船舶在固定护舷约束下的运动和动力响应
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摘要
边际油田开发过程中,有时将储(运)船舶停靠在导管架平台内,在导管架上布置横、纵护舷以约束储运船舶。采用物理模型试验方法,研究了随机波浪作用下,船体在固定护舷约束下的运动和动力响应问题。试验结果表明:原型3 000 t级储运船舶,当船侧与横向护舷间隙为500 mm、纵向护舷间隙为零时,船舶各运动分量较为自由,未见甲板上浪情况。单个横向护舷最大吸收能量为1 465 k J,纵向护舷最大吸收能量为745 k J。随着船侧与护舷间隙减小,船舶各运动分量运动受到限制,不同程度的出现甲板上浪现象,护舷吸收能量相比于间隙为500 mm情况有所减小。当考虑船舶运动及甲板上浪时,船体与护舷间应适当留有间隙;当考虑护舷及船体碰撞安全时,应适当减小间隙。
In the process of marginal oil field development, sometimes the vessels are docked in a jacket plat-form and horizontal and vertical fenders are installed in the jacket in order to restrict the vessels. The vessels′ re-sponse of motion and power in restraint of fixed fenders was researched in the function of random waves in the wayof physical model test. The model test result shows that each component motion of the prototype vessel with 3 000-ton storage capacity was unrestrained and the green water was not found when the gap between the vessel and hori-zontal fenders was 500 mm and the gap between the vessel and vertical fenders was 0. The maximum energy absorp-tion of single horizontal fender was 1 465 k J and 745 k J for single vertical fender. The motion component of vesselwas limited and there was some green water on deck to various degrees when the gap between fenders and the vesselwas reduced. Fenders absorbed less energy compared with the case where gap between fenders and vessel was 500 mm. when the ship motion and green water are considered, it is suggested to keep appropriate gap between fendersand the vessel; when the safety of collision between fenders and the vessel are considered, it is suggested to reducethe gap appropriately.
In the process of marginal oil field development, sometimes the vessels are docked in a jacket plat-form and horizontal and vertical fenders are installed in the jacket in order to restrict the vessels. The vessels′ re-sponse of motion and power in restraint of fixed fenders was researched in the function of random waves in the wayof physical model test. The model test result shows that each component motion of the prototype vessel with 3 000-ton storage capacity was unrestrained and the green water was not found when the gap between the vessel and hori-zontal fenders was 500 mm and the gap between the vessel and vertical fenders was 0. The maximum energy absorp-tion of single horizontal fender was 1 465 k J and 745 k J for single vertical fender. The motion component of vesselwas limited and there was some green water on deck to various degrees when the gap between fenders and the vesselwas reduced. Fenders absorbed less energy compared with the case where gap between fenders and vessel was 500 mm. when the ship motion and green water are considered, it is suggested to keep appropriate gap between fendersand the vessel; when the safety of collision between fenders and the vessel are considered, it is suggested to reducethe gap appropriately.
引文
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[2]Yuck R H,Lee D H,Choi H S,et al.A study on roll damping of 2-D cylinders[J].Int.Journal of Offshore and Polar Engineering,2003,13(3):205-208.
[3]秦耀良,何炎平,王琦,等.30万吨FPSO运动响应短期预报[J].华东船舶工业学院学报,2005,19(2):20-23.QIN Y L,HE Y P,WANG Q,et al.Short-term Forecast of Motion Response for a 300 000DWT FPSO[J].Journal of East China Shipbuilding Institute(Natural Science Edition),2005,19(2):20-23.
[4]杨旭,孙丽萍,曲治国.深水起重铺管船起重工况运动响应与附加动力载荷研究[J].哈尔滨工程大学学报,2013,34(9):1113-1 118.YANG X,SUN L P,QU Z G.Study on motion response and additional dynamic load of a deep water pipelay crane vessel during lifting[J].Journal of Harbin Engineering University.2013,34(9):1 113-1 118.
[5]谷美邦,兰波,缪泉明,等.全回转起重船风浪流中系泊运动性能预报[J].中国造船,2013,54(3):21-28.GU M B,LAN B,MIAO Q M,et al.Prediction of Motion performance for a Moored and Fully Re volving Crane Vessel in Wind,Wave and Current[J].Shipbuilding of China,2013,54(3):21-28.
[6]汪娟娟,黄衍顺.吊重作业起重船波浪中的运动响应[J].中国舰船研究,2013,8(3):50-57.WANG J J,HUANG Y S.Lifts′Motion Response in Waves in the Hoisting Operation[J].Chinese Journal of Ship Research,2013,8(3):50-57.
[7]浦金云,张纬康,陈晓洪,等.具有淹水舱的舰船横摇运动建模探讨[J].船舶力学,2007,11(1):47-54.PU J Y,ZHANG W K,CHEN X H,et al.A study of the roll motion model of a flooded ship in waves[J].Journal of Ship Mechanics,2007,11(1):47-54.
[8]张进丰,顾民,魏建强.低干舷隐身船波浪中纵向运动的模型试验及理论研究[J].船舶力学,2009,13(2):169-176.ZHANG J F,GU M,WEI J Q.Model testing and theoretic study of the longitudinal motions in waves of low-freeboard stealthy ship[J].Journal of Ship Mechanics,2009,13(2):169-176.
[9]杨建民,肖龙飞,彭涛,等.浅水不规则波浪中油轮运动研究[J].海洋工程,2000,18(3):25-29.YANG J M,XIAO L F,PENG T,et al.Investigation of motions of an oil tanker model in shallow water with irregular waves[J].Ocean Engineering,2000,18(3):25-29.
[10]曾广会,朱军,邵优华,等.风作用下缆船拖带非线性系统运动数值模拟[J].海军工程大学学报,2006,18(6):96-101.ZENG G H,ZHU J,SHAO Y H,et al.The nonlinear dynamics model of towed cable-ship and numerically simulation[J].Journal of Naval university of Engineering,2006,18(6):96-101.
[11]李红霞,彭东升,黄一,等.斜浪中船舶参数横摇运动研究[J].船舶力学,2014,18(1):62-67.LI H X,PENG D S,HUANG Y,et al.Parametric rolling analysis in oblique seas[J].Journal of Ship Mechanics,2014,18(1):62-67.
[12]史宪莹.系泊船舶运动响应周期试验研究[J].水运工程,2012,462(1):1-5.SHI X Y.Experimental study on periods of mooring ship′s motion responeses[J].Port&Waterway Engineering,2012,462(1):1-5.
[13]陈徐均,汤雪峰,沈庆,等.系泊浮体布链方式优劣的理论分析[J].河海大学学报:自然科学版,2001,29(5):84-87.CHEN X J,TANG X F,SHEN Q,et al.Theoretical Analysis of Mooring Chain Disposition for a Float-body[J].Journal of Hohai University,2001,29(5):84-87.
[14]刘元丹,刘敬喜,谭安全.单点系泊FPSO风浪流载荷下运动及其系泊力研究[J].船海工程,2011,40(6):146-149.LIU Y D,LIU J X,TAN A Q.The Motion and Mooring Forces of a Turret Moored FPSO with the Wind,Waves and Currents Loads[J].Ship&Ocean Engineering,2011,40(6):146-149.