多体空气动力学研究进展

宋威; 艾邦成

doi:10.6052/0459-1879-22-096

多体空气动力学研究进展

doi: 10.6052/0459-1879-22-096

宋威,
艾邦成

中国航天空气动力技术研究院空气动力科学中心, 北京 100074

详细信息

作者简介:
宋威, 高级工程师, 主要研究方向: 多体空气动力学、多体分离动力学和非定常空气动力学及流动控制等. E-mail: 15210987189@126.com

艾邦成, 研究员, 主要研究方向: 气动热与热防护. E-mail: aimen011@126.com

中图分类号: V211.7, V212.1
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出版历程
- 收稿日期: 2022-03-07
- 录用日期: 2022-04-07
- 网络出版日期: 2022-04-08
- 刊出日期: 2022-06-18

RESEARCH PROGRESS ON MULTIBODY AERODYNAMICS

Aerodynamics Science Center, China Academy of Aerospace Aerodynamics, Beijing 100074, China

摘要

摘要: 多体飞行器普遍存在于航空航天、空天和武器领域中, 主要有以下三大类型: (1) 多个飞行器相互不接触的近距离飞行; (2) 多体飞行器相互接触或组合飞行; (3) 多体飞行器回收或解锁分离过程的相对运动. 多体飞行器在飞行、回收或分离过程中存在相互的流场干扰或作用, 使多体飞行器具有不同于孤立体飞行器的流动物理或特征, 特别是在超声速、高超声速的多体流动中, 多体间存在多重激波反射、衍射以及激波与旋涡、激波与边界层相互干扰或作用, 这些复杂流动能显著地改变多体飞行器的空气动力学特性. 作者引入“多体空气动力学”概念对多体飞行器这一类问题进行概括和总结, 并阐述其基本内涵、应用场景和研究方法/手段及典型多体构型的超声速/高超声速流动结构和特征.
- 多体飞行器 /
- 多体空气动力学 /
- 多体分离动力学 /
- 孤立体飞行器 /
- 激波与边界层相互干扰
Abstract: Multibody vehicle widely exists in the fields of aerospace and weapon system. There are three main types for the multibody vehicle system. Firstly, multiple vehicles are in close proximity flight that do not touch each other, such as formation flight and towed flight. Secendly, multibody vehicle are in contact with each other or combined to flight as a whole, such as aircraft-store carriage, the booster-flight of multistage vehicles, etc. Finally, multibody vehicle is in the relative motion after recovery or separation, such as aircraft-store separation, stage separation of multistage vehicles, etc. Multibody interference or interaction universally exists in the flowfield of multibody vehicle during steady or unsteady flight and dynamic separation, which makes the flow physics or characteristics of multibody vehicle different from isolated-body vehicle, especially in supersonic and hypersonic flow. There are multiple shock-wave reflection and diffraction, interference or interaction between shock-wave and vortex, shock-wave and boundary layer among multibody vehicle, which can significantly change the aerodynamic characteristics of multibody vehicle. The concept of “multibody aerodynamics” is advocated to summarize the field of multibody vehicle, and its basic connotation, application fields and flow characteristics of typical multibody configurations are explained, in order to point out the direction and ideas on aerodynamics and separation dynamics of multibody vehicle for the future research.
- multibody vehicle /
- multibody aerodynamics /
- multibody separation dynamics /
- isolated-body vehicle /
- shock-wave and boundary layer interaction

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图 1 孤立体和多体飞行器间的扰动流场对比图^[32]

Figure 1. Comparison of disturbed flowfield between isolated-body and multibody vehicle^[32]

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图 2 典型的多体间的流场干扰阴影图 ($Ma{\text{ = }}2.5$)^[32]

Figure 2. Shadow diagram of flowfield interference among typical multibody ($Ma{\text{ = }}2.5$)^[32]

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图 3 多体飞行器构型分类示意图

Figure 3. Classification of multibody vehicle configuration

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图 4 编队飞行示意图

Figure 4. Schematic diagram of formation flight

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图 5 空中硬式加油示意图

Figure 5. Schematic diagram of air-to-air refueling

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图 6 副油箱挂载示意图^[56]

