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CN111776131B - An ultra-high-speed surface vehicle based on a three-segment supercavitating hydrofoil - Google Patents

An ultra-high-speed surface vehicle based on a three-segment supercavitating hydrofoil Download PDF

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CN111776131B
CN111776131B CN202010484495.5A CN202010484495A CN111776131B CN 111776131 B CN111776131 B CN 111776131B CN 202010484495 A CN202010484495 A CN 202010484495A CN 111776131 B CN111776131 B CN 111776131B
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hydrofoil
wing
ship
main body
length
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CN111776131A (en
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王一伟
黄仁芳
支玉昌
杜特专
王静竹
黄晨光
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Institute of Mechanics of CAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/248—Shape, hydrodynamic features, construction of the foil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/242—Mounting, suspension of the foils
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/26—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type having more than one hydrofoil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • B63B2001/382—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes by making use of supercavitation, e.g. for underwater vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)

Abstract

本发明提供一种基于三段式超空泡水翼的超高速水面航行器，包括船舶主体，在船舶主体的两侧分别安装有前水翼和后水翼，前水翼包括一端与船舶主体连接的水平平翼、连接平翼且向船舶主体方向倾斜的斜翼、连接斜翼且垂直于水平面的垂翼，其中垂翼位于船舶主体的船底下方；但后水翼的平翼翼展长度大于前水翼的平翼翼展长度；在两个后水翼之间的船舶主体上并排安装有两台喷气发动机，在船舶主体的尾部安装有半浸桨。本发明采用半浸桨和涡轮喷气发动机的组合推进模式，可为水面航行器在不同的工作要求下提供强劲的推力，采用超空泡翼型可减少前水翼和后水翼的阻力，采用三段式水翼结构有助于降低航速的敏感性，有效地提高航行的稳定性。

Figure 202010484495

The invention provides an ultra-high-speed surface vehicle based on a three-section supercavitating hydrofoil, comprising a main body of a ship, a front hydrofoil and a rear hydrofoil are respectively installed on both sides of the main body of the ship, and the front hydrofoil includes a hydrofoil with one end connected to the main body of the ship. Horizontal flat wings, oblique wings connected to the flat wings and inclined towards the main body of the ship, and vertical wings connected to the diagonal wings and perpendicular to the horizontal plane, wherein the vertical wings are located under the bottom of the main body of the ship; however, the flat wingspan length of the rear hydrofoil is longer than that of the front water The flat wingspan length of the wing; two jet engines are mounted side by side on the main body of the ship between the two rear hydrofoils, and a semi-submerged propeller is installed at the stern of the main body of the ship. The invention adopts the combined propulsion mode of the semi-submerged propeller and the turbojet engine, which can provide strong thrust for the surface vehicle under different working requirements; the supercavitation airfoil can reduce the resistance of the front hydrofoil and the rear hydrofoil; The three-segment hydrofoil structure helps reduce the sensitivity of the speed and effectively improves the stability of the sailing.

Figure 202010484495

Description

Superspeed water surface navigation ware based on syllogic supercavitation hydrofoil
Technical Field
The invention relates to the field of ships, in particular to an ultrahigh-speed water surface vehicle which takes a novel supercavitation airfoil profile as a lifting component and is based on a three-section supercavitation hydrofoil.
Background
According to the ship resistance law, the viscous resistance of the ship is in direct proportion to the square of the navigational speed, and the wave making resistance is in direct proportion to the sixth power of the navigational speed. This means that the higher the speed, the greater the resistance that needs to be overcome. Furthermore, the sailing resistance is closely related to the wet surface area of the vessel submerged below the water surface. The water surface aircraft lifts the ship body through the lift force generated by the hydrofoil in the sailing process, reduces the wet surface area, further reduces the viscous resistance and the wave-making resistance, and has unique advantages in aspects of rapidity, seaworthiness and the like.
At present, two technical approaches of increasing the propelling power and reducing the sailing resistance are generally available in the aspect of improving the sailing speed.
The conventional power propulsion device of the ship generally mainly adopts a propeller or water jet propulsion, and when the navigational speed exceeds 50 knots, the conventional power propulsion device generates a cavitation phenomenon, thereby reducing the thrust.
The supercavity drag reduction technology is characterized in that supercavity is utilized to wrap an object, the object is not in direct contact with water any more, and the resistance borne by the object is reduced by about 90% compared with a full-wet state. Patent CN 201210319158.6 provides an ultra-high speed supercavitation twin-hull water surface vehicle, which uses a ventilation device to inflate the hydrofoil and the front transverse edges of the bottom surfaces of two ships, so that the lifting surface of the hydrofoil and the bottom surfaces of two ship bodies form a very thin air film covering, i.e. the hydrofoil and the two ship bottoms form supercavitation, thereby achieving the purpose of reducing viscous resistance.
Patent ZL201710608120.3 has announced a novel supercavitation surface of water high speed boat, produces the supercavitation of stealthy body under the parcel through the cavitation generator to reach the effect of drag reduction, and introduce turbojet as the driving system of yacht, further promote the navigational speed.
