In high-pressure dynamic thermodynamic processes, the pressure is much higher than the air critical pressure, and the temperature can deviate significantly from the Boyle temperature. In such situations, the thermo-physical properties and pneumatic performance can’t be described accurately by the ideal gas law. This paper proposes an approach to evaluate the pneumatic performance of a high-pressure air catapult launch system, in which esidual functions are used to compensate the thermal physical property uncertainties of caused by real gas effects. Compared with the Nelson-Obert generalized compressibility charts, the precision of the improved virial equation of state is better than Soave-Redlich-Kwong (S-R-K) and Peng-Robinson (P-R) equations for high pressure air. In this paper, the improved virial equation of state is further used to establish a compressibility factor database which is applied to evaluate real gas effects. The specific residual thermodynamic energy and specific residual enthalpy of the high-pressure air are also derived using the modified corresponding state equation and improved virial equation of state which are truncated to the third virial coefficient. The pneumatic equations are established on the basis of the derived residual functions. The comparison of the numerical results shows that the real gas effects are strong, and the pneumatic performance analysis indicates that the real dynamic thermodynamic process is obviously different from the ideal one.

To study the influence of launch conditions and wave interference on the stability of submersible aerial vehicles at the water–air interface, a coupling model for water-exit motion of submersible aerial vehicles was established by using the RNG k-ε turbulence model and VOF method. The water-exit processes of submersible aerial vehicles under different initial inclination angles and velocities were numerically simulated and the effects of initial inclination angle and velocity on the water-exit motion of submersible aerial vehicles were obtained. Based on the response surface function theory, a mathematical model for the motion stability of submersible aerial vehicles at the water–air interface was established, so that the submersible aerial vehicle’s pitch angle and velocity at the end of vehicle’s water-exit process, corresponding to any initial inclination angle and velocity, can be solved. The deviation between the simulated calculation result and the established fitting function model result was 2.7%. The minimum water-exit velocity of submarine aerial vehicles should be greater than 10.8 m/s. The research provides technical support for the trans-media motion stability analysis and hydrodynamic performance design of the submersible aerial vehicle.

Marine submersible buoy systems are widely-used equipment for ocean resource development. The marine submersible buoy system studied in this paper consists of the submersible buoy, the battery compartment, the anchor block, the mooring line, and the power supply cable. To study the mechanical behavior and obtain the speed variation of each component during the anchor last deployment, this paper establishes the free surface computational fluid dynamics model of marine submersible buoy systems based on the VOF method. This model includes the incompressible Navier–Stokes equations, the Renormalization-Group turbulence model, and the fractional areas/volume obstacle representation method. The free fluid surface is tracked using the VOF method. The lumped mass method is used to simulate the mooring line and power supply cable. The results showed that the tension forces increase when the mooring lines were straightened. Subsequently, the tension forces gradually decrease with oscillations. After the anchor block sinks to the sea floor, the positive buoyancy of the battery compartment and the buoy will cause large tension on the mooring line and power supply cable.

Heavy launch vehicles use liquid oxygen (LOX) and kerosene propellants for their high specific impulse and controlling precision. However, incomplete burnt exhaust gas reacts easily with air, which...

This paper investigates the thermal environment of launch pads during rocket takeoff. The rocket plume model is set up using the three-dimensional Navier–Stokes equations and realizable $k-\epsilon$ turbulence model. The aluminium oxide particles in the plume are considered by the Eulerian dispersed phase model. Comparing with the experimental data, the accuracy of the numerical model can be verified. On this basis, in total 16 numerical cases are performed to analyze the influence of the rocket flight altitude and lateral drift on the temperature of the launch pad. The results show that the launch pad has a more severe thermal environment at the flight altitudes from 3 to 20 m. Because of the rocket drift, a high-temperature gas flow layer is formed on the launch pad, which results in a dramatic increase in the temperature of the cross beam. At this location, the maximum temperature can reach up to 3900 K, 30% higher than the value without rocket drift. The method in this paper can provide an effective way to evaluate the thermal environment of the launch pad during rocket launching and have a great value on the thermal protection system design.

Marine submersible buoy systems hold significant value as critical equipment in marine science research. This study examines a marine submersible buoy system that includes an anchor block, mooring line, battery compartment, power supply cable, and submersible buoy. The anchor-last deployment method is a conventional strategy for deploying marine submersible systems. Initially, the other components are positioned on the sea surface, followed by the deployment of the anchor block from the ship’s deck. The anchor block will pull the battery compartment and submersible buoy into the water and eventually sink to the seabed. In this deployment process, ocean currents have a relatively large impact on the anchor block’s landing position. Increasing the weight of the anchor block will make the anchor block land on the seabed sooner, which can minimize the impact of ocean currents. However, an overabundance of weight can generate a significant strain on both the cables, potentially resulting in cable breakage. In order to find the parameters that can make the anchor block reach the seabed as soon as possible and ensure that the tension force of the cables does not exceed the maximum, a dynamic model of the deployment process is established based on computational fluid dynamics (CFD) and solved using the Runge–Kutta method of the fourth order. Particle swarm optimization is employed to optimize the key parameters. The penalty function is used to constrain the particle space. The findings indicate that the utilization of particle swarm optimization is efficacious for optimizing the parameters of submersible buoy systems for marine applications. Optimized parameters allow the anchor block to reach the seafloor quickly and the tension on the cables to not exceed the given value.