Engineering Applications of Computational Fluid Mechanics

A study on ricochet behavior during water-entry crossing

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process

Journal: Engineering Applications of Computational Fluid Mechanics

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Manuscript ID TCFM-2019-0177

Manuscript Type: Original Paper

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air-water trans-media vehicle, critical angle, ricochet behavior,

Keywords:
trajectory, water-entry crossing
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In this paper, the ricochet behavior of the air-water trans-media vehicle

(AWTMV) during water-entry crossing process is investigated by both
theoretical computations and experiments. Firstly, the Logvinovich model
is introduced to predict the shape of the cavitation, the AWTMV is divided
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into three areas to deduce hydrodynamic forces based on the relative

position of the AWTMV and the cavitation, accordingly, a mathematical
model of the AWTMV during water-entry crossing process is established.
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Then, three types of projectiles, including the nose of cone, ogive, and
flat, are employed on an angle-adjustable experimental system to
Abstract: analyze the ricochet behavior under different initial conditions, and
comparative analysis is undertaken to study the influence on trajectory.
Computational and experimental results present a good agreement.
Further, the influence of noses on ricochet behavior is investigated,
On

results show that the AWTMV with a cone nose is more likely to change
trajectory and attitude at same initial conditions. Finally, critical angles
of ricochet are derived based on the mathematical model, and an
empirical formulations is proposed to predict the occurrence of ricochet
behavior. Those results can provide a reference for the design and use of
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the AWTMV.

URL: https://mc.manuscriptcentral.com/tcfm E-mail: cekwchau@polyu.edu.hk

Page 1 of 25 Engineering Applications of Computational Fluid Mechanics

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3 A study on ricochet behavior during water-entry crossing process
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 Engineering Applications of Computational Fluid Mechanics Page 2 of 25

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3 A study on ricochet behavior during water-entry crossing process
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6 In this paper, the ricochet behavior of the air-water trans-media vehicle
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8 (AWTMV) during water-entry crossing process is investigated by both
9 theoretical computations and experiments. Firstly, the Logvinovich model is
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introduced to predict the shape of the cavitation, the AWTMV is divided into
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12 three areas to deduce hydrodynamic forces based on the relative position of the
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AWTMV and the cavitation, accordingly, a mathematical model of the AWTMV
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15 during water-entry crossing process is established. Then, three types of
16
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projectiles, including the nose of cone, ogive, and flat, are employed on an angle-
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18 adjustable experimental system to analyze the ricochet behavior under different
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initial conditions, and comparative analysis is undertaken to study the influence
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21 on trajectory. Computational and experimental results present a good agreement.
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Further, the influence of noses on ricochet behavior is investigated, results show
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24 that the AWTMV with a cone nose is more likely to change trajectory and
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attitude at same initial conditions. Finally, critical angles of ricochet are derived
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27 based on the mathematical model, and an empirical formulations is proposed to

28 predict the occurrence of ricochet behavior. Those results can provide a reference
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30 for the design and use of the AWTMV.

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Keywords: air-water trans-media vehicle; critical angle; ricochet behavior;

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34 trajectory; water-entry crossing.
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37 1. Introduction
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40 A vehicle that travels both in the air and under the water is referred to an air-water
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42 trans-media vehicle (AWTMV). In recent years, with the rapid development and
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44 integration of aeronautics, marine and bionic technology, researchers have increasingly
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46 begun to pay attention to the AWTMV for its high values on military and civilian.
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48 According to its hypothetical missions and purposes, a complete motion cycle includes:
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50 aerial flight, water-entry crossing, underwater navigation and water-exit crossing (Chen
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et al 2017, Yang et al 2017). Among them, the water-entry crossing process is the key
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55 stage for the AWTMV to achieve a smooth transition from the air into water.
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Page 3 of 25 Engineering Applications of Computational Fluid Mechanics

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3 However, forces on the AWTMV are dramatically changed due to the change of
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5 media from air into water during water-entry crossing process, accompanying by the
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7 behavior of whip, flip and ricochet, which affect the underwater trajectory and
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9 movement characteristics. Ricochet behavior is a common physical phenomenon during
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water-entry crossing process, and occurs when the vehicle impacts on the water at
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14 particular angles or speeds and then rebound, rather than penetrating or being embedded
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16 (Nishida 2010). Ricochet behavior will cause the failure of the water-entry crossing,
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18 which do harm to subsequent mission of the AWTMV. Therefore, this paper will make
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20 a thorough and systematic study on ricochet behavior during water-entry crossing
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22 process.
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Researchers have done quite a lot study and achieved great progress in this field.
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27 Waugh and Stubstad (1975) elaborated on the theoretical and experimental models of
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29 torpedo’s trajectory, and discussed the cavitation model and ricochet behavior. May
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31 (1975) studied the impact forces of different vehicles in vertically and obliquely water-
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33 entry crossing process, discussed the generation, development and collapse of

