两栖飞机入水冲击振动噪声特性数值仿真

徐佳伟; 杭天一; 梁泽豪; 常道宾; 胡世; 李海超

doi:10.19693/j.issn.1673-3185.03479

两栖飞机入水冲击振动噪声特性数值仿真

doi: 10.19693/j.issn.1673-3185.03479

哈尔滨工程大学船舶工程学院，黑龙江哈尔滨 150001

基金项目: 国家自然科学基金资助项目 (52101351, 52371314)

详细信息

作者简介:
徐佳伟，男，2000年生，硕士生。研究方向：船舶振动噪声控制。E-mail：xujiawei@hrbeu.edu.cn

杭天一，男，2001年生，硕士生。研究方向：船舶振动噪声控制。E-mail：hangtianyi@hrbeu.edu.cn

李海超，男，1988年生，副研究员，硕士生导师。研究方向：船舶振动噪声控制。E-mail：lihaichao@hrbeu.edu.cn

通信作者:
李海超

中图分类号: U661.44；TB533.2
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出版历程
- 收稿日期: 2023-07-27
- 修回日期: 2023-10-04
- 网络出版日期: 2023-11-21

Numerical simulation of vibration and noise characteristics of water entry impact of amphibious aircraft

College of Shipbuilding Engineering, Harbin Engineering University, Harbin 150001, China

两栖飞机入水冲击振动噪声特性数值仿真由徐佳伟，等创作，采用知识共享署名4.0国际许可协议进行许可。

摘要

摘要: 目的针对两栖飞机入水冲击振动噪声分析需求，研究前飞速度和入水角度对两栖飞机入水冲击振动噪声的影响规律。方法首先，基于ALE算法，建立两栖飞机有限元模型，开展两栖飞机入水冲击运动特性分析，探究不同前飞速度和入水角度下两栖飞机入水冲击阶段运动特性规律；然后，基于统计能量分析（SEA）方法，建立两栖飞机SEA模型，开展两栖飞机入水冲击振动噪声特性数值仿真，探究前飞速度和入水角度对两栖飞机入水冲击振动噪声的影响规律。结果结果表明，前飞速度越小，两栖飞机受到水动力冲击响应越小，横荡程度越小，纵向速度下降也随之越慢，且两栖飞机驾驶舱内噪声呈全频段降低的趋势；入水角度对驾驶舱内噪声影响不大，相比而言，入水角度为4°时两栖飞机受到的水动力冲击影响最大，但横向稳定性最好。结论通过控制适当的前飞速度和入水角度可兼顾入水姿态及舱室噪声控制。
- 两栖飞机 /
- 入水冲击 /
- 振动噪声 /
- 前飞速度 /
- 入水角度
Abstract: Objective In response to the analysis requirements of the vibration and noise caused by the impact of amphibious aircraft entering the water, this paper studies the influence of forward speeds and entry angles on the water entry impact vibration and noise of amphibious aircraft. Methods First, based on the ALE algorithm, a finite element model of an amphibious aircraft is established and its motion characteristics in the water entry impact stage under different forward speeds and water entry angles are analyzed. Next, based on the SEA method, a SEA model of an amphibious aircraft is established and its water entry impact vibration and noise characteristics are studied, as well as the influence of forward flight speed and entry angle. Results The results show that the lower the water forward speed, the smaller the response of the amphibious aircraft to the hydrodynamic impact, the less roll and the slower the longitudinal velocity decrease. The noise in the cockpit of the amphibious aircraft shows a trend of reducing across the entire frequency range. The effect of water entry angle on cockpit noise is not significant. Compared with other angles, the water entry angle of 4° has the greatest impact on the hydrodynamic impact of the amphibious aircraft, but the best lateral stability. Conclusion By controlling the appropriate forward speed and water entry angle, the water entry attitude and cabin noise control can be taken into account.
- amphibious aircraft /
- water entry impact /
- vibration and noise /
- forward speed /
- entry angle

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图 1 两个耦合子系统之间的功率流关系

Figure 1. The power flow relationship between two coupled subsystems

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图 2 两栖飞机几何模型

Figure 2. Geometric model of the aircraft

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图 3 两栖飞机及流体域模型相对位置

Figure 3. Relative position of the aircraft and the fluid domains

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图 4 两栖飞机前飞速度及入水角度示意图

Figure 4. The diagram of water entry speed and the entry angle of the aircraft

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图 5 两栖飞机及流体域网格划分

Figure 5. Meshing schemes of the aircraft and the fluid domain

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图 6 不同的前飞速度下两栖飞机垂向过载结果对比

Figure 6. Comparison of vertical overloads of the aircraft at different forward speeds

