航行体高速入水时多孔泡沫的缓冲降载特性

原凯; 吴琪衡; 孙铁志; 杨娜娜

doi:10.11883/bzycj-2024-0232

航行体高速入水时多孔泡沫的缓冲降载特性

doi: 10.11883/bzycj-2024-0232

原凯^{1, 2,},
吴琪衡³,
孙铁志³,
杨娜娜^1, ,

1.
哈尔滨工程大学船舶工程学院，黑龙江哈尔滨 150001
2.
北京宇航系统工程研究所，北京 100076
3.
大连理工大学船舶工程学院，辽宁大连 116024

基金项目: 基础科研计划项目（JCKY2021203B003）

详细信息

作者简介:
原　凯（1989－　），男，博士研究生，高级工程师，beihangkai@126.com

通讯作者:
杨娜娜（1980－　），女，博士，教授博士生导师，yangnana@hrbeu.edu.cn

中图分类号: O368
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- 文章访问数: 117
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- 被引次数: 0
出版历程
- 收稿日期: 2024-07-12
- 修回日期: 2024-09-19
- 网络出版日期: 2024-09-19

Study on load reduction characteristics of porous foam buffer for high-speed water entry vehicle

YUAN Kai^{1, 2
,},
WU Qiheng³,
SUN Tiezhi³,
YANG Nana^{1
, ,}

1.
College of Shipbuilding Engineering, Harbin Engineering University, Harbin 150001, HeiLongJiang, China
2.
Beijing Institute of Astronantical, System Engineering, Beijing 100076, China
3.
College of Shipbuilding Engineering, Dalian University of Technology, Dalian 116024, Liaoning, China

摘要

摘要: 针对航行体高速入水时的缓冲降载问题，设计了适用的缓冲头罩及多种开孔形式的缓冲泡沫构型，基于任意拉格朗日-欧拉方法，建立了航行体高速入水缓冲降载数值计算模型。并通过数值模拟对不同开孔形式的缓冲泡沫降载性能进行了深入研究。结果表明，多孔缓冲泡沫在分散航行体入水冲击力及吸收冲击能量方面表现出显著优势，具有更好的缓冲效果。同时，缓冲头罩在入水时会发生局部渐进破碎，缓冲罩壳与航行体之间的连接器处的缓冲头罩外壁面的变形和破裂是由于撞水时产生的应力集中分布引起的。多孔泡沫接触水面时，前端部分会进入坍塌阶段，吸收大量能量并产生塑性变形，孔隙减少，此阶段为缓冲泡沫的主要能量吸收阶段。相比之下，不开孔泡沫的降载性能较差。因此，采用多孔泡沫是一种更优的航行体高速入水缓冲降载方案。
- 高速入水 /
- 缓冲降载 /
- 能量吸收 /
- 多孔泡沫
Abstract: Applicable buffer-head covers and various open-cell foam buffer configurations were designed to meet the buffering and load reduction challenges during high-speed water entry vehicles. In the arbitrary Lagrangian-Euler method, the grid can move as the material flows within the spatial grid. This unique feature allows the arbitrary Lagrangian-Euler method to harness the advantages of both the Lagrangian and Euler methods. It not only overcomes numerical calculation challenges stemming from element distortion but also facilitates accurate computation of large deformations and displacements in solids and fluids. This makes it particularly well-suited for addressing high-speed water buffer load reduction problems. Based on the arbitrary Lagrangian-Eulerian method and considering the large deformation of the buffer foam and the hood, a numerical calculation model for buffering and load reduction during high-speed water entry of navigational bodies was established. Through numerical simulations, an in-depth study was conducted on the load reduction performance of buffer foams with different open-cell patterns. The results indicate that open-cell buffer foam exhibits significant advantages in dispersing the impact force and absorbing impact energy during water entry of navigational bodies, offering better buffering effects. Simultaneously, the buffer head cover experiences local progressive fragmentation upon water entry. The deformation and rupture of the outer wall surface of the buffer head cover at the connector between the buffer shell and the navigational body are caused by the stress concentration distribution generated during water impact. When the open-cell foam contacts the water surface, the front part enters the collapse stage, absorbing a large amount of energy and undergoing plastic deformation, resulting in a reduction of pores. This stage is the primary energy absorption phase for the buffer foam. In comparison, closed-cell foam exhibits poorer load reduction performance. Therefore, the adoption of open-cell foam represents a superior solution for buffering and load reduction during high-speed water entry of navigational bodies.
- high-speed water entry /
- buffer and load reduction /
- energy absorption /
- porous foam