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35 cavitation, and gave an empirical formulation to predict the shape and size of the
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cavitation. Johnson (1998) summarized the military application of the ricochet behavior
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40 of spin and non-spin projectiles. Park et al (2003) proposed an improved numerical
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42 method for simulating the ricochet behavior and calculating the impact force of water-
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44 entry crossing process, and verified the method using experiments. Nishida et al (2010)
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46 divided results of projectiles against granular media into ricochet, penetrating and
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48 horizontal movement, and obtained the conclusion that ricochet behavior depends on
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the incident angle and density ratio rather than speed. And a formulation of critical
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53 angles of ricochet behavior was proposed based on a large number of experimental
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55 results. Baillargeon et al (2012) assessed the ricochet behavior after impact with water
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 Engineering Applications of Computational Fluid Mechanics Page 4 of 25

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3 using five military projectiles. Vijayalakshmi et al (2015) proposed a water-entry
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5 crossing model by referring to the skipping stone, and obtained the maximum sinking
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7 depth of the center of gravity (shorted as CG) and the maximum number of continuous
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9 ricochet behavior. Xu et al (2014,2015) put forward a new definition of ricochet based
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on the kinetic energy loss ratio and obtained the relationship between the impact
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14 responses and the incident conditions.
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16 At the beginning of the water-entry crossing process, the shape of the cavitation
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18 is closely related to the hydrodynamic force, and the relative position of the cavitation
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20 and the AWTMV affects wetted areas (Mackey 1979). When the AWTMV penetrates
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22 the cavitation wall and impacts on the water, a planing force is then generated. Wagner
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(1932) putted forward a theory of cylinder sliding on curved surface, and gave a
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27 computational model of planing force. Vasin and Parvshev (2001) established an impact
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29 force model using the slicing method, when considering the change of the radius of the
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31 cavitation. Hassan (2006) modified the viscous force on the vehicle's tail based on
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33 Logvinovich (1969, 2002) and Wagner's works, and gave a computational models of
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35 planing force and friction based on the potential flow theory. The model agreed well
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with experimental results and was widely used in the computational of planing force.
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40 Although research on the water-entry crossing process have gotten tremendous
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42 achievements, the analysis of ricochet behavior is not enough, especially the lack of
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44 analysis of mechanism. The main purpose of this paper is to study the mechanism of
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46 ricochet behavior and derive an empirical formulations that can predict the critical
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48 ricochet angle. The force on the AWTMV are analyzed based on the relative position of
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the AWTMV and cavitation, accordingly, a mathematical model is established in the
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53 water-entry crossing process. The mathematical model is calibrated by comparing with
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55 the experimental results. Three types of projectile with different noses are employed on
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Page 5 of 25 Engineering Applications of Computational Fluid Mechanics

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 Engineering Applications of Computational Fluid Mechanics Page 6 of 25

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3 Fig.1 The schematic diagram of coordinate frames
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5 1 x, y , z and 2 , , are the position and attitude vectors of the
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8 AWTMV in Se. v1 vx , v y , vz and v2 x , y , z are the linear and angular speed
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10 vectors of the AWTMV in Sb.
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14 2.2 Assumptions
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16 To simplify the mathematical model, the following assumptions are essential.
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18 (a) The disturbances of waves and currents are not taken into consideration in
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20 water-entry crossing process.
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22 (b) The change of free surface is not taken into consideration in the calculation
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24 of wetted areas.
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(c) The gravity and CG remains unchanged, and the deformation of the
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29 AWTMV is ignored.
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31 (d) The CG coincides with the center of buoyancy, and AWTMV is symmetrical
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33 about plane xbobyb and plane xbobzb.

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35 In this paper, the motion on the vertical plane is only considered, i.e. the
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37 translational motion on xbobzb plane and the rotational motion around yb axis
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40 therefore y 0 p q 0 = 0 0.
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44 2.3 Cavitation and wetted areas
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47 2.3.1 Cavitation
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49 Generally speaking, the water-entry process of underwater weapons (such as
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51 torpedoes) will experience four stages: impact, flow formation, opening and closing of
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53 cavitation. The hydrodynamic characteristics of the AWTMV will be affected by factors
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55 such as the encapsulation of the AWTMV by the cavitation and the interaction between
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60 URL: https://mc.manuscriptcentral.com/tcfm E-mail: cekwchau@polyu.edu.hk
Page 7 of 25 Engineering Applications of Computational Fluid Mechanics

