CN115783199A - Perforated rudder for inhibiting vortex-excited vibration and design method thereof - Google Patents
Perforated rudder for inhibiting vortex-excited vibration and design method thereof Download PDFInfo
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Abstract
The invention relates to a perforated rudder for inhibiting vortex-excited vibration, wherein a full-through pressure hole is formed in the edge of the tail edge of a rudder wing along the flow direction and the expansion direction to communicate a pressure surface and a suction surface, and the hole opening principle is as follows: a) The open area is forward of the trailing edge, after 3/4 chord length; b) The opening rate (total opening area/wing surface area) is not more than 1 percent; c) The openings are in a multi-row and multi-hole form of each row of holes; the design method comprises the following steps: determining a preliminary hole opening area according to the size of the rudder wing; calculating the surface area of the rudder wing; determining a limiting value of the total open area according to the requirement that the total open area is not more than 1% of the surface area of the rudder wing; setting various opening schemes by taking the diameter and the number of the arranged openings as variation parameters according to the total area of the openings; according to the preferable scheme, compared with the vorticity, pressure distribution and hydrodynamic noise frequency spectrum characteristics of the flow field near the trailing edge, the hole opening scheme with low vortex shedding intensity and low noise is selected. The invention reduces the shedding strength of the trailing vortex, improves the vortex shedding frequency, reduces the low-frequency noise, and has lower influence on the maneuverability of the rudder wing by opening holes.
Description
Technical Field
The invention belongs to the technical field of hydrodynamic noise control of rudder wings, and particularly relates to a perforated rudder capable of inhibiting vortex-excited vibration and a design method thereof.
Background
The underwater vehicle has a complex structure, and a rudder wing structure which is an obvious salient part in a streamline structure destroys the continuity of a flow field and a pressure field and generates hydrodynamic noise. The phenomenon that fluid flows through the surface of the rudder wing to generate flow separation and is curled up under the action of a trailing edge inverse pressure gradient to form a wake vortex and fall off is particularly prominent when the incoming flow attack angle of the rudder wing is large. Besides directly radiating noise, the wake vortex can also excite the rudder wing in the falling process to cause vibration sound radiation of the rudder wing, the amplitude of the wake vortex is large, the frequency of the wake vortex is low, and the acoustic performance of the underwater vehicle is influenced. Meanwhile, a low-pressure area exists in the center of the wake vortex, and potential cavitation is caused. Once cavitation occurs, the hydrodynamic and acoustic properties of the rudder wing will deteriorate drastically. Therefore, how to reduce the vortex shedding strength near the trailing edge and suppress the vortex excitation is an urgent technical problem to be solved in the field.
Disclosure of Invention
The technical problem to be solved by the present invention is to provide a perforated rudder for suppressing vortex-induced vibration and a design method thereof, wherein from the viewpoint of reducing trailing edge vortex shedding strength and improving the acoustic characteristics of a rudder wing, an opening is formed in the rudder, and the pressure difference between a pressure surface and a suction surface is reduced by utilizing the pressure-equalizing effect of the opening, so that the vortex shedding scale and strength are reduced, the vortex shedding frequency is changed, and the purpose of effectively suppressing vortex-induced vibration and direct acoustic radiation is achieved.
The technical scheme adopted by the invention for solving the technical problems is as follows:
the utility model provides an restrain foraminiferous rudder of vortex excitation vibration, offers full formula pressure port at rudder wing trailing edge along flow direction and exhibition to, intercommunication pressure surface and suction surface, the trompil principle as follows:
a) The open area is forward of the trailing edge, after 3/4 chord length;
b) The opening rate is not more than 1%, and = the total opening area/the surface area of the wing;
c) The openings are in the form of a plurality of rows of holes.
In the above scheme, the shape of the opening is circular.
In the scheme, the aperture of the opening is 1% -2% of the length of the rudder wing board.
In the above scheme, the open pore form is a straight open pore.
In the scheme, the pressure holes are uniformly distributed in the flow direction and the expansion direction; .
In the scheme, the distance between the center of the spanwise edge hole and the wingspan boundary is not less than 4 times of the hole diameter, and the distance between the spanwise edge holes is 2 times of the distance.
In the scheme, the distance between the center of the flow direction edge hole and the tail edge of the rudder wing is not less than 4 times of the hole diameter, and the distance between the flow direction holes is 1-2 times of the distance.
