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如何准确可靠地模拟从外层空间高稀薄流到近地面连续流的航天器高超声速绕流环境与复杂流动变化机理是流体物理的前沿基础科学问题. 基于对Boltzmann方程碰撞积分的物理分析与可计算建模, 确立了可描述自由分子流到连续流区各流域不同马赫数复杂流动输运现象统一的Boltzmann模型速度分布函数方程, 发展了适于高、低不同马赫数绕流问题的离散速度坐标法和直接求解分子速度分布函数演化更新的气体动理论数值格式, 建立了模拟复杂飞行器跨流域高超声速飞行热环境绕流问题的气体动理论统一算法. 对稀薄流到连续流不同Knudsen数0.002 ≤Kn∞ ≤1.618、不同马赫数下可重复使用卫星体再入过程(110–70 km)中高超声速绕流问题进行算法验证分析, 计算结果与典型文献的Monte Carlo直接模拟值及相关理论分析符合得较好. 研究揭示了飞行器跨流域不同高度高超声速复杂流动机理、绕流现象与气动力/热变化规律, 提出了一个通过数值求解介观Boltzmann模型方程, 可靠模拟高稀薄自由分子流到连续流跨流域高超声速气动力/热绕流特性统一算法. 相似文献
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一般超音速过渡区气动特性的桥函数方法 总被引:1,自引:0,他引:1
桥函数方法已经成功应用于高超音速过渡区气动力计算,但其在一般超音速过渡区领域的适应性问题还缺乏研究.通过DSMC方法,研究适用于计算一般超音速飞行器的过渡区气动力系数的桥函数方法.经过对不同马赫数和不同努森数条件下,圆柱和钝头双楔体过渡区绕流的计算,发现erf-log桥函数方法在计算一般超音速过渡区气动力系数方面具有很好的精度.该结论在把桥函数方法推广到马赫数较低的亚轨道飞行器的过渡区气动力计算方面,具有一定的参考意义. 相似文献
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吸气式高超声速飞行器气动力气动热的数值模拟方法及应用 总被引:1,自引:0,他引:1
对吸气式高超声速飞行器而言,物面热流和摩阻的准确预测对飞行器设计及安全十分关键.介绍采用CFD准确预测气动力和气动热的方法,包括流动的控制方程、湍流模型及湍流的先进壁面函数边界条件,介绍流动的数值求解方法.对典型超声速层流和湍流流动的摩擦阻力和热流进行详细的验证与确认,考察CFD工具在使用先进壁面函数边界条件后,湍流计算的法向网格无关性能力.对设计的一种吸气式高超声速飞行器的气动力和气动热进行数值模拟,为飞行器的气动设计及热防护提供了可靠的数据. 相似文献
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大气层之上层的等离子体波动是破坏人造卫星通讯的主犯.当太阳辐射轰击上层大气层或电离层时,被粉碎的原子变成由自由电子与离子构成的喧闹海洋.物理学家们希望,通过观察此种高空活动,能够从中学到如何在地面上对核聚变反应进行更好的控制. 相似文献
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采用气动力/热/结构耦合的方法对高速细长体飞行器结构热静气动弹性问题进行了研究.为保证耦合计算精度,达到准确预测热气动弹性特性的能力,气动力和气动热计算采用CFD数值模拟方法,热应力和热变形计算采用有限元方法并通过热考核试验验证.以该简单细长体飞行器模型为研究对象,对其热静气动弹性特性进行了计算与分析,计算结果表明:CFD/CSD耦合可准确模拟热气弹问题,且气动加热造成结构温升不均衡是结构变形的主导因素,力热耦合静气弹变形与单纯受力分析变形形式不同,对飞行器气动特性影响规律不同.准确预测飞行器热气动弹性特性对飞行器结构设计十分必要. 相似文献
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相对常规悬臂梁布局飞机,支撑机翼飞机允许有更大的展弦比、更薄的机翼及较小的后掠角,从而可以减小诱导阻力、波阻,并增加层流范围,是未来飞机的一个可供选择方案.文章基于N-S方程对高亚声速支撑机翼构型进行了气动外型设计,在巡航Mach数为0.7,设计升力系数为0.6的条件下,支撑机翼构型相对无支撑构型升阻比仅减小6.3%,而初始无支撑翼身组合体构型相较常规悬臂梁翼身组合体构型最大升阻比提高了约35%,设计结果表明支撑机翼构型是可明显提高飞行性能的未来高亚声速飞机的一种新型外型.文章也对支撑外型、位置参数及机翼内翼下翼面外型修型对支撑机翼构型的干扰影响进行了研究,研究结果表明:支撑上翼面外型、支撑弦长、相对厚度、展向位置、扭转角分布及机翼下翼面外型对支撑机翼构型气动影响较大. 相似文献
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旋转飞行器具有独特的周期性非定常气动现象,其动态特性更加复杂,气流与旋转高度非定常关联,俯仰阻尼导数和Magnus力矩导数同等重要.文章从飞行器气动力建模的理论基础出发,考虑飞行器自转角速度非零的事实,将其作为基态影响参数,重新构建了旋转飞行器气动力数学表达式,并借鉴成熟的常规动导数强迫振动法,采用Fourier级数表征旋转影响,沿用旋转飞行器周期气动等效概念,建立了基于基态旋转流场的周期气动等效平均俯仰动稳定导数、纵向洗流时差导数和滚转动稳定导数获取的原理表达式,并设计了相应的运动模式,可供数值计算和风洞实验使用. 相似文献
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Strong viscous interaction and multiple flow regimes exist when vehicles fly at high altitude and high Mach number conditions. The Navier–Stokes(NS) solver is no longer applicable in the above situation. Instead, the direct simulation Monte Carlo (DSMC) method or Boltzmann model equation solvers are usually needed. However, they are computationally more expensive than the NS solver. Therefore, it is of great engineering value to establish the aerodynamic prediction model of vehicles at high altitude and high Mach number conditions. In this paper, the hypersonic aerodynamic characteristics of an X38-like vehicle in typical conditions from 70 km to 110 km are simulated using the unified gas kinetic scheme (UGKS), which is applicable for all flow regimes. The contributions of pressure and viscous stress on the force coefficients are analyzed. The viscous interaction parameters, Mach number, and angle of attack are used as independent variables, and the difference between the force coefficients calculated by UGKS and the Euler solver is used as a dependent variable to establish a nonlinear viscous interaction model between them in the range of 70–110 km. The evaluation of the model is completed using the correlation coefficient and the relative orthogonal distance. The conventional viscous interaction effect and rarefied effect are both taken into account in the model. The model can be used to quickly obtain the hypersonic aerodynamic characteristics of X38-like vehicle in a wide range, which is meaningful for engineering design. 相似文献
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P. A. Vasil’ev I. V. Karpov S. P. Kshevetskii 《Russian Journal of Physical Chemistry B, Focus on Physics》2017,11(6):1028-1032
