桨叶几何对梢涡空泡起始影响及其机理研究
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摘要
随着舰船航速的增加，螺旋桨将先后出现各种不同类型的空泡，舰船的临界航速是指空泡最先起始时的航速，而螺旋桨梢涡空泡由于其尺度效应非常显著，通常是最先起始的空泡。空泡一旦产生，螺旋桨的辐射噪声会显著增加，有时甚至会引起船尾的振动。水面舰船的临界航速是低噪声船舶的重要性能参数，因此，推迟梢涡空泡的起始对于提高舰船的安静性是非常有必要的。在螺旋桨设计中，采用梢部卸载是一种典型的抑制梢涡空泡的有效措施。然而，该措施是以牺牲推进效率为代价的，而且其主要改变的是随边梢涡的强度，对导边涡和局部梢涡的影响不明显。研究桨叶梢部的几何形状，比如侧斜形式、纵倾和厚度分布等参数对推迟梢涡空泡起始的影响也受到了螺旋桨设计者的关注，其工程应用性较强。
因此，本文研究的目的是建立一种能够对梢涡空泡起始进行评估的方法，该方法可以对几何变化影响梢涡空泡的起始进行有效性分析，可适用于多方案的相对比较；然后，从梢涡结构和涡核压力等流动机理出发，分析梢部几何形状对梢涡和梢涡空泡起始的影响。目前的研究主要包含了以下几个方面：
首先，为了便于分析梢涡的流动结构细节，设计了一只具有现代水面船螺旋桨叶片几何轮廓及负荷特征的三维扭曲水翼，为研究螺旋桨梢涡特征的流动结构提供了很好的对象。并且在中国船舶科学研究中心的空泡水筒利用LDV开展了梢涡区域的流场结构、梢涡轨迹测量和梢涡空泡观测试验，获得了丰富的梢涡速度场分布的数据，也为梢涡流动的数值模拟方法提供了丰富的试验验证数据。
其次，采用数值RANS方法模拟了水翼和螺旋桨的梢涡流动，对比分析了不同计算模型对计算结果的影响，认为采用边界层网格和梢涡区域局部加密网格相结合的计算模型更有利于捕捉梢部区域的局部梢涡、导边分离涡等不同类型涡的流动细节。然后，利用这样的计算模型分析了梢部几何参数对梢涡形成和涡流场特征的影响。为了定量评估梢涡空泡的起始，基于CFD计算结果，应用了一个简化的涡模型来计算涡核内的压力分布。针对三维扭曲水翼，通过涡模型计算结果和空泡起始试验测量结果的相关分析，获得了修正系数‘K’。这个修正系数也被应用在了螺旋桨的算例中，与试验结果的比较认为该评估方法可以用来分析评估梢涡空泡抑制效果的有效性，提供了一种可相对比较的方法。
在本文的研究中，通过梢部几何的变化来实现抑制和推迟梢涡空泡的起始是最终的研究目标。为此，首先基于所设计的三维扭曲水翼，独立分析了梢部局部的厚度分布变化、侧斜和纵倾形式的变化对梢涡的影响。从流动变化上研究了推迟梢涡空泡起始的机理。梢部几何的变化能够延缓导边分离涡卷入局部梢涡，使得梢部的横向流动减弱。这些变化可以帮助减弱梢涡的强度，延迟梢涡空泡的起始。
最后，以三维扭曲水翼的研究结果为基础，针对一个已有的参考螺旋桨，在保持原桨负荷分布不变的条件下，通过改变梢部的几何参数重新设计了一个螺旋桨方案，该梢部几何的变化包括了侧斜形式、纵倾分布和梢部的厚度分布变化。这样的改变目的是为了能够相比于参考桨方案推迟梢涡空泡的起始。在空泡水筒中完成了参考桨和新设计桨的模型试验，设计目的实现了试验结果的验证，新设计桨的梢涡空泡起始得到了有效的推迟。数值计算结果也反映出了与试验结果相同的趋势，但数值计算结果仍然采用了三维水翼数值分析中相同的经验修正系数，这个修正系数的实用性问题还需要在未来的研究中更进一步的验证。
本文的研究指出了一种通过几何变化来推迟梢涡空泡起始的技术方向，根据数值分析结果，在螺旋桨设计阶段能够有效的评估梢涡空泡起始延迟效果的有效性，本文所提出的几何变化措施具有较好的工程应用前景。
Tip vortex cavitation of propeller generally appears firstly when ship speed increasingand a speed, at which any type of cavitation incepts is defined as cavitation inception speed.Once cavitation appears the noise dramatically increases and in some cases it may inducestrong stern vibration. Inception speed of a surface navy ship is one of the importantparameters characterizing the stealthiness of the ship. So delaying tip vortex cavitationinception is a necessary measure to enhance the stealthiness of a ship. Designing a tipunloading propeller has become a classical way to delay tip vortex cavitation. However it mayreduce propeller efficiency or it is not enough in nowadays. Therefore, investigating the bladeshape, e.g. the form of skew, rake and thickness distribution closing to tip for delaying the tipvortex cavitation is interesting to propeller designers.