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3 AWTMV and cavitation wall, therefore, it is necessary to predict the shape of the
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5 cavitation. Many scholars have done a lot of research on the theory and experiment of
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7 the cavitation during the water-entry crossing process. Several models, such as Munzer-
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9 Reichardt model and Logvinovich model, are given.
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In the work of Qingqing (2017), numerical simulation and experiments were
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14 used to study the shape of the cavitation under different initial conditions. The
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16 conclusion that the shape conforms to Logvinovich's independent expansion theorem
Fo
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18 was drawn, and its expressions are given by
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21 13
Rn 1 3 x Rn x x1
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Rc x (1)
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2
Rk 1 1 R12 Rk2 1 2 x x1 Lk 2 x1 x x1
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27 Rk Rn 0.82 1
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29 Lk 2 Rn 1.92 3
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where Rc and Rn are the radius of the cavitation and cavitator, x is the distance between
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cavitation slice and cavitator, Rk and Lk are maximum radius and length of cavitation,
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36 and is cavitation number.
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2.3.2 Wetted areas
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41 Due to the change of the relative position of the AWTMV and cavitation, the
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contact part of the AWTMV with water, i.e. wetted area, will also change. So, the
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46 AWTMV is divided into a series of slices, so each slices can be divided into three
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48 states: fully-wetted, partially-wetted and non-wetted.
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 Engineering Applications of Computational Fluid Mechanics Page 8 of 25

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Page 9 of 25 Engineering Applications of Computational Fluid Mechanics

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3 2.4 Forces
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5 The AWTMV is subjected to gravity and hydrodynamic force during the water-
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7 entry crossing process. The magnitude and direction of gravity are determined.
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9 Hydrodynamic forces on the AWTMV depend not only on the shape of its nose, but
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11 also on the initial conditions. To analyze hydrodynamic forces, slices of the AWTMV
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13 are divided into three regions by utilizing the method of proposed in Section 2.3. At the
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beginning of the water-entry crossing process, the wetted area has been changing, which
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18 makes the solution of hydrodynamic force complicated. In this paper, forces on the
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20 AWTMV are divided into four categories (Zou 2015, Shao 2013): gravity,
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22 hydrodynamic force on nose, planing force on partially-wetted area and hydrodynamic
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24 force on fully-wetted area. Because the density of air is far less than that of water, the
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air resistance to motion in cavitation is neglected.

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30 2.4.1 Forces on nose

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32 During the water-entry crossing process, the nose of the AWTMV can induce
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34 the generation of cavitation. At a navigation with a cavitation, the wetted area is mainly
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36 at its nose. Shao (2013) equated the nose of the AWTMV with a disk, and the force are
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38 given by
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41 1
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42 Fcx Cd 0 1 vc 2 S n (6)
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46 M cy xFcz (7)
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49 where vc is the speed of the nose, and can be obtained by the speed of CG in the
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52 following form.
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55 vc v1 v2 r (8)
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 Engineering Applications of Computational Fluid Mechanics Page 10 of 25

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3 2.4.2 Forces on partially-wetted areas
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5 Partially-wetted areas of the AWTMV are mainly subject to planing force and
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7 friction. Due to the change of the relative position of the AWTMV and cavitation, the
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9 AWTMV may penetrate the cavitation wall and collide with water, thus generating
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11 planing force. The planing force has the characteristics of discontinuity and strong
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13 nonlinearity. Logvinovich simplified the planning force as a slender body immersed in
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liquid. Hassan revised Wanger's theory of cylinder sliding on curved surface and gives
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18 the expression for calculating the planing force perpendicular to the axis as follows.
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21 !
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R hp !
1 2 2 Rc R
22 Fp v Rc sin 2 "1 $ %% #$ % (9)
" $& hp # $& R 2hp %'
p
23 4 Rc R'
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27 where hp is the depth of the AWTMV penetrating the cavitation, p is the angle
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29 between the axis of the slice of the AWTMV and cavitation. Considering that Rc has
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31 been deduced in Sec 2.3.1, the key point here is to solve the other two parameters: p
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33 and hp .
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35 According to the relative position in the Fig.2, the expression of hp is given by.
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39 ymp R Rc ymp R Rc
hp (10)
40 0 else
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44 where ymp is the coordinate of the center of the slice of the cavitation section in the Sb.
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46 The expression of can be obtained by the Equation (11).
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50 ymp !
51 atan $ %% (11)
p $x
52 & mp '
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55 The viscous resistance to the planing process can be expressed as
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Page 11 of 25 Engineering Applications of Computational Fluid Mechanics

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3 1 2
Fpf v cos 2 S pC p (12)
4 2
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1 2 2 hp2 R h
8 Mp v Rc cos 2 (13)
p
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where C p is coefficient of viscous resistance, S p can be solved by the following
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14 equations.
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17 RC R R3
Sp 4R 1 uc2 atan uc uc us2 0.5 asin us 0.5us 1 us2
18 tan p 2 RC R tan " #
p
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(14)
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24 hp
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Rc R
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29 2
us =
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(16)
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34 2.4.3 Forces on full-wetted area
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36 According to the slender body theory, the force on a slice of a fully wetted area
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41 2
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42 f wz RCw vz y x (17)
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45 where Cw is coefficient of viscous resistance.
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47 The force on wetted areas is obtained by integrating force on slices.
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51 Fwz (f wz dx (18)
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 Engineering Applications of Computational Fluid Mechanics Page 12 of 25

