Abstract
In order to improve the maneuverability and stability of the Blended Wing Body (BWB) underwater glider, the trailing edge rudder is integrated into its shape design in this paper. Through the numerical simulation of CFD, the variation laws of the hydraulic parameters such as lift, drag, lift-to-drag ratio with the angle of attack and rudder angle are given. Compared with the traditional underwater glider, the BWB underwater glider not only has high loading capacity, but also has a maximum lift-to-drag ratio three times that of the former, resulting in higher energy efficiency. At the same time, by adding trailing edge rudders, the maneuverability of the BWB underwater glider is improved, and the lift-to-drag ratio under the same large rudder angle is increased by more than 30% compared with the variable-wing underwater glider. Finally, through the analysis of the numerical results and the cloud image, the difference interaction extent between the rudder and the body of the BWB underwater glider and the traditional torpedo or AUV is illustrated.
Highlights
In order to improve the maneuverability and stability of the Blended Wing Body ( BWB) underwater glider, the trailing edge rudder is integrated into its shape design in this paper
By adding trailing edge rudders, the maneuverability of the BWB underwater glider is improved, and the lift⁃to⁃drag ratio under the same large rudder angle is increased by more than 30% com⁃ pared with the variable⁃wing underwater glider
Through the analysis of the numerical results and the cloud image, the difference interaction extent between the rudder and the body of the BWB underwater glider and the tra⁃ ditional torpedo or AUV is illustrated
Summary
具体实验数据,因此本文以 Zarruk 等[7] 的水翼水洞 实验数据为例进行数值方法验证。 该实验研究了三 维渐变 NACA0009 水翼的水动力性能,模型翼根弦 长 0.12 m,翼尖弦长 0.06 m,展长 0.3 m,雷诺数在 0.2×106 ~ 1.0×106 之间,其拓扑结构、雷诺数及材料 均与翼身融合水下滑翔机相似,具有较好的验证性。 该实验模型、网格和 CFD 仿真结果分别如图 4 和 5 所示。 从图 5 可以看出,当攻角小于 4° 时,实验与 仿真结果表现出高度一致性;当攻角大于 4° 后,仿 真结果虽略 小于实验结果, 但相差不大, 且趋势相同,说明本文数值模拟方法具有较高的准确度。 由于垂直尾翼的存在,导致翼身融合水下滑翔 机沿水平面并不完全对称,在攻角大小相同,方向相 反的情况下,所受阻力略有不同,如图 8 所示。 因此 其升力系数曲线为一条含有常数项的一次曲线,阻 力系数曲线为一条对称轴右偏的二次曲线。 从图 7d) 可以看出,翼身融合水下滑翔机在攻角为 ± 8° 左 右时,升阻比达到最大值 15,这远远大于传统水下 滑翔机的最大升阻比(5 以下) [8] 。 图 16 翼身融合水下滑翔机-5°( 上) 和 5°( 下) 舵角时 z = 1 500 mm 处截面压力( 左) 、速度( 右) 云图 Wuhan: Wuhan University, 2015 ( in Chinese)
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