Numerical study on lateral jet control efficiency of a hypersonic re-entry double-cone vehicle
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摘要:
横向喷流是飞行器进行姿轨控的有效手段，为研究高超声速再入双锥飞行器横向喷流控制效率随飞行条件和飞行姿态角的变化规律，基于三维雷诺平均Navier-Stokes (RANS)方程对再入双锥飞行器横向喷流绕流场进行了数值模拟研究，分析了飞行马赫数、飞行高度、迎角和侧滑角对横向喷流控制效率的影响，并揭示了相应的流动机理。结果表明：在进行横向喷流控制时，飞行马赫数增大或飞行高度降低可显著提升喷流法向力和俯仰力矩的控制效率，随着飞行高度的增加，控制效率均逐渐接近1；迎角为−20°与−30°时，来流与喷流干扰使喷流气体大面积作用在飞行器表面上，导致产生与喷流推力方向相反的吸力，使喷流法向力控制效率降为负值，但会使喷流俯仰力矩的控制效率提高；随着迎角向正转变，喷流法向力控制效率逐渐转为正值，并在10°时达到最佳，喷流俯仰力矩控制效率会向1接近；侧滑角的变化对横向喷流控制效率的影响较小。
Abstract:Lateral jet control is an effective means for vehicle attitude and trajectory control. Based on the three-dimensional Reynolds-averaged Navier-Stokes (RANS) equations, a numerical simulation study of the flow field surrounding the lateral jets of re-entry double-cone vehicles was carried out in order to investigate the variation of jet control efficiency of hypersonic re-entry double-cone vehicles with flight conditions and flight attitude angles. The study analyzed the influence of flight Mach number, altitude, angle of attack, and sideslip angle on jet control efficiency and revealed the corresponding flow mechanisms. The results indicate that increasing the flight Mach number or reducing the flight altitude can significantly enhance the control efficiency of normal force and pitch moment during lateral jet control. As the flight altitude increases, the control efficiency gradually approaches 1. The interaction between the lateral jet and the incoming flow causes a large area of jet gas to act on the vehicle’s surface when the angle of attack are −20° and −30°. This results in a negative control efficiency of the jet normal force but an improvement in the control efficiency of the jet pitch moment. As the angle of attack changes towards positive values, the jet normal force control efficiency gradually becomes positive and reaches its optimum at 10°, while the jet pitch moment control efficiency approaches 1. Changes in flight sideslip angle have a relatively small impact on jet control efficiency.
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Key words:
- lateral jet /
- re-entry double-cone vehicle /
- control efficiency /
- hypersonic /
- numerical simulation
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图 1 高超声速再入双锥飞行器外形参数及喷口位置
Figure 1. Shape parameters and nozzle locations of hypersonic re-entry double-cone vehicle
图 4 θ=0°子午线上有无横向喷流的压力系数差计算曲线与试验值对比结果
Figure 4. Comparison of CFD-computed pressure coefficient difference between lateral jet on and off along θ=0° meridian line against experimental data
图 5 有无横向喷流条件下z=0平面内流场马赫数云图和飞行器表面压力分布云图对比(Ma=6, H=30 km)
Figure 5. Comparison of Mach number contours and surface pressure distribution contours in z=0 plane with and without lateral jet flow conditions (Ma=6, H=30 km)
图 6 不同飞行马赫数条件下喷流干扰法向力放大系数和俯仰力矩放大系数随飞行高度的变化曲线
Figure 6. Curves of jet normal force amplification coefficient and pitch moment amplification coefficient varying with flight altitude under different flight Mach numbers conditions
图 7 不同飞行高度下飞行器上表面有无横向喷流的压力差分布云图与极限流线图(Ma=9)
Figure 7. Pressure difference between lateral jet on and off distribution contours and limit streamlines on vehicle upper surface at different flight altitudes (Ma=9)
图 8 不同飞行高度下z=0平面内流场马赫数云图和飞行器表面极限流线图(Ma=9)
Figure 8. Mach number contours in z=0 plane and limit streamlines on vehicle surface at different flight altitudes (Ma=9)