However, the scheme for realizing the supercavitation drag reduction adopts manual ventilation, and additional auxiliary equipment such as a cavitation generator and an air compressor is required, so that the mechanism is complex, and the cost and redundant equipment are increased.
Disclosure of Invention
The invention aims to provide an ultra-high speed water surface vehicle which takes a novel supercavitation airfoil profile as a lifting component and is based on a three-section type supercavitation hydrofoil.
The invention provides an ultrahigh-speed water surface vehicle based on a three-section type supercavitation hydrofoil, which comprises a ship body, wherein two symmetrical front hydrofoils are respectively arranged on two sides of the front part of the ship body, two symmetrical rear hydrofoils are respectively arranged on two sides of the rear part of the ship body, each front hydrofoil comprises a horizontal flat wing, an inclined wing and a vertical wing, the horizontal flat wing is connected with the ship body at one end, the inclined wing is connected with the other end of the flat wing through one end and inclines towards the direction of the ship body, the vertical wing is connected with the other end of the inclined wing and is vertical to the horizontal plane, the other end of the inclined wing extends to the position below the ship bottom of the ship body, the length of the vertical wing is one fourth of the length of the inclined wing, and the inclined wing and the vertical wing are supercavitation wing profiles;
the rear hydrofoil and the front hydrofoil have the same structure, but the span length of the flat wing of the rear hydrofoil is greater than that of the front hydrofoil;
two jet engines are arranged on the ship body between the two rear hydrofoils side by side, and a semi-submerged paddle is arranged at the tail of the ship body.
In one embodiment of the invention, the supercavity airfoil comprises a suction surface and a force-bearing surface which are connected with each other at one end and are open at the other end, and a contraction end which is connected with the opening ends of the suction surface and the force-bearing surface and forms an arc contraction, wherein the suction surface and the force-bearing surface are arc surfaces which are arc-convex from a contact end to the opening end respectively, the suction surface determines the profile by a numerical simulation method, the force-bearing surface determines the profile by a Johnson three-order design method, the contraction end determines the profile by a NACA design method, and further determines the lengths of the suction surface and the force-bearing surface, the angle of an included angle between the suction surface and the force-bearing surface, and the length of the contraction end.
In one embodiment of the invention, the flat wing is connected at an upper edge of the ship body, and the ship body is a round bilge boat type.
In one embodiment of the present invention, the oblique wing and the flat wing are connected by a folded plate having two sides forming a fixed included angle, bolt holes are formed on two sides of the folded plate, the same bolt holes are formed in the connecting end of the flat wing and the oblique wing, the three are fixed together by bolts passing through the bolt holes, and the included angle of the folded plate is 45 degrees, so that the included angle between the oblique wing and the flat wing after fixing is maintained at 45 degrees.
In one embodiment of the present invention, a plurality of bolt holes are provided in the oblique wing, and the adjustment of the extension length of the oblique wing can be achieved by fixing the oblique wing to the flap through different bolt holes.
In one embodiment of the invention, the front hydrofoil and the rear hydrofoil are both in a duck configuration, and the loads are equal.
In one embodiment of the invention, the oblique wing comprises a rectangular section and a contracted section, the length of the rectangular section is 2.5 chord lengths when the width of the rectangular section is equal to the chord length, the width of one end of the contracted section is equal to the chord length, the width of the other end of the contracted section is equal to one third of the chord length, the two ends are connected within the distance of 1.2 chord lengths, and the inclination angle of one side is larger than that of the other side.
In one embodiment of the present invention, one end of the vertical wing is connected to the contraction section of the oblique wing, and the other end is contracted into an arc-shaped protrusion within a distance of 0.3 chord lengths.
In one embodiment of the invention, the distance between the vertical wings of the two front hydrofoils is equal to the chord length, and the distance between the vertical wings of the two rear hydrofoils is 3.5 chord lengths.
In one embodiment of the invention, the front hydrofoil is attached to the hull at a distance one third of the front end, and the rear hydrofoil is aligned with the aft end of the hull and spaced 10 chord lengths from the front hydrofoil.
The combined propulsion mode of the semi-submerged propeller and the turbojet engine is adopted, so that strong thrust can be provided for the surface vehicle under different working requirements, and the low-speed and ultrahigh-speed sailing effects of the surface vehicle are realized. The semi-submerged propeller sucks air while the paddle continuously passes through a water-air interface, so that the natural cavitation phenomenon is effectively avoided. In addition, the turbojet engine is used as a power propulsion device of the water part, and has the advantages of large thrust, small mass and good speed performance.
The supercavitation airfoil profile not only can play the effect of drag reduction under the supercavitation state, but also can keep higher lift and lower resistance under the complete wetting state, and overcomes the defect that the traditional cut-off type supercavitation hydrofoil has low working efficiency under the complete wetting state.
