Effect of jets interaction on the static stability for a launch vehicle Sanjoy Kumar Saha, Navin Kumar kessop and Dipankar Das Aerodynamics and Aerothermal Group Vikram Sarabhai Space Centre, Thiruvanthapuram, India. (sanjoy_kumar@vssc.gov.in, sanjoy_254@gmail.com) ABSTRACT Multi-jet interactions are associated with very complex flow involving turbulent flow mixing, shock-shock interaction, shear layer interaction, external air jet interaction and mutual interaction between jets. CFD simulations have been carried out for a typical multi-strapon launch vehicle configuration corresponding to flight conditions to investigate the twin jets interaction phenomena and the associated effect on the load distribution. Numerical simulations were carried out for Mach number ranging from 0.60 to 4.0. The simulations are carried out at 40 angle of attack in a plane perpendicular to strapon plane. The jet pressure ratio was varied from 0.73 to 61.91. The free-stream pressure reduces with altitude, which results in higher jet pressure ratio. With the increase in the jet pressure ratio, jets spread more and results in jets interaction. This will lead to reverse flow and alters the pressure distribution at the base of the vehicle. Hence, the load distribution over the vehicle base region will change especially at very high pressure ratio. A reduction of 16% in overall vehicle load is noticed at Mach number 4.0. As all these changes occur at the base of the vehicle, the centre of pressure of the vehicle shifts towards vehicle nose. This makes the vehicle more unstable. Around 0.72D reduction is stability margin is observed at Mach number 4.0 due to the presence of jet interaction. Key Words: Jet interaction, CFD, Mach number, base pressure, reverse flow, stability. 1. INTRODUCTION Multi-jet interactions have extensive applications in a wide variety of fields. The developments of high performance aircraft, rocket, launch vehicle, industrial gas burner etc are the application areas where multi-jet interaction is getting increased attention. Multi-jet interaction associated with the launch vehicles during their flight through the atmosphere poses severe heat transfer problem in the rear part, especially at the base region of the vehicle. As the launch vehicle gains altitude, the jet boundary continues to spread till the jet pressure at the boundary matches with the external pressure. As the altitude increases, the ambient pressure reduces and as a consequence the spreading or expansion of jet boundary increases. Depending on the lateral distance between the nozzles, continuous widening or spreading of jet plumes with increasing altitude results in the interception of jet boundaries at certain point of flight. The initial contact of jets may not produce any significant consequences. However, as the altitude increases, further spreading of jets plume results into the reversal of a portion of the jet shear layer towards the base region. The portion of the shear layer of the jet, which does not have sufficient energy to pass through the shock at the jet plume interaction point, traverses back towards the vehicle base region along with the external base flow in between the nozzles. The reverse flow towards the base increases the pressure and temperature at the vehicle base region. Higher the altitude is, higher is the reverse flow and hence, higher is the base pressure to ambient pressure ratio. This change in base pressure will affect the load distribution at the base region. Nomenclature: M D X, Y, Z P XCP CN CD Mach number core diameter, m coordinate directions, m pressure, Pascal location of centre of pressure in meter, measured from the vehicle nose slope of the normal force coefficient coefficient of drag Subscripts j ∞ jet free stream The main parameters that govern the flow field of a high-speed twin free jets are jet pressure to ambient pressure ratio & nozzle spacing[1]. Several studies have been carried out so far to understand the jet interaction phenomena[2-4] and its effect on the base thermal properties. In the present study, effort is made to understand and quantify the effects of jet interaction on the vehicle load. 2. Methodology: CFD code PARAS[5,6] is used to simulate the flow over the body. PARAS can simulate viscous, turbulent, three-dimensional flow over an arbitrary body. It can solve both viscous and inviscid flow using finite volume methods on Cartesian grids. Fluxes at the interface of the cell are computed by means of an approximate Rieman solver. The explicit scheme is second order accurate in space and of TVD(Total Variation Diminishing) type. Grids get adapted automatically based on the body geometry during grid generation. As the solution proceeds, adding some more grids at the region of high flow gradients can refine the flow and at the same time the extra cells are removed around the region of low gradients. Standard K- turbulence model has been used here for simulation of the flow. Grids and computational domain: The configuration studied has a core vehicle with two strapon motors attached to it. The core nozzle base is 0.75D ahead of the strapon nozzle base [Figure 1]. Co-ordinate system followed is given in Figure 2. The origin is considered at the heat-shield nose tip location of the vehicle. The longitudinal, lateral and