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xw
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4 M wz ( xf wz dx (19)
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8 where x p and xw are coordinates of the first slice and the last slice of the fully wetted
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11 areas.
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13 In addition, the viscous resistance force Fwf in the fully-wetted area can be given
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15 according to the empirical formula of the US Naval Ordnance Laboratory (2016).
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1 2 2
Fwf v R Cw (20)
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lg Re 2 R2
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27 where Re is Reynolds number, and ) w is the area of total wetted region.

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30 2.4.4 Gravitational force

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32 In assumptions part, it is supposed that the gravity and CG of the vehicle are
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34 constant. The value of gravity is G mg and transform from Se to Sb. Its expressions
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40 Gx mg sin
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Gz mg cos
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45 Considering the CG of the AWTMV is set as the origin of coordinate, gravity
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47 does not produce moment.
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2.5 Dynamics and kinematics equations
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52 The kinematics equation can be obtained according to the transformation
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between linear and angular speed in Sb and Se.
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Page 13 of 25 Engineering Applications of Computational Fluid Mechanics

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3 x& u cos w sin
4 z& u sin w cos (23)
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& q
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9 The dynamics equation can be obtained according to momentum theorem and
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11 momentum moment theorem.
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m u& wq Gx Fwf Fcx Fpf
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16 m w& uq Gz Fwz Fcz Fp (24)
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18 J yy q& M wz M cy Mp
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21 Equation (23) and (24) constitute the mathematical model together.
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3. The experiment set-up

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25 3.1 Equipment
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27 The experimental system consists of three parts: observation subsystem, data-

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29 acquisition subsystem and launching subsystem. The overall structure of the
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31 experimental system is described as follows.
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42 (a) The layout of the experimental system (b) Experimental equipment

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51 (c) Launch subsystem (d) Angle controller
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 Engineering Applications of Computational Fluid Mechanics Page 14 of 25

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11 (e) Air compressor (f) High-speed camera
12 Fig.3 Experimental equipment and schematic illustration
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14 The experimental observation subsystem consists of a water-tank and its
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16 accessories. The size of the water-tank is 3.0×1.0×1.5 m. There are six windows of
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0.8×1.1 m in front and back of the water-tank, and outer side of the windows is
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21 covered with plexiglass. During experiments, windows provide a wide field for
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observing the movement of the projectile. The upper part of the water-tank is open,
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25 which can be used to inject water and carry out vertical water-entry experiments.
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27 The launching subsystem mainly includes high-pressure gas device, launching

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tube, angle controller, support frame and mobile device. High pressure gas is used as
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32 launching power in the experiment. The angle controller can perform launch tasks at
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34 different angles. After adjusting the angle controller, the standing valve should be stuck
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36 in the hole to stable the angle of the launching tube firmly and prevent the angle
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38 controller from being damaged by the strong backing force at the moment of launching.
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40 The launching tube can slide on the rail through the pulley. When the projectile is filled
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and ready to launch, the tube will be slide to the launching port.
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45 The data-acquisition subsystem includes a high-speed camera, a computer, and
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47 auxiliary lamps. The high-speed camera uses the Phantom-v2511 and shoots at 500
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49 frames per second in this experiment. Because of the short exposure time and the
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51 inadequacy of natural light, three 1300W auxiliary lamps are placed in front and back of
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53 observation windows of the water-tank, where two on the front and one on the back.
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Page 15 of 25 Engineering Applications of Computational Fluid Mechanics

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3 3.2 Parameters
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5 Three kinds of projectiles with different noses are employed in the experiment,
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7 including cone, ogive, and flat, and their parameters are shown as follows.
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6 mm
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12 54 mm
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18 60 mm
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20 Fig.4 three kinds of the projectile
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22 Tab.1 parameters of projectiles
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No. Nose type Length (mm) Diameter (mm) Mass (g)

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25 #1 Cone 60 12 17.05
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27 #2 Ogive 60 12 17.58
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#3 Flat 60 12 18.13
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32 3.4 Recording and analysis of experimental results
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To prevent the influence of the compressed air inside the tube on the water
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36 surface after launching, the tube should be placed at a certain position from the water
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40 Two groups of comparative experiments were carried out, in which three
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42 different noses of the projectile were used in each groups and launched under the same
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44 conditions to verify the correctness of the mathematical model proposed in Sec 2. Its
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initial conditions are shown in the Tab. 2.
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Tab.2 initial conditions of experiments
49 Launch pressure Pitch angle
50 Nose type Liquid level ( mm) Speed ( m/s)
51 ( MPa) ( degree)
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#1 0.5 21.84 590 43.79
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54 #2 0.5 21.37 590 44.15
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 Engineering Applications of Computational Fluid Mechanics Page 16 of 25

