舰载直升机主动甲板着舰气动载荷特性

谭剑锋; 邢肖兵; 崔钊; 武杰; 张卫国

doi:10.13700/j.bh.1001-5965.2022.0615

舰载直升机主动甲板着舰气动载荷特性

doi: 10.13700/j.bh.1001-5965.2022.0615

1.
南京工业大学机械与动力工程学院，南京 211816
2.
中国飞行试验研究院技术中心飞机所，西安 710089
3.
中国空气动力研究与发展中心旋翼空气动力学重点实验室，绵阳 621000

基金项目: 国家自然科学基金(12172165)；江苏省自然科学基金(BK20211259)；江苏省青蓝工程“优秀青年骨干教师”项目

详细信息

通讯作者:
E-mail：Jianfengtan@njtech.edu.cn

中图分类号: V221.52；TB553
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出版历程
- 收稿日期: 2022-07-13
- 录用日期: 2022-09-05
- 网络出版日期: 2022-10-09
- 整期出版日期: 2024-07-18

Investigation on aerodynamics of a helicopter approaching an active control deck

1.
School of Mechanical and Power Engineering，Nanjing Tech University，Nanjing 211816，China
2.
Aircraft Institute of Technical Center，Chinese Flight Test Establishment，Xi’an 710089，China
3.
Rotor Aerodynamics Key Laboratory，China Aerodynamics Research and Development Center，Mianyang 621000，China

Funds: National Natural Science Foundation of China (12172165); Natural Science Foundation of Jiangsu Province (BK20211259); Outstanding Young Backbone Teacher Project of Jiangsu Qinglan Project

More Information

Corresponding author: E-mail：Jianfengtan@njtech.edu.cn

摘要

摘要:
被动与主动流动控制可减小舰艇艉流强度，但直升机着舰甲板处仍存在明显回流现象，由此导致直升机气动载荷变化显著。提出了自动升降的舰艇主动甲板，建立基于格子玻尔兹曼方法(LBM)的舰艇主动甲板流场分析方法，并结合单向耦合模型，嵌入旋翼黏性涡粒子法，研究直升机主动甲板着舰气动载荷特性。通过与SFS2舰艇流场试验、分离涡模拟（DES）方法、大涡模拟（LES）方法比较，验证了所建方法的准确性。随后研究主动甲板对舰艇流场和直升机着舰气动载荷的影响特性。结果表明：相比于标准SFS2舰艇，主动甲板有效抑制了直升机着舰甲板处回流，以及直升机旋翼拉力损失、滚转和俯仰力矩，最大降幅分别为21.6%、55.1%、74.6%。
- 主动甲板 /
- 直升机旋翼 /
- 舰艇艉流 /
- 格子玻尔兹曼方法 /
- 黏性涡粒子
Abstract:
Passive and active flow controls were used to reduce the turbulence intensity of ship airwake, but there was a recirculation zone on the deck resulting in intensively unsteady airloads of a helicopter. Thus, a novel active control deck (ACD) which can be automatically lifted up and descended is firstly proposed to weaken the recirculation. Helicopter airloads are examined by combining a viscous vortex particle approach with the lattice Boltzmann approach (LBM) via a one-way coupling model. This establishes a flow field analysis method of the ship with ACD. The accuracy of the method is validated by comparing the present prediction with the SFS2 experiment, detached eddy simulation (DES), and large eddy simulation (LES) results. The influences of the ACD on the ship flow field and airloads of a helicopter approaching the ship are analyzed. It is demonstrated that the ACD clearly suppresses the recirculation bubble when compared to the baseline SFS2. Additionally, the reduction of the rotor thrust, rolling, and pitching moments is weakened, with the largest reductions being 21.6%, 55.1%, 74.6%.
- active control deck /
- helicopter rotor /
- ship airwake /
- lattice Boltzmann method /
- viscous vortex particle

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图 1 SFS2舰艇ACD

Figure 1. SFS2 frigate with an ACD

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图 2 直升机着舰过程

Figure 2. Landing procedure with a helicopter

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图 3 速度空间离散的D3Q19格子模型

Figure 3. D3Q19 lattice used for the velocity space discretization

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图 4 舰艇典型位置处速度分布

Figure 4. Velocity distribution at typical location of ship

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图 5 SFS2舰艇对称面流场分布

Figure 5. Flowfield of SFS2 at centerline

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图 6 ACD对舰艇对称截面流场的影响

Figure 6. Influence of the ACD on the flow field at centerline

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图 7 舰艇流场示意图

Figure 7. Schematic of the ship flow

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图 8 ACD对舰艇机库高度垂向速度的影响

Figure 8. Influence of the ACD on the vertical velocity at top of the hangar door

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图 9 各风向ACD对舰艇机库高度垂向速度的影响

Figure 9. Influence of the ACD on the vertical velocity at top of the hangar with different wind directions

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图 10 侧风舰艇流场示意图

Figure 10. Schematic of the ship flow at crosswind

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图 11 ACD对舰艇艉流的影响(风向左舷30°)

Figure 11. Influence of the ACD on the ship airwake at θ=−30°to port

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图 12 ACD对直升机着舰尾流的影响

Figure 12. Influence of the ACD on wake of shipborne helicopter

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图 13 ACD对旋翼载荷的影响

Figure 13. Influence of the ACD on the rotor airloads

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图 14 桨叶特征剖面气动载荷系数(r/R=0.75)

Figure 14. Blade sectional thrust coefficient （r/R =0.75）

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图 15 旋翼气动载荷随风向的变化

Figure 15. Variations of rotor airloads at different wind directions

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图 16 风向角示意图

Figure 16. Schematic of wind direction

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图 17 左舷30º风向的甲板流场

Figure 17. Flow field of deck at θ=−30° wind direction on port side

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图 18 右舷30º风向的旋翼气动力

Figure 18. Aerodynamics of rotor at θ=−30°wind direction on port side

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