CN113806864B - Marine metal propeller flow excitation vibration identification method based on noise cloud image - Google Patents
Marine metal propeller flow excitation vibration identification method based on noise cloud image Download PDFInfo
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Abstract
The invention relates to a marine metal propeller flow excitation vibration identification method based on a noise cloud picture, which utilizes propeller noise data under a series of specific working conditions collected by a water tank test to construct a noise cloud picture at a natural frequency and identify whether the 'resonance' of the metal propeller flow excitation exists.
Description
Technical Field
The invention belongs to the technical field of marine metal propeller design, and particularly relates to a marine metal propeller flow excitation identification method based on a noise cloud picture.
Background
Propeller noise is one of the major sources of noise for ships, including propeller flow induced noise and flow induced vibration noise. Wherein, there is a kind of flow excitation noise under the special operating condition: when the frequency of the fluid excitation force is consistent with the natural frequency of the propeller, the resonance is caused, so that the propeller generates strong vibration and narrow-band spectral noise, the ship comfort is seriously affected, and once the propeller is in the designed working condition, the situation is difficult to eliminate and redesign is needed. Therefore, it is necessary to identify whether the propeller and the fluid excitation are "resonant" during the design phase, avoiding the drawbacks of strong vibrations in real-ship applications.
At present, no matter theoretical calculation or model test is carried out, the flow noise or the flow excitation noise can not be separated from the propeller noise; therefore, in the design practice of the propeller, the propeller is assumed to be a rigid body, no flow excitation noise exists, and only the flow excitation noise is evaluated; and no effective means is available for quantitatively/qualitatively evaluating the rotor flow excitation noise; in particular how to predict whether a strong "resonance" phenomenon exists.
Disclosure of Invention
The invention aims to provide a marine metal propeller flow excitation vibration identification method based on a noise cloud picture aiming at the technical requirements, which is used for judging whether strong vibration at the natural frequency of a propeller caused by fluid exists in each sailing working condition of a real ship, fills the blank of a method for identifying the phenomenon in the design stage of the national propeller, can support the design of the marine metal propeller, and reduces the risk of strong vibration at the natural frequency in the application of the real ship.
In order to achieve the above purpose, the present invention adopts the following technical scheme: the marine metal propeller flow excitation vibration identification method based on the noise cloud picture is characterized by comprising the following steps of:
s1) measuring the natural frequency of the propeller model in water:
manufacturing a metal propeller model, wherein the metal propeller model is similar to a solid propeller in geometry and the material is the same, and obtaining the natural frequency of the model propeller in static water by adopting a standard hammer excitation method;
s2) drawing a test working condition limiting curve graph, and determining a test working condition:
the horizontal coordinate of the test working condition limiting curve graph is the rotating speed, the vertical coordinate is the water speed, and the curve envelope graph is determined according to various limiting conditions of the propeller hydrodynamic force, cavitation and a test instrument, and the test working condition points are discrete into matrix type test working condition points according to the equal rotating speed and the equal water speed interval in an envelope area;
s3) obtaining full-band noise of the oar model based on a water tank test:
measuring the noise and the background noise of the propeller model under all working conditions in the range in a circulating water tank, wherein the water speed interval and the rotating speed interval can be determined according to comprehensive consideration of test workload and required test result resolution;
s4) drawing a noise cloud chart of the propeller:
based on series test working condition propeller full-band noise continuous spectrum data, extracting natural frequency f of each test working condition n Noise level in + -50 Hz range, frequency interval 1Hz, f n The noise cloud image is drawn by representing the total noise level amplitude through colors, wherein the noise level amplitude is the n-th order natural frequency range and corresponds to the working condition limiting curve graph matrix type test working condition points one by one;
s5) judging whether high-amplitude narrowband noise exists:
according to the corresponding relation between the rotating speed and the navigational speed of the model propeller and the real propeller, which is determined according to the real propeller ship rapidness forecast, and according to the similarity criterion of the ship rapidness self-propulsion test:wherein n is m For the rotation speed of the paddle mould, n s For solid pitch speed, V m For model test of water velocity, V s For the real ship speed, lambda is the scale ratio, and a curve representing the real ship constant speed direct-navigation working state is drawn on the color noise cloud picture, namely the real ship V s -n s Judging whether an actual working line is overlapped with a region with higher noise or not according to the corresponding relation curve, if so, considering that stronger flow excitation vibration occurs in the corresponding working condition of the overlapped region, and generating high-amplitude narrowband spectrum noise; if not, it is considered that this does not occur.
