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Article(id=1242151084312043587, tenantId=1146029695717560320, journalId=1240685776644648972, issueId=1242151082701430843, articleNumber=null, orderNo=null, doi=10.3969/j.issn.1007-7294.2024.06.005, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1703520000000, receivedDateStr=2023-12-26, revisedDate=null, revisedDateStr=null, acceptedDate=null, acceptedDateStr=null, onlineDate=1774081496550, onlineDateStr=2026-03-21, pubDate=1718812800000, pubDateStr=2024-06-20, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1774081496550, onlineIssueDateStr=2026-03-21, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1774081496550, creator=13701087609, updateTime=1774081496550, updator=13701087609, issue=Issue{id=1242151082701430843, tenantId=1146029695717560320, journalId=1240685776644648972, year='2024', volume='28', issue='6', pageStart='803', pageEnd='966', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=0, createTime=1774081496167, creator=13701087609, updateTime=1774081719798, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1242152020732354696, tenantId=1146029695717560320, journalId=1240685776644648972, issueId=1242151082701430843, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1242152020732354697, tenantId=1146029695717560320, journalId=1240685776644648972, issueId=1242151082701430843, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=856, endPage=865, ext={EN=ArticleExt(id=1242151085981376588, articleId=1242151084312043587, tenantId=1146029695717560320, journalId=1240685776644648972, language=EN, title=Motion response of ship-to-ship system considering fluid damping correction, columnId=1241023037940748650, journalTitle=Journal of Ship Mechanics, columnName=Hydrodynamics, runingTitle=null, highlight=null, articleAbstract=

The damping-corrected potential flow theory was used to study the ship-to-ship transfer system. The CFD numerical model of ship-to-ship transfer system was established and the theory of potential flow was modified by applying viscous damping lid on the free water surface between two ships. The time domain results of ship-to-ship transfer system with and without correction were compared and analyzed. The results show that the calculation results of the motion response of each degree of freedom of the two ships and the force of each mooring or fender without viscosity correction are higher than the corrected results, and that it is very necessary to consider the correction of fluid viscosity.

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利用阻尼修正的势流理论对过驳双船系统进行研究。建立了过驳双船系统CFD数值计算模型，通过在双船间隙自由水面施加粘性阻尼盖的方法对势流理论进行修正。对双船过驳系统在考虑与不考虑修正两种情况下的时域结果进行对比分析，结果表明：双船各自由度的运动响应以及各系缆护舷的受力，在不计及粘性修正时的计算结果皆高于修正后的结果，因而考虑流体粘性的修正是非常必要的。

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刘利琴（1977-），女，博士，教授，E-mail：

刘依伦（1996-），男，硕士研究生。

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刘利琴（1977-），女，博士，教授，E-mail：

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刘利琴（1977-），女，博士，教授，E-mail：

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刘依伦（1996-），男，硕士研究生。

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刘依伦（1996-），男，硕士研究生。

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the mothership (9 m gap distance) for various corrected damping coefficients, figureFileSmall=HbP1RriFJlhH7g1bKc/oaA==, figureFileBig=maef9H/1RYIlyD8JiKcgFQ==, tableContent=null), ArticleFig(id=1242151094814581136, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=CN, label=图4, caption=间距为9 m时不同修正阻尼系数下母船所受波浪力, figureFileSmall=HbP1RriFJlhH7g1bKc/oaA==, figureFileBig=maef9H/1RYIlyD8JiKcgFQ==, tableContent=null), ArticleFig(id=1242151094919438743, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=EN, label=Fig.5, caption=Time history and frequency spectrum of motions for mother ship and berthing ship, figureFileSmall=eApmyOSGre5TYsybe8dtvA==, figureFileBig=eOG8qGVVNexv1OwM20kYtw==, tableContent=null), ArticleFig(id=1242151095020102048, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=CN, label=图5, caption=母船与靠泊船运动时历曲线和频谱, 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tableContent=null), ArticleFig(id=1242151095372423605, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=CN, label=图7, caption=系缆Line2的张力时历曲线与频谱图, figureFileSmall=y3NpGVmwjaUFrG8gQj+Owg==, figureFileBig=QD57ZP8/NMT7xNLiNwklaw==, tableContent=null), ArticleFig(id=1242151095481475516, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=EN, label=Fig.8, caption=Comparison of the maximum values of fender forces, figureFileSmall=fZSyimEBs75Jo5TMyNfy6g==, figureFileBig=bTff5xYI/GCyVE7GfZHYXw==, tableContent=null), ArticleFig(id=1242151095573750209, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=CN, label=图8, caption=各护舷受力最大值对比图, figureFileSmall=fZSyimEBs75Jo5TMyNfy6g==, figureFileBig=bTff5xYI/GCyVE7GfZHYXw==, tableContent=null), ArticleFig(id=1242151095678607820, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=EN, label=Fig.9, caption=Time history and frequency spectrum of Fender #1 force, figureFileSmall=sYpyGKVwTdikMg1HwtZ9FQ==, figureFileBig=dX7Ukn06imwI4ja1uZCN7w==, tableContent=null), ArticleFig(id=1242151095779271122, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=CN, label=图9, caption=护舷#1的受力时历曲线与频谱图, figureFileSmall=sYpyGKVwTdikMg1HwtZ9FQ==, figureFileBig=dX7Ukn06imwI4ja1uZCN7w==, tableContent=null), ArticleFig(id=1242151095871545816, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=EN, label=Tab.1, caption=

