Simulation analysis on water entry loads of high-speed M-boat based on SPH method
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摘要:
目的 为研究M型快艇典型截面结构入水过程中受到的水动力载荷， 方法 基于光滑粒子动力学（SPH）液−气两相流算法，模拟平板和弓形模型的入水过程，以验证所用算法的精确性。在此基础上，模拟M型快艇典型截面结构的入水过程，并与相关文献的试验结果进行比较。 结果 结果显示：两种结构入水过程的仿真结果与试验结果吻合较好。M型快艇入水过程中存在二次砰击现象， 即在主船体斜升角较大时会导致第1次砰击载荷较小，若斜升角过大时第2次砰击过程中结构则受到的砰击载荷会显着增加。 结论 研究结果表明，SPH两相流算法可以很好地模拟M型快艇入水过程，斜升角的设计大小应适当。 Abstract:Objectives This study analyzes the hydrodynamic loads of a typical cross-section structure of a high-speed M-boat during water entry. Methods Based on the smooth particle dynamics (SPH) liquid-gas two-phase flow algorithm, simulations of both flat plate and arced structure water entry are carried out to verify the accuracy of the algorithm. On this basis, a typical cross-section structure water entry of the high-speed M-boat is simulated, and the results are compared with the experimental data available in literatures. Results The simulation results of both flat plate and arced structure water entry are in good agreement with the experimental data. A second slamming phenomenon occurs during water entry of the high-speed M-boat, that is, a larger dead-rise angle of main hull would make the first slamming load smaller, but if the dead-rise angle is too large, the load on the structure during the second slamming will increase significantly. Conclusions The SPH two-phase flow algorithm can accurately simulate the water entry of a high-speed M-boat. It is suggested that the dead-rise angle of a high-speed M-boat should be designed appropriately. -
Key words:
- SPH two-phase flow algorithm /
- high-speed M-boat /
- second slamming /
- dead-rise angle
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图 1 采用SPH两相流算法的平板入水模型
Figure 1. Simulation model of flat plate during water entry using two-phase SPH method
图 2 平板入水加速度数值仿真与试验结果对比
Figure 2. Comparison of acceleration between simulations and experimental results of flat plate during water entry
图 9 不同斜升角下M型快艇截面示意图
Figure 9. Diagram of high-speed M-boat cross-section with various dead-rise angles
图 11 不同粒子间距下M型快艇截面加速度（α=23°）
Figure 11. Calculated acceleration of high-speed M-boat cross-section with various particle spacings (α =23°)
图 12 不同斜升角下的加速度计算结果
Figure 12. Calculation results of acceleration for various dead-rise angles
图 13 不同初始入水速度下加速度计算结果与斜升角间的关系
Figure 13. Relationship between calculated acceleration and dead-rise angle at various initial water entry velocities
图 14 斜升角为13°时测点记录的压力变化
Figure 14. Pressure histories recorded at measuring points when dead-rise angle is 13°
图 15 斜升角为18°时测点记录的压力变化
Figure 15. Pressure histories recorded at measuring points when dead-rise angle is 18°
图 16 斜升角为23°时测点记录的压力变化
Figure 16. Pressure histories recorded at measuring points when dead-rise angle is 23°
图 17 斜升角为28°时测点记录的压力变化
Figure 17. Pressure histories recorded at measuring points when dead-rise angle is 28°
图 18 不同斜升角下自由液面压力云图及高度
Figure 18. Pressure contours and free surface elevation at various dead-rise angle
图 19 v=5 m/s时不同斜升角的加速度结果
Figure 19. Acceleration results for various dead-rise angle at v=5 m/s
图 20 斜升角为28°时有/无空气的加速度结果
Figure 20. Acceleration results with or without air influence when dead-rise angle is 28°
表 1 模拟工况
Table 1. The modelling conditions
斜升角α /(°) 13 18 23 28 初始入水速度v /(m·s-1) 5 7.5 10 5 7.5 10 5 7.5 10 5 7.5 10 
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