Correspondingly, the invention also provides a design method of the perforated rudder for inhibiting the vortex-excited vibration, which comprises the following steps of:
s1, determining a preliminary opening area according to the specific size of the rudder wing by taking the principle that an opening is formed between the length of a 3/4 chord and the length of the tail edge as a positioning principle;
s2, calculating the surface area of the rudder wing, wherein the surface area is the arc length multiplied by the width;
s3, determining a limiting value of the total open pore area according to the requirement that the total open pore area is not more than 1% of the surface area of the rudder wing;
s4, setting various hole opening schemes by taking the hole opening diameter and the arrangement number as variation parameters according to the total hole opening area ： The aperture is 1% -2% of the length of the rudder wing board; the distance between the center of each spanwise edge hole and the spanwise boundary is not less than 4 times of the hole diameter, and the distance between the spanwise edge holes is 2 times of the distance; the distance between the center of the flow direction edge hole and the tail edge of the rudder wing is not less than 4 times of the hole diameter, and the distance between the flow direction edge holes is 1 to 2 times of the distance; calculating lift-drag ratio of the rudder wing, wherein the lift-drag ratio is the ratio of lift force to drag force, and the ratio is preferably selected according to the principle that the lift-drag ratio is not more than 5 percentSeveral open pore schemes with small lift pulsation and small lift loss;
and S5, comparing the vorticity and pressure distribution of the flow field near the trailing edge of the porous material with the spectral characteristics of hydrodynamic noise according to the optimal scheme, and selecting an open pore scheme with low vortex intensity and low noise.
The invention has the beneficial effects that:
1. according to the invention, from the perspective of reducing the vortex shedding strength of the trailing edge, the holes are formed in the rudder, and the pressure difference between the pressure surface and the suction surface is reduced by utilizing the pressure equalizing effect of the holes, so that the vortex shedding scale and strength are reduced, and the purpose of effectively inhibiting vortex-excited vibration is achieved.
2. Compared with a large-scale vortex, the acoustic radiation energy of the small-scale shedding vortex influenced by pressure equalization after the hole is opened is concentrated in medium-high frequency, the energy is easily dissipated, and the direct acoustic radiation level of a flow field of the rudder wing can be reduced.
3. The reduced deswirler dimensions and intensity improve the pressure distribution of the flow field, and the reduction of low pressure zones reduces the likelihood of cavitation.
4. Due to the limitation of the total area of the openings, the extra flow-induced noise caused by the openings is small compared to the vortex-induced vibration noise and does not cause an increase in the total radiated noise. Meanwhile, the influence on the lift resistance of the rudder wing is relatively low, and the maneuverability of the rudder wing cannot be obviously changed.
Drawings
The invention will be further described with reference to the accompanying drawings and examples, in which:
FIG. 1 is a schematic perspective view of an apertured rudder in an embodiment of the present invention;
FIG. 2 is a schematic plan view of the perforated rudder of FIG. 1;
FIG. 3 is a schematic illustration of the effect of the apertures on wake vortex volume and flow field pressure distribution;
FIG. 4 is a comparative diagram of a flow field vortex structure characterized by a Q-isosurface;
FIG. 5 is a graph comparing lift coefficients for imperforate and open-pored hydrofoils;
FIG. 6 is a schematic illustration of a hydrofoil surface pressure monitoring point distribution;
FIG. 7 is a schematic diagram of the pressure coefficient time average distribution at each measuring point;
FIG. 8 is a time domain plot of pressure coefficients at some of the test points;
FIG. 9 is a plot of the frequency domain lift coefficient for a non-perforated and perforated hydrofoil;
FIG. 10 is a 1/3 octave comparison of imperforate and open-cell hydrofoil low frequency radiation noise.
Detailed Description
For a more clear understanding of the technical features, objects and effects of the present invention, embodiments of the present invention will now be described in detail with reference to the accompanying drawings.
The embodiment of the invention provides a perforated rudder for inhibiting vortex-induced vibration, wherein a full-through pressure hole is formed in the edge of the tail edge of a rudder wing along the flow direction and the unfolding direction to communicate a pressure surface and a suction surface, and as shown in figure 1, the principle of hole opening is as follows:
a) The open area is forward of the trailing edge, after 3/4 chord length;
b) The opening ratio (total opening area/wing surface area) is not more than 1%, and if a good noise reduction effect is desired, the opening ratio can be a large value within a limited range;
c) The openings are in a multi-row and multi-hole form of each row of holes;
d) The shape of the opening is circular, and the aperture is 1% -2% of the length of the rudder wing board;
e) The open pore is a straight open pore;
f) The pressure holes are uniformly distributed in the flow direction and the spanwise direction, the distance between the center of the spanwise edge hole and the wingspan boundary is not less than 4 times of the hole diameter, and the span distance of the spanwise holes is 2 times of the distance; the distance between the center of the flow direction edge hole and the tail edge of the rudder wing is not less than 4 times of the hole diameter, and the distance between the flow direction edge holes is 1-2 times of the distance.