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图 7 不同的前飞速度下两栖飞机纵向速度结果对比

Figure 7. Comparison of longitudinal velocities of the aircraft at different forward speeds

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图 8 不同前飞速度下两栖飞机横向加速度对比

Figure 8. Comparison of transverse accelerations of the aircraft at different forward speeds

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图 9 不同的入水角度下两栖飞机垂向过载结果对比

Figure 9. Comparison of vertical overloads of the aircraft at different entry angles

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图 10 不同的入水角度下两栖飞机纵向速度结果对比

Figure 10. Comparison of longitudinal velocities of the aircraft at different entry angles

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图 11 不同的入水角度下两栖飞机横向加速度结果对比

Figure 11. Comparison of transverse accelerations of the aircraft at different entry angles

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图 12 两栖飞机模型分舱纵截面示意图

Figure 12. Vertical section diagram of the aircraft model subdivision

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图 13 SEA模型子系统模型

Figure 13. The subsystem models of SEA model

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图 14 湍流边界层作用示意图

Figure 14. Action diagram of turbulent boundary layer

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图 15 两栖飞机底板施加脉动压力载荷示意图

Figure 15. The diagram of pulsating pressure load applied to the bottom plate of the aircraft

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图 16 两栖飞机舱室噪声预报的总声压级云图（ref=2e-5 Pa）

Figure 16. The overall level of sound magnitude RMS for noise prediction in the aircraft cabin（ ref =2e-5 Pa）

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图 17 两栖飞机驾驶室声压级频谱（ref =2e-5 Pa）

Figure 17. The SPL spectral curve of the aircraft's cockpit (ref =2e-5 Pa)

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图 18 不同前飞速度下飞机驾驶室声压级频谱（ref=2e-5 Pa）

Figure 18. The SPL spectral curves of the aircraft's cockpit at different entry speeds (ref =2e-5 Pa)

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图 19 不同入水角度下飞机舱室噪声总声压级云图（ ref =2e-5 Pa）

Figure 19. The overall level of sound magnitude RMS for each cabin of the aircraft at different entry angles (ref =2e-5 Pa)

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图 20 不同入水角度下飞机驾驶室声压级频谱（ref =2e-5 Pa）

Figure 20. The SPL spectral curves of the aircraft's cockpit at different entry angles (ref =2e-5 Pa)

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表 1 铝合金相关参数

Table 1. Related parameters for aluminum alloy

材料	密度/（kg·m⁻³）	杨氏模量/MPa	剪切模量/MPa	泊松比
铝合金	2 850	71	26.69	0.33

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表 2 两栖飞机及流体域模型尺寸

Table 2. Model sizes of the aircraft and the fluid domains

模型	长度/m	宽度/m	高度/m
空气域	300	60	6
水域	300	60	12
两栖飞机	37	38.8	4.6

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表 3 网格无关性验证

Table 3. Mesh independence verification

网格数量/万	垂向过载	纵向速度/（m·s⁻¹）	横向加速度/（m·s⁻¹）
60	0.782	7.611	−0.419
75	0.796	7.624	−0.422
96	0.792	7.626	−0.421

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表 4 参数取值表

Table 4. parameter value table

参数	黏附状态	分离状态
A	0.900	0.830
B	2.000	2.150
C	0.346	0.170

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表 5 板壳子系统表面最大来流速度

Table 5. Maximum flow velocity on the surface of plate and shell subsystem

板壳子系统	最大来流速度/（m·s⁻¹）
板壳子系统1，2	26.41
板壳子系统3，4	5.294
板壳子系统5，6	13.21
板壳子系统7，8	18.49
板壳子系统9，10	10.57

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表 6 不同的前飞速度下各个底板的最大冲击速度

Table 6. The maximum impact velocities of each base plate when the entry speeds changes

板壳子系统	前飞速度10 m/s	前飞速度15 m/s	前飞速度20 m/s
板壳子系统1，2	16.090	26.41	32.490
板壳子系统3，4	6.454	5.294	6.507
板壳子系统5，6	14.490	13.210	16.250
板壳子系统7，8	9.667	18.490	22.750
板壳子系统9，10	4.847	10.570	9.755

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表 7 不同的入水角度下各个底板的最大冲击速度

Table 7. The maximum impact velocities of each base plate when the entry angles changes

板壳子系统	入水角度3°	入水角度4°	入水角度5°
板壳子系统1，2	26.370	26.41	27.210
板壳子系统3，4	7.942	5.294	8.168
板壳子系统5，6	5.307	13.21	16.330
板壳子系统7，8	2.674	18.49	10.890
板壳子系统9，10	1.023	10.57	10.890

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