CN109292086B - Float bowl of water surface aircraft - Google Patents
Float bowl of water surface aircraft Download PDFInfo
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- CN109292086B CN109292086B CN201811190664.3A CN201811190664A CN109292086B CN 109292086 B CN109292086 B CN 109292086B CN 201811190664 A CN201811190664 A CN 201811190664A CN 109292086 B CN109292086 B CN 109292086B
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- buoy
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- resistance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C35/00—Flying-boats; Seaplanes
- B64C35/001—Flying-boats; Seaplanes with means for increasing stability on the water
- B64C35/002—Flying-boats; Seaplanes with means for increasing stability on the water using adjustable auxiliary floats
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- Aviation & Aerospace Engineering (AREA)
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Abstract
The invention belongs to a water aerocraftThe field of meters, concretely relates to surface of water aircraft flotation pontoon. The water resistance of the buoy in the water surface movement process is mainly friction resistance, splash resistance and wave making resistance. The frictional resistance and the wave-making resistance can be respectively reduced by controlling the water-skiing area and the splashing flow form of the ship body. The invention designs a water surface aircraft pontoon with low water resistance by optimizing the pontoon line type, the pontoon comprises a front body and a rear body, a break joint surface is arranged between the front body and the rear body, the front body is designed to be a double-bilge line structure, and the lower side of the front body comprises an inner bilge line L1 and an outer bilge line L2 which are symmetrical from a keel to two sides; the section of the rear body is
Form, decreasing uniformly from front to back. The final buoy scheme can better control the area of the buoy participating in water sliding during movement, reduce water resistance, and in addition, can control the form of splashing generated by broken steps during high-speed sliding of the buoy, so that the occurrence of a second water resistance peak value is avoided.
Description
Technical Field
The invention belongs to the field of design of waterborne aircrafts, and particularly relates to a buoy of a waterborne aircraft.
Background
The water resistance performance and the gliding stability of the pontoon in the water surface movement process have important influence on the performance of the pontoon type water surface aircraft, and in order to improve the hydrodynamic performance of the double-pontoon type water surface aircraft, the pontoon is generally required to have smaller water resistance and wider gliding stability boundary when the appearance layout and the line type of the pontoon are designed. The water resistance of the buoy in the water surface movement process is mainly friction resistance, splash resistance and wave making resistance. The frictional resistance and the wave-making resistance can be respectively reduced by controlling the water-skiing area and the splashing flowing form of the ship body, so that the ship body is required to have larger hydrodynamic lift force to lift the ship body as much as possible, and sufficient air is ensured between the ship body and water flow, namely, a good ventilation effect is achieved.
As shown in fig. 1, during the course of the float gliding on the water, the water resistance increases and then decreases with increasing speed, and a distinct peak of water resistance occurs. The second peak of water resistance may also occur before the aircraft leaves the water, whether the second peak of water resistance occurs, and its magnitude in relation to the state of motion of the pontoon. The size of the peak of the water resistance and the speed corresponding to the occurrence of the peak are key factors influencing the water sliding time and distance of the airplane during takeoff. When the buoy layout and the line type design are carried out, the peak value of the water resistance of the buoy is required to be small. Furthermore, since engine pull decreases with increasing speed, a smaller speed for the first peak is beneficial for improving takeoff performance of the aircraft.
When the airplane takes off from the land, the pitch angle of the airplane is kept stable before the speed of the airplane is lifted due to the supporting effect of the land on the airplane and does not change along with the speed change. When the airplane takes off from water, the vertical inclination angle of the airplane is changed continuously due to the fact that the hydrodynamic lift force and the action position of the buoy are changed continuously, and the vertical inclination angle of the airplane has a relatively obvious peak value. At medium and high speed, the pitch angle of the airplane changes in a large range under different elevator deflection angles, if the pitch angle is too small, the airplane easily enters a lower unstable area, so dolphin movement occurs, and if the pitch angle is too large, the airplane easily enters an upper unstable area, so that jumping movement occurs. Dolphin movement and jumping movement are unstable movement states and are avoided as much as possible during taking off and landing. The width of the stability area range shown in fig. 2 is decisively influenced by the pontoon planing stability, and a wider planing stability range of the aircraft is ensured only if the planing stability margin of the pontoon is wider. The model test verifies that the lower stable boundary is about 4-6 degrees, and the upper stable boundary does not appear in the whole test state, which indicates that the upper stable boundary is higher than all test states.