The rudder with holes has the pressure-equalizing function of the pressure holes, the pressure difference between the suction surface and the pressure surface is reduced, the adverse pressure gradient effect near the tail edge is weakened, the rolling process after flow separation is delayed, and the strength of the wake vortex is correspondingly weakened. Meanwhile, the pressure hole is communicated with the pressure surface and the suction surface of the rudder wing, and jet flow from the pressure surface to the suction surface exists in the hole and can impact the flow near the tail edge of the suction surface, so that the original large-scale wake vortex structure is broken into a small vortex structure. The shedding frequency of the small vortex structures is higher than that of the original small vortex structures, so that the natural frequency of the rudder wing can be avoided, and the resonance phenomenon is avoided.
Correspondingly, the invention also provides a design method of the perforated rudder for inhibiting the vortex-excited vibration, which comprises the following steps of:
s1, according to the specific size of the rudder wing, determining a preliminary opening area by using the principle that the opening is arranged between the length of a 3/4 chord and the length of a tail edge as a positioning principle. The position of the opening is arranged near the trailing edge as much as possible, so that the negative pressure effect of the suction surface of the trailing edge can be weakened, vortex shedding caused by flow separation is inhibited to a certain extent, and the original large-scale vortex structure is broken into vortexes with relatively small sizes. The shedding frequency of the small vortexes is higher than that of the small vortexes, so that the natural frequency of the rudder wing can be avoided, and the resonance phenomenon is avoided; secondly, the noise frequency band is relatively high, and energy is more easily dissipated than the low-frequency noise generated by the original large-scale vortex.
S2, calculating the surface area of the rudder wing, namely the arc length multiplied by the width.
And S3, determining a total open pore area limit value according to the requirement that the open pore area is not more than 1% of the surface area of the rudder wing. The porosity of the surface opening can not be too small or too large, the small porosity influences the pressure-equalizing effect of the holes, the large porosity can reduce the lift force of the rudder wing and influence the maneuverability, and 1% is a more reasonable value.
And S4, setting various opening schemes by taking the diameter of the openings and the number of the arranged openings as variation parameters according to the total area of the openings. The tapping scheme needs to satisfy: the aperture is 1% -2% of the length of the rudder wing board; the distance between the center of the spanwise edge hole and the wingspan boundary is not less than 4 times of the hole diameter, and the distance between the spanwise edge holes is 2 times of the distance; the distance between the center of the flow direction edge hole and the tail edge of the rudder wing is not less than 4 times of the hole diameter, and the distance between the flow direction holes is 1-2 times of the distance. And then calculating the lift-drag ratio of the rudder wing, wherein the lift-drag ratio is the ratio of lift force to resistance force, and several schemes with small lift pulsation and less lift loss are preferably selected according to the principle that the lift-drag ratio is not more than 5%.
In the parameter design, the following steps are carried out: 1. the distance between the edge opening and the tip (in the spanwise direction) is not suitable to be less than 4 times of the aperture, so that the influence of the opening on a flow field near the tip on the maneuverability of the rudder wing is avoided. 2. The problem of the structural strength of the rudder wing after the holes are formed is mainly considered when the distance between the edge hole and the tail edge is not less than 4 times of the hole diameter, the rudder wing near the tail edge is thin, and the holes are not suitable to be too close to the tail edge. 3. The spacing between the holes is preferably kept between 4 and 8 times of the aperture according to the arrangement mode of the holes, and too small results in too dense holes, increases the processing difficulty and causes the loss of maneuverability; if too large, the pressure equalizing effect is not obvious.
And S5, comparing the vorticity and pressure distribution of the flow field near the trailing edge of the porous material with the spectral characteristics of hydrodynamic noise according to the optimal scheme, and selecting an open pore scheme with low vortex intensity and low noise.
The opening form of the invention is explained in detail below with three-dimensional NACA0012 hydrofoil as the basic rudder wing model. The basic rudder wing model is a three-dimensional NACA0012 hydrofoil, and the basic rudder wing model has a chord length of 760mm and a span length of 320mm. As shown in fig. 2, the perforated rudder has the following opening scheme: 5 rows of through holes (namely pressure holes) are arranged between the upper wing surface and the lower wing surface, each row of 3 holes are uniformly distributed in the flow direction and the span direction, the hole flow direction distance (namely h in the drawing) is 60mm, the span direction distance (namely t in the drawing) is about 64mm, the distance from the center of a span direction edge hole to the wingspan boundary is about 32mm, the distance from the center of the flow direction edge hole to the tail edge of the rudder wing is 60mm, and the hole diameter is 8mm.