traverse direction are represented by X, Y and Z direction respectively. X direction is positive towards vehicle base. The domain selected for the simulations is shown in Figure 3 and is as followsUpstream Downstream Top, bottom and lateral -2D (-7.5D for M ≤ 1.20) +25D ±15D Simulation has started with initial grids of 500 X 250 X 200 in longitudinal, lateral and transverse directions respectively. Special attention has been taken for the base region of the vehicle to capture the reverse flow and associated phenomena. Simulations have been carried out till good convergence in results is achieved. Grid and domain independence tests have been done for the vehicle. Final grids are about 34-40 million for different cases. Simulations parameter: The variation of ambient conditions considered for numerical simulations are listed in Table-1 below. Table-1: Free stream properties used in simulations Ambient pressure Density Mach Number (Pascal) (kg/m3) 0.60 76458.10 0.92946 0.80 60700.51 0.76407 0.90 51682.02 0.66791 0.95 47145.45 0.61874 1.10 34953.54 0.48542 1.20 28808.24 0.41736 1.50 18172.24 0.29399 2.00 9343.48 0.16760 2.50 4442.82 0.07353 3.00 2314.59 0.03617 3.50 1258.86 0.01892 4.00 687.36 0.00995 Jet exit properties at the nozzle exit are enforced. Care was taken to align the velocity vector with respect to nozzle axis across the nozzle, i.e. the velocity vector close to the nozzle inside surface is parallel to the nozzle surface and at the nozzle center, and the velocity is along the nozzle axis. Flow simulations are carried out at an angle of attack 40. 3. RESULTS AND DISCUSSION 3.1 Jet Plume shape and Interaction Event: The main factor that governs the jet plume shape is the jet pressure ratio at nozzle exit plane. The pressure ratio at different Mach numbers is given in Table 2. At lower Mach numbers, the average pressure at the nozzle exit is less as compared to that of free-stream pressure. Hence, the jets are over-expanded [Figure 3a]. As the altitude increases, the free stream pressure falls. The jet becomes gradually under-expanded for free stream Mach number of 1.10 and above. The growth of plume shape is evident as Mach number increases [Figure 3b]. The jets start interacting beyond Mach number 2.50 onward. As the altitude increase further, the individual jet continues to spread further, resulting in upstream movement of jet interaction point towards base [7]. A typical jet interaction event is plotted in Figure 3c for Mach number 4.0. Table 2: Variation of jet pressure ratio with Mach number M∞ Pj / P∞ 0.60 0.73 0.80 0.77 0.90 0.83 0.95 0.87 1.10 1.10 1.20 1.34 1.50 2.30 2.00 4.87 2.50 10.79 3.00 20.71 3.50 38.07 4.00 61.91 Pressure distribution: Jet interaction results in change in the flow field around the base. More the pluming, the stronger is the jet interaction. This results in the stronger shock at the jet interaction plane. Hence more and more reverse flow occurs. All this will change the pressure distribution at the base region of the vehicle. In Figure 4, the pressure distribution over the strap-on is plotted. It is clear that at lower Mach numbers (M=0.80), the pressure distribution does not show any difference. But at higher Mach numbers, jet-on pressure is more than the jet-off pressure especially close to the base region. With increase of the jet pressure ratio, the zone of influence increases. At Mach number 4.0, zone of influence is about 3.5D from the vehicle base. In Figure 5, the ratio of base pressure to the ambient pressure for both core and strap-on at different Mach numbers(0.60 to 4.0) for both jet-on and jet-off conditions is shown. For jet-on conditions, the core base pressure is lower than the ambient pressure till Mach number 2.0. Both jet-on and jet-off data till Mach number 1.0 show a very close match. The base pressure becomes higher than the ambient pressure above Mach number 2.0. This is due to the reverse flow above Mach numbers 2.0. At higher Mach numbers (>2.0) base region of the vehicle will experience thrusting effect due to increase of base pressure than the ambient pressure. The core base pressure becomes 1.82 times the ambient pressure at Mach number 4.0. The same for strapon base pressure is 1.9 times of free stream pressure. Axial force distribution: It is already mentioned that due to the jet interaction and subsequent reverse flow the base pressure increases. The increase in base pressure is more attributed to increase of jet pressure ratio. With the increase of vehicle Mach number, the ratio of core base pressure to free stream pressure increases. This will help in reduction of the vehicle base drag. For Mach numbers greater than 2.0, the core base pressure is more than the free stream pressure (Figure 5). Hence, the base drag is no more present, instead of that the vehicle will experience base thrust. In Figure 6, the variations of the vehicle drag with Mach numbers are plotted for both jets on and off conditions. A maximum reduction of 25% in vehicle drag is noticed at Mach number 4.0. Normal force distribution: The change in pressure distribution in the base region will change the load distribution over the vehicle. Load distributions at different Mach numbers 0.60 to 4.0 along the vehicle length is shown in Figure 7. It is noticed that till M=2.0, the load distribution under