In summary, a buoy with good performance should have a small peak value of water resistance, and the peak value should correspond to a small speed as much as possible, and furthermore, the gliding stability margin of the buoy should be wide.
Wipair company and Aerocet company are used for designing the buoy abroad, wherein the Wipair company designs a Wipline13000 buoy which has the same drainage volume as the buoy provided by the invention, the front body of the buoy is designed by a double-bilge line, and the rear body of the buoy is designed by a linear bilge line and keel layout. The maximum water resistance coefficient (the ratio of the peak value of the water resistance to the weight of the airplane borne by the buoy) of the buoy is about 0.21, and the optimal configuration with the lowest water resistance under the same condition is not achieved, namely the water resistance of the buoy under the water displacement condition can be further reduced.
Disclosure of Invention
The invention aims to design the buoy of the water surface aircraft with low water resistance by optimizing the line type of the buoy, and the buoy has good gliding stability and improves the comprehensive performance of the buoy.
A water surface aircraft buoy comprises a front body and a rear body, wherein a break joint surface is arranged between the front body and the rear body, the front body is designed to be of a double-bilge line structure, and the lower side of the front body comprises an inner bilge line L1 and an outer bilge line L2 which are symmetrical from a keel to two sides; the section of the rear body is
Form, decreasing uniformly from front to back.
The total length of the buoy is 9.8m-9.9m, the length of the front body is 4.8m-4.9m, and the length of the rear body is 5.0m-5.1 m.
The length ratio of the rear body/the front body is 1.0-1.05, and the length-width ratio of the buoy is 7.5-7.9.
The ratio of the length of the afterbody/precursor body is 1.03 and the aspect ratio of the pontoon is 7.7.
The trailing edge angle is 9 degrees, and the posterior keel angle is 7.8 degrees.
The height of the off-step is 0.1-0.11 m, the angle of the off-step precursor is: 30 degrees, off-step rear body angle: 32 deg.
The height of the step is 0.103 m.
The buoy is divided from front to back according to the following station distances, wherein the station position 1 is 185-186 mm, the station position 2 is 500-501 mm, the station position 3 is 815-816 mm, the station position 4 is 1490-1491 mm, the station position 5 is 2165-2166 mm, the station position 6 is 2840-2841 mm, the station position 7 is 3515-3516 mm, the station position 8 is 4190-4191 mm, the station position 9 and the station position 10 are identical and are 4865-4866 mm, the station position 9 represents the rearmost end of a front body, the station position 10 represents the foremost end of a rear body, the station position 11 is 5540-5541 mm, the station position 12 is 6215-6216 mm, the station position 13 is 6890-6891 mm, the station position 14 is 7565-7566 mm, the station position 15 is 8240-8241 mm, the station position 16 is 8915-8916 mm, and the station position 17 is 9596-9596 mm.
The geometrical parameters at each station are as follows, where the height is calculated from the deck downwards, in mm,
the inner bilge line in the rear part of the buoy front body mainly has the function of controlling the flowing form of the splash after the speed is increased, the inner danger avoiding transverse position is more outside, the splash flowing backwards at the broken step position is facilitated to be far away from the buoy rear body, the width of the buoy rear body is gradually reduced, and the situation that the broken step position flows backwards to be adsorbed on the buoy is avoided, so that a second resistance peak is formed. In addition, the straight line form is adopted on the cross section form of the pontoon afterbody hull, and the concave curve form is not adopted, so that the ventilation effect of the afterbody is increased, and the form of adsorption is avoided.
The final buoy scheme can better control the area of the buoy participating in water sliding during movement, reduce water resistance, and control the splashing state of broken steps during high-speed sliding of the buoy, so that a second water resistance peak value is avoided; the keel line and the bilge line of the rear body of the buoy are both straight lines, the cross section form is a straight line form, the configuration is simple, and the sliding performance of the buoy in a high-speed state is not influenced (only the front body of the buoy participates in water sliding at a high speed); the upper part of the buoy is provided with a flat deck to facilitate passengers to get on or off the airplane.
