic mode combustion by changing the gas flow rate. The engine can effectively increase the combustor pressure, reduce the unstable combustion time, and advance the strong combustion position by increasing the gas flow rate. The engine achieved high combustion efficiency when the equivalence ratio was about 1, with a maximum of 88.28%. A numerical simulation analysis was also carried out in this paper. Compared to the experimental results, the pressure error obtained by numerical simulation was less than 4%, and the typical position error was less than 3%, suggesting that the simulation model can be used to predict the behavior of scramjet. Full article

As the need for handling complex geometries in computational fluid dynamics (CFD) grows, efficient and accurate mesh generation techniques become paramount. This study presents an adaptive mesh refinement (AMR) technology based on cell-based Cartesian grids, employing a distance-weighted least squares interpolation for finite difference discretization and utilizing immersed boundary methods for wall boundaries. This facilitates effective management of both transient and steady flow problems. Validation through supersonic flow over a forward-facing step, subsonic flow around a high Reynolds number NHLP airfoil, and supersonic flow past a sphere demonstrated AMR’s efficacy in capturing essential flow characteristics while wisely refining and coarsening meshes, thus optimizing resource utilization without compromising accuracy. Importantly, AMR simplified the capture of complex flows, obviating manual mesh densification and significantly improving the efficiency and reliability of CFD simulations. Full article

In this study, the unsteady Reynolds-averaged Navier–Stokes (URANS) equations are employed in conjunction with the Menter Shear Stress Transport (SST)-Scale-Adaptive Simulation (SAS) turbulence model in compressible flow, with an unstructured mesh and complex geometry. While other scale-resolving approaches in space and time, such as direct numerical simulation (DNS) and large-eddy simulation (LES), supply more comprehensive information about the turbulent energy spectrum of the fluctuating component of the flow, they imply computationally intensive situations, usually performed over structured meshes and relatively simple geometries. In contrast, the SAS approach is designed according to “physically” prescribed length scales of the flow. More precisely, it operates by locally comparing the length scale of the modeled turbulence to the von Karman length scale (which depends on the local first- and second fluid velocity derivatives). This length-scale ratio allows the flow to dynamically adjust the local eddy viscosity in order to better capture the large-scale motions (LSMs) in unsteady regions of URANS simulations. While SAS may be constrained to model only low flow frequencies or wavenumbers (i.e., LSM), its versatility and low computational cost make it attractive for obtaining a quick first insight of the flow physics, particularly in those situations dominated by strong flow unsteadiness. The selected numerical application is the well-known M219 three-dimensional rectangular acoustic cavity from the literature at two different free-stream Mach numbers, $M_{\infty }$ (0.85 and 1.35) and a length-to-depth ratio of 5:1. Thus, we consider the “deep configuration” in experiments by Henshaw. The SST-SAS model demonstrates a satisfactory compromise between simplicity, accuracy, and flow physics description. Full article

As computer capabilities improve, Molecular Dynamics simulations are becoming more important for solving various flow problems. In this study, Couette and Poiseuille flows at different wall temperatures were investigated using a hard-sphere Molecular Dynamics simulation approach. Although a low spacing ratio was used in the simulations, the results are valid for rarefied gas flows when proper scaling based on the Knudsen number was used because only binary collisions with a hard-sphere model were considered. The main focus of this study was the examination of the effects of various wall speeds, pressure gradients, and wall temperatures. A pressure gradient was generated by developing a modified selective periodicity condition in the flow direction. With the combined effect of the pressure gradient and the wall velocities, subsonic, transonic, and supersonic speeds in nanochannels were examined. With the combination of different parameters, 1260 simulation cases were conducted. The results showed that there are temperature and velocity slips that are dependent on not only the temperature and velocity values but also on the magnitudes of a pressure gradient. The pressure gradient also caused nonlinearities in temperature and velocity profiles. Full article

This paper compares various procedures for determining the optimal control law for a wing section in compressible flow. The flow regime includes subsonic, sonic and supersonic flows. For the evolution of the system in the Laplace plane, the present method makes use of the exact unsteady aerodynamic forces in this plane once the control law is established. This is a great advantage over other results previously published, where the unsteady aerodynamics in the Laplace plane are merely approximations of the curve-fitted values in the frequency domain (imaginary axis). A comparison of different control techniques like pole placement, LQR and H-infinity control demonstrates that the H-infinity controller is the optimal choice, exhibiting an H-infinity norm approximately two orders of magnitude lower than the LQR case. Furthermore, the H-infinity controller demonstrates lower pole values than those of the pole placement and LQR compensator, showing the advantage of the H-infinity controller in terms of economic efficiency. Full article

Most existing studies on aerodynamic shape optimization have not considered longitudinal trim under control surface deflection, typically achieving self-trim through a constraint of zero pitching moment or adjusting the optimized configuration for longitudinal trim. However, adjustments to the optimized configuration might introduce additional drag, reducing overall optimization benefits. In this paper, a novel approach of incorporating control surface deflection for longitudinal trim in aerodynamic optimization is proposed. Firstly, an aerodynamic computation program based on the high-order panel method was developed, introducing velocity perturbations on specific mesh surfaces to simulate actual control surface deflections. Subsequently, a comprehensive optimization framework was established, encompassing parametric modeling, aerodynamic computation, and variable-fidelity control surface deflection analysis. Finally, aerodynamic optimization analysis was conducted under both subsonic and supersonic conditions. Thirty-one design variables were selected with the trimmed lift-to-drag ratio in cruising condition as the objective function and the control surface deflection angle as the constraint. The results indicated an 8.52% increase in the trimmed lift-to-drag ratio compared to the baseline model under subsonic conditions and an 8.1% increase under supersonic conditions. Full article

The design and optimization of supersonic nozzles are of great interest in aerospace and propulsion system applications. Designing and maintaining a mechanically simple nozzle would be beneficial over the complex nozzles that are currently in use. A detailed simulation-based study was conducted to design a virtual nozzle that produces the same effect as a traditional nozzle while using simpler geometries and secondary air injection. Secondary air injection is widely used for fluidic thrust vectoring. Because such a nozzle is operated by varying the thickness of the boundary layer, it is possible to control the effective throat area, and hence, achieve a variety of exit pressures and Mach numbers by just varying the input momentum ratios (or pressure ratios). A similar concept was kept in mind, and various geometries, such as flat-plate geometry, divergent geometry and convergent–divergent geometry, were tested for different jet pressure ratios, numbers of jets, locations of the jets and geometric parameters of the virtual nozzle. The main objective of the work was to achieve an exit Mach number of 2 from a subsonic flow. The lengths of various geometries and the input pressure ratios were altered iteratively based on the findings obtained in each test case. All of the results attempted to acquire the required exit Mach number while accounting for numerous complexities in fluid flows, such as shock waves, vorticities, etc. Although the desired Mach number is not achieved, this study establishes a strong foundation and an idea that has the potential to revolutionize propulsion systems and create nozzles that are mechanically simple, weigh less and do not require any actuating mechanisms to operate. Full article