Knudsen force generated by thermally driven gas flow in a microscale structure has been used for gas detection and has shown immeasurable potential in the field of microelectromechanical system (MEMS) gas sensors due to its novel sensing characteristics. In this article, the performances of three kinds of Knudsen force gas sensors with improved isosceles triangular shuttle arm structures were studied. In the first design, the top side and right side lengths were equal; in the second, the top side and bottom side lengths were equal; and for the third, the bottom side and right side lengths were equal. A detailed investigation including gas flow, thermal characteristics, Knudsen force, and coupling effects between the shuttle-heater pairs was conducted using the direct simulation Monte Carlo (DSMC) method and the main mechanisms for gas flow presented were almost the same in this work. However, the second design returned the highest Knudsen force performance. The value increased by 42.9% (P = 387 Pa) compared to the Knudsen force of the original square shuttle arm. The results also demonstrate that the coupling effects become weak toward the right with an increase in the number of shuttle-heater pairs.

We adopted the transient numerical method for the simulation of an ELECTRE vehicle with an opposing jet at an altitude of 53.3 km and 13 Ma to explore the jet characteristics as well as the performance in heat and drag reductions of the opposing jet in hypersonic nonequilibrium flows. The time-accurate, nonequilibrium N-S equations coupled with the five-species Park chemical kinetic model and vibrational energy excitation were applied, and an open source solver Hy2FOAM based on the OpenFOAM platform was adopted. Three opposing jets with different jet radii (R7 jet, R14 jet, and R21 jet) were investigated. The results show that with the increasing jet flow rate, the jet mode of the opposing jet with a small jet radius varies from the overflow mode to the long penetration mode (LPM) and finally to the short penetration mode (SPM), while that with a large jet radius directly changes from the overflow mode to the SPM. The state of the jet in the overflow mode is stable, whereas in SPM and LPM, it is unstable. The investigation of the heat and drag reductions for the R7, R14, and R21 jets shows that except for the jet in LPM, the jet in SPM and overflow mode can provide effective thermal protection, and the thermal protection is enhanced with the increasing jet flow rate. Moreover, the jet in both LPM and SPM can effectively reduce the aerodynamic drag, but the jet in overflow mode cannot provide effective drag reduction. Moreover, the jet with a large radius and in the overflow mode has a better thermal protection effect, and a small jet radius contributes to the drag reduction.

A 2D axi-symmetric theoretical model of dielectric porous media in intermittent microwave (IMW) thermal process was developed, and the electromagnetic energy, multiphase transport, phase change, large deformation, and glass transition were taken into consideration. From the simulation results, the mass was mainly carried by the liquid water, and the heat was mainly carried by liquid water and solid. The diffusion was the dominant mechanism of the mass transport during the whole process, whereas for the heat transport, the convection dominated the heat transport near the surface areas during the heating stage. The von Mises stress reached local maxima at different locations at different stages, and all were lower than the fracture stress. A material treated by a longer intermittent cycle length with the same pulse ratio (PR) tended to trigger the phenomena of overheat and fracture due to the more intense fluctuation of moisture content, temperature, deformation, and von Mises stress. The model can be extended to simulate the intermittent radio frequency (IRF) process on the basis of which one can select a suitable energy source for a specific process.