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3 #3 0.5 21.33 590 43.54
4 #1 1.0 10.24 590 102.7
5
6 #2 1.0 10.32 590 100.8
7
8 #3 1.0 10.59 590 98.3
9
10
According to the image taken in experiments, the scale is obtained by comparing
11
12 of the length of the projectile on images with the actual length, and then the movement
13
14 parameters in the image are measured, so the instantaneous speed of the projectile can
15
16 be obtained. Since the shape of the projectile in images are exactly the same, the error
Fo
17
18 due to the uncertainty of the shape can be eliminated when processing each frame of the
19
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20 image separately. The CG and the pitch angle of the projectile are calculated according
21
22
23
to the head and tail coordinates.
ee

24
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26 X CG , YCG a X head , Yhead b X tail , Ytail (25)
rR

27
28
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Y !
ev

Y
30 atan $ head tail % (26)
31 & X head X tail '
32
iew

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34 The values of a and b are different for the three types of the projectile.
35
36
The water-entry process of the three types of the projectile is almost the same
37
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39 under the same initial conditions, therefore, only two cases are presented in this part,
40
41 one is that the projectile has a ricochet behavior, the other is that the projectile has not
ly

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43 yet ricochet behavior, but its trajectory bends and deviates greatly from the straight line.
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45 Fig. 5 and Fig. 6 are the water-entry crossing process of the same projectile (#1)
46
47 under different initial conditions.
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Page 17 of 25 Engineering Applications of Computational Fluid Mechanics

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9 Fig.5 Results under initial conditions of 20 degree and0.5 MPa
10
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24 Fig.6 Results under initial conditions of 10 degree and 1.0 MPa

25 It can be found in Fig.5 and Fig.6 that the water-entry process of the projectile
26
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27 has experienced the stage of impact, flow formation and cavitation opening. Before
28
29 entering the water, the projectile flies in the air and is subject to gravity and air
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31 resistance. As the projectile gradually enters the water, the wetted area is increasing.
32
iew

33 The moving projectile drives the surrounding water to move with it, and the water has a
34
35
force on the wetted area too. And then the cavitation begin to form. During a small
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period of time after the projectile enters the water, the cavitation will communicate with
On

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40 the atmosphere, so the air will fill the back space of the cavitation continuously, and the
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42 shape of cavitation will continue to increase.

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44 Some interesting phenomenon can also be found. In Fig. 5, the change of the
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46 pitch angle and trajectory are complicated by the alternating interaction of the vehicle
47
48
on the cavitation wall, i.e. planing. This phenomenon can be expressed by the formula
49
50
51 of planing force in the mathematical model. In Fig. 6, the projectile slides continuously
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53 on the cavitation wall rather than alternatively, so the projectile is subjected to the
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 Engineering Applications of Computational Fluid Mechanics Page 18 of 25

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3 planning force all the water-entry process. The planning force causes the trajectory
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5 deviating and attitude change.
6
7
8
9 4. Comparisons and discussion
10
According to processing results of images, the initial conditions of experiments
11
12
13 can be determined, and the calculation under those conditions is performed based on the
14
15 mathematical model proposed in this paper. The mathematical model is verified by
16
Fo
17 comparing results of experiments and calculations.
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19 During the obliquely water-entry crossing process of three AWTMVs with
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20
21 different noses, the first contact area with the water is not necessarily the apex of the
22
23
ee

nose. At the same incident angle, the more pointed the head is, the larger the wetted area
24
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26 will be at the same sinking depth, and the greater the hydrodynamic force will be.
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27
28 Therefore, when the AWTMV with different noses enter the water, the forces are not
29
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30 identical, causing the difference in its movement and attitude.

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32 Before the calculation, the mathematical model needs to be modified to adapt to
iew

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34 the experimental conditions. First, the calculated parameters are modified to suit the test
35
36
conditions, mainly the parameters of nose, that is the value of a and b . Secondly, to
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39 make a comparison with the experimental results, computational results are converted
40
41 into the coordinate system in which the test data is located. Finally, computational and
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43 experimental results are analyzed and compared.
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46
4.1 Verification of water-entry crossing process at conditions of 20 degree, 0.5
47
48 MPa
49
50 In the calculation, the initial conditions are the same as that of in experiments.
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52 The speeds are 43.79, 44.15, and 43.54 m/s and the incident angles are 21.84, 21.37,
53
54 and 21.33 degrees, respectively. The trajectory under different initial conditions are
55
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obtained. The change of pitch angle, position and speed of CG with time during the
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Page 19 of 25 Engineering Applications of Computational Fluid Mechanics