jet-on and jet-off conditions are almost identical. Above M=2.50, a difference is noticed in load distribution at the base region which is maximum at M=4.0. This is due to the reverse flow at the base region. The cumulative co-efficient of normal force (CN) and XCP are plotted in Figure 8 and Figure 9 at Mach number 2.0 for both core and strapon. Whereas, the same are depicted in Figure 10 and Figure 11 for Mach number 4.0. It is clear from the figures that at M=2.0, the jet does not have any significant influence on the load either on the core or strapon. Whereas, at higher Mach number (M=4.0), a significant influence is noticed for both the core and strapon, especially beyond core-boat tail (X/D = 9.5). The reduction in load at the base region of the vehicle will shift the XCP towards vehicle nose. In Figure 12, the variation of CN and XCP with Mach number is plotted for the complete vehicle. It is clear from the figure that till M=2.50, there is negligible change in CN due to jet. Above M=2.5, CN reduces and XCP moves towards vehicle nose. The maximum reduction in CN is of 16% and an XCP shift of 0.72D towards vehicle nose is noticed at Mach number 4.0. To understand the reason behind the reduction in load, pressure distribution at the base region is closely monitored. Different longitudinal sections are selected and the Cp values are plotted. In Figure 13, these data are shown along the circumferential locations for Mach number 0.80 at X/D =9.75 over strapon. It is observed that the presence of jet increases the pressure as compared to jet-off case. This increase is uniform. Hence, the net effective change in load distribution is negligible. But as the Mach number increases, the scenario changes. In Figure 14, circumferential pressure distribution over strapons is plotted for Mach number 4.0. It is observed that for strapons, the presence of jet does not alter the pressure distribution in wind-ward side. But the pressure distribution on the leeward side increases. Increase in pressure on the leeward side will reduce the normal forces acting on strapons. This is true for the core also. As a result, a reduction in normal force is observed. All these results show that the presence of jet affects the base region of the vehicle. As the load reduces from the base, Xcp of the vehicle moves towards vehicle nose. This will make the vehicle more unstable. With altitude, the jet plumes more. This will result in severe jet interaction. All this will increase instability of the vehicle with increase in altitude. Maximum increase in instability of 0.72D is observed at Mach number 4.0. So the control force requirement also more due to this jet interaction. 4. CONCLUSION The CFD simulations have been carried out for a launch vehicle with strapon jet-on conditions. It is noticed that strap-on jets are over-expanded jet till Mach number 1.10. Above that the jet pressure being more than the ambient pressure, the jets expands as they come out of the nozzles. They interact at some point downstream from the nozzle exit plane and cause reverse flow. The flow properties at the base region alter due to reverse flow. Base pressure is less than the ambient pressure until Mach number is 2.0 and becomes higher than ambient pressure as the Mach number increases. At Mach number 4.0, the base pressure to ambient pressure ratio is 1.82, which is maximum among all the cases considered for numerical simulations. The load distribution over the base region of the vehicle changes owing to the changes in base pressure distribution above Mach numbers 2.50. A maximum reduction of 16% in overall normal force coefficients and 0.72D forward shifts of XCP are noticed at Mach number 4.0. This makes the vehicle more unstable in presence of jet. Vehicle drag also reduces due to the jet interactions. Acknowledgment Authors are very much thankful to Thomas C babu of computing facility for his continuous support during computation. 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McGbee, “Some effect of jet pluming on the stability of ballistic bodies at Mach number 6.0”, NASA TND 3698 Figure 1: Launch vehicle configuration Figure 2: Co-ordinate system followed Figure 3: Initial grid distribution Jet off Jet off Jet on Figure 4a: Pressure palette at M=0.80 Jet on Figure 4b: Pressure palette at M=1.50 Jet off Jet on Figure 4c: Pressure palette at M=4.0 Core base Strap-on base Figure 5: Variation of base pressure with Mach numbers 4.0 Jet-on Jet-off 3.5 3.0 CD 2.5 2.0 1.5 1.0 0.5 0.0 0.0 1.0 2.0 3.0 4.0 Mach No Figure 6: Variation of vehicle drag with Mach numbers M=0.60 M=1.10 M=0.80 M=1.50 M=2.0 M=3.0 Figure 7: Load distribution over vehicle M=2.50 M=4.0 Core Strapon Figure 8: Variation of cumulative load along the length at M=2.0 Core Strapon Figure 9: Variation of cumulative Xcp along the length at M=2.0 Core Strapon Figure 10: Variation of cumulative load along the length at M=4.0 Core Strapon Figure 11: Variation of cumulative Xcp along the length at M=4.0 Force coefficients (CNα) Centre of pressure (Xcp) Figure 11: Variation of overall coefficient with Mach numbers Load distribution Pressure distribution Figure 13: load and pressure distribution over strap-on at M=0.80 Load distribution Pressure distribution Figure 14: load and pressure distribution over strap-on at M=4.0