两种尾部附体在过渡型船舶上的对比研究
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摘要
为了研究阻流板和压浪板在过渡型船舶上的适配性,对某过渡型船舶进行了安装节能附体前后的阻力试验及数值研究。探讨了压浪板下反角α=5°,10°以及15°时的船舶水动力性能,并结合前期的阻流板研究成果,对两种附体的适配性进行了对比研究。结果表明:STAR-CCM+可以对船舶阻力进行准确预报,并能较好地捕捉方尾船的尾流场特征;0.334≤Fr≤0.584时,压浪板(10°)能够使船模阻力平均降低6.54%,其中Fr=0.4时,减阻率最高可达8.61%。压浪板(10°)对船舶尾流场的改善更加显著,但其附体阻力要高于阻流板(Z2);综合结果:当Fr≤0.5时,压浪板(10°)的减阻效果更好;当Fr>0.5时,阻流板(Z2)的减阻效果更优。
In order to study the adaptability of interceptor and stern flap on the semi-displacement ship, resistance test and numerical study of the semi-displacement ship with and without the energy-saving appendages were carried out. Performances of the ship with a stern flap at 5, 10 and 15 degrees were discussed. Combined with previous studies on the interceptor, the adaptability of the two types of appendages was studied. The results show that the software STAR-CCM+ can predict ship resistance and capture wake flow characteristics of the transom stern ship accurately. When 0.334 ≤ Fr ≤ 0.584, the stern flap(with 10 degrees) can reduce resistance of the ship model by an average of 6.54%, and reduction of the drag rate can reach up to 8.61%. When Fr ≤0.5, the stern flap is better than the interceptor in drag reduction, but the interceptor will be better than the stern flap when Fr > 0.5.
In order to study the adaptability of interceptor and stern flap on the semi-displacement ship, resistance test and numerical study of the semi-displacement ship with and without the energy-saving appendages were carried out. Performances of the ship with a stern flap at 5, 10 and 15 degrees were discussed. Combined with previous studies on the interceptor, the adaptability of the two types of appendages was studied. The results show that the software STAR-CCM+ can predict ship resistance and capture wake flow characteristics of the transom stern ship accurately. When 0.334 ≤ Fr ≤ 0.584, the stern flap(with 10 degrees) can reduce resistance of the ship model by an average of 6.54%, and reduction of the drag rate can reach up to 8.61%. When Fr ≤0.5, the stern flap is better than the interceptor in drag reduction, but the interceptor will be better than the stern flap when Fr > 0.5.
引文
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[11]DAY A H,COOPER C.An experimental study of interceptors for drag reduction on high-performance sailing yachts[J].Ocean Engineering,2011,38(8-9):983-994.
[12]MANSOORI M,FERNANDES A C.Hydrodynamics of the interceptor analysis via both ultra-reduced model test and dynamic CFD simulation[J].Journal of Offshore Mechanics and Arctic Engineering,2017,139(2):021101.
[13]TASI F J,HWANG J L.Study on the Compound Effects of Interceptor With Stern Flap for Two Fast Monohulls[C]//IEEE Xplore Conference:MTTS/IEEE Techno-Ocean’04,Taiwan,2004,1023-1028.
[14]赵超.阻流板和导流板对滑行艇阻力性能的影响研究[D].哈尔滨:哈尔滨工程大学,2013.
[15]郭春雨,宋科委,龚杰,等.阻流板对深V型船阻力性能的影响[J].哈尔滨工程大学学报,2018,39(2):215-221.
[16]WILCOX D C.,Turbulence modeling for CFD[M].Canada,California:DOW Industries,1998:15-19.
[17]FALTINSEN O M.Hydrodynamics of high-speed marine vehicles[M].Cambridge:Cambridge University Press,2005.
[2]KARIMI M H,SEIF M S,ABBASPOOR M.An experimental study of interceptor’s effectiveness on hydrodynamic performance of high-speed planing crafts[J].Polish Maritime Research,2013,20(2):21-29.
[3]MANSOORI M,FERNANDES A C.The interceptor hydrodynamic analysis for controlling the porpoising instability in high speed crafts[J].Applied Ocean Research,2016,57:40-51.
[4]CAVE W L,CUSANELLI D S.Effect of stern flaps on powering performance of the FFG-7 class[J].Marine Technology.1993,30(1):39-50.
[5]CUSANELLI D S,HUNDLEY L.Stern flap powering performance on a spruance class destroyer:ship trials and model experiments[J].Naval Engineers Journal,1999,111(2):69-81.
[6]AMACHER R,LIECHTI T C,PFISTER M,et al.Wave-reducing stern flap on ship convoys to protect riverbanks[J].Naval Engineers Journal,2015,127(1):95-102.
[7]MAKI A,ARAI J,TSUTSUMOTO T,et al.Fundamental research on resistance reduction of surface combatants due to stern flaps[J].Journal of Marine Science&Technology,2016,21(2):344-358.
[8]蒋一,孙寒冰,邹劲,等.变角度尾压浪板对断级滑行艇阻力性能的影响[J].上海交通大学学报:自然科学版,2017,51(3):320-325.
[9]MANSOORI M,FERNANDES A C.Hydrodynamics of the interceptor on a 2-D flat plate by CFD and experiments[J].Journal of Hydrodynamics,2015,27(6):919-933.
[10]邓锐,黄德波,周广利,等.阻流板水动力机理的初步计算研究[J].船舶力学,2012,16(7):740-749.
[11]DAY A H,COOPER C.An experimental study of interceptors for drag reduction on high-performance sailing yachts[J].Ocean Engineering,2011,38(8-9):983-994.
[12]MANSOORI M,FERNANDES A C.Hydrodynamics of the interceptor analysis via both ultra-reduced model test and dynamic CFD simulation[J].Journal of Offshore Mechanics and Arctic Engineering,2017,139(2):021101.
[13]TASI F J,HWANG J L.Study on the Compound Effects of Interceptor With Stern Flap for Two Fast Monohulls[C]//IEEE Xplore Conference:MTTS/IEEE Techno-Ocean’04,Taiwan,2004,1023-1028.
[14]赵超.阻流板和导流板对滑行艇阻力性能的影响研究[D].哈尔滨:哈尔滨工程大学,2013.
[15]郭春雨,宋科委,龚杰,等.阻流板对深V型船阻力性能的影响[J].哈尔滨工程大学学报,2018,39(2):215-221.
[16]WILCOX D C.,Turbulence modeling for CFD[M].Canada,California:DOW Industries,1998:15-19.
[17]FALTINSEN O M.Hydrodynamics of high-speed marine vehicles[M].Cambridge:Cambridge University Press,2005.