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3 water-entry crossing process is extracted and compared with experimental results. Fig.
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5 7, Fig. 8, and Fig.9 show the comparison between the key parameters of experimental
6
7 and computational results. Three curves in those three figure are computational results,
8
9 and the point of triangles, squares and circles are the experimental results.
10
11 0
12 -50
Exp.#1
Exp.#2
Y-displacement(mm)
13 Exp.#3
Mod.#1
14
-100
Mod.#2

15 -150 Mod.#3

16 -200
Fo
17 -250
0 100 200 300 400 500 600 700 800

18 X-displacement(mm)

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20 Fig.7 the change of the displacement during the water-entry crossing process
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22 25
Exp.#1
45
Exp.#1

23
Exp.#2
ee
Exp.#2
Exp.#3 40
Exp.#3
20 Mod.#1 Mod.#1

24 Mod.#2
Mod.#3
35 Mod.#2
Mod.#3

25 15
30
Speed(m/s)

26
Angle(°)

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27 10
20

28 15

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5
ev

10

30 0 5

31
0 2 4 6 8 10 12 14 16 18 0 2 4 6 8 10 12 14 16 18
Time(ms) Time(ms)

32
iew

33 Fig.8 the change of the pitch angle Fig.9 the change of the speed
34
35 It can be seen that the computational trajectory and its trend of AWTMVs are in
36
37 a good agreement with experimental results. The water-entry crossing process of three
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39 types of the AWTMV is very similar. The speed decreases sharply and the pitch angle
40
41
decrease to nearly 0. For the cone, the pitch angle changes from 21.84 to 1.06 degrees
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44 and the speed changes from 43.79 to 9.95 m/s. For the ogive, the pitch angle changes
45
46 from 21.37 to 1.73 degrees and the speed changes from 44.15 to 10.77 m/s. For the flat,
47
48 the pitch angle changes from 21.33 to 2.35 degrees and the speed changes from 43.54 to
49
50 10.44 m/s.
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52 The change of pitch angle show the ability of the vehicle to maintain the
53
54
stability of trajectory. The larger the change of pitch angle is, the more unstable the
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57 trajectory will become. By analyzing the change of pitch angle and trajectory of three
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 Engineering Applications of Computational Fluid Mechanics Page 20 of 25

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3 types of AWTMVs, it can be concluded that the trajectory stability decreases in return
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5 for the cone, ogive, and flat.
6
7
8
9 4.2 Verification of water-entry crossing process at conditions of 10 degree, 1.0
10 MPa
11
12 The speeds are 102.7, 100.8, and 98.3 m/s and the incident angles are 10.24,
13
14 10.32, and 10.59 degrees, respectively. The ricochet behavior occurs when reducing the
15
16
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incident angle and increasing the speed. The change of the trajectory, pitch angle, and
17
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19
speed during the ricochet behavior is shown in the Fig. 10, Fig. 11 and Fig. 12,
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21 respectively.
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23
ee
Exp.#1 Exp.#2 Exp.#3 Mod.#1 Mod.#2 Mod.#3
50
24
Y-displacement(mm)

25 -50

26
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-100

27 -150

28
0 100 200 300 400 500 600 700 800
X-displacement(mm)

29
ev

30 Fig.10 the change of the displacement during ricochet process

31
32
iew

15

33 Exp.#1
Exp.#2
110
Exp.#1

34
Exp.#3 100 Exp.#2
10 Exp.#3
Mod.#1
Mod.#2 Mod.#1

35
90
Mod.#3 Mod.#2
5 Mod.#3

36
80
Speed(m/s)
Angle(°)

37
70
0
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38 -5 50

39 40

40 -10
30

41 -15 20
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0 2 4 6 8 10 12
42
0 2 4 6 8 10 12
Time(s) Time(s)

43
44 Fig.11 the change of pitch angle Fig.12 the change of speed
45
46 It can be seen that the calculated trajectory and its trend of AWTMVs are in a
47
48 good agreement with experimental results too, and the pitch angle and speed of the
49
50 vehicle have changed greatly: the speed decreased sharply and the pitch angle reversed.
51
52 AWTMVs enters the water under the action of kinetic energy and then leaves the water
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54
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under the action of water, causing ricochet behavior. For the cone, the pitch angle
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Page 21 of 25 Engineering Applications of Computational Fluid Mechanics

