Effects of Mach Number and Wall Temperature on HyTRV Boundary Layer Transition
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摘要: 典型的高超声速飞行器流场存在着复杂的转捩现象, 其对飞行器的性能有着显著的影响。针对HyTRV这款接近真实高超声速飞行器的升力体模型, 采用数值模拟方法, 研究Mach数和壁面温度对HyTRV转捩的影响规律。采用课题组自研软件开展数值计算, Mach数的范围为3~8, 壁面温度的范围为150~900 K。首先对γ-$\mathop R\limits^ \sim $eθt转捩模型和SST湍流模型进行了高超声速修正: 将压力梯度系数修正、高速横流修正引入到γ-$\mathop R\limits^ \sim $eθt转捩模型, 并对SST湍流模型闭合系数β*和β进行可压缩修正; 然后开展了网格无关性验证, 通过与实验结果对比, 确认了修正后的数值方法和软件平台; 最终开展Mach数和壁面温度对HyTRV边界层转捩规律的影响研究。计算结果表明, 转捩区域主要集中在上表面两侧、下表面中心线两侧; 增大来流Mach数, 上下表面转捩起始位置均大幅后移, 湍流区大幅缩小, 但仍会存在, 同时上表面层流区摩阻系数不断增大, 下表面湍流区摩阻系数不断减小; 升高壁面温度, 上下表面转捩起始位置先前移, 然后快速后移, 最终湍流区先后几乎消失。Abstract: There is a complex transition phenomenon in the flow field of a typical hypersonic vehicle, which has a significant impact on the performance of the vehicle. The effects of Mach number and wall temperature on the transition of HyTRV were studied by numerical simulation methods. The self-developed software of the research group was used to carry out numerical calculations. The range of Mach number was 3~8, and the range of wall temperature was 150~900 K. Firstly, the hypersonic corrections of the γ-$\mathop R\limits^ \sim $eθt transition model and the SST turbulence model were carried out. The pressure gradient coefficient correction and the high-speed cross-flow correction were introduced into the γ-$\mathop R\limits^ \sim $eθt transition model, and the compressibility corrections of the closure coefficients β* and β of the SST turbulence model were carried out. Then, the grid independence verification was carried out, and the modified numerical method and software platform were confirmed by comparing with experimental results. Finally, the effects of Mach number and wall temperature on the transition law of the HyTRV boundary layer were studied. The results show that the transition area is mainly concentrated on both sides of the upper surface and the center line of the lower surface. With the increase of the incoming Mach number, the starting position of transition on the upper and lower surfaces is greatly backward, and the turbulent zone is greatly reduced, but it still exists. At the same time, the friction coefficient of the laminar flow zone on the upper surface increases continuously, and the friction coefficient of the turbulent zone on the lower surface decreases. As the wall temperature increases, the starting position of transition on the upper and lower surfaces shifts forward, then rapidly shifts backward, and finally the turbulent zone almost disappears.
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Key words:
- transition /
- HyTRV /
- friction /
- Mach number /
- wall temperature
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图 3 采用3套网格计算得到的摩阻对比
Figure 3. Comparison of the friction drag calculated using three sets of grids
图 4 下表面计算结果和实验结果对比
Figure 4. Comparison of the calculated and experimental results on the lower surface
图 6 不同截面位置处的流向速度云图
Figure 6. Streamwise velocity contours at different cross-section locations
图 7 上下表面摩阻分布云图
Figure 7. Friction coefficient contours on the upper and lower surfaces
图 8 不同Mach数条件下摩阻系数分布云图
Figure 8. Friction coefficient contours at different Mach numbers
图 9 不同位置摩阻系数随Mach数的变化
Figure 9. Variation of friction coefficient with Mach number at different locations
图 10 不同壁面温度条件下摩阻系数分布云图
Figure 10. Friction coefficient contours at different wall temperature conditions
图 11 不同位置摩阻系数随壁面温度的变化
Figure 11. Variation of friction coefficient with wall temperature at different locations
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