Relevant parameters of mother ship and berthing ship

, figureFileSmall=null, figureFileBig=null, tableContent=
名称Ship AShip B名称Ship AShip B
总长/m292.00239.00重心纵向位置（从船尾）/m155.92126.00
型宽/m46.0040.00重心垂向位置（从基线）/m17.4011.10
型深/m26.8026.80横稳性高/m2.796.27
吃水/m12.3011.00纵稳性高/m452.45328.59
排水量/t124681.0079989.98
), ArticleFig(id=1242151095972209113, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=CN, label=表1, caption=

母船、靠泊船相关参数

, figureFileSmall=null, figureFileBig=null, tableContent=
名称Ship AShip B名称Ship AShip B
总长/m292.00239.00重心纵向位置（从船尾）/m155.92126.00
型宽/m46.0040.00重心垂向位置（从基线）/m17.4011.10
型深/m26.8026.80横稳性高/m2.796.27
吃水/m12.3011.00纵稳性高/m452.45328.59
排水量/t124681.0079989.98
), ArticleFig(id=1242151096051900897, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=EN, label=Tab.2, caption=

Statistic parameters of ship-to-ship transfer system motion

, figureFileSmall=null, figureFileBig=null, tableContent=
船型自由度 ε值均值标准差最大值最小值有义值相对差别
母船Heave/m ε = 00.000.050.16-0.170.1010.0%
ε = 0.030.000.050.15-0.170.09
Roll/° ε = 00.570.151.250.090.8326.5%
ε = 0.030.490.070.930.230.61
Pitch/° ε = 00.000.060.20-0.170.1216.7%
ε = 0.030.000.050.19-0.160.10
靠泊船Heave/m ε = 00.000.060.22-0.210.1216.7%
ε = 0.030.000.050.19-0.180.10
Roll/° ε = 0-0.360.160.35-1.09-0.0862.5%
ε = 0.03-0.310.100.02-0.72-0.13
Pitch/° ε = 00.000.090.31-0.310.1723.5%
ε = 0.030.000.070.26-0.230.13
), ArticleFig(id=1242151096135786984, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=CN, label=表2, caption=

过驳系统双船运动统计值

, figureFileSmall=null, figureFileBig=null, tableContent=
船型自由度 ε值均值标准差最大值最小值有义值相对差别
母船Heave/m ε = 00.000.050.16-0.170.1010.0%
ε = 0.030.000.050.15-0.170.09
Roll/° ε = 00.570.151.250.090.8326.5%
ε = 0.030.490.070.930.230.61
Pitch/° ε = 00.000.060.20-0.170.1216.7%
ε = 0.030.000.050.19-0.160.10
靠泊船Heave/m ε = 00.000.060.22-0.210.1216.7%
ε = 0.030.000.050.19-0.180.10
Roll/° ε = 0-0.360.160.35-1.09-0.0862.5%
ε = 0.03-0.310.100.02-0.72-0.13
Pitch/° ε = 00.000.090.31-0.310.1723.5%
ε = 0.030.000.070.26-0.230.13
), ArticleFig(id=1242151096223867371, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=EN, label=Tab.3, caption=

Statistic parameters of partial mooring line tension

, figureFileSmall=null, figureFileBig=null, tableContent=
编号 ε值均值/kN最大值/kN有义值/kN相对差别
1 ε = 0256.751255.23719.5829.4%
ε = 0.03223.54823.79508.26
2 ε = 0294.041320.92778.6228.1%
ε = 0.03259.54893.63559.28
9 ε = 0387.181024.54744.5234.2%
ε = 0.03344.02643.07479.49
16 ε = 0229.141018.85661.8541.5%
ε = 0.03183.95754.06386.98
), ArticleFig(id=1242151096290976239, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=CN, label=表3, caption=

