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Acta Astronautica

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The influence of coolant jet direction on heat reduction on the nose conewith Aerodome at supersonic flow

R. Moradia, M. Mosavatb, M. Barzegar Gerdroodbaryc,∗, A. Abdollahid, Younes Aminie

a Department of Chemical Engineering, School of Engineering & Applied Science, Khazar University, Baku, AzerbaijanbDepartment of Mechanical Engineering, Amirkabir University of Technology, Tehran, Iranc Department of Mechanical Engineering, Babol University of Technology, Babol, Irand Department of Mechanical Engineering, Najafabad Branch, Islamic Azad University, Najafabad, Irane Department of Chemical Engineering, Isfahan University of Technology, Isfahan, Iran

A R T I C L E I N F O

Keywords:Supersonic jetNumerical simulationCFDCoolant jetSpike

A B S T R A C T

Reduction of aerodynamic heating is a critical issue for the development of the hypersonic vehicles. In this study,a computational fluid dynamic is applied to study the effect of location of coolant jet in the vicinity of theaerodome on the heat reduction of the nose cone at M=5. In addition, the influence of the gas types (Air, Heand CO2) on the cooling performance is investigated. This research mainly focused the flow feature and massdistributions of various coolant jets. In order to study these effects, a two-dimensional model with spike is chosento simulate the various shocks in the vicinity of the nose cone. The effect of significant parameters is studied byusing the Reynolds-averaged Navier–Stokes equations with Menter's Shear Stress Transport (SST) turbulencemodel. Results show that the injection of the coolant gas from the top of aerodome significantly decreases theheat load on the nose cone. In addition, injection of the coolant jet from the top is more efficient on the re-circulation region on the top of spike. The obtained results reveal that the injection of coolant from the front ofthe aerodome does not reduce the heat load substantially. In addition, the cooling performance of helium jet asthe lateral jet is 15% more than other gases.

1. Introduction

Heat load reduction of the nose cone in the supersonic flow has beenthe main concern of the researchers to increase the speed of the hy-pervelocity vehicles. Since the aeroheating occurs due to the transfor-mation of the high enthalpy flow to stagnation point in the front of thenose cone, scientists have tried to dissipate the energy to decrease thetemperature and consequently avoid the burning of the front of the nosecone [1–5].

There are several various methods to decrease the thermal load infront of the nose cone. Some researchers [6–10] applied spike as themain simple approach to declines the heat in front of the nose cone. Theinjection of the coolant jet in front of the nose cone was also anotherefficient technique for the reduction of the heat load [11–15]. Energydeposition has also recognized as a good method for the reduction ofthe heat in the vicinity of the nose cone in the hypersonic flow [16,17].

Recently, researchers have combined the various techniques topresent a new approach for this issue. Eghlima et al. [18] investigatedheat transfer reduction using a combination of spike and counterflowjet on the blunt body at high Mach number flow. Huang [19] presented

a survey of drag and heat reduction in supersonic flows by a counter-flowing jet and its combinations. Deng et al. [20] studied drag reduc-tion investigation for hypersonic lifting-body vehicles with aerospikeand long penetration mode counterflowing jet. Huang et al. [21] stu-died drag and heat flux reduction mechanism of blunted cone withaerodisk. Sun et al. [22] presented multiobjective design optimizationof the hypersonic combinational novel cavity and the opposing jetconcept.

Among various studies, the application of the jets in front of thespike seems the most efficient approach for the reduction of the heat.Qin et al. [23] studied various injection of the coolant gas in front of thespike. They just studied flux distributions along the fluid–structuralinterfaces. This technique applied the coolant jet for pushing the frontbow shock ahead and disperse the heating of the nose of the spike. Asshown in Fig. 1, the three positions of Lateral/Oblique/Opposing jet onAerodome are close to the front of the spike and they are applied for thefront bow shock.

Previous studies performed various numerical and experimentalworks to study the main mechanism of cooling on the nose cone withspike [24–29]. Although their works are significant, they have tried to

https://doi.org/10.1016/j.actaastro.2018.06.026Received 27 May 2018; Accepted 10 June 2018

∗ Corresponding author.E-mail address: mbarzegarg@yahoo.com (M. Barzegar Gerdroodbary).

Acta Astronautica 151 (2018) 487–493

Available online 15 June 20180094-5765/ © 2018 IAA. Published by Elsevier Ltd. All rights reserved.

T

present the main feature of the flow in the vicinity of the nose cone.Although these works are significant, the present of the jet in front ofthe spike induce a new flow feature that could be also significant forthis topic.

The purpose of this work is to investigate the effects of coolant in-jection in three different positions (Lateral/Oblique/Opposing) of thejet in the vicinity of the tip of the spike. In order to simulate the flowfeature and heat distribution, a computational fluid dynamic method isused to solve the Navier-Stocks equations. Also, extensive parametricstudies are performed to reveal the effects of various parameters such asthe type of coolant jet, the pressure of the jet and free stream flow.Finally, the heat performance of each position is compared and theefficient technique is comprehensively studied.