The lift force required by the surface vehicle at low speed is provided by the ship body, the flat wing, the oblique wing and the vertical wing of the front hydrofoil and the rear hydrofoil; the water surface aircraft leaves the water surface at high speed, and the lift force required by the water surface aircraft is provided by the inclined wings and the vertical wings of the front hydrofoil and the rear hydrofoil. The design length and chord length of the front hydrofoil and the rear hydrofoil are designed according to the working requirement and the working strength to meet the requirement of the parameters.
The three-section structure of the front hydrofoil and the rear hydrofoil can adaptively adjust the lift force according to different sailing speeds, thereby being beneficial to reducing the sensitivity of the aircraft to the speed and improving the stability of sailing.
Drawings
FIG. 1 is a schematic side view of a surface vehicle according to an embodiment of the invention;
FIG. 2 is a right side view of the surface craft of FIG. 1;
FIG. 3 is a schematic representation of a section of a supercavitation airfoil according to one embodiment of the present invention;
FIG. 4 is a schematic view of an oblique wing structure according to an embodiment of the present invention;
fig. 5 is a schematic view of a flap construction according to an embodiment of the present invention.
Detailed Description
The detailed structure and implementation process of the present solution are described in detail below with reference to specific embodiments and the accompanying drawings.
As shown in fig. 1 and 2, in an embodiment of the present invention, an ultra-high speed water surface vehicle 100 based on a three-section type supercavitation hydrofoil is disclosed, which includes a ship body 1 of a round bilge boat shape, two symmetrical front hydrofoils 2 are respectively installed at two sides of a front portion of the ship body 1, and the front hydrofoils 2 are connected to the ship body 1 at a position one third away from the front end and close to an upper edge of the ship body 1; the front hydrofoil 2 comprises a horizontal flat wing 21 with one end connected with the ship body 1, an inclined wing 22 which is connected with the other end of the flat wing 21 through one end and inclines towards the ship body 1, and a vertical wing 23 which is connected with the other end of the inclined wing 22 and is vertical to the horizontal plane, wherein one end of the inclined wing 22 connected with the vertical wing 23 extends to the lower part of the ship bottom of the ship body 1, and the length of the vertical wing 23 is one fourth of the length of the inclined wing 22.
Two symmetrical rear hydrofoils 3 are respectively installed on two sides of the rear part of the ship body 1, and the rear hydrofoils 3 are aligned with the tail end of the ship body 1 and are located on the upper edge of the ship body 1. The rear hydrofoil 3 and the front hydrofoil 2 have the same structure, and the difference is that the span length of the flat wing 21 of the rear hydrofoil 3 is greater than that of the flat wing 21 of the front hydrofoil 2, and the oblique wing 22 of the rear hydrofoil 3 is parallel to the oblique wing 22 of the front hydrofoil 2 and has the same inclination angle. The structure of the front hydrofoil 2 is explained in the following description.
Two jet engines 4 are mounted side by side on the ship body 1 between the two rear hydrofoils 3, and a semi-submerged paddle 5 is mounted at the tail of the ship body 1.
In the present embodiment, the front hydrofoil 2 and the rear hydrofoil 3 are each arranged in a duck configuration such that the loads on the front hydrofoil 2 and the rear hydrofoil 3 are substantially equal, and the loads on the front hydrofoil 2 and the rear hydrofoil 3 are determined by the distances from the center of gravity of the ship body 1.
At low speed (lower than 100 knots), the lift required by the surface vehicle 100 is provided by the flat wing 21, the oblique wing 22 and the vertical wing 23 of the ship body 1, the front hydrofoil 2 and the rear hydrofoil 3; at a high speed (greater than the navigational speed of 100 knots), the surface vehicle 100 leaves the water surface, the lift force required by the surface vehicle 100 is provided by the oblique wings 22 and the vertical wings 23 of the front hydrofoil 2 and the rear hydrofoil 3, and the specific design lengths and chord lengths of the front hydrofoil 2 and the rear hydrofoil 3 are designed to meet the parameters of the conditions according to the working requirements and the working strength.
A combined power propulsion mode is formed by adopting a semi-submerged paddle 5 and a turbojet engine 4, wherein the semi-submerged paddle 5 is arranged in the middle of the tail part of the ship main body 1, and has the characteristics of small volume, high rotating speed and large thrust; the turbojet engines 4 are mounted on the upper portion of the tail end of the ship body 1, and are symmetrical to each other. When the speed of the vehicle is below 100kn, the surface vehicle 100 uses a semi-submersible 5 propulsion mode, and when the speed of the vehicle is above 100kn, the surface vehicle 100 uses a combined propulsion mode of the semi-submersible 5 and the turbojet 4.
By adopting a combined propulsion mode of the semi-submerged propellers 5 and the turbojet 4, strong thrust can be provided for the surface vehicle 100 under different working requirements, so that the low-speed and ultrahigh-speed sailing effects of the surface vehicle 100 are realized. The semi-submerged propeller 5 sucks air while the paddle continuously passes through a water-air interface, so that the natural cavitation phenomenon is effectively avoided. In addition, the turbojet 4, as a power propulsion device for the marine part, has the advantages of high thrust, low mass and good speed performance.
