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热带海洋学报

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多声学浮标搭载释放平台导流罩阻力特性数值分析

郑嘉浩1, 2, 王维栋3, 秦华伟1, 朱心科2, 侯斐2, 郭振业1, 2   

  1. 1. 杭州电子科技大学, 机械工程学院, 浙江 杭州 310018;

    2. 自然资源部第二海洋研究所海底科学实验室, 浙江 杭州 310012;

    3. 浙江省海洋科学院, 浙江 杭州 310012


  • 收稿日期:2026-06-22 修回日期:2026-08-11 接受日期:2026-08-20
  • 通讯作者: 王维栋
  • 基金资助:
    中央级公益性科研院所基本科研业务费专项资金项目(SZ2562); 自然资源部海洋观测技术重点实验室开放基金课题(2024klootA11);

Numerical analysis of drag characteristics of a fairing for a multi-acoustic-buoy deployment platform

ZHENG Jiahao1, 2, WANG Weidong3, QIN Huawei1, ZHU Xinke2, HOU Fei2, GUO Zhenye1, 2   

  1. 1. School of Mechanical Engineering, Hangzhou Dianzi University, Hangzhou 310018, China;

    2. Laboratory of Submarine Geosciences, Second Institute of Oceanography, Ministry of Natural Resources, Hangzhou 310012, China;

    3. Marine Academy of Zhejiang Province, Hangzhou 310012, China;


  • Received:2026-06-22 Revised:2026-08-11 Accepted:2026-08-20
  • Supported by:

    Special Fund for Basic Scientific Research of Central Public Research Institutes (SZ2562); Research Fund of the Key Laboratory of Marine Observation Technology, Ministry of Natural Resources (2024klootA11)

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摘要： 针对多声学浮标搭载释放平台, 水下航行过程中的内部设备直接受流及外覆结构附加阻力问题, 开展外覆式导流罩构型设计与阻力特性数值分析。基于给定安装空间, 构建由3类前段扩张曲线和3类后段收缩曲线组合形成的9种导流罩模型, 并采用CFD(computational fluid dynamics)方法进行计算。结果表明, 不同曲线组合的总平均阻力差异明显, 其中Q1-H2总平均阻力最低, 为1652.41N, Q3-H1总平均阻力最高, 为2481.72N。按前段曲线分组, Q1、Q2和Q3总平均阻力分别为1711.09、1898.61和2282.31N, 表明前段扩张曲线是影响阻力差异的主要因素。流场分析表明, Q1-H2迎流高压区较小、尾部低速区较窄、尾流恢复较快, 可以作为约束条件下的优先推荐构型。

关键词: 海洋声学探测, 声学浮标, 导流罩, 阻力特性, 计算流体力学

Abstract: To address the direct exposure of internal equipment to incoming flow and the additional drag induced by the external structure of a multi-acoustic-buoy carrier-release platform during underwater navigation, this study designs external fairing configurations and numerically investigates their drag characteristics. Based on a prescribed installation envelope, nine fairing models were constructed by combining three types of forebody expansion curves with three types of afterbody contraction curves. CFD (computational fluid dynamics) simulations were then conducted to evaluate their hydrodynamic performance. The results show that the total mean drag differs markedly among the different curve combinations. The Q1-H2 configuration exhibits the lowest total mean drag, at 1652.41 N, whereas the Q3-H1 configuration shows the highest value, at 2481.72 N. When grouped by forebody curve, the total mean drag values of Q1, Q2 and Q3 are 1711.09, 1898.61 and 2282.31 N, respectively, indicating that the forebody expansion curve is the dominant factor affecting drag variation. Flow-field analysis further shows that Q1-H2 has a smaller upstream high-pressure region, a narrower low-velocity wake region and faster wake recovery. Therefore, Q1-H2 can be recommended as the preferred configuration under the given geometric and installation constraints.

Key words: marine acoustic detection, acoustic buoy, fairing, drag characteristics, computational fluid dynamics