The buoy has the same appearance layout as the Wipline13000 buoy, but the bilge line position in the front body and the shape of a transverse ramp curve are optimized to finally form the buoy scheme of the invention, the maximum water resistance coefficient of the buoy is 0.185, the corresponding speed is 0.27 times of the water leaving speed, and the maximum water resistance peak value of the buoy is obviously reduced compared with the Wipline13000 buoy through model test verification.
Drawings
FIG. 1 is a characteristic curve typical of the variation of the float water resistance;
FIG. 2 is a schematic view of a taxiing attitude and stability boundary of an aircraft;
FIG. 3 is a front view of the buoy of the present invention;
FIG. 4 is a line drawing of the buoy of the present invention;
FIG. 5 is a top view of the spar of the present invention;
FIG. 6 is a graph comparing the water resistance performance of the pontoons of the present invention;
FIG. 7 is a schematic view of the pontoon planing stability boundary of the present invention.
Detailed Description
Referring to fig. 3-5, the major parameters of the buoy proposed by the present invention are as follows:
the volume of the water drained by the buoy: 6.35 cubic meter
The integral length of the buoy: 9.88 m
Length of the buoy precursor: 4.86 m
The length of the buoy rear body: 5.02 m
Ratio of posterior/anterior length: 1.03
The maximum width of the buoy: 1.288 m
The maximum height of the buoy is as follows: 1.132 Rice
Length-width ratio of pontoon: 7.7
Trailing edge angle: 9 degree
Posterior keel: 7.8 degree
Step height: 0.103 m
Off-step precursor ramp angle: 30 degree
Angle of slope after step breaking: at an angle of 32 °
The main characteristics of the buoy are the height and width of the inner bilge line and the outer bilge line at different stations and the height of the keel line, and the characteristics of the buoy at different stations are as follows (station distance refers to the distance from the head point of the buoy, the bilge line/keel line height refers to the distance from the face of a deck, and the unit is mm):
fig. 6 is a schematic diagram showing the variation of the water resistance curve of the buoy of the present invention verified by a model test, and through comparison between the buoy of the present invention and the buoys 1, 2 and 3, the range from 0.25 times to 0.4 times of the water leaving speed is pinched, the water resistance coefficient of the buoy of the present invention is obviously smaller than the water resistance coefficients of the other three buoys, the maximum water resistance coefficient of the buoy of the present invention is 0.185, the corresponding speed is 0.27 times of the water leaving speed, and the maximum water resistance coefficients and the corresponding speeds of the other comparison buoys are respectively: the comparison buoy 1 has the water leaving speed of 0.204 and 0.3 times, the comparison buoy 2 has the water leaving speed of 0.203 and 0.32 times, and the comparison buoy 3 has the water leaving speed of 0.209 and 0.43 times, so that the comparison shows that the buoy has excellent water resistance performance (the peak value of water resistance is small, and the corresponding speed of the peak value is low).
Fig. 7 shows a stable boundary of the buoy of the invention, and through model test verification, the lower stable boundary is about 4-6 degrees, and in the whole test state, the upper stable boundary does not appear, which indicates that the upper stable boundary is higher than all test states.
The buoy is put into the research on the topic of a Y12E airplane modified double-buoy type seaplane, forms a design scheme, and is not processed into a real machine product. But the buoy and the Y12E airplane are processed into a model with the scale ratio of 1:4.5, and the gliding, taking-off and landing tests are carried out in the reservoir, so that a good effect is achieved.
Claims (7)
1. A surface vehicle buoy, characterized in that: the buoy comprises a front body and a rear body, a broken joint surface is arranged between the front body and the rear body, the front body is designed to be a double-bilge line structure, and the lower side of the front body from a keel to two sides comprises a symmetrical inner bilge line L1 and an outer bilge line L2; the section of the rear body is
Form, decreasing uniformly from front to back; the length ratio of the rear body/the front body is 1.0-1.05, and the length-width ratio of the buoy is 7.5-7.9; the trailing edge angle is 9 degrees, and the posterior keel angle is 7.8 degrees; the height of the off-step is 0.1-0.11 m, the angle of the off-step precursor is: 30 degrees, off-step rear body angle: 32 deg.
2. The surface vehicle buoy of claim 1, wherein: the total length of the buoy is 9.8m-9.9m, the length of the front body is 4.8m-4.9m, and the length of the rear body is 5.0m-5.1 m.