As shown in fig. 3, in one embodiment of the present invention, the oblique wings 22 and the vertical wings 23 of the front hydrofoil 2 and the rear hydrofoil 3 respectively adopt a supercavity wing type, which includes two suction surfaces 223 and force-bearing surfaces 224 that are opened at one end and the other end, and a contraction end 225 that is connected with the opening ends 227 of the suction surfaces 223 and the force-bearing surfaces 224 and forms an arc-shaped contraction, and the suction surfaces 223 and the force-bearing surfaces 224 are arc-shaped surfaces that are arc-shaped and convex from the contact ends 226 to the opening ends 227 respectively, wherein the suction surfaces 223 are contoured by a numerical simulation method in the prior art, the force-bearing surfaces 224 are contoured by a johnson three-step design method, and the contraction ends 225 are contoured by a NACA design method, so that the length of the combined rear suction surface 223 and the force-bearing surfaces 224, the angle between the two (i.e., 226), and the length of the contraction ends 225 can be determined.
Generally, the angle formed by the suction surface 223 and the force-bearing surface 224 is about 5 degrees, which can reduce the cross-sectional area as much as possible, while the length of the suction surface 223 and the force-bearing surface 224 is about three times as long as the length of the contraction end 225, which can quickly form super-vacuoles to reduce the resistance, and the angle of the contraction end 225 is about 30 degrees. The suction surface 223 may transition integrally to the end of the converging end 225 to form an upper top surface of the converging end 225, while the lower top surface of the converging end 225 is connected by a force-bearing surface 224 at the diverging end 227 along an arc to the end of the converging end 225 to form an inner concave surface.
The cavitation length formed by the supercavity airfoil of the structure is gradually shortened along the wing tip direction, which is caused by the increase of the number of local cavitations due to the increase of hydrostatic pressure. Compared with the straight wing structure in the prior art, the supercavitation hydrofoil formed by the inclined wing 22 and the vertical wing 23 reduces the resistance of the front hydrofoil 2 and the rear hydrofoil 3, and the vertical wing of the front hydrofoil and the rear hydrofoil is beneficial to reducing energy dissipation and reducing sailing resistance.
The thickness and chord length of the front hydrofoil 2 and the rear hydrofoil 3 are gradually reduced along the direction of the wing tip, secondary influence is generated on cavitation, vortex generation can be reduced, and meanwhile separation flow generated at the bottom of the straight wing in the prior art can not be generated.
In the embodiment, a novel supercavitation airfoil profile is adopted as a basic airfoil profile, and the design method combines the design methods of the traditional supercavitation airfoil profile and the common NACA airfoil profile: that is, the suction side 223 and the force-bearing side 224 are designed using conventional supercavitation airfoil design methods, while the contraction end 225 is designed using conventional NACA airfoil design methods. The hydrodynamic performance of the integral supercavitation airfoil profile can be evaluated according to specific working requirements through a numerical simulation method, and if the hydrodynamic performance does not meet the design requirements, modification optimization is carried out; and circulating the steps until specific design requirements are met.
At high speed (the speed of flight is greater than 100 knots), the suction surface 223 and the stress surface 224 of the supercavitation airfoil profile generate supercavitation as with the traditional supercavitation airfoil profile, and at low speed (the speed of flight is lower than 100 knots), the contraction end 225 of the supercavitation airfoil profile provides additional lift force for the front hydrofoil 2 and the rear hydrofoil 3 as with the conventional NACA airfoil profile, so that the working efficiency of the front hydrofoil 2 and the rear hydrofoil 3 can be improved. The supercavitation wing section in this scheme has synthesized the advantage of ordinary hydrofoil and traditional supercavitation hydrofoil, can have higher hydrodynamic force performance when low speed, can have higher hydrodynamic force performance when high speed again, has overcome among the prior art ordinary NACA hydrofoil can produce the vacuole when high speed, influences the problem of hydrofoil performance, has solved among the prior art supercavitation hydrofoil problem that work efficiency is low when low speed simultaneously.
As shown in fig. 4, in one embodiment of the present invention, the oblique wing 22 is composed of a rectangular section 221 and a contracted section 222, and one end of the rectangular section 221 is connected to the flat wing 21 and the other end is integrally connected to the contracted section 222. The width of the rectangular section 221 is taken as the chord length C, so the length of the rectangular section 221 is 2.5C, the width of one end of the contraction section 222 connected with the rectangular section 221 is equal to C, the width of the other end of the contraction section is equal to 0.3C, the two ends are connected within the distance of 1.2C, the inclination angle of one side is larger than that of the other side, and the whole structure is a trapezoidal spanwise structure.
One end of the vertical wing 23 is connected with the contraction section 222 of the inclined wing 22 and then is vertical to the water surface, the other end of the vertical wing is contracted into an arc-shaped bulge within a distance of 0.3C, and the heights of the vertical wings 23 of the front hydrofoil 2 and the rear hydrofoil 3 are the same.
