Experimental study of aerodynamic damping characteristics of a launch vehicle with boosters in transonic flow
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摘要: 以某带助推的捆绑式运载火箭模型为研究对象，通过试验研究了该带助推的细长体弹性模型在不同马赫数和迎角下的一阶自由-自由弯曲气动阻尼特性和频率变化特性，并采用振型类似、频率降低的模型研究了减缩频率变化对气动阻尼的影响。试验马赫数范围0.70~1.05，试验迎角范围0°~10°。研究表明：迎角对火箭一阶自由-自由弯曲模态的气动阻尼和频率有影响，但规律并不明显；一阶自由-自由弯曲模态的气动阻尼受马赫数影响，并在马赫数0.90附近出现跨声速凹坑现象；一阶模态频率随马赫数增加呈下降趋势，但下降数值较小；减缩频率对气动阻尼有影响，在马赫数0.70~0.90范围内和马赫数1.00之后，气动阻尼随着减缩频率的增加而降低，在马赫数0.92~0.98范围内，气动阻尼随着减缩频率的增加而增加。Abstract: The aerodynamic-damping and frequency characteristics of a launch vehicle with boosters vibrating in the first free-free bending mode, and the influence of the reduced frequency on aerodynamic damping were experimentally studied in a transonic wind tunnel. The test Mach number ranged from 0.70 to 1.05, and the angle of attack ranged from 0° to 10°. The result shows that for the elastic model with boosters, the aerodynamic damping and modal frequency are affected by the angle of attack while the trend is not obvious. The aerodynamic damping changes with the Mach number. The transonic dip appears near the Mach number of 0.90. The modal frequency of the first mode decreases with the increase of the Mach number. The reduced frequency has some effect on the aerodynamic damping that when Mach number ranged from 0.70 to 0.90 and after 1.00, the aerodynamic damping decreases with the increase of the reduced frequency, while Mach number ranged from 0.92 to 0.98, the aerodynamic damping increases with the increase of the reduced frequency.
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Key words:
- aerodynamic damping /
- transonic /
- wind tunnel test /
- aeroelasticity /
- reduced frequency
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图 3 运载火箭梁-质量模型
Figure 3. Beam-mass model of a launch vehicleBeam-mass model of a launch vehicle
图 4 运载火箭实物与弹性模型一阶自由-自由弯曲振型
Figure 4. Mode shapes of the first free-free bending mode of the launch vehicle and elastic model
图 5 运载火箭实物与弹性模型二阶自由-自由弯曲振型
Figure 5. Mode shapes of the second free-free bending mode of the launch vehicle and elastic model
图 8 试验模型一阶自由-自由弯曲振型
Figure 8. Mode shapes of the first free-free bending mode of the test models
图 9 气动阻尼试验结构时域响应(一阶，Ma=0.70)
Figure 9. Structural time response in aerodynamic damping test (1st mode, Ma=0.70)
图 10 气动阻尼试验结构时域响应(一阶，Ma=0.75)
Figure 10. Structural time response in aerodynamic damping test (1st mode, Ma=0.75)
图 11 气动阻尼试验结构时域响应(一阶, Ma=0.88)
Figure 11. Structural time response in aerodynamic damping test (1st mode, Ma=0.88)
图 12 气动阻尼试验结构时域响应(一阶, Ma=0.90)
Figure 12. Structural time response in aerodynamic damping test (1st mode, Ma=0.90)
图 13 气动阻尼试验结构时域响应(一阶, Ma=0.92)
Figure 13. Structural time response in aerodynamic damping test (1st mode, Ma=0.92)
图 14 气动阻尼试验结构时域响应(一阶, Ma=0.96)
Figure 14. Structural time response in aerodynamic damping test (1st mode, Ma=0.96)
图 15 气动阻尼试验结构时域响应(一阶, Ma=0.98)
Figure 15. Structural time response in aerodynamic damping test (1st mode, Ma=0.98)
图 16 气动阻尼试验结构时域响应(一阶, Ma=1.05)
Figure 16. Structural time response in aerodynamic damping test (1st mode, Ma=1.05)
图 17 运载火箭弹性模型气动阻尼曲线(一阶)
Figure 17. Aerodynamic damping ratio of an aeroelastic model of the launch vehicle (1st mode)
图 18 气动阻尼试验中的一阶自由-自由弯曲频率
Figure 18. Frequencies of vibration in the 1st free-free bending mode in aerodynamic damping test
表 1 一阶自由-自由弯曲模态参数
Table 1. Structural dynamic properties of the 1st free-free bending mode
Model Modal frequency/Hz Structural damping ratio Basic model 163.4 0.0165 Model "L" 112.8 0.0125 
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