The process of a trans-medium vehicle crossing from air into water is referred to as water entry. It involves the interplay of air, water, and the vehicle and is a non-stationary process. In this study, we use the coupled Eulerian–Lagrangian method, along with the constitutive Johnson–Cook model and the model of cumulative damage-induced failure, to describe the dynamic plastic flow and fracture-related behavior of the vehicle shell, and use it to develop a method to numerically simulate the process of a high-speed vehicle entering water. When it contacts with water, the elasticity of the medium prompted a significant deflection and deformation in the central area of the head of the vehicle shell. As deformation approached its limit, tensile fractures occurred that caused the shell of the head to separate from the main body. Changes in its angle of water entry influenced the fracture process of the shell. The symmetric, parabolic bending deformation of the head of the vehicle shell occurred around its central axis. The time taken by different types of vehicle heads to fail varied significantly, leading to marked differences in their peak deformation. We determined the quantitative relationship between the dimensionless factor χ and the velocity of water entry, using it to estimate the ultimate water entry velocity for vehicles of different sizes but composed of the same material.

Drag reduction of riblets is one of the most important problems in drag reduction of non-smooth surfaces. In the past two decades, the use of riblets arranged along the flow direction to reduce frictional resistance has received considerable attention. In this paper, we study the plates with the triangular concave grooves, triangular protrusion riblets, trapezoidal concave grooves, trapezoidal protrusion riblets, and circular concave grooves. The numerical simulation method is used to calculate five kinds of plates with grooves and riblets under multiple working conditions. The results showed that the plates with grooves and riblets generated vortices inside the grooves, which separated the incoming flow from the wall surface, and by increasing the thickness of the boundary layer, greatly reducing the average velocity gradient of the wall surface, compared with the smooth flat plate, the friction resistance is reduced. But, lateral riblets and grooves cause additional pressure resistance, which is one order of magnitude higher than the friction resistance. Then, the triangular concave grooves are arranged on the suction and pressure sides of the NACA0012 airfoil, respectively. We calculated the aerodynamic parameters of the both airfoils, and the standard NACA0012 airfoil from the −8° attack angle to their respective stall attack angles. The results showed that the NACA0012 airfoil with triangular concave grooves on the suction side reduced the aerodynamic characteristics of the standard NACA0012 at a small angle of attack, but the stall angle of attack of the standard NACA0012 airfoil was improved, because the grooves ensure that some gas can flow normally on the suction side and delay the separation of the boundary layer. The NACA0012 airfoil with triangular concave grooves on the pressure side did not effectively improve the aerodynamic characteristics: lift–drag ratio decreased and stall angle of attack decreased, but it can increase the lift slightly.

The hypersonic flow field around a blunt cone was simulated using a high-order finite difference method. Fast acoustic waves, slow acoustic waves, entropy waves, and vortical waves were introduced into the free-stream to determine the influence of a free-stream with disturbances on the hypersonic flow field and boundary layer. The effect of disturbance type on the evolution of perturbations in the hypersonic boundary layer was analyzed. Fast Fourier Transform was adopted to analyze the effect of the disturbance type on the evolution of different modes in the boundary layer. A roughness element was introduced into the flow field to reveal the impact of the roughness element on hypersonic boundary layer receptivity. The results showed that a free-stream with disturbances affected the hypersonic flow field and boundary layer; acoustic waves had the greatest influence. The impact of slow acoustic waves on the flow field was mainly concentrated in the region between the shock and the boundary layer, whereas the influence of fast acoustic waves was mainly concentrated in the boundary layer. Multi-mode perturbations formed in the boundary layer were caused by the free-stream with disturbances, wherein the fundamental mode was the dominant mode of the perturbations in the boundary layer caused by fast acoustic waves, entropy waves, and vortical waves. The dominant modes of the perturbations in the boundary layer caused by slow acoustic waves were both the fundamental mode and the second harmonic mode. The roughness element changed the propagation process of different modes of perturbations in the boundary layer. In the downstream region of the roughness element, perturbations in the boundary layer caused by the slow acoustic waves had the greatest influence. The second harmonic mode in the boundary layer was significantly suppressed, and the fundamental mode became the dominant mode. The effects of fast acoustic waves and entropy waves on the boundary layer receptivity were similar, except the amplitude of the perturbations in the boundary layer caused by the fast acoustic waves was larger.

The water-exit process of a ventilated vehicle in a floating ice environment involves multi-physics coupling characteristics, including multiphase flow, strong turbulence, cavitating flow, and fluid–structure interaction (FSI), making it a highly nonlinear process. This study employs a two-way FSI algorithm that combines computational fluid dynamics and the finite element method to analyze the effects of floating ice quantity, floating ice thickness, and the initial gap between the floating ice and the vehicle on the water-exit process and compares the results with the ice-free condition. The study focuses on the evolution of the flow field, the hydrodynamics characteristics, and the structural dynamic response during the vehicle's water-exit process in the icy environment. The findings indicate that the presence of floating ice significantly affects the vehicle's cross-water stage, causing the cavity on the near-ice side of the vehicle to collapse earlier and intensifying the flow field variations. Compared to the structural dynamic response, the stability of water-exit process is more sensitive to the distribution of the floating ice. When the floating ice is symmetrically distributed, the water-exit process stability is higher. Increasing the thickness of the floating ice accelerates the collapse of the cavity, reduces the stability of the vehicle's water-exit, and exacerbates the high-stress concentration phenomenon. The study also identifies a critical relative distance, beyond which the influence of floating ice on the cavity evolution, emergence stability, and structural dynamic response is significantly reduced.

A high-order finite difference method was used to simulate the hypersonic flow field over a blunt cone with different height roughness elements. The unsteady flow field induced by pulse disturbances was analyzed and compared with that under continuous disturbances. The temporal and spatial evolution characteristics of disturbances in the boundary layer were investigated and the propagation of different disturbance modes in the boundary layer was researched through the fast Fourier transform (FFT) method. The effect of the roughness element on the receptivity characteristic of the hypersonic boundary layer under pulse entropy disturbances was explored. The results showed that the different mode disturbances near roughness in the boundary layer were enlarged in the upstream half of the roughness element and suppressed in the downstream half. However, the effect of roughness weakened gradually as the disturbance frequency increased in the boundary layer. A phenomenon of mode competition in the downstream region of the roughness element exited. As the disturbances propagated downstream, the fundamental mode gradually became the dominant mode. A certain promotion effect on the mode competition was induced by the roughness element and the effect was enhanced with the increase in the roughness element height.