3. The surface vehicle buoy of claim 1, wherein: the ratio of the length of the afterbody/precursor body is 1.03 and the aspect ratio of the pontoon is 7.7.
4. The surface vehicle buoy of claim 1, wherein: the height of the step is 0.103 m.
5. The surface vehicle buoy of claim 4, wherein: the buoy is divided from front to back according to the following station distances, wherein the station position 1 is 185-186 mm, the station position 2 is 500-501 mm, the station position 3 is 815-816 mm, the station position 4 is 1490-1491 mm, the station position 5 is 2165-2166 mm, the station position 6 is 2840-2841 mm, the station position 7 is 3515-3516 mm, the station position 8 is 4190-4191 mm, the station position 9 and the station position 10 are identical and are 4865-4866 mm, the station position 9 represents the rearmost end of a front body, the station position 10 represents the foremost end of a rear body, the station position 11 is 5540-5541 mm, the station position 12 is 6215-6216 mm, the station position 13 is 6890-6891 mm, the station position 14 is 7565-7566 mm, the station position 15 is 8240-8241 mm, the station position 16 is 8915-8916 mm, and the station position 17 is 9596-9596 mm.
6. The surface vehicle buoy of claim 5, wherein: the geometrical parameters at each station are as follows, where the height is calculated from the deck downwards, in mm,
7. the surface vehicle buoy of claim 6, wherein: the geometrical parameters at each station are as follows, in mm,
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811190664.3A CN109292086B (en) | 2018-10-12 | 2018-10-12 | Float bowl of water surface aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811190664.3A CN109292086B (en) | 2018-10-12 | 2018-10-12 | Float bowl of water surface aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109292086A CN109292086A (en) | 2019-02-01 |
| CN109292086B true CN109292086B (en) | 2022-03-15 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811190664.3A Active CN109292086B (en) | 2018-10-12 | 2018-10-12 | Float bowl of water surface aircraft |
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Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114313257B (en) * | 2021-12-30 | 2023-09-05 | 中国特种飞行器研究所 | Amphibious aircraft hull with large length-width ratio |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6290174B1 (en) * | 1998-08-27 | 2001-09-18 | G. Leonard Gioia | Amphibious aircraft with aerodynamic/hydrodynamic sponsons |
| CN102438900A (en) * | 2009-06-10 | 2012-05-02 | 图标飞机制造公司 | Wingtip and sponson interaction on an amphibious aircraft |
| CN106458320A (en) * | 2014-04-30 | 2017-02-22 | 飞洋航空机制造开发株式会社 | Device for suppressing pitch angle fluctuation in seaplane |
| CN106564596A (en) * | 2016-11-14 | 2017-04-19 | 中国特种飞行器研究所 | High-performance hybrid hullform for amphibious aircraft |
| CN108502172A (en) * | 2018-05-30 | 2018-09-07 | 佛山市神风航空科技有限公司 | A kind of seaplane for rescue of patrolling on the sea |
-
2018
- 2018-10-12 CN CN201811190664.3A patent/CN109292086B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6290174B1 (en) * | 1998-08-27 | 2001-09-18 | G. Leonard Gioia | Amphibious aircraft with aerodynamic/hydrodynamic sponsons |
| CN102438900A (en) * | 2009-06-10 | 2012-05-02 | 图标飞机制造公司 | Wingtip and sponson interaction on an amphibious aircraft |
| CN106458320A (en) * | 2014-04-30 | 2017-02-22 | 飞洋航空机制造开发株式会社 | Device for suppressing pitch angle fluctuation in seaplane |
| CN106564596A (en) * | 2016-11-14 | 2017-04-19 | 中国特种飞行器研究所 | High-performance hybrid hullform for amphibious aircraft |
| CN108502172A (en) * | 2018-05-30 | 2018-09-07 | 佛山市神风航空科技有限公司 | A kind of seaplane for rescue of patrolling on the sea |
Non-Patent Citations (1)
| Title |
|---|
| 《运_12双浮筒式水上飞机改型设计》;刘永军;《中国优秀硕士学位论文全文数据库（电子期刊）》;20090630;C031-208 * |
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| CN109292086A (en) | 2019-02-01 |
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