The oblique wing 22 and the vertical wing 23 are integrally formed, and structurally divided into a three-stage structure consisting of a rectangular section 221, a contraction section 222 and the vertical wing 23.
In the present embodiment, the chord length c is the width (chord length) of the oblique wing 22, but in other embodiments, the chord length c may be selected from the widths of other members depending on the size of the ship body.
The above data corresponds to the shape and size of the surface vehicle 100 in the above embodiment, and in other embodiments, the data needs to be determined experimentally for each specific shape and size of the vessel body 1.
In the present embodiment, the oblique wing 22 and the vertical wing 23 are divided into three sections in the extending direction, and from the installation position, the chord length c of the rectangular section 221 is constant, and the contraction section 222 has a trapezoidal extending structure, and the chord length gradually decreases from c to 0.35 c; the vertical wing 23 is a sharp winglet perpendicular to the water surface, which can reduce the induced resistance.
The three-section design structure of the hydrofoil can meet the requirements of the surface vehicle 100 in different working states. Since the lift of the front hydrofoil 2 and the rear hydrofoil 3 is proportional to the square of the speed, the lift coefficient, and the wetted area, but the displacement of the ship body 1 remains unchanged, the total lift required to be generated by the front hydrofoil 2 and the rear hydrofoil 3 does not change.
The water surface vehicle 100 needs to have larger lift coefficient and larger wetting area of the front hydrofoil 2 and the rear hydrofoil 3 at low speed, so that the forward structure of the rectangular section 221 can increase the wetting area of the front hydrofoil 2 and the rear hydrofoil 3 to improve the lift of the front hydrofoil 2 and the rear hydrofoil 3; at high speed, the lift coefficient and the wetted area of the front hydrofoil 2 and the rear hydrofoil 3 are required to be small, and the contraction section 222 of the front hydrofoil 2 and the rear hydrofoil 3 is in a trapezoidal span-wise structure, so that the wetted area can be reduced. Meanwhile, at a high speed, the front hydrofoil 2 and the rear hydrofoil 3 are quite sensitive to the speed, so that the instability of the water surface vehicle 100 is easily caused, and the trapezoidal-shaped contraction section 222 and the vertical wing 23 vertical to the water surface are designed to help to reduce the navigation speed sensitivity and effectively improve the navigation stability. The length and width of the front hydrofoil 2 and the rear hydrofoil 3 meet the requirements of the designed water surface vehicle 100 on both lift and structural strength of the water surface vehicle 100 at the designed speed.
The spanwise structure of the front hydrofoil 2 and the rear hydrofoil 3 of the present embodiment can satisfy the requirements of different operating states compared to the straight hydrofoil of the prior art. At low navigational speed, the requirements on the lift coefficient and the wetted area of the front hydrofoil 2 and the rear hydrofoil 3 are high, and at the moment, the supercavitation hydrofoil structures of the oblique wing 22 and the vertical wing 23 are in a completely wet state, so that the lift of the hydrofoil is improved by adaptively adjusting the wetted area to enable the water-air interface to be positioned at the rectangular section 221. At high navigational speeds, the lift coefficient requirements for the front hydrofoil 2 and the rear hydrofoil 3 are low, and sufficient lift can be ensured by adaptively adjusting the wetted area so that the water-air interface is positioned at the position of the contraction section 222. In addition, the trapezoidal-shaped contraction section 222 and the vertical wing 23 vertical to the water surface help to reduce the sensitivity of the hydrofoil to the navigation speed, and effectively improve the navigation stability.
Under the structure, the interval distance between the vertical wings 23 of the two front hydrofoils 2 is equal to the chord length C, and the distance between the vertical wings 23 of the two rear hydrofoils 3 is 3.5C.
The front hydrofoil 2 is connected to the ship body 1 at a position one third away from the front end, and the rear hydrofoil 3 is aligned with the tail end of the ship body 1, calculated by the overall length of the ship body 1 being 18 c. The spacing between the front hydrofoil 2 and the rear hydrofoil 3 is around 10 c. The distance between the two jet engines 4 is about 3 c.
As shown in fig. 5, in one embodiment of the present invention, the inclined wing 22 is connected to the flat wing 21 by a flap 6 having two sides forming a fixed angle, bolt holes are formed on two sides of the flap 6, and the same bolt holes are formed in the connecting ends of the flat wing 21 and the inclined wing 22, respectively, and the three are fixed together by bolts passing through the bolt holes.
One side of the folded plate 6 connected with the flat wing 21 is a straight edge 61, and the other side is a folded edge 62 forming an included angle of 45 degrees relative to the straight edge 61, so that the included angle between the fixed oblique wing 22 and the flat wing 21 is kept at 45 degrees. The present embodiment facilitates adjustment of the angle of inclination of the tilt wing 22 while facilitating installation and removal.
