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Research Papers: Multiphase Flows

Modeling and Simulations of the Supercavitating Vehicle With Its Tail-Slaps

[+] Author and Article Information
Wang Zou

MOE Key Laboratory of Hydrodynamics,
Department of Engineering Mechanics,
Shanghai Jiao Tong University,
Shanghai 200240, China
e-mail: hopingzou@163.com

Hua Liu

MOE Key Laboratory of Hydrodynamics,
Department of Engineering Mechanics,
Shanghai Jiao Tong University,
Shanghai 200240, China
e-mail: hliu@sjtu.edu.cn

Contributed by the Fluids Engineering Division of ASME for publication in the JOURNAL OF FLUIDS ENGINEERING. Manuscript received January 6, 2014; final manuscript received June 29, 2014; published online January 13, 2015. Assoc. Editor: Edward M. Bennett.

J. Fluids Eng 137(4), 041302 (Apr 01, 2015) (9 pages) Paper No: FE-14-1007; doi: 10.1115/1.4029330 History: Received January 06, 2014; Revised June 29, 2014; Online January 13, 2015

It is one of the most important stable motion modes to move with tail-slaps for supercavitating vehicle. The periodical tail-slaps provide lift and restoring moment to keep a dynamic equilibrium of the vehicle. Research on the mode is significant to the stability and controllability of supercavity and its vehicle. The effect of the tail-slaps on supercavity is modeled to establish a supercavity model, combining with effects of gravity and angle of attack (AOA). Hydrodynamic forces acting on the vehicle are also formulated in the longitudinal plane based on the supercavity model and rigid body dynamics, considering its tail-slaps and control surfaces. The vehicle, which has a fixed periodical tail-slap, is simulated to calculate its hydrodynamic forces at a constant horizontal speed for different maximum pitch angles using the cavitation number embedded coefficient correction algorithm. The supercavity model is finally verified to some extent by comparing numerical results with experimental ones.

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References

Figures

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Fig. 1

Collision between vehicle afterbody and supercavity surface

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Fig. 2

Velocity of fluid particle on the maximum section

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Fig. 3

Coordinate systems of vehicle

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Fig. 4

Tail-slaps of vehicle

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Fig. 5

Model of the supercavitating vehicle in experiment

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Fig. 6

Time series of drag coefficient for different maximum pitch angles. (a) Cavitator, (b) afterbody, and (c) whole model.

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Fig. 7

Time series of lift coefficient for different maximum pitch angles. (a) Cavitator, (b) afterbody, and (c) whole model.

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Fig. 8

Time series of moment coefficient for different maximum pitch angles. (a) Cavitator, (b) afterbody, and (c) whole model.

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Fig. 9

Comparison of numerical results with experimental ones (θm = 1 deg). (a) Drag coefficient, (b) lift coefficient, and (c) moment coefficient.

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Fig. 10

Comparison of numerical results with experimental ones (θm = 1.5 deg). (a) Drag coefficient, (b) lift coefficient, and (c) moment coefficient.

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