2. Numerical approach

2.1. Geometry and grid

The main geometry of the present study is obtained from the ex-perimental work of Qin [23]. The generated grid for geometry is pre-sented in Fig. 2 The diameter of the nose cone is 10 cm and the length ofspike is equal to the nose diameter. Since the model is axisymmetric,only half of the model is simulated. The size of domain in X and Ydirection is 27 cm and 10 cm, respectively. Since the main interactionsoccur in the vicinity of the aerodome, the proper grid should be gen-erated in this section. Fig. 2 illustrates the grid of the domain andpresented the close-up view to show the detail of the grid. In this study,three different grids as rough, fine and very fine grid with 10800(180×60), 14600 (220× 68) and 18400 (250× 75) are generated. Inorder to keep the quality of the grid, the height of the first layer of thegrid is kept less than 0.1mm.

2.2. Freestream and boundary condition

The freestream conditions and material properties are consistentwith those in Refs. [26,27]. The spiked blunt body is considered iso-thermal with an initial temperature of 300 K. A zero angle of attack isfixed. The inflow supersonic airstream was chosen to have the staticpressure of pascals12076 , static temperature K216 and Mach number

=∞M 5. Boundary conditions were applied to the freestream inflow(pressure far field); walls include body, spike and aerodome (no-slipwith constant temperature of 300 K); both lateral sides and top plane(symmetry planes); and outflow (pressure outlet equal to ambientpressure); injector inflow (total pressure and temperature respect tosonic inflow).

As shown in Fig. 3, the coolant gas was injected from the threedifferent regions in front, top and back wall of aerodome. The pressureof the injected coolant was selected to correspond to a total pressureratio of Jet–Air total pressure. In this study, two jet pressure ratios of0.3 and 0.6 are investigated and the jet Mach number is one.

2.3. Treatment of numerical

The simulations were performed using an implicit CFD home code[30–40]. In this code, the Navier–Stokes equations are solved by usingcell centered finite volume approach. A second-order upwind schemewas used to discretize both momentum and continuity equations with acoupled solver. The convective fluxes were treated using the Roe Flux-Difference Splitting Scheme, which has been shown to improve treat-ment and accuracy at shocks [41]. Furthermore, mesh refinement wasused to ensure proper resolution. Turbulence was modeled usingMenter's two-equation shear stress transport (SST) k-ω model [42–50].The details of SST model are presented as follows:

⎜ ⎟∂∂

+ ∂∂

= ∂∂

⎛⎝

∂∂

⎞⎠

+ − +∼ρkx

ρkux

kx

G Y St

( ) ( ) Гi

ij

kj

k k k(1)

⎜ ⎟∂∂

+ ∂∂

= ∂∂

⎛⎝

∂∂

⎞⎠

+ − + +ρωx

ρωux

ωx

G Y D St

( ) ( ) Гi

ij

ωj

ω ω ω ω(2)

The compressibility takes part in dissipation terms such as Yk andYω and partically in the production of turbulence kinetic energy isdefined as follows:

= ∗Y ρβ kωk (3)

=Y ρβωω2 (4)

Herein, β* and β are functions of F(Mt).

= +∗ ∗ ∗β β ζ F M[1 ( )]i t (5)

Fig. 1. Schematic representation of the nose cone with spike and various po-sitions of the jet injections.

Fig. 2. Generated grids.

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= ⎡⎣⎢

− ⎤⎦⎥

∗∗β

ββ

ζ F Mβ 1 ( )ii

it

(6)

ζ* = 1.5, and the compressibility function F(Mt) is defines as fol-lows:

= ⎧⎨⎩

≤− >

MM M

M M M MF( )

0t

t t

t t t t

02

02

0 (7)

Where,

=M kα2

t2

2 (8)

=M 0.25t0 (9)

= γRTα (10)

The term∼Gk represents the production of turbulence kinetic energy,and it is affected by compressibility as well. The equation of ∼Gk is de-fined as follows:

=∼ ∗G G ρβ kωmin( , 10 )k k (11)

In order to obtain steady state results, both the numerical residualsand the average mass fraction of a plane at 5mm at the downstream ofthe cavity are monitored. The convergence standard is based on thedifference in density values, ρ, at any grid point between two successiveiterations i.e. − ≤+ −ρ ρ 10n 1 n 4 , where n is the iteration index. Thedetail of the tuning of CFL number to obtain converged and steadyresults was comprehensively explained in our previous studies [20–26].

3. Results and discussion

In our previous studies [11–15], we comprehensively explained thatthe applied approach is inconsistent with experimental data and ob-tained results agree well with experimental data. Hence, reviewers arereferred to these paper for the validation. In order to ensure the quality

Fig. 3. Applied boundary conditions.

Fig. 4. Grid analysis.