Further, a plurality of bolt holes may be formed in the oblique wing 22 in the longitudinal direction, and the oblique wing 22 may be fixed to the flap 6 through different bolt holes, so that the extension length of the oblique wing 22 with respect to the flat wing 21 may be adjusted. The structure enables the oblique wings 22 to adjust the cutting positions relative to the water surface according to the size and the navigation parameters of the ship body 1, and improves the lift force of the ship body 1.
The maximum speed of the surface vehicle 100 in the scheme can reach 120-section ultrahigh speed, and the stable navigation attitude can be kept. The water surface vehicle 100 folds hydrofoils at low speed and sails by depending on a ship body, the ship body is of a round bilge boat type, the frictional resistance is smaller and smaller than that of a channel planing boat, meanwhile, the ship body is completely supported out of the water surface by depending on the front hydrofoils 2 and the rear hydrofoils 3 at high speed, the resistance borne by the front hydrofoils 2 and the rear hydrofoils 3 is the main component of the resistance of the whole ship, the wet surface area of the front hydrofoils 2 and the rear hydrofoils 3 is smaller, so that the resistance of the water surface vehicle 100 at high speed is still small, and sufficient thrust can be provided for the whole ship body by the combined propulsion of the semi-submerged paddles 5 and the turbojet engine 4, so that the highest sailing speed of the water surface vehicle 100 can reach 120 knots and is far greater than the highest sailing 60 knots of the current channel planing boat. Therefore, the ultra-high speed surface vehicle 100 based on the three-section type supercavitation hydrofoils provided by the invention has a remarkable advantage in terms of rapidity compared with the conventional planing boat.
The following describes, in a specific embodiment, a process of the force-bearing surface 224 implemented by the johnson third-order design method:
the stress surface 224 of the supercavitation airfoil profile is designed by adopting a Johnson theory, the theory is based on a conformal mapping method, is linearized and popularized by Tulin and Burkart for the first time, and the flow in the complex plane (Z) of the supercavitation airfoil profile is converted into the complex plane of the completely wet airfoil profile
Figure BDA0002518544910000111
Internal flow:
Figure BDA0002518544910000112
according to the thin profile theory, the potential flow around the fully wetted profile is represented by a continuous vorticity distribution, and the typical vorticity distribution Ω (x) for a fully wetted foil is represented by a sinusoidal series:
Figure BDA0002518544910000113
the glaue coordinate transformation performs a transformation of the coordinate x (in the direction of the airfoil chord length) and the angular coordinate θ:
Figure BDA0002518544910000114
the lift coefficient of a supercavitation hydrofoil results equal to the pitching moment coefficient of a fully wetted hydrofoil due to conformal transformation:
Figure BDA0002518544910000115
similarly, the drag coefficient of a supercavitation hydrofoil is related to the lift coefficient of a fully wetted hydrofoil as follows:
Figure BDA0002518544910000116
in order to eliminate A in (2) and (4), (5)0Firstly, finding an optimal stress surface on the premise of a zero-degree attack angle and a proper reference line (instead of a chord line); second, the value of the coefficient that maximizes the hydrofoil efficiency, defined as the ratio of the lift coefficient (4) to the (inviscid) drag (5), is sought, i.e.:
Figure BDA0002518544910000121
finding the maximum efficiency equals finding [ -A [ ]2/A1]Is measured. The maximum value is searched for, and the physical condition that the vorticity at any point of the airfoil surface (surface) is positive is required to be met, so that cavitation bubbles are prevented from being generated on the surface. In fact, in this asymptotic approach, the dynamic pressure of the surface is related toThe circulation is directly proportional and the cavitation index is zero.
Different maximum efficiency values can be found according to the number of terms retained in the vorticity distribution expression in equation (2). Tulin-Burkart retains only the first two terms of the series, for this family of profiles, the maximum ideal efficiency (at 0 attack angle) is:
Figure BDA0002518544910000122
three terms of Johnson are retained at A3In equation (2), this results in 1.44 times efficiency (equal to 0 at the ideal angle of attack), in fact:
Figure BDA0002518544910000123
the shape of the stress surface is corresponding to the three solutions as follows
Figure BDA0002518544910000124
In one embodiment of the present invention, the step of determining the suction surface using a numerical simulation method is as follows:
step 100, the maximum thickness is formed at the opening end formed by the suction surface and the stress surface, and the value of the opening end is 0.1 times of the length of the suction surface, so that the positions of the front edge and the rear edge of the suction surface are determined, parameterized curves of the front edge and the rear edge are established through software, and a two-dimensional hydrofoil model only comprising the suction surface and the stress surface is established;
the software here may be CAD software.
