Water-jet Propulsion Characteristics of Vehicle Planing
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摘要: 基于STAR-CCM+软件, 采用剪切应力传输 k-ω 湍流模型、多重参考系模型和理想水泵模型构建航行器水面滑行喷水推进数值仿真模型, 并进行了可行性验证。基于理想水泵模型对内流道单侧进水特性进行仿真, 用理想水泵特征压差的大小来表征轴流水泵吸水能力。并对航行器在不同压差和不同浸没深度水面滑行工况进行数值仿真, 研究其流场特性和流体动力特性。结果表明, 理想水泵模型对轴流水泵吸水具有较好的仿真效果; 对比不同特征压差航行器内流道的流体动力特性, 发现随着压力值的增大, 内流道阻力明显增大, 内流道升力几乎不变; 在不同浸没深度水面滑行数值仿真中, 当进水口浸没深度大于20 mm时, 内流道进水效果不再受浸没深度影响。研究结果可为航行器水面滑行喷水推进工程应用提供参考。Abstract: This study employed the shear stress transport(SST) k-ω turbulence model, multiple reference frame(MRF) model, and ideal pump model to construct a numerical simulation model of water-jet propulsion for vehicle planing. The model was implemented in STAR-CCM+ software, and its feasibility was verified. On the basis of the ideal pump model, the influent characteristics of the inner flow channel were simulated for one side with the characteristic pressure difference of the ideal pump and water absorption capacity of the axial flow pump. The flow field and hydrodynamic characteristics of vehicle planing with different pressure differences and immersion depths were studied using numerical simulation. The results show that the ideal pump model can simulate the water absorption of the axial flow pump well. A comparison of the hydrodynamic characteristics of the inner passage of the vehicle under different pressure differences reveals that with an increase in pressure, the inner passage drag increases significantly, and the inner passage lift force remains nearly unchanged. The numerical simulations of planing at different immersion depths reveal that for immersion depths of the inlet greater than 20 mm, the influent effect of the inner flow passage would no longer be impacted by immersion depth. These results provide a reference for water-jet propulsion engineering applications of vehicle planing.
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Key words:
- vehicle /
- planing /
- water-jet propulsion /
- hydrodynamic characteristics
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图 3 周向进水水下航行器模型示意图
Figure 3. Schematic diagram of circumferential inlet undersea vehicle model
图 5 航行器尾部结构以及电动力喷水推进模型
Figure 5. Tail structure of a vehicle and electro-dynamic water-jet propulsion model
图 7 不同
$ \boldsymbol{\Delta P} $ 下航行器水面滑行密度云图Figure 7. Density contours of vehicle planing under different
$ \boldsymbol{\Delta P}$ 
图 8 不同ΔP下航行器水面滑行压力云图
Figure 8. Pressure contours of vehicle planing under different ΔP
图 10 h=2 mm时航行器主体初始状态密度云图
Figure 10. Density contour of main body of the vehicle at initial state with h=2 mm
图 11 h=2 mm时航行器稳态密度和速度云图
Figure 11. Steady-state density and velocity contours of vehicle inlet at h=2 mm
图 12 不同浸没深度航行器水面滑行密度云图
Figure 12. Density contours of vehicle planing at different immersion depths
图 13 不同浸没深度航行器水面滑行速度云图
Figure 13. Velocity contours of vehicle planing at different immersion depths
表 1 不同网格数量特定工况水面滑行阻力特性
Table 1. Drag characteristics of planing at a specific condition under different mesh quantity
网格数量 Fd/N 360万 628.3 450万 530.8 570万 539.6 684万 540.2 
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表 2 不同ΔP下航行器水面滑行理想水泵推力与总阻力
Table 2. Ideal pump thrust and total drag for vehicle planing under different ΔP
∆P/kPa Ttx/N Fd/N 0 0.0 153.2 20 178.8 341.6 30 268.1 395.8 40 357.5 445.6 50 446.9 483.7 60 536.3 539.6
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表 3 不同
$ \boldsymbol{\Delta P} $ 下航行器喷水特性及流体动力特性Table 3. Water-jet characteristics and hydrodynamic characteristics of a vehicle under different
$\boldsymbol{\Delta P}$ $\Delta P$/kPa M/(kg/s) vout/(m/s) Fd/N Fd_out/N Fd_in/N Fl/N Fl_out/N Fl_in/N 0 0.347 1.59 153.20 153.80 −0.57 338.8 358.3 −19.5 20 26.700 7.30 341.60 149.20 192.40 333.5 411.0 −77.5 30 31.700 8.85 395.80 148.60 247.20 332.2 413.4 −81.2 40 35.800 9.74 445.60 146.70 298.90 328.7 412.8 −84.1 50 39.100 10.69 483.70 146.10 337.60 317.9 406.6 −88.7 60 43.100 11.64 539.60 145.70 393.90 314.8 404.2 −89.4
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表 4 不同ΔP下航行器水平推力和阻力特性
Table 4. Horizontal thrust and drag characteristics of the vehicle under different ΔP
∆P/kPa Ttx/N Fd_b/N Fd_t/N 60 536.3 539.6 694.6 70 625.7 583.6 738.6 80 715.0 622.3 777.3 90 804.4 650.5 805.5 100 893.8 683.2 838.2
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表 5 航行器不同浸没深度水面滑行流体动力特性
Table 5. Hydrodynamic characteristics of vehicle planing at different immersion depths
h/mm M/(kg/s) vout/(m/s) Fd/N Fd_out/N Fd_in/N Fl/N Fl_out/N Fl_in/N 2 33.3 58.2 661 40 621 −133 −36 −97 20 52.2 14.0 544 39 505 −65 31 −96 40 51.7 13.9 576 69 506 −65 35 −100 60 51.6 14.2 619 109 510 63 163 −100 80 51.6 14.2 637 118 519 163 266 −103 100 51.7 13.9 650 142 509 299 396 −97 120 51.2 13.9 660 153 507 340 439 −99
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