According to the above scheme, the limiting curve in step S2 includes: the device comprises a water speed limit line, a rotating speed limit line, a power meter thrust, a torque, a power limit line, a propeller zero thrust limit line and a propeller cavitation-free limit line. The water speed limiting line is a water speed limiting value of a water tank, the rotating speed limiting line is a rotating speed limiting value of the water tank, the thrust, torque and power limiting line of the power meter is the maximum positive thrust, torque and power allowed by the power meter, the zero thrust limiting line of the propeller is calculated according to the thrust zero point corresponding to the speed input coefficient of the water performance curve of the first quadrant of the propeller, and the no-cavitation limiting line of the propeller is calculated according to the cavitation bucket (cavitation limit line) data of the propeller.
The beneficial effects of the invention are as follows: the noise cloud image at the natural frequency is constructed by utilizing the propeller noise data under a series of specific working conditions collected by a water tank test, whether the flow excitation resonance of the metal propeller exists or not is identified, the limitation of the traditional water tank test for carrying out independent evaluation on the flow excitation noise is effectively overcome, and under the condition that the flow excitation noise and the flow excitation noise of the propeller are not separated, whether a strong resonance phenomenon exists or not is pre-judged, the blank of the method for identifying the phenomenon in the national propeller design stage is filled, the design of the metal propeller for the ship can be supported, and the risk of strong vibration at the natural frequency is reduced when the metal propeller is applied to a real ship.
Drawings
Fig. 1 is a graph of natural frequencies in propeller water according to an embodiment of the present invention.
FIG. 2 is a graph illustrating model test conditions constraints according to one embodiment of the present invention.
Fig. 3 is a schematic view of a continuous spectrum of noise from a propeller model according to an embodiment of the present invention.
Fig. 4 is a noise cloud at the natural frequency of one embodiment of the present invention.
Fig. 5 is a flow chart of an embodiment of the present invention.
Detailed Description
Embodiments of the present invention will now be described with reference to the accompanying drawings, and the present invention is not limited to the following examples.
As shown in fig. 5, a noise cloud image-based marine metal propeller flow excitation vibration noise identification method is characterized by comprising the following steps:
(1) Drawing a test working condition limiting curve graph to determine a test working condition
The test working condition limiting curve graph is a curve envelope graph with the rotation speed on the abscissa and the water speed on the ordinate, and the curve envelope graph is determined according to various limiting conditions such as propeller hydrodynamic force, cavitation, a test instrument and the like. The curves specifically include the following:
a. a water velocity limiting line;
b. a rotation speed limit line;
c. a power meter thrust, torque and power limit line;
d. zero thrust limit line for propeller.
e. The propeller has no cavitation limit line.
It should be noted that, the determination of the subsequent test conditions (i.e. test rotation speed and water speed) is an important basis for constructing a noise cloud image, and different from the conventional propeller water tank test, the test conditions of the specified navigational speed are determined by adopting an equal thrust method or an equal torque method according to the rapid test result, and the test conditions are discrete into matrix test condition points according to the equal rotation speed and equal water speed intervals in an envelope area according to the test condition limiting curve graph.
(2) Construction of noise cloud patterns
Based on the noise data (generally 0.8-80 kHz) of the full frequency band of the propeller under the series of test working conditions, extracting the natural frequency f of each test working condition n ±50Hz(f n The noise total level (frequency interval is 1 Hz) in the n-th order natural frequency range corresponds to the working condition limiting curve graph matrix type test working condition points one by one, and the noise total level amplitude is represented by the color to finish the drawing of a noise cloud picture.
(3) Identifying propeller flow excitation
And drawing a real ship working state curve based on the noise cloud picture, and identifying whether the real ship working state curve is overlapped with a high noise area. If so, the propeller is considered to generate stronger flow excitation vibration under the corresponding working condition of the overlapping area, and high-amplitude narrow-band spectral noise is generated at the same time; if not, it is considered that the above situation does not occur.
Example 1
Step 1, measuring natural frequency in water of a propeller model
In stationary water, the model pitch natural frequency is obtained using standard hammer excitation methods (see fig. 1).
The metal propeller model is required to be similar to the solid propeller in geometry and the same in material. When the thickness of the trailing edge and the blade tip of the propeller model is smaller than 0.3mm, the thickness is adjusted to 0.3mm so as to avoid the influence of the singing sound of the propeller on the effectiveness of a test result in the test process.
Step 2, drawing a test working condition limiting curve graph, and determining a test working condition
Test condition limiting graphs (see fig. 2) each limit line is as follows:
a. water speed limit line: a water tank water speed limit value;
b. rotational speed limit line: a sink rotational speed limit;
c. thrust, torque and power limit lines of the power meter: maximum positive thrust, torque and power allowed by the power meter;
d. zero thrust limit line for propeller: and calculating according to the thrust zero point corresponding to the advance coefficient of the first quadrant spacious water performance curve of the propeller.
e. The propeller has no cavitation limit line: and calculating according to the propeller cavitation bucket data.