Figure 6. Schematic diagram of external fuel tank on F35 combat-aircraft^[56]

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图 7 并联布置的兰利滑翔-返回助推器(LGBB)^[60]

Figure 7. Parallel configuration of LGBB^[60]

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图 9 多体空气动力学研究方法的相互关系图

Figure 9. Relationship of research methods for multibody aerodynamics

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图 11 多体空气动力学与多体分离动力学及安全性的相互关系图

Figure 11. Relationship of multibody aerodynamics, separation dynamics and safety

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图 10 网格测量法预测多体分离动力学结构图

Figure 10. Schematic diagram of predicting the multibody separation dynamics by GSM

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图 12 热分离时级间段的流动结构^[97]

Figure 12. Flow structure of interstage during HSS^[97]

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图 13 X43 A升力体飞行器示意图^[90]

Figure 13. Schematic diagram of X43 A lifting body vehicle^[90]

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图 14 助推器与X43 A飞行器间干扰气动力特性^[91]

Figure 14. Aerodynamic interference characteristics between booster and X43 A vehicle^[91]

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15 助推器与X43 A飞行器间的流场干扰纹影图^[91]

15. Schlieren diagram of flowfield interference between booster and X43 vehicle^[91]

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15 助推器与X43 A飞行器间的流场干扰纹影图^[91](续)

15. Schlieren diagram of flowfield interference between booster and X43 vehicle^[91] (continued)

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图 16 有无羽流干扰时的流场结构^[95]

Figure 16. Flowfield structure with or without plume interference^[95]

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图 17 不同轴向间距下的阴影图^[95]

Figure 17. Shadowgraph in different axial distance^[95]

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图 18 二维楔形板和尖拱圆柱体的简化模型^[100]

Figure 18. Simplified model of two-dimensional wedge-plate and ogive-cylinder^[100]

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图 19 不同横向距离对圆柱体表面流动分离的影响^[100]

Figure 19. Influence of different distance on flow separation on cylinder surface^[100]

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图 20 空腔-存储物干扰的简化模型^[79]

Figure 20. Simplified model of cavity-store interference^[79]

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图 21 风洞实验模型^[130]

Figure 21. Wind tunnel model^[130]

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图 22 典型的风洞纹影图

Figure 22. Schlieren of wind tunnel

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图 23 典型的流动结构^[134]

Figure 23. Typical flow structure^[134]

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图 24 尖拱圆柱体上的三维激波与边界层相互作用^[136]

Figure 24. SWBLI on ogive-cylinder surface^[136]

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图 25 圆锥头柱体上的三维激波与边界层相互作用^[136]

Figure 25. SWBLI on cone-cylinder surface^[136]

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图 26 半球头圆柱体上的三维激波与边界层相互作用^[136]

Figure 26. SWBLI on hemispherical-cylinder surface^[136]

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图 8 Hyper-X计划中串联布局多级飞行器^[64]

Figure 8. Tandem multistage vehicle in Hyper-X program^[64]

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图 27 近体和孤立体法向力和俯仰力矩系数随攻角变化^[140]

Figure 27. Diagram of normal force and pitching moment coefficient vs. angle-of-attack of near-body and isolated body^[140]

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图 28 不同横向间距时的纹影图(Ma = 2.99)^[140]

Figure 28. Schlieren diagram with different lateral distance (Ma = 2.99)^[140]

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表 1 串联多体构型级间分离的研究概要(检索)

Table 1. Summary of stage separation for tandem multibody configuration (retrieved)

