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    PV2003 7062

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    İlker Özkan

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    PV2003 7062

    Uploaded by

    İlker Özkan
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    PV2003_7062

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    PV2003 7062

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    12th AIAA International Space Planes and Hypersonic Systems and Technologies AIAA 2003-7062

    15 - 19 December 2003, Norfolk, Virginia

    AIAA 2003-7062

    SIMULATION OF SHARP LEADING EDGE AEROTHERMODYNAMICS


    Iain D. Boyd* and Jose F. Padilla†
    University of Michigan, Ann Arbor, Michigan, 48109

    Abstract of atmospheric pressure in order to achieve efficient


    combustion. For the present numerical studies, we use a
    Future hypersonic vehicles are likely to use sharp leading typical air-breathing vehicle trajectory provided by Bertin [6].
    edges on wings and engine inlets to reduce drag. The radius of For this trajectory, Fig. 1a shows the velocity and dynamic
    curvature associated with such structures may be one centimeter pressure as a function of altitude. The latter quantity provides a
    or less. The very small size leads to high heating rates that can good estimate of the pressure that can be generated inside the
    be accommodated using advanced materials. An additional propulsion system. For this trajectory, it is clear that efficient
    aspect of the small size concerns the basic gas dynamics. At combustion is not available until an altitude of about 45 km.
    such small scales, the continuum approach invoked in In the descent from orbit, the RLV would enter on an
    formulating the Navier-Stokes equations may be invalid. In equilibrium glide trajectory similar to the Space Shuttle and
    this study, the flow around various sharp leading edge shapes the engine, a scramjet in this case, would be ignited at about
    is computed for a high-altitude point on a typical re-entry 45 km. In Fig. 1b, profiles of stagnation point heat flux and
    trajectory. The particle-based direct simulation Monte Carlo Knudsen number are shown for the same trajectory. The heat
    2
    method (DSMC) is employed. Effects are investigated of flux in MW/m is determined using the following correlation
    variation in free stream velocity and leading edge shape in of Detra et al. [7]:
    terms of flow field and surface properties. The
    aerothermodynamic performance of the sharp leading edges is 3.15
    110.3 ρ  U 
    assessed using the shock standoff distance, the total drag, and q˙ =   (1)
    the heat transfer rate. The data generated in the present study RN ρSL  UCO 
    form the initial part of a more complete investigation involving
    the optimization of leading edges over a hypersonic re-entry where RN is the nose radius, taken to be 5 mm representative of
    trajectory.
    the sharp leading edges of interest in this study, ρSL is sea-level
    1. Introduction mass density, and UCO is the orbital velocity (taken to be
    7.95km/s). The Knudsen number is computed using a constant,
    Air-breathing, hypersonic vehicles are being hard-sphere collision cross section, and a characteristic length
    considered for use as reusable launch vehicles (RLV’s) and of 5 mm. Note that, as the vehicle descends through the
    other trans-atmospheric aircraft. Among the primary atmosphere, the Knudsen number decreases from the rarefied
    technology issues concerning the aerodynamics of such vehicles flow regime (10-1) through the transition regime into the
    is the need to minimize overall vehicle drag. One promising continuum flow regime (10-4). While the region of maximum
    approach involves the use of sharp leading edges for lifting heat flux (around 40 km) has a Knudsen number in the near-
    surfaces and engine inlets defined using power-law shapes [1]. continuum regime (about 5x10-3), the local radius of curvature
    Prior theoretical and analytical studies have focused attention on a sharp leading edge may be smaller than the gross
    on different flight regimes. For example, O'Brien and Lewis dimension of 5 mm thus increasing the local Knudsen number.
    [2] considered very low altitude, inviscid conditions by solving Hence, the overall assessment of sharp leading edges for such
    the Euler equations, while Santos and Lewis [3,4] applied the vehicles requires both continuum and rarefied flow analyses. In
    direct simulation Monte Carlo method (DSMC) [5] to study our work, the continuum regions will be analyzed using the
    high altitude, rarefied conditions. The present work has as its Navier-Stokes equations and the rarefied regions will be
    goal a more comprehensive computational analysis, using computed using the DSMC technique.
    various numerical methods, of the aerodynamic performance of In this paper, we present our initial results from this
    sharp leading edges across the full range of conditions long-term study. We elect to begin our analysis at a high
    experienced in a representative flight trajectory. The altitude condition due to our familiarity with this regime, and
    assessment will involve comparisons of heat transfer, drag due to the availability of previous DSMC results of Santos and
    force, and shock standoff distance, for a variety of on- and off- Lewis [3,4]. In the next section, we describe the DSMC
    design points. technique and the particular code and models used in the
    To first order, the trajectory of an air-breathing present study. Then, we present the various flow conditions
    hypersonic reusable launch vehicle is designed to provide and sharp leading edge geometries that are investigated. Results
    pressures inside the propulsion system to be a sizeable fraction
    *
    Professor. Department of Aerospace Engineering. Associate Fellow AIAA.
    †
    Graduate Student. Department of Aerospace Engineering.
    1
    American Institute of Aeronautics and Astronautics

    Copyright © 2003 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.

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