HTML全文

图 1 实验数值计算模型

Figure 1. Numerical calculation model of the experiments

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图 2 航行体以89.67 m/s速度入水空泡演化过程的对比

Figure 2. Comparison of the cavitation evolution process of the vehicle entering water at 89.67 m/s

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图 3 航行体以89.67 m/s速度入水加速度曲线对比

Figure 3. Comparison of the acceleration curve of the vehicle entering water at a velocity of 89.67 m/s

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图 4 缓冲模型

Figure 4. Buffering model

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图 5 航行体以 89.67 m/s速度入水的试验与数值模拟对比

Figure 5. Comparison between the test and numerical values of the vehicle entering the water at a velocity of 89.67 m/s

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图 6 钝头航行体以89.67 m/s速度入水加速度曲线的对比

Figure 6. Comparison of the acceleration curve of a blunt body entering water at a velocity of 89.67 m/s

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图 7 不同网格尺寸轴向加速度对比曲线

Figure 7. Comparison curves of axial acceleration with different mesh sizes

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图 8 航行体、整流罩及缓冲泡沫计算模型

Figure 8. Calculation model of vehicle, fairing, and buffer foam

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图 9 缓冲头帽示意图

Figure 9. Buffer head cap diagram

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图 10 数值计算域及带缓冲部件航行体网格划分示意图

Figure 10. Numerical calculation domain and grid division diagram of the vehicle with buffer component

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图 11 不同开孔构型的缓冲泡沫示意图

Figure 11. Schematic diagram of buffer foam with different open cell configurations

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图 12 工况2的入水流场演化与破坏过程

Figure 12. Evolution and failure process of the inflow flow field in case 2

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图 13 工况2 入水加速度随时间变化曲线

Figure 13. Water acceleration-time curve for case 2

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图 14 无缓冲工况、工况1和工况2的航行体总能量随时间变化曲线

Figure 14. Time variation curves of total vehicle energy in unbuffered case and cases 1 and 2

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图 15 无缓冲工况、工况1和工况2的航行体加速度随时间变化曲线

Figure 15. Time variation curve of acceleration in unbuffered case and cases 1 and 2

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图 16 不同工况下入水流场演化与破坏过程

Figure 16. Evolution and failure processes of inflow flow field in different case

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图 17 无缓冲条件下入水空泡演化

Figure 17. Evolution of water inlet cavitation in unbuffered case

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图 18 6种工况条件下整流罩的动态损伤

Figure 18. Dynamic damage of fairing under six working conditions

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图 19 6种工况条件下泡沫应变云图及破坏过程

Figure 19. Strain contours and failure process of foam under six working conditions

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图 20 不同工况下航行体位移时域曲线

Figure 20. Time history curves of shifting position in different working cases

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图 21 无缓冲工况下航行体加速度时域曲线

Figure 21. Time history curve of vehicle acceleration under unbuffered condition

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图 22 不同工况下航行体加速度时域曲线

Figure 22. Time history curves of vehicle acceleration in different working cases

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图 23 不同工况下降载率对比

Figure 23. Comparison of load reduction in different working cases

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表 1 材料参数

Table 1. Material parameters

材料密度/
(kg·m⁻³) 杨氏模量/
GPa 泊松比屈服应力/
MPa 切线模量/
MPa

缓冲头帽 1 200 8.5 0.33 45.0 9
缓冲泡沫 100 1.0 0.24 1.4

下载: 导出CSV

表 2 数值模拟工况

Table 2. Simulation cases

工况速度/(m·s⁻¹) 缓冲泡沫

1 80 不开孔

2 80 弯孔1

3 80 轴向孔2

4 80 周向孔

5 80 轴向孔1

6 80 弯孔2

下载: 导出CSV

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