Step 3, obtaining full-band noise of the oar model based on the water tank test
The propeller model noise and the background noise (see fig. 3) were measured in the circulation tank under all conditions within the limit line range determined in step 2, wherein the water speed interval was 0.1m/s and the pitch speed interval was 0.15rps. The water speed interval and the rotating speed interval can be determined according to comprehensive consideration of test workload and required test result resolution.
Step 4, drawing a noise cloud image of the propeller
Based on series test working condition propeller full-band noise continuous spectrum data, extracting natural frequency f of each test working condition n ±50Hz(f n The noise total level (frequency interval is 1 Hz) in the n-th order natural frequency range corresponds to the working condition limiting curve graph matrix type test working condition points one by one, the noise total level amplitude is represented by colors, and the drawing of a noise cloud chart (see fig. 4) is completed.
Step 5, judging whether the high-amplitude narrowband noise exists
And according to the rotational speed and the navigational speed corresponding relation between the model propeller and the real propeller, which are determined by the rapidness forecast of the propeller real ship. (according to the similarity criteria of the ship's quickness self-propulsion test:wherein n is m For the rotation speed of the paddle mould, n s For solid pitch speed, V m For model test of water velocity, V s For the real ship speed, lambda is the scale ratio) a curve representing the real ship constant speed direct-navigation working state is drawn on the color noise cloud picture, namely the real ship V s -n s The corresponding relation curve is used for the corresponding relation curve,it is determined whether the actual operating line "overlaps" with the region where the noise is high. If so, the propeller is considered to generate stronger flow excitation vibration under the corresponding working condition of the overlapping area, and high-amplitude narrow-band spectral noise is generated; if not, it is considered that the above situation does not occur. />
Claims (2)
1. The marine metal propeller flow excitation vibration identification method based on the noise cloud picture is characterized by comprising the following steps of:
s1) measuring the natural frequency of the propeller model in water:
manufacturing a metal propeller model, wherein the metal propeller model is similar to a solid propeller in geometry and the material is the same, and obtaining the natural frequency of the model propeller in static water by adopting a standard hammer excitation method;
s2) drawing a test working condition limiting curve graph, and determining a test working condition:
the abscissa of the test condition limiting curve graph is the rotating speed, the ordinate is the water speed, and the limiting curve comprises: the method comprises the steps of determining a curve envelope graph according to the limiting conditions of propeller hydrodynamic force, cavitation and a testing instrument, and dispersing the curve envelope graph into matrix testing working condition points in an envelope area according to equal rotating speed and equal water speed intervals;
s3) obtaining full-band noise of the oar model based on a water tank test:
measuring the noise and the background noise of the propeller model under all working conditions in the range in a circulating water tank, and determining the water speed interval and the rotating speed interval according to the test workload and the required test result resolution comprehensively;
s4) drawing a noise cloud chart of the propeller:
based on series test working condition propeller full-band noise continuous spectrum data, extracting natural frequency f of each test working condition n Noise level in + -50 Hz range, frequency interval 1Hz, f n The noise cloud image is drawn by representing the total noise level amplitude through colors, wherein the noise level amplitude is the n-th order natural frequency range and corresponds to the working condition limiting curve graph matrix type test working condition points one by one;
s5) judging whether high-amplitude narrowband noise exists:
according to the corresponding relation between the rotating speed and the navigational speed of the model propeller and the real propeller, which is determined according to the real propeller ship rapidness forecast, and according to the similarity criterion of the ship rapidness self-propulsion test:wherein n is m For the rotation speed of the paddle mould, n s For solid pitch speed, V m For model test of water velocity, V s For the real ship speed, lambda is the scale ratio, and a curve representing the real ship constant speed direct-navigation working state is drawn on the color noise cloud picture, namely the real ship V s -n s And judging whether the actual working line is overlapped with a region with higher noise or not according to the corresponding relation curve, if so, considering that stronger flow excitation vibration occurs in the corresponding working condition of the overlapped region, generating high-amplitude narrow-band spectrum noise, and if not, considering that the situation does not occur.
2. The marine metal propeller flow excitation identification method based on the noise cloud image is characterized in that the water speed limiting line is a water speed limiting value of a water tank, the rotating speed limiting line is a rotating speed limiting value of the water tank, the thrust, torque and power limiting line of the power instrument is the maximum positive thrust, torque and power allowed by the power instrument, the propeller zero thrust limiting line is calculated according to the thrust zero point corresponding to the speed coefficient of a propeller first quadrant water-free performance curve, and the propeller no-cavitation limiting line is calculated according to propeller cavitation bucket data.
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