Fig. 5. Comparison of Mach and stream line for different jet injections in Pressure Ratio of PR=0.3.

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of the grid and evaluate the precision of the results, three grids of ourmodel are chosen to ensure the quality of the generated grid. Accordingto obtained results in Fig. 4, the fine and very fine grid with total ele-ments of 14600 and 18400, respectively, present similar pressure var-iations on the nose cone. Therefore, fine grid is chosen for the furtherinvestigations.

3.1. Flow feature analysis of various jet positions

In order to recognize the main difference of jet injection on thecooling performance of the nose cone, the flow feature and Mach dis-tribution of these models for pressure ratio of 0.3 are compared inFig. 5. As shown in the figure, the injection of the opposing jet in frontof the aerodome does not change the flow feature and on the re-circulation region and bow shock. The injection of the oblique jet in theback of aerodome just remove the small circulation in that region andpush the bow shock away from the nose. In this model, jet could easily

extend behind the main shock and push the front shock far from theaerodome. As the jet injected from the top of aerodome, the angle ofbow shock significantly increases. Among these configurations, thismodel seems more efficient on the front bow shock.

One of the main physics associated to the different injections is thecirculation strength. In fact, this parameter significantly influences onthe flow feature and heat transfer rate in different model. Obtainedresults confirm that injection of the jet in front of the aerodome has theless effect on the circulation in the main circulation.

In order to evaluate the main effects of these arrangements, theMach contour of these models are also compared when the PR=0.6. Asshown in Fig. 6, the increasing of the total pressure of the jet sig-nificantly augments the effects and the injection of the top jet has themost effective influence on the main stream.

Fig. 6. Comparison of Mach and stream line for different jet injections in Pressure Ratio of PR=0.6.

Fig. 7. Effect of coolant jet (left CO2 and Right He) on the flow feature and Mach distribution (PR=0.6).

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3.2. Effect of various coolant jets

In the previous section, the effect of air as coolant jet was in-vestigated. In this section, the effect of various coolant jet (CO2 andHelium) on the flow structure and Mach distributions will be explained.Fig. 7 clearly shows the difference of various coolant on the flow pat-tern inside the domain. The left column presents the results of CO2 andright one depicts the effect of the helium for PR=0.6. It is worthy tonote that the injection of the helium due to high diffusion coefficient ismore than carbon dioxide.

Since the main effective term for the coolant jet for heat reductionin the vicinity of the nose cone is heat capacity (Cp), Fig. 8 illustratesthe mass distribution of the coolant jet for different jet injections. Theobtained results clearly show that the fraction of the CO2 is more thanHelium on nose cone for opposing and oblique jets. However, thepresence of the helium in the lateral jet is approximately close to theCO2.

3.3. Thermal load

The primary goal of injection of a coolant jet in the vicinity of spikeis to reduce the heat load on the nose cone. In order to calculate thethermal load, following equations are applied:

= −q h T T( )f w f (12)

Where hf is fluid-side local heat transfer coefficient, Tw and Tf are wallsurface temperature and local fluid temperature, respectively.

Fig. 9 compares the heat load reduction of each coolant gas invarious locations (back, top and front). The results clearly show that theinjection of the top jet could significantly enhance the heat load on thenose cone. In fact, this configuration pushes away the reflected shockfrom the shoulder of the nose and reduce the heat load of the nose. Inaddition, back jet also presents a reasonable reduction in the heattransfer rate. In this arrangement, the coolant gas fill the recirculationarea and cools down the temperature in the vicinity of the nose. The

Fig. 8. Comparison of the mass distribution of CO2 (left) and Helium (right) in various jet injections.

Fig. 9. Comparison of heat load reduction for various jet injections (PR=0.3).

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comparison of the type of coolant gas shows that there is not a sig-nificant difference in the heat load reduction except for the back jet.Indeed, the jet could fill the recirculation in this condition and increasethe heat capacity which decrease the heat load on the nose cone.

4. Conclusion

The primary goal of this research was to investigate the effect ofdifferent jet injections on the heat load of the nose cone. Numericalsimulations are performed to study the flow field and streamline invarious configurations. This work studied the efficient position ofcoolant gas in the nose cone. Moreover, the effect of the gas type on theflow feature and heat load reduction was comprehensively investigated.

The results display that the bow shock in front of the aerodomeplays key roles in the heat load of the nose cone. Among the variousarrangements, the injection of the coolant jet in the top of the aerodomedecrease the heat load up to 90%. According to the flow feature ana-lysis, the lateral jet pushes away the front shock and the attached wavedoes not reach to the shoulder of the nose cone. Therefore, the mainsource of the aero heating was removed from the main body and theheat load decreases. In addition, the size of the recirculation playssignificant roles in the characteristics and the cooling performance ofthe jet. Our findings show that injection from the top of the aerodomenoticeably enlarges the circulations and this is the main reason for thebetter cooling performance of this model to other ones.

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