The aim of this research is to find a method for predicting tip vortex inception, as muchas possible to understand some insight of the tip vortex and the pressure inside the core, andfinally to investigate the influence of blade shape on the tip vortex and its cavitationinception.
Therefore present study covers following aspects:
For easier to capture the location of tip vortex and understanding the tip vortex structurein details, a3D twisted foil was designed. Its geometry including the contour, swept, anhedral,thickness distribution and spanwise load distribution was similar to propeller’s blade contour,skew, rake, thickness distribution and radial loading distribution respectively. LDVmeasurements for the foil were carried out in CSSRC’s large cavitation tunnel to get thespacial location of the tip vortex cavitation. The velocity distributions in the region of tipvortex on a number of cross sections were measured by LDV. The test data were thefoundation for the validation of the numerical analysis.
RANS method was adopted to simulate the tip vortex flow around the foil and thepropeller. A grid scheme with boundary layer grid, together with a local refined grid in the tipvortex can capture the local tip vortex and leading edge vortex near the tip region. The formation of the tip vortex and the vortical flow characteristics influenced by the geometryparameters were analyzed. Based on the CFD results, a simplified vortex model was appliedto calculate the pressure distributions in the vortex core. Based on the correlation analysisbetween the calculated and the measured inception condition, a correlation factor ‘K’ has beenformulated from the data of the twisted foil. This factor has also been applied in the propellercase. The approach can be used for analyzing the effectiveness of the measures to delay tipvortex cavitation inception and providing a relative comparison.
Present research, the influences from the variation of thickness in tip region, skew andrake form have been analyzed separately for the foil. The mechanism of the delay of tipvortex inception was studied. The variations of the geometry can defer the leading edgevortex rolling into the local tip vortex and weaken the cross flow at the tip. It can help toreduce the tip vortex strength and delay inception of cavitation.
Based on the investigation on the3D twisted foil, the geometry of a reference propellerwas modified that including the modification of the skew form, rake form, and the thicknessat tip region. It intends to delay the inception of tip vortex cavitation. Model tests have beencarried out for the reference propeller and the new propeller. The experimental results validatethat the tip vortex cavitation was delayed. The trend of calculation results were reflected inthe test results. But the calculation results had to be modified with an empirical correlationcoefficient. So there is a correlation problem remaining.
The research indicates a direction of the way for delaying tip vortex cavitation inceptionby geometry variations. According to analysis of the numerical calculation result, theeffectiveness of delay can be evaluated at propeller design stage. The presented variations ofgeometry are very promising in engineering application.
因此，本文研究的目的是建立一种能够对梢涡空泡起始进行评估的方法，该方法可以对几何变化影响梢涡空泡的起始进行有效性分析，可适用于多方案的相对比较；然后，从梢涡结构和涡核压力等流动机理出发，分析梢部几何形状对梢涡和梢涡空泡起始的影响。目前的研究主要包含了以下几个方面：
首先，为了便于分析梢涡的流动结构细节，设计了一只具有现代水面船螺旋桨叶片几何轮廓及负荷特征的三维扭曲水翼，为研究螺旋桨梢涡特征的流动结构提供了很好的对象。并且在中国船舶科学研究中心的空泡水筒利用LDV开展了梢涡区域的流场结构、梢涡轨迹测量和梢涡空泡观测试验，获得了丰富的梢涡速度场分布的数据，也为梢涡流动的数值模拟方法提供了丰富的试验验证数据。
其次，采用数值RANS方法模拟了水翼和螺旋桨的梢涡流动，对比分析了不同计算模型对计算结果的影响，认为采用边界层网格和梢涡区域局部加密网格相结合的计算模型更有利于捕捉梢部区域的局部梢涡、导边分离涡等不同类型涡的流动细节。然后，利用这样的计算模型分析了梢部几何参数对梢涡形成和涡流场特征的影响。为了定量评估梢涡空泡的起始，基于CFD计算结果，应用了一个简化的涡模型来计算涡核内的压力分布。针对三维扭曲水翼，通过涡模型计算结果和空泡起始试验测量结果的相关分析，获得了修正系数‘K’。这个修正系数也被应用在了螺旋桨的算例中，与试验结果的比较认为该评估方法可以用来分析评估梢涡空泡抑制效果的有效性，提供了一种可相对比较的方法。
在本文的研究中，通过梢部几何的变化来实现抑制和推迟梢涡空泡的起始是最终的研究目标。为此，首先基于所设计的三维扭曲水翼，独立分析了梢部局部的厚度分布变化、侧斜和纵倾形式的变化对梢涡的影响。从流动变化上研究了推迟梢涡空泡起始的机理。梢部几何的变化能够延缓导边分离涡卷入局部梢涡，使得梢部的横向流动减弱。这些变化可以帮助减弱梢涡的强度，延迟梢涡空泡的起始。
最后，以三维扭曲水翼的研究结果为基础，针对一个已有的参考螺旋桨，在保持原桨负荷分布不变的条件下，通过改变梢部的几何参数重新设计了一个螺旋桨方案，该梢部几何的变化包括了侧斜形式、纵倾分布和梢部的厚度分布变化。这样的改变目的是为了能够相比于参考桨方案推迟梢涡空泡的起始。在空泡水筒中完成了参考桨和新设计桨的模型试验，设计目的实现了试验结果的验证，新设计桨的梢涡空泡起始得到了有效的推迟。数值计算结果也反映出了与试验结果相同的趋势，但数值计算结果仍然采用了三维水翼数值分析中相同的经验修正系数，这个修正系数的实用性问题还需要在未来的研究中更进一步的验证。