Year	Author	Ref.	Ma or V	Method	Flow visualization	Separation mode
2001	[90]	booster and X43 A	6.0	SFM	−	CSS
2001	[91]	booster and X43 A	6.0	CTS	SCM	CSS
2001	[92]	booster and X43 A	0.6~6.0	CFD-RANS	−	CSS
2001	[93]	booster and X43 A	6.0	CFD-RANS	−	CSS
2008	[94]	cylinder and CC	5 km/s	DSMC	−	HSS
2009	[95]	ramp and blunt-cone	2.5	SFM	SCM	HSS
2013	[96]	cone-cylinder and OC	0.9, 1.1, 2.0	CFD-Euler, CFD-RANS	−	HSS
2016	[97]	cylinder and OC	2.6	CFD-RANS	−	HSS
Notes: SFM: static force measurment; SPM: static pressure measurment; SCM: schlieren method; DSMC: direct simulation Monte Carlo; CC: cone-cylinder; OC: ogive-cylinder; BC: blunt-cone

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表 2 平板/楔形板/翼-存储物并联构型的研究概要(检索)

Table 2. Summary of plate/wedge/wing-store configuration (retrieved)

Year	Ref.	Model		Flow condition Ma	Method	Flow visualization	Notes
Year	Ref.	Generator	Receiver	Flow condition Ma	Method	Flow visualization	Notes
1983	[98]	plate	cylinder	2.5, 3, 4, 6	CFD-Euler	−	−
1983	[99]	WP	OC	3.0	SPM	SOF	WA = 13°, 16°, 19°; ISA=19°
1983	[99]	WP	OC	3.0	CFD-TLNS	−	WA = 13°, 16°, 19°; ISA=19°
1983	[100]	WP	OC	3.0	SPM	SOF SGM	WA = 13°, 16°, 19°; ISA = 19°
1985	[101]	WP	OC	3.0	SPM	SGM	WA = 13°, 16°, 19°; ISA = 19°
1985	[101]	WP	OC	3.0	CFD-TLNS	−	WA = 13°, 16°, 19°; ISA = 19°
1983	[102]	WP	OC	4.0	CFD-TLNS	−	ISA = 24°
1983	[103]	WP	OC	1.5	IFM	−	WA = 2.5°
1992	[104]	WP	OC	10	CFD-Euler		WA = 4°; ISA = 22.5°
1996	[105]	plate	wedge-body	1.5, 1.9	SPM, UPM	−	WA = 6.1°
1999-2000	[106-108]	plate	orbiter	6.8	CFD-Euler CFD-RANS	−	−
2013	[109]	WP	OC	3.0	SFM, SPM	SOF SCM	WA = 10°
2013	[109]	WP	OC	3.0	CFD-RANS	−	WA = 10°
2015	[110]	WP	OC	2.0	SFM	SGM SOF	WA = 10°
2015	[110]	WP	OC	2.0	CFD-RANS	−	WA = 10°
2019	[111]	WP	OC	2.0	SFM	SGM SOF	WA = 10°
2019	[111]	WP	OC	2.0	CFD-RANS	−	WA = 10°
2020	[112]	WP	OC	2.0	SPM (PSP) UPM	−	WA = 10°
2021	[113]	WP	OC	3.4	SVM	SPIV	WA = 10°, 15°, 20°
2020	[116-117]	delta wing	SC	8.1	CFD-RANS	−	−
Notes: TLNS: thin-layer Navier-Stokes equations; SOF: surface oil flow; WA: wedge angle; ISA: incident shock angle; SGM: shadowgraph method; UPM: unsteady pressure measurement; PSP: pressure sensitive paint; PIV: particle image velocimetry; SVM: surface velocity measurement; SPIV: stereoscopic particle image velocimetry; WP: wedge-plate; OC: ogive-cylinder; SC: spherical-cylinder