Step 110: establishing a two-dimensional flow field in a cuboid region shape which surrounds the novel supercavitation airfoil section, wherein the section is in the two-dimensional flow field, the front edge and the tail edge of the section are respectively 5 times of chord length and 10 times of chord length away from the adjacent side edge, and the upper edge and the lower edge of the opening end are respectively 0.6 times of chord length away from the upper surface and the lower surface of the two-dimensional flow field;
step 120, performing grid division in the two-dimensional watershed by adopting a cutting body grid, and increasing grid density for a front edge, a tail edge and a trail area of the cross section;
step 130, initializing the calculation parameters in a computational fluid dynamics solver: the inlet of the flow field is given with the incoming flow speed of the fluid, the outlet is given with the average static pressure, and the boundary conditions of the non-slip smooth wall surface are given to the surface of the hydrofoil and the boundary of the flow field area; based on the boundary conditions and the initial conditions, carrying out hydrofoil cavitation numerical calculation by using a computational fluid dynamics solver and a cavitation solver to obtain the velocity, pressure and cavitation distribution conditions of a flow field area and the hydrodynamic performance of the hydrofoil;
step 140, changing the curve parameters of the suction surface, and repeating steps 100 to 130 to determine the profile of the suction surface under the optimal solution of the curve shape.
In one embodiment of the present invention, the steps for designing the contraction end by the NACA design method are as follows:
step 200, setting the length of a contraction end to be 0.36 times of that of a suction surface, determining the positions of a front edge and a rear edge of the sharp tail wing, establishing parameterized curves of the front edge and the rear edge through software, and generating a two-dimensional hydrofoil model with the suction surface, the stress surface and the sharp tail wing;
step 210, establishing a two-dimensional flow field in a shape of a cuboid region surrounding the novel supercavity airfoil section, wherein the section is in the two-dimensional flow field, the front edge and the tail edge of the section are respectively 5 times chord length and 10 times chord length away from the adjacent side edge, and the upper edge and the lower edge of the opening end are respectively 0.6 times chord length away from the upper surface and the lower surface of the two-dimensional flow field;
step 220, performing grid division in the two-dimensional watershed by adopting a cutting body grid, and increasing grid density for a front edge, a tail edge and a trail area of the cross section;
step 230, initializing the calculation parameters in the computational fluid dynamics solver: the inlet of the flow field is given with the incoming flow speed of the fluid, the outlet is given with the average static pressure, and the boundary conditions of the non-slip smooth wall surface are given to the surface of the hydrofoil and the boundary of the flow field area; based on the boundary conditions and the initial conditions, carrying out hydrofoil cavitation numerical calculation by using a computational fluid dynamics solver and a cavitation solver to obtain the velocity, pressure and cavitation distribution conditions of a flow field area and the hydrodynamic performance of the hydrofoil;
step 240, changing the parameters of the contraction end, and then repeating steps 200 to 230 to find the optimal solution of the contraction end.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims (7)

1.一种基于三段式超空泡水翼的超高速水面航行器，包括船舶主体，其特征在于，在船舶主体的前部两侧分别安装有两个对称的前水翼，后部两侧分别安装有两个对称后水翼，前水翼包括一端与船舶主体连接的水平平翼、通过一端与平翼另一端连接且向船舶主体方向倾斜的斜翼、连接在斜翼另一端且垂直于水平面的垂翼，其中斜翼的另一端延伸至船舶主体的船底下方，垂翼的长度为斜翼长度的四分之一，斜翼和垂翼为超空泡翼型；1. an ultra-high-speed surface vehicle based on three-stage supercavitating hydrofoils, comprising a ship main body, it is characterized in that, two symmetrical front hydrofoils are respectively installed on both sides of the front part of the main body of the ship, both sides of the rear part are respectively Two symmetrical rear hydrofoils are installed, and the front hydrofoil includes a horizontal flat wing connected with the main body of the ship at one end, a diagonal wing connected with the other end of the flat wing through one end and inclined to the direction of the main body of the ship, connected at the other end of the diagonal wing and perpendicular to the direction of the main body of the ship. The vertical wing in the horizontal plane, wherein the other end of the oblique wing extends below the bottom of the main body of the ship, the length of the vertical wing is one quarter of the length of the oblique wing, and the oblique wing and the vertical wing are supercavitating airfoils; 所述斜翼包括矩形段和收缩段，设矩形段的宽度等于弦长，则长度为2.5个弦长，收缩段的一端宽度等于弦长，另一端宽度等于三分之一弦长，两端之间在1.2个弦长的距离内连接，且其中一侧的倾斜角度大于另一侧的倾斜角度；The oblique wing includes