本文的研究指出了一种通过几何变化来推迟梢涡空泡起始的技术方向，根据数值分析结果，在螺旋桨设计阶段能够有效的评估梢涡空泡起始延迟效果的有效性，本文所提出的几何变化措施具有较好的工程应用前景。
Tip vortex cavitation of propeller generally appears firstly when ship speed increasingand a speed, at which any type of cavitation incepts is defined as cavitation inception speed.Once cavitation appears the noise dramatically increases and in some cases it may inducestrong stern vibration. Inception speed of a surface navy ship is one of the importantparameters characterizing the stealthiness of the ship. So delaying tip vortex cavitationinception is a necessary measure to enhance the stealthiness of a ship. Designing a tipunloading propeller has become a classical way to delay tip vortex cavitation. However it mayreduce propeller efficiency or it is not enough in nowadays. Therefore, investigating the bladeshape, e.g. the form of skew, rake and thickness distribution closing to tip for delaying the tipvortex cavitation is interesting to propeller designers.
The aim of this research is to find a method for predicting tip vortex inception, as muchas possible to understand some insight of the tip vortex and the pressure inside the core, andfinally to investigate the influence of blade shape on the tip vortex and its cavitationinception.
Therefore present study covers following aspects:
For easier to capture the location of tip vortex and understanding the tip vortex structurein details, a3D twisted foil was designed. Its geometry including the contour, swept, anhedral,thickness distribution and spanwise load distribution was similar to propeller’s blade contour,skew, rake, thickness distribution and radial loading distribution respectively. LDVmeasurements for the foil were carried out in CSSRC’s large cavitation tunnel to get thespacial location of the tip vortex cavitation. The velocity distributions in the region of tipvortex on a number of cross sections were measured by LDV. The test data were thefoundation for the validation of the numerical analysis.
RANS method was adopted to simulate the tip vortex flow around the foil and thepropeller. A grid scheme with boundary layer grid, together with a local refined grid in the tipvortex can capture the local tip vortex and leading edge vortex near the tip region. The formation of the tip vortex and the vortical flow characteristics influenced by the geometryparameters were analyzed. Based on the CFD results, a simplified vortex model was appliedto calculate the pressure distributions in the vortex core. Based on the correlation analysisbetween the calculated and the measured inception condition, a correlation factor ‘K’ has beenformulated from the data of the twisted foil. This factor has also been applied in the propellercase. The approach can be used for analyzing the effectiveness of the measures to delay tipvortex cavitation inception and providing a relative comparison.
Present research, the influences from the variation of thickness in tip region, skew andrake form have been analyzed separately for the foil. The mechanism of the delay of tipvortex inception was studied. The variations of the geometry can defer the leading edgevortex rolling into the local tip vortex and weaken the cross flow at the tip. It can help toreduce the tip vortex strength and delay inception of cavitation.
Based on the investigation on the3D twisted foil, the geometry of a reference propellerwas modified that including the modification of the skew form, rake form, and the thicknessat tip region. It intends to delay the inception of tip vortex cavitation. Model tests have beencarried out for the reference propeller and the new propeller. The experimental results validatethat the tip vortex cavitation was delayed. The trend of calculation results were reflected inthe test results. But the calculation results had to be modified with an empirical correlationcoefficient. So there is a correlation problem remaining.
The research indicates a direction of the way for delaying tip vortex cavitation inceptionby geometry variations. According to analysis of the numerical calculation result, theeffectiveness of delay can be evaluated at propeller design stage. The presented variations ofgeometry are very promising in engineering application.
引文
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