The results of modeling the effect of stratospheric internal gravity waves (IGWs) excited in the region of sudden stratospheric warming (SSP) on the state of the upper atmosphere are presented. The numerical experiment used a two-dimensional model of atmospheric wave propagation including the dissipative and nonlinear processes accompanying the wave propagation. As a perturbation source, perturbations of temperature and density in a localized region at stratospheric altitudes during the SSW were considered. The amplitude and frequency of the perturbation source were evaluated from the results of observations and IGW theory. The results of numerical calculations showed that the heat source localized in the stratosphere excites IGWs with periods of up to several hours, which reach the thermospheric altitudes within a few hours. The maximum relative perturbations created by these waves relative to the unperturbed conditions were noted at altitudes of 100–200 km and at distances of up to ~1000 km from the source center. 相似文献
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V. A. Zinichev G. P. Komrakov N. A. Mityakov V. O. Rapoport 《Radiophysics and Quantum Electronics》2009,52(1):20-23
We present the results of the vertical ionosphere sounding at a frequency of 9.02 MHz using the “Sura” facility. Intense backscatter
signals from meteor trails were observed at altitudes 100–130 km. Increased background of the scattered signal, which was
about − 100 dB with respect to the mirror-reflected signal, was observed at altitudes of about 190–200 and 270–280 km. According
to the Doppler-shift measurements of the scattered-signal frequency, the wind velocity was more than 30 m/s at altitudes 100–130
and 270–280 km and was significantly smaller in the altitude range 190–200 km.
Translated from Izvestiya Vysshikh Uchebnykh Zavedenii, Radiofizika, Vol. 52, No. 1, pp. 23–27, January 2009. 相似文献
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采用光滑粒子流体动力学(smoothed particle hydrodynamics,SPH)方法建立了高速列车风阻制动板流固耦合二维数值模型,实现了对风阻制动板动态开启过程的数值模拟,分析了风阻制动板的运动规律、受力分布和气动阻力变化规律.结果表明:当车速为300 km/h,最大开启角度为90°时,制动板整个开启过程的动作时间约为0.025 s,满足紧急制动时的快速响应要求;制动板开启初期,板的受力有较大突变且呈梯度分布,易弯曲变形;制动板的整个开启过程中,制动板整体受力水平逐渐提高且保持均匀分布,制动板直角边缘处受力始终较其他部位大,具有良好的增阻效果;最大制动力出现在最大开启角度为75°~85°时,而非垂直开启时,建议将最大开启角度设置为80°以获得最大制动力. 相似文献
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N. N. Vedenkin G. K. Garipov P. A. Klimov V. V. Klimenko E. A. Mareev O. Martinez V. S. Morozenko I. Park M. I. Panasyuk E. Ponce H. Salazar V. I. Tulupov B. A. Khrenov I. V. Yashin 《Journal of Experimental and Theoretical Physics》2011,113(5):781-790
Millisecond ultraviolet (240–400 nm) and red-infrared (610–800 nm) flashes were detected in the nighttime atmosphere with the scientific payload installed onboard the Universitetsky-Tatiana-2 micro-satellite. Flashes with various numbers of photons, from 1020 to 1026, were detected within the atmospheric area 300 km in diameter observed by the detector. The flashes differ in duration and temporal profile: from single short flashes ~1 ms in duration to flashes with a complex profile more than 100 ms in duration. Different global geographic distributions are observed for flashes with different numbers of photons. Flashes with fewer than 1022 photons are distributed uniformly over the Earth’s map. Flashes with more than 1022 photons are concentrated near the equator and above the continents. Series of flashes were observed in one turn of the satellite when flying not only over thunderstorm regions but also over cloudless ones. The flash number distribution has been derived from the ratio of the numbers of red-infrared and ultraviolet photons. As applied to discharges in the upper atmosphere, whose glow is dominated by the emission in the first and second positive systems of molecular nitrogen bands (1PN2 and 2PN2), this distribution is equivalent to the flash altitude distribution in the atmosphere. The observed ratio of the numbers of photons in red-infrared and ultraviolet flashes agrees with the calculated one for electric discharges at altitudes higher than 50 km. In-orbit measurements of the charged particle flux (with a threshold energy for electrons of 1 MeV) provide no evidence for a synchronous occurrence of an ultraviolet flash and a burst in the particle flux in the orbit. 相似文献
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