a rectangular segment and a retracted segment. If the width of the rectangular segment is equal to the chord length, the length is 2.5 chord lengths. The width of one end of the retracted segment is equal to the chord length, and the width of the other end is equal to one-third of the chord length. They are connected within a distance of 1.2 chord lengths, and the inclination angle of one side is greater than the inclination angle of the other side; 两个所述前水翼的所述垂翼之间距离等于弦长，两个所述后水翼的所述垂翼之间的距离为3.5个弦长；The distance between the vertical wings of the two front hydrofoils is equal to the chord length, and the distance between the vertical wings of the two rear hydrofoils is 3.5 chord lengths; 后水翼和前水翼结构相同，但后水翼的平翼翼展长度大于前水翼的平翼翼展长度；The structure of the rear hydrofoil is the same as that of the front hydrofoil, but the flat wingspan length of the rear hydrofoil is greater than that of the front hydrofoil; 在两个后水翼之间的船舶主体上并排安装有两台喷气发动机，在船舶主体的尾部安装有半浸桨；Two jet engines are installed side by side on the main body of the ship between the two rear hydrofoils, and a semi-submerged propeller is installed at the stern of the main body of the ship; 所述超空泡翼型包括两块一端相接另一端张开的吸力面和受力面，以及与吸力面和受力面的张开端连接并形成弧形收缩的收缩端，吸力面和受力面分别为由接触端向张开端方向弧形凸起的弧形面，其中吸力面通过数值模拟方法确定轮廓，受力面通过约翰逊三阶设计方法确定轮廓，收缩端利用NACA设计方法确定轮廓，进而确定吸力面和受力面的长度和两者之间夹角的角度大小，以及收缩端的长度；The supercavitating airfoil includes two suction surfaces and force-bearing surfaces that are connected at one end and open at the other end, and a constricted end that is connected to the open ends of the suction surface and the force-bearing surface and forms an arc-shaped contraction. The surfaces are arc-shaped convex surfaces from the contact end to the opening end. The suction surface is determined by the numerical simulation method, the force surface is determined by the Johnson third-order design method, and the contraction end is determined by the NACA design method. Determine the length of the suction surface and the force-bearing surface, the angle between the two, and the length of the retracted end; 所述吸力面与所述受力面形成的夹角大小在5度，所述吸力面与所述受力面的长度为所述收缩端长度的三倍，所述收缩端的夹角为30度，所述吸力面整体过渡到所述收缩端的端点处，以形成所述收缩端的上顶面，所述收缩端的下顶面由张开端处的所述受力面边沿弧形连接到所述收缩端的端点，形成一个内凹面。The angle formed by the suction surface and the force-bearing surface is 5 degrees, the length of the suction surface and the force-bearing surface is three times the length of the constricted end, and the included angle of the constricted end is 30 degrees , the suction surface is integrally transitioned to the end point of the shrinking end to form the upper top surface of the shrinking end, and the lower top surface of the shrinking end is connected by the edge of the force-bearing surface at the open end to the edge of the shrinking end in an arc shape. endpoint, forming an inner concave surface. 2.根据权利要求1所述的水面航行器，其特征在于，2. The surface vehicle according to claim 1, characterized in that, 所述平翼连接在所述船舶主体的上边沿处，所述船舶主体为圆舭艇型。The flat wings are connected at the upper edge of the main body of the ship, and the main body of the ship is a round bilge boat. 3.根据权利要求1所述的水面航行器，其特征在于，3. The surface vehicle according to claim 1, characterized in that, 所述斜翼与所述平翼通过两边形成一个固定夹角的折板连接，折板的两边上设置有螺栓孔，在所述平翼和所述斜翼的连接端上设置有同样的螺栓孔，三者通过穿过螺栓孔的螺栓固定在一起，折板的夹角为45度，使固定后的所述斜翼与所述平翼之间的夹角保持在45度。The oblique wing and the flat wing are connected by a folded plate with a fixed angle formed on both sides, the two sides of the folded plate are provided with bolt holes, and the same bolt is provided on the connecting end of the flat wing and the oblique wing. The three are fixed together by bolts passing through the bolt holes, and the included angle of the folded plate is 45 degrees, so that the angle between the fixed inclined wing and the flat wing is kept at 45 degrees. 4.根据权利要求3所述的水面航行器，其特征在于，4. The surface vehicle of claim 3, wherein 所述斜翼上的螺栓孔设置有多个，通过不同的螺栓孔与所述折板固定，可实现所述斜翼伸出长度的调整。There are a plurality of bolt holes on the oblique wing, and the extension length of the oblique wing can be adjusted by being fixed with the folded plate through different bolt holes. 5.根据权利要求1所述的水面航行器，其特征在于，5. The surface vehicle of claim 1, wherein 所述前水翼和所述后水翼均采用鸭式配置，两者的负荷相等。Both the front hydrofoil and the rear hydrofoil are in a canard configuration with equal loads. 6.根据权利要求1所述的水面航行器，其特征在于，6. The surface vehicle of claim 1, wherein 所述垂翼的一端与所述斜翼的收缩段连接，另一端在0.3个弦长距离内收缩为一个弧形凸起。One end of the vertical wing is connected with the constricted section of the oblique wing, and the other end is contracted into an arc-shaped protrusion within a distance of 0.3 chord length. 7.根据权利要求1所述的水面航行器，其特征在于，7. The surface vehicle of claim 1, wherein 所述前水翼连接在所述船舶主体上距离前端三分之一处，所述后水翼与所述船舶主体的尾端对齐，且与所述前水翼相隔10个弦长。The front hydrofoil is connected to the main body of the ship at a distance of one third from the front end, and the rear hydrofoil is aligned with the tail end of the main body of the ship, and is separated from the front hydrofoil by 10 chord lengths.
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US5046444A (en) * 1990-04-10 1991-09-10 Michigan Wheel Corp. Base vented subcavitating hydrofoil section
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