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表 3 近二十年关于两细长体并联多体构型研究概要

Table 3. Summary of two slender bodies in recent twenty years

Year	Ref.	Model		Ratio of length to diameter λ	Flow condition		Method	Flow visualization
Year	Ref.	Generator	Receiver	Ratio of length to diameter λ	Ma	Re	Method	Flow visualization
2009	[32]	SC	OC (wing and no-wing)	7.358	2.43	1.4 × 10⁶ (D)	SFM, SPM	SGM, PSP
2009	[32]	SC	OC (wing and no-wing)	7.358	2.43	1.4 × 10⁶ (D)	CFD-RANS	−
2010	[33]	OC	OC	7.358	2.5	7.6 × 10⁶ (m)	SFM, SPM	SCM
2010	[33]	OC	OC	7.358	2.5	7.6 × 10⁶ (m)	CFD-RANS	−
2011	[35]	OC SC	OC	7.358	2.43	1.4 × 10⁶ (D)	SFM, SPM	SGM
2011	[35]	OC SC	OC	7.358	2.43	1.4 × 10⁶ (D)	CFD-RANS	−
2011	[35]	OC	OC	7.358	2.43	6.97 × 10⁷ (m)	SFM, SPM	PSP
2016	[36]	OC SC	OC (wing)	7.358	2.43	1.4 × 10⁶ (D)	SFM, SPM	SGM PSP
2016	[36]	OC SC	OC (wing)	7.358	2.43	1.4 × 10⁶ (D)	CFD-RANS	SGM PSP
2008	[38]	OC	OC	18	2	−	TA-SBT
2010	[39]	OC	OC	18	2	−	TA-SBT
2006	[135]	spherical	spherical	6.0	0.22	−	SFM
2006	[135]	spherical	spherical	6.0	0.22	−	TA-SBT
2011	[136]	OC CC HSC	OC CC HSC	−	2.5, 3.0, 3.2	2.0 × 10⁷ (m)	SVM	SCM, SOF
2011	[136]	OC CC HSC	OC CC HSC	−	2.5, 3.0, 3.2	2.0 × 10⁷ (m)	CFD-RANS
2017	[137]	OC CC SC	OC CC SC	5.0	3.0	0.17 × 10⁶ (D)	−	SOF
2017	[137]	OC CC SC	OC CC SC	5.0	3.0	0.17 × 10⁶ (D)	CFD-RANS
Notes: TA-SBT: theoretical analysis-Slender body theory; OC: ogive-cylinder; SC: spherical-cylinder; HSC: hemispherical-cylinder; CC: cone-cylinder

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表 4 LGBB并联构型的研究概要

Table 4. Summary of LGBB parallel configuration

Year	Ref.	Flow condition Ma	Method	Flow visualization	Comments
2003	[140]	2.99	SFM, SCM	SCM	The proximity aerodynamics are mainly dominated by complex bow-shock interaction, and the booster is statically unstable at several separation positions. Compared with the isolated body, the normal force of the proximity changes almost the same with the angle of attack, and the axial force of both bodies increases by about 3%.
2004	[141-142]	3.0, 6.0	SFM CFD-Euler	SCM	Unsteady aerodynamic effect is not important to the separation characteristics of Bimese-LGBB aircraft at high Mach number.
2004	[143]	3.0, 6.0	CFD-Euler CFD-RANS	−
2004	[144]	0.6, 1.05, 1.1, 2, 3, 4.5, 6, 10	SFM CFD-Euler CFD-RANS	SCM	The research progress of stage separation of Bimese-LGBB aircraft is reviewed.
2007	[16]	3.0, 6.0	DMS	−	The ConSep tool is used to analyze and simulate the separation dynamics of Bimese-LGBB, and the influences of mass, inertia, flight angle, altitude and separation parameters are evaluated. Aerodynamic data are obtained from wind tunnel experiments. The results show that complete pneumatic separation is feasible for the interstage separation at Mach number 3, but it is not feasible at Mach number 6, which requires external power.
2012	[145]	3.79	DMS	−	The constraint force equation (CFE) method is applied to the simulation of the dynamic problem of LGBB aircraft stage separation.
2020	[146]	2.3, 3.0, 4.5	SFM	SCM	Orbiter and booster models show highly nonlinear aerodynamic response, which is the result of a flow separation system induced by complex shock waves, reflected shocks and possible shocks. The influence area of the booster orbiter is limited to a relatively small area in the experimental space, while the booster remains in the orbiter influence area of the whole test grid matrix, except that the highest test Mach number is 4.5. The effect of stage separation interference is sensitive to Mach number, relative angle of attack and rolling angle direction of the booster relative to the orbiter.

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