Proved by verification, the perforated rudder designed by the embodiment has the following technical effects:
(1) The shedding strength of the wake vortex is effectively reduced;
(2) The vortex shedding frequency is improved;
(3) Low-frequency noise is reduced;
(4) The opening has low influence on the maneuverability of the rudder wing.
Next, verification of the above technical effects will be described in detail.
(1) Effectively reduces the shedding strength of the wake vortex
The following description is developed from the wake vortex volume and the hydrofoil wake field pressure distribution. FIG. 3 shows hydrofoil flow field vorticity and pressure distribution at 18 degrees angle of attack in both imperforate and open cell states. The tail vortex structure in the open pore state can be observed to be more finely crushed from the vorticity cloud picture, which shows that the jet flow in the pore destroys the original large vortex structure. Meanwhile, the pressure cloud chart shows the phenomenon that the area of a vortex negative pressure region of the flow field is obviously reduced after the hole is opened, and further shows the inhibition effect of the opened hole on vortex shedding.
FIG. 4 visually shows the vortex structure in the flow field by using a Q-isosurface. Similarly, it can be seen from the figure that the vortex structure in the flow field is more finely divided after the pressure holes are formed, and the vortex scale is reduced. The size of the vortex intensity is determined by the vortex scale, so that the reduction of the vortex-induced strength after the hole is opened is reflected by the reduction of the vortex scale.
Since the total lift is the sum of the flow lift and the vortex lift, and the lift pulsation is mainly caused by periodically shedding vortices, the shedding intensity can be further reflected from the pulsation of the lift. As shown in fig. 5, a comparison between the perforated scheme and the lift pulsation without perforation is provided, where fig. 5-1 is a time variation value of the lift coefficient of the rudder wing, fig. 5-2 is a time average value of the lift coefficient of the rudder wing and related statistical parameters, A5 represents a perforated hydrofoil, and it can be seen that the variation range of the lift coefficient of the perforated scheme is significantly reduced, and the lift pulsation is greatly reduced, which further illustrates the reduction of vortex shedding strength.
In order to further directly reflect the reducing effect of the opening on the pressure difference between the upper airfoil surface and the lower airfoil surface, the invention also arranges a plurality of measuring points on the surface of the hydrofoil for monitoring the pressure change, as shown in fig. 6.
Fig. 7 shows the time-averaged distribution of the surface pressure coefficient of the hydrofoil, fig. 8 shows the pressure pulsation at the measuring points (2 pressure monitoring points) near the trailing edge of the hydrofoil, it can be observed that the absolute value of the negative pressure near the trailing edge of the suction surface of the perforated hydrofoil is reduced, and the pulsation intensity is greatly reduced, which confirms the inhibiting effect of the pressure holes on the adverse pressure gradient. And the reduction of the negative pressure gradient in the hydrofoil flow field can weaken the flow separation, thereby leading to the reduction of the vortex removal strength.
(2) The vortex shedding frequency is improved
The larger the deswirler scale, the lower its shedding frequency. Therefore, the increase of vortex shedding frequency can further prove the reduction of the vortex shedding scale.
Fig. 9 shows a comparison of the frequency domain of lift coefficients for the imperforate and open hydrofoils, with the peak at the low frequency band of the open hydrofoil being significantly lower than that for the imperforate hydrofoil. The time-domain variation curves of the pressure of the front and rear trailing edges of the rudder wing opening hole in fig. 8 also accord with the phenomenon of high-frequency shedding of a small vortex structure, which indirectly shows that the strength of the trailing vortex is effectively reduced and the vortex shedding frequency is changed by the opening hole. The vortex shedding frequency is also a key parameter in the research of the vortex-induced vibration of the rudder wing, and the vortex shedding frequency is improved, so that the vortex-induced vibration of the hydrofoil can be avoided.