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3 changes from 10.24 to -14.23 degrees and the speed changes from 102.7 to 26.55m/s.
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5 For the ogive, the pitch angle changes from 10.32 to -13.79 degrees and the speed
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7 changes from 100.8 to 29.62m/s. For the flat, the pitch angle changes from 10.59 to -
8
9 11.48 degrees and the speed changes from 98.3 to 25.62m/s.
10
11
From the comparison between experimental results and computational results, it
12
13
14 can be concluded that the trends of the position of the CG, the pitch angle and the speed
15
16 are in a good agreement. The feasibility of the mathematical model proposed in this
Fo
17
18 paper is verified in the prediction of trajectory during water-entry crossing process. At
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20 the same time, by comparing the water-entry crossing processes of three different
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22 AWTMVs under same initial conditions, it can be found that the ballistic stability (the
23
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ability to maintain the original direction) decreases in turn for the nose of cone, ogive
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27 and flat, which means that the cone is more prone to trajectory bending, even ricochet
28
29 behavior. The incident angle has a great influence on its initial trajectory, and a small
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31 incident angle will cause large offset of trajectory.
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iew

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34
35
4.3 Prediction of Critical Ricochet Angle
36
For the AWTMV, ricochet behavior is intolerable in the water-entry crossing
37
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39 process, because it will seriously affect the trajectory of the AWTMV and make it
40
41 deviate from the scheduled route and cannot reach the destination as quickly as
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43 possible. Therefore, it is necessary to predict the critical ricochet angle to ensure the
44
45 success of the water-entry crossing process (Duan et al 2016).
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47 The correctness of the mathematical model has been verified in the Sec 4.2. In
48
49 this part, the critical ricochet angle of the AWTMV at different speeds is solved by
50
51
52
utilizing the mathematical model proposed in this paper, and computational results
53
54 shown in Tab.3 are obtained.
55
56 Tab.3 critical angles under different speeds
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 Engineering Applications of Computational Fluid Mechanics Page 22 of 25

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3 Speed (m/s) 20 30 40 50 60 80 100 120
4 Critical #1 12.6 15.1 17.8 20.4 22.3 25.6 28.2 29.8
5 angle #2 13.1 15.9 18.5 20.9 22.7 26.5 28.9 30.1
6
(degree) #3 14.3 16.3 19.1 21.1 23.3 26.7 29.3 30.4
7
8 By fitting the critical ricochet angle under different incident speeds, three critical
9
10 ricochet curves shown in Fig.13 can be obtained.
11
12 40
13 Mod.#1
Mod.#2
14 35
Mod.#3
Fitting curve #1
52 x 674.2
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c3
Fitting curve #2 x 103.2

16
Fitting curve #3
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30

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Critical angle(°)

49.52 x 356
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c1
x 89.24
25

19 49.08 x 375.4
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c2
20 x 84.84

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0 20 40 60 80 100 120 140 160 180 200

25 Speed(m/s)

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27 Fig.13 the critical ricochet angle

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29 A set of empirical formulations which can predict the ricochet behavior are
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31 proposed. When the AWTMV crosses the air-water surface from the air into water, the
32
iew

33 critical ricochet angle increases with the increase of speed, while the change trend
34
35 gradually slows down, that is to say, there is an upper bound for the critical angle. By
36
37
fitting the experimental data, the upper bounds at the speed studied in this paper are
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40 52.00, 49.52 and 49.08 degree, respectively. At the same speed, the critical ricochet
41
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42 angle decreases for the cone, ogive and flat, in return, which means the water-entry
43
44 crossing process of the cone is easier to fail.
45
46
47
5. Conclusions
48
49 In this paper, the ricochet behavior of the AWTMV is investigated by both theoretical
50
51 and experimental analysis. The wetted area and hydrodynamic force are calculated
52
53 based on the relative position of the AWTMV and the cavitation wall, and a
54 mathematical model of water-entry crossing is established. Three types of AWTMVs
55
56 are employed to analyze the water-entry crossing process on an angle-adjustable
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Page 23 of 25 Engineering Applications of Computational Fluid Mechanics

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3 experimental system. The accuracy of the mathematical model is calibrated by
4
comparing and analyzing the changes of trajectory, pitch angle, and speed of
5
6 experimental and computational results. The trajectory and pitch angle are changing
7
8 irregularly for the interaction of the AWTMV and the cavitation wall in experiments.
9 Results show that the ability to maintain the stability of trajectory is decrease for the
10
11 nose of cone, ogive and flat. The trajectory of the cone is more likely to bend at a small
12
13 angle water-entry crossing process. The critical ricochet angle at different speeds and its
14 upper boundaries are obtained based on the mathematical model, further, a set of
15
16 empirical formulations which can predict the ricochet behavior are proposed. The work
Fo
17
can provide references for the design and usage of the AWTMV.
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Acknowledgements
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22
23
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24 References
25 Baillargeon Y, Bergeron G. Prediction of Projectile Ricochet Behavior after Water Impact. Journal of Forensic
26
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Sciences, 2012, 57(6):6. 10.1111/j.1556-4029.2012.02170.x.

27 Chaoqian C. Study on intelligent control and guidance law of supercavitation vehicle at variable cavitation number.
28 Harbin: Harbin Institute of Technology, 2016.
Chen G, Jinfu F, Junhua H, et al. The influence of initial conditions of water-entry on ricochet phenomenon. Fluid
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ev

Dynamics Research, 2017, 49(4):045505. 10.1088/1873-7005/aa747d.

