机舰耦合流场中存在着涡–涡干扰,是一个复杂紊乱的非定常流场,舰载直升机在不同着舰路径上必然会受到不同程度的影响,进而限制舰载直升机的起降能力。现基于简化护卫舰和UH-60直升机的耦合模型,结合计算流体力学和直升机飞行动力学,对不同着舰路径(正后方进场、斜向进场、横向进场)下的直升机起降风限图特征进行分析研究。结果显示,三种进场方式中,正后方进场风限图包络最大、横向进场风限图包络最小;斜向进场方式下,当进场方向、机头朝向和甲板风方向一致时,风速边界最大。建议直升机优先选择正后方进场,若采用斜向进场时,直升机进场方向、机头朝向尽量和甲板风方向保持一致。There is vortex interference in the coupled flow field between helicopter and ship, which is a complex and turbulent unsteady flow field. Shipborne helicopter will inevitably be affected on different landing paths, thereby limiting their takeoff and landing capabilities. Based on a simplified coupling model of frigate and UH-60 helicopter, combined with computational fluid dynamics and helicopter flight dynamics, the characteristics of helicopter’s candidate flight envelope under different landing paths (stern approach, oblique approach, lateral approach) are analyzed and studied. The results showed that among the three approach methods, the candidate flight envelope for stern approach was the largest, and that for lateral approach was the smallest. For the oblique approach, the maximum wind speed boundary occurs when the directions of approach, heading and wind-over-deck are consistent. It is recommended that helicopters prioritize stern approach. If using oblique approach, the direction of approach and heading should be as consistent as possible with the direction of wind-over-deck.