(3) Low-frequency noise is reduced;
FIG. 10 shows a 1/3 octave comparison of the radiated noise at 1-100 Hz with and without holes, and it was found that the noise amplitude was reduced by the holes in this frequency band. The foregoing mentions that the holes enable the shedding vortices of large scale to be more broken, while the shedding vortex direct sound energy of large scale is concentrated at low frequency, and the shedding vortex sound energy after breaking is transferred to higher frequency, which explains the phenomenon that the noise is reduced when the working condition of the holes is in the range of 1-100 Hz. The reduction of low frequency noise is beneficial to the quietness of the navigation body because low frequency noise is easy to capture due to the long propagation distance, and high frequency noise is easy to dissipate due to the short propagation distance.
(4) The opening has low influence on the maneuverability of the rudder wing
In theory, the opening of the holes at the trailing edge affects the steerability of the rudder wings to some extent, and we are concerned about whether the degree of influence is within an acceptable range. The intuitive embodiment that the opening influences the maneuverability of the rudder wing is the change of the lift drag coefficient of the rudder wing. Table 1 shows the variation of the hydrofoil lift coefficient at the angle of attack of 10 degrees and 18 degrees in the perforated state, so as to illustrate the influence of the perforation on the steerability of the rudder. The calculation result shows that the lift loss rate is 3.08 percent and minus 0.91 percent respectively, which indicates that the opening does not have great influence on the maneuverability under the two working conditions.
TABLE 1 Effect of opening on the coefficient of lift
| Working conditions | Cl (nonporous) | Cl (K on)Hole) | The loss rate% |
| Angle of attack of 10 degrees | 1.175 | 1.211 | 3.08 |
| Angle of attack of 18 degrees | 1.1032 | 1.0932 | -0.91 |
While the present invention has been described with reference to the embodiments shown in the drawings, the present invention is not limited to the embodiments, which are illustrative and not restrictive, and it will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (8)
1. The utility model provides an restrain foraminiferous rudder of vortex excitation vibration which characterized in that, sets up general formula pressure hole at rudder wing trailing edge along flow direction and exhibition to, intercommunication pressure surface and suction surface, the trompil principle as follows:
a) The open area is forward of the trailing edge, after 3/4 chord length;
b) The opening rate is not more than 1%, and the opening rate = total opening area/wing surface area;
c) The openings are in the form of a plurality of rows of holes.
2. The perforated rudder inhibiting vortex-excited vibration according to claim 1, wherein the shape of the opening is a circle.
3. The perforated rudder for suppressing vortex-induced vibration as claimed in claim 2, wherein the aperture size of the opening is 1% to 2% of the board length of the rudder wing.
4. The perforated rudder for suppressing vortex-excited vibration according to claim 1, wherein the opening is in the form of a straight opening.
5. The perforated rudder inhibiting vortex-excited vibration according to claim 1, wherein the pressure holes are evenly distributed in a flow direction and a span direction.
6. The perforated rudder for suppressing vortex-induced vibration according to claim 5, wherein the spanwise edge hole center is not less than 4 hole diameters from the span boundary and the spanwise hole pitch is 2 times the distance.
7. The perforated rudder for suppressing vortex-induced vibration according to claim 5, wherein the distance from the center of the flow-direction edge hole to the trailing edge of the rudder wing is not less than 4 times the diameter of the hole, and the distance between the flow-direction holes is 1 to 2 times the distance.
8. The method of designing a perforated rudder which suppresses vortex-excited vibration according to claim 1, comprising the steps of:
s1, determining a preliminary opening area according to the specific size of the rudder wing by taking the principle that an opening is formed between the length of a 3/4 chord and the length of the tail edge as a positioning principle;
s2, calculating the surface area of the rudder wing, wherein the surface area is the arc length multiplied by the width;
s3, determining a limiting value of the total open pore area according to the requirement that the total open pore area is not more than 1% of the surface area of the rudder wing;
s4, setting various tapping schemes by taking the diameter and the number of the arranged taps as the variation parameters according to the total area of the tapping ： The aperture is 1% -2% of the length of the rudder wing board; the distance between the center of the spanwise edge hole and the wingspan boundary is not less than 4 times of the hole diameter, and the distance between the spanwise edge holes is 2 times of the distance; the distance between the center of the flow direction edge hole and the tail edge of the rudder wing is not less than 4 times of the hole diameter, and the distance between the flow direction holes is 1 to 2 times of the distance; calculating lift-drag ratio of rudder wingThe lift-drag ratio is a ratio of lift force to resistance force, and according to the principle that the lift-drag ratio is not more than 5%, several opening schemes with small lift force pulsation and small lift force loss are preferred;
and S5, comparing the vorticity and pressure distribution of the flow field near the trailing edge of the porous material with the spectral characteristics of hydrodynamic noise according to the optimal scheme, and selecting an open pore scheme with low vortex intensity and low noise.
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