In this paper, the aerodynamic performances including shock wave standoff distance (SSD) and heat flux of ELECTRE vehicle at 53.3 km and 4230 m/s for several types of numerical models are investigated. The numerical models include thermal equilibrium/nonequilibrium (1T/2T) assumption, three surface boundary conditions (no-slip/non-catalytic, slip/non-catalytic, slip/fully-catalytic), four chemical kinetic models (DK, Park, Gupta, and No Reaction (NR)) and two controlling temperatures (T_tr^0.7T_ve^0.3, T_tr^0.5T_ve^0.5). The results show that the chemical kinetic model significantly affects the SSD, and its value gradually decreases with the increase in chemical reaction rate. The SSD predicted by the NR model is 20.7% larger than that of the Park model. The SSD is also affected by the proportion of vibro-electronic temperature (T_ve) in the controlling temperature, and the higher the proportion, the larger the SSD. Regarding the heat flux, the catalytic surface setting is crucial, where the value predicted by the fully-catalytic model is 62.2% higher than that by the non-catalytic model. As the chemical reaction rate of Gupta, DK, and Park models increases sequentially, the calculated heat flux decreases in turn. The heat flux predicted by the 2T model is lower than that by the 1T model, and the higher T_ve proportion in the controlling temperature, the smaller the heat flux. The fundamental reason is that the trans-rotational convective heat flux of the 2T model is much lower than that of the 1T model, and the trans-rotational convective heat flux decreases with an increase in the T_ve proportion.

The hypersonic vehicle surfaces are subjected to intense thermal loads during atmospheric re-entry. Such conditions induce material ablation and structural deformation, potentially causing changes to aerodynamic configuration that critically endanger mission integrity. In this paper, a mathematical model of thermochemical non-equilibrium magnetohydrodynamics (MHD) at low magnetic Reynolds number is introduced to investigate the effects of MHD on the flow field. Variation of the magnetic pole angle ( θ ), the flow field profiles are quantitatively analysed, including gas component distributions and aerodynamic heating characteristics. Results indicate that the heat flux at the stagnation point initially decreases and then increases with θ increasing, reaching a minimum at θ = 60°. A portion of the heat flux from the blunt position is transferred to the shoulder (α between 30° and 60°). Notably, the shock standoff distance also shows a non-monotonic trend with θ increasing, peaking at θ = 30°, mirroring the effect of θ on the stagnation point heat flux. As θ increases, the component of the Lorentz force along the X -direction gradually increases, with its peak position corresponding to the shock standoff distance. The electrons and nitrogen atoms are primarily concentrated at the blunt nose, while nitric oxide and oxygen atoms are predominantly distributed along the vehicle wall. The dissociation region of the gas is influenced by the shock standoff distance, which increases as the shock standoff distance increases. At θ = 30°, the concentration of oxygen atoms, nitrogen atoms, nitric oxide molecules and electrons on the stagnation point line reaches its maximum. The present study provides a theoretical foundation for the application of MHD thermal protection methods on hypersonic vehicles.

To improve the thermal protection effect of an opposing jet, a novel thermal protection technology (i.e., an opposing jet combined with magnetohydrodynamic (MHD) control technology) is proposed in this study. Considering the flight conditions of an ELECTRE vehicle and the unsteady state of the opposing jet, we employed the time-accurate nonequilibrium N-S equations coupled with a low-magnetic-Reynolds-number model to explore the jet characteristics, thermal protection effects, and aerodynamic drag characteristics of this novel technology. Two jet conditions (PR2.53 and PR5.07) and four magnetic field conditions (no-MHD, B₀ = 1 T, 2 T, and 4 T) were employed. The results show that the introduction of a magnetic field can guide the flow of the opposing jet by reconstructing the shock, where the reattachment shock is pushed away from the surface and the shock standoff distance (SSD) increases. Compared with the opposing jet and the MHD control technologies, this novel technology can provide a better thermal protection effect. In particular, it enables a long penetration mode (LPM) jet, which aggravates the aerodynamic heating environment around the vehicle at lower flow rates to provide effective thermal protection for the vehicle. Moreover, this novel technology can achieve effective thermal protection without increasing the aerodynamic drag at an appropriate jet mass flow rate and a magnetic field strength. For example, under the B₀ = 2 T magnetic field, the ratios of peak wall heat flux for the two technologies (the MHD control technology and the PR2.53 jet combined MHD control technology) are 0.908 and 0.820, respectively, whereas the ratios of average drags for the two technologies are 1.235 and 0.993, respectively.