图 9 不同飞行高度下飞行器表面θ=180°子午线上有无横向喷流的压力差分布曲线(Ma=9)
Figure 9. Pressure difference distribution curves between lateral jet on and off on vehicle surface along θ=180° meridian line at different flight altitudes (Ma=9)
图 10 不同飞行高度下喷流干扰法向力放大系数和俯仰力矩放大系数随飞行马赫数的变化曲线
Figure 10. Curves of jet normal force amplification coefficient and pitch moment amplification coefficient varying with flight Mach number under different flight altitudes
图 11 不同飞行马赫数下飞行器表面θ=0°子午线上有无横向喷流的压力差分布曲线(H=30 km)
Figure 11. Pressure difference distribution curves between lateral jet on and off on vehicle surface along θ=0° meridian line at different flight Mach numbers (H=30 km)
图 12 不同飞行马赫数下飞行器上表面有无横向喷流的压力差云图与极限流线图(H=30 km)
Figure 12. Pressure difference distribution contours between lateral jet on and off and limit streamlines on vehicle upper surface at different flight Mach numbers (H=30 km)
图 13 不同飞行马赫数下z=0平面内流场马赫数云图与飞行器表面极限流线图(H=30 km)
Figure 13. Mach number contours in z=0 plane and limit streamlines on vehicle surface at different flight Mach numbers (H=30 km)
图 14 不同飞行马赫数下喷流干扰法向力放大系数和俯仰力矩放大系数随迎角的变化曲线(H=30 km)
Figure 14. Curves of jet normal force amplification coefficient and pitch moment amplification coefficient varying with angle of attack under different flight Mach numbers (H=30 km)
图 15 不同迎角下飞行器上表面有无横向喷流的压力差云图(Ma=6)
Figure 15. Pressure difference distribution contours between lateral jet on and off on vehicle upper surface at different angles of attack (Ma=6)
图 16 不同迎角下z=0平面内流场马赫数云图与飞行器表面极限流线图(Ma=6)
Figure 16. Mach number contours in z=0 plane and limit streamlines on vehicle surface at different angles of attack (Ma=6)
图 17 不同迎角下飞行器表面θ=180°子午线上有无横向喷流的压力差分布曲线(Ma=6)
Figure 17. Pressure difference distribution curves between lateral jet on and off on vehicle surface along θ=180° meridian line at different angles of attack (Ma=6)
图 18 不同迎角下飞行器表面θ=0°子午线上有无横向喷流的压力差分布曲线(Ma=6,12)
Figure 18. Pressure difference distribution curves between lateral jet on and off on vehicle surface along θ=0° meridian line at different angles of attack (Ma=6,12)
图 19 α=−30°时z=0平面内与飞行器表面压力分布云图(Ma=6,12)
Figure 19. Pressure distribution contours on z=0 plane and vehicle surface at α=−30°(Ma=6,12)
图 20 不同飞行马赫数下喷流干扰法向力放大系数和俯仰力矩放大系数随侧滑角的变化曲线(H=30 km)
Figure 20. Curves of jet normal force amplification coefficient and pitch moment amplification coefficient varying with sideslip angle under different flight Mach numbers (H=30 km)
图 21 不同侧滑角下飞行器上表面有无横向喷流的压力差云图(Ma=6, 12)
Figure 21. Pressure difference distribution contours between lateral jet on and off on vehicle upper surface at different sideslip angles (Ma=6, 12)
表 1 飞行模拟条件
Table 1. Flight simulation conditions
飞行参数 数值 飞行高度H/km 20,30,40,50,60,70 飞行马赫数Ma 6,9,12,15,18 迎角α/(°) −30,−20,−10,0,10,20,30 侧滑角β/(°) 0,3,6,9,12,15,18 
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表 2 喷流具体参数
Table 2. Specific parameters of jet
喷流参数 数值 喷流总压p0j/Pa 1105862 出口压力pe/Pa 584184.89 喷流马赫数Majet 1 喷流介质 空气 喷流总温Tjet/K 300
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表 3 不同网格的节点分布情况
Table 3. Node distribution in different grids
节点方向 网格A 网格B 网格C 轴向（表面） 146 195 210 径向（流场） 130 170 195 周向（表面） 112 164 188
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表 4 不同网格计算的气动系数之间的相对误差
Table 4. Relative errors in aerodynamic coefficients between different grid computations
% 对比组 法向力 俯仰力矩 轴向力 网格A与网格B 2.56 3.20 1.97 网格A与网格C 5.73 7.41 4.04 网格B与网格C 0.32 0.79 0.46
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