Simulation of Water-entry Impact Characteristics of Auxetic Structure Buffer Device

doi:10.12382/bgxb.2024.0640

Abstract

Abstract:

Aiming at the structural damage caused by the water-entry impact of trans-media vehicle, an auxetic hood load-shedding method is proposed to make use of the special tensile expansion effect of auxetic structure, so that the hood can absorb more impact energy. The arbitrary Lagrangian-Eulerian algorithm is used to analyze the influence law of the auxetic hood on the load-shedding characteristics of the vehicle, and the numerical method is verified by experimental data. The results show that, compared with the traditional load-shedding cowl, the auxetic hood effectively reduces the impact load of the structure entering into water on the basis of structural lightweight, and the peak acceleration can be reduced by 75%, 70% and 68% at the water-entry speeds of 20m/s, 35m/s and 50m/s, which is a good load-shedding cushioning effect. And the load-shedding characteristics of auxetic structure differ greatly under the different parameters of the cell angle, the wall thickness and the length of the sides. The load-shedding characteristics of auxetic hood reaches the optimal effect with cell angle of 20°, cell wall thickness of 0.5mm and cell side length of 1.6 times.

Key words: trans-media vehicle, auxetic structure, honeycomb structure, water-entry impact, multi-material ALE method

CLC Number:

O353.4

JU Jinlong, YANG Nana, YU Lei, ZHANG Zhe, WU Wenhua. Simulation of Water-entry Impact Characteristics of Auxetic Structure Buffer Device[J]. Acta Armamentarii, 2025, 46(5): 240640-.

Figures/Tables 19

Table 1 Equation of state parameters for water

ρ_w/(kg·m^-3)	C/(m·s^-1)	γ₀	S₁	S₂
1000	1650	0.35	1.92	0

Fig.1 Schematic diagram of vehicle

Table 2 Material parameters of T700

密度/(kg·m^-3)			拉伸强度E₁/MPa				弹性模G₁/GPa			泊松比
1650			4900				240			0.307
最大拉伸应变/×10²				最大压缩应变/×-10²				最大剪切应变/×10²
T_x	T_y	T_z		C_x	C_y	C_z		S_xy	S_yz		S_xz
1.67	0.32	0.32		1.08	1.92	1.92		1.2	1.1		1.2

Fig.2 Finite element mesh

Fig.3 Comparison of experimental data (left) and simulated results (right)

Fig.4 Comparison of depth-time curves of projectile body

Fig.5 Stress-time curve

Fig.6 Water-entry process of vehicle

Fig.7 Comparison of compression changes of vehicle cap

Fig.8 Acceleration curves of vehicles at different speeds

Table 3 Maximum acceleration of vehicle

入水速度/ (m·s^-1)	直接入水加速度峰值/(m·s^-2)	头罩航行器加速度峰值/(m·s^-2)	降载率/%
20	5817	1473	75
35	11617	3511	70
50	16747	5441	68

Fig.9 Maximum acceleration and specific energy absorption curves of vehicles at different speeds

Fig.10 Comparison of accelerations from different angles

Fig.11 Maximum acceleration and specific energy absorption curves of vehicles at different angles

Fig.12 Comparison of acceleration from different wall thicknesses

Fig.13 Maximum acceleration and specific energy absorption curves of vehicles with different thickness

Fig.14 Comparison of acceleration from different sizes

Fig.15 Maximum acceleration and specific energy absorption curves of vehicles with different sizes

Table 4 Simulated results

工况	结构参数			单位质量结构吸能效率/kg^-1	加速度/ (m·s^-2)
工况	胞元夹角/ (°)	壁厚/ mm	胞元边长/ L	单位质量结构吸能效率/kg^-1	加速度/ (m·s^-2)
1	30	1	1	5.52	3511
2	40	1	1	4.16	2870
3	35	1	1	3.96	3942
4	25	1	1	6.15	3175
5	20	1	1	7.90	3380
6	15	1	1	7.65	3043
7	10	1	1	7.35	3252
8	30	0.5	1	26.51	2186
9	30	1.5	1	1.33	5885
10	30	2.0	1	0.84	5315
11	30	1	0.9	4.36	3895
12	30	1	1.2	5.82	3107
13	30	1	1.4	6.57	3056
14	30	1	1.6	9.37	2687
15	30	1	1.8	8.65	3025
16	30	1	2.0	8.98	3628

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