30 Duan J, Wang KH, Zhou G, et al. Evaluation method for critical ricochet of projectile obliquely penetrating hard
31 target. Acta Armamentarii, 2016(37), 8:1395-1400. 10.3969/j.issn.1000-1093.2016.08.008.
32 Hassan S E. Analysis of hydrodynamic planing forces associated with cavity riding vehicles. 2006.
iew

33 Johnson W. Ricochet of non-spinning projectiles, mainly from water Part I: Some historical contributions. 1998,
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34 Johnson W. The ricochet of spinning and non-spinning spherical projectiles, mainly from water. Part II: an outline of
35 theory and warlike applications. International Journal of Impact Engineering, 1998, 21(1):25-34. 10.1016/S0734-
36 743X(97)00033-X.
37 Leabourne KN. Two-link hydrodynamic model development and motion planning for underwater manipulation.
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38 Logvinovich G V, Hydrodynamics of Flows with Free Boundaries. Kiev: Naukova Dumka Publishing House,
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40 Logvinovich G V. Subsonic Compressible Flow Past a Body with Developed Cavitation. Fluid Dynamics, 2002,
41 37(6):873-876. 10.1023/a:1022392011614.
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Mackey A M, A mathematical model of water entry, AD A085774, 1979.

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May A. Water Entry and the Cavity-Running Behavior of Missiles. Nasa Sti/recon Technical Report N, 1975, 76.
43 Nishida M, Okumura M, Tanaka K. Effects of density ratio and diameter ratio on critical incident angles of
44 projectiles impacting granular media. Granular Matter, 2010, 12(4):337-344. 10.1007/s10035-010-0186-7.
45 Park MS, Jung YR, Park WG. Numerical study of impact force and ricochet behavior of high speed water-entry
46 bodies. Computers & Fluids, 2003, 32(7):939-951. 10.1016/s0045-7930(02)00087-7.
Qingqing H. Experimental Observation and Numerical Calculation of Super-cavity Flow after Blade-Body into Water
47 at Different Inclination Angle. Zhejiang: Zhejiang University of Science and Technology, 2017.
48 Shao Y, Mesbahi M, Balas G. Planing, Switching, and Supercavitating Flight Control. AIAA Guidance, Navigation,
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50 Vasin AD, Paryshev EV. Immersion of a Cylinder in a Fluid through a Cylindrical Free Surface. Fluid Dynamics,
2001, 36(2):169-177. 10.1023/a:1019299930896.
51 Vijayalakshmi Murali, S. D. Naik. Skipping Stone to Projectile Ricochet. International review on modeling and
52 simulations. 2015(10): 104-110.
53 Waugh J. G., Stubstad G. W.. Trajectory modeling. AD A 007529, 1975.
54 Wagner H. Uber stoss-und gleitoorgauge an der oberflache von flussiglaseiten. Berlin: ZAMM, 1932.
Xu J, Lee CK, Fan SC, et al. A study on the ricochet of concrete debris on sand. International Journal of Impact
55 Engineering, 2014, 65:56-68. 10.1016/j.ijimpeng.2013.11.003.
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3 Xu J, Lee CK, Fan SC. A Study on the Ricochet of Concrete Debris against Soil. International Journal of
Computational Methods, 2015, 12(04):1540009. 10.1142/S0219876215400095.
4 Yang J, Yongli L, Jinfu F, et al. Simulation and experimental research on trans-media vehicle water-entry motion
5 characteristics at low speed. PLOS ONE, 2017, 12(5):e0178461-. 10.1371/journal.pone.0178461.
6 Zou W, Yu KP, Arndt. Modeling and simulations of supercavitating vehicle with planing force in the longitudinal
7 plane. Applied Mathematical Modelling, 2015, 39(19):S0307904X15000438. 10.1016/j.apm.2015.01.040.
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3 Table 1 parameters of projectiles
4
5 Table 2 initial conditions of experiments
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7 Table 3 critical angles under different speeds
8
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Figure1 the schematic diagram of coordinate frames
12
13
14 Figure2 the relative position of the AWTMV and cavitation
15
16 Figure3 experimental equipment and schematic illustration
Fo
17
18 Figure4 three kinds of the projectile
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20 Figure5 results under initial conditions of 20 degree and0.5 MPa
21
22 Figure6 results under initial conditions of 10 degree and 1.0 MPa
23
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Figure7 the change of the displacement during the water-entry crossing process
25
26
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27 Figure8 the change of the pitch angle

28
29 Figure9 the change of the speed
ev

30
31 Figure10 the change of the displacement during ricochet process
32
iew

33 Figure11 the change of pitch angle

34
35 Figure12 the change of speed
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Figure13 the critical ricochet angle
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