部分系缆张力的统计值

, figureFileSmall=null, figureFileBig=null, tableContent=
编号 ε值均值/kN最大值/kN有义值/kN相对差别
1 ε = 0256.751255.23719.5829.4%
ε = 0.03223.54823.79508.26
2 ε = 0294.041320.92778.6228.1%
ε = 0.03259.54893.63559.28
9 ε = 0387.181024.54744.5234.2%
ε = 0.03344.02643.07479.49
16 ε = 0229.141018.85661.8541.5%
ε = 0.03183.95754.06386.98
), ArticleFig(id=1242151096374862324, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=EN, label=Tab.4, caption=

Statistic parameters of fender force

, figureFileSmall=null, figureFileBig=null, tableContent=
编号 ε值均值/kN最大值/kN有义值/kN相对差别
#1 ε = 0684.525018.243290.9226.9%
ε = 0.03647.833412.422405.26
#2 ε = 0551.134693.192878.6429.0%
ε = 0.03530.442981.092041.78
#3 ε = 0424.894394.792705.5940.9%
ε = 0.03349.872719.571597.67
#4 ε = 0443.984835.462910.4644.4%
ε = 0.03325.362725.681616.82
), ArticleFig(id=1242151096446165496, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1242151084312043587, language=CN, label=表4, caption=

护舷受力统计值

, figureFileSmall=null, figureFileBig=null, tableContent=
编号 ε值均值/kN最大值/kN有义值/kN相对差别
#1 ε = 0684.525018.243290.9226.9%
ε = 0.03647.833412.422405.26
#2 ε = 0551.134693.192878.6429.0%
ε = 0.03530.442981.092041.78
#3 ε = 0424.894394.792705.5940.9%
ε = 0.03349.872719.571597.67
#4 ε = 0443.984835.462910.4644.4%
ε = 0.03325.362725.681616.82
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考虑间隙水体阻尼修正的过驳双船系统动力响应研究
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刘利琴 1 , 刘依伦 1 , 王岭 2 , 郭颖 2 , 孟春蕾 1
船舶力学 | 流体力学 2024,28(6): 856-865
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船舶力学 | 流体力学 2024, 28(6): 856-865
考虑间隙水体阻尼修正的过驳双船系统动力响应研究
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刘利琴1 , 刘依伦1, 王岭2, 郭颖2, 孟春蕾1
作者信息
  • 1.天津大学　水利工程仿真与安全国家重点实验室，天津　300072
  • 2.天津航海仪器研究所，天津　300131

    • 刘利琴（1977-），女，博士，教授，E-mail：

    刘依伦（1996-），男，硕士研究生。

Motion response of ship-to-ship system considering fluid damping correction
Li-qin LIU1 , Yi-lun LIU1, Ling WANG2, Ying GUO2, Chun-lei MENG1
Affiliations
  • 1.Stake Key Laboratory of Hydraulic Engineering Simulation and Safety, Tianjin University, Tianjin 300072, China
  • 2.Tianjin Navigation Instrument Research Institute, Tianjin 300131, China
出版时间: 2024-06-20 doi: 10.3969/j.issn.1007-7294.2024.06.005
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摘要
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利用阻尼修正的势流理论对过驳双船系统进行研究。建立了过驳双船系统CFD数值计算模型，通过在双船间隙自由水面施加粘性阻尼盖的方法对势流理论进行修正。对双船过驳系统在考虑与不考虑修正两种情况下的时域结果进行对比分析，结果表明：双船各自由度的运动响应以及各系缆护舷的受力，在不计及粘性修正时的计算结果皆高于修正后的结果，因而考虑流体粘性的修正是非常必要的。

过驳系统  /  粘性修正  /  时域分析  /  势流理论

The damping-corrected potential flow theory was used to study the ship-to-ship transfer system. The CFD numerical model of ship-to-ship transfer system was established and the theory of potential flow was modified by applying viscous damping lid on the free water surface between two ships. The time domain results of ship-to-ship transfer system with and without correction were compared and analyzed. The results show that the calculation results of the motion response of each degree of freedom of the two ships and the force of each mooring or fender without viscosity correction are higher than the corrected results, and that it is very necessary to consider the correction of fluid viscosity.

transfer system  /  potential flow correction  /  time domain analysis  /  potential flow theory
刘利琴, 刘依伦, 王岭, 郭颖, 孟春蕾. 考虑间隙水体阻尼修正的过驳双船系统动力响应研究. 船舶力学, 2024 , 28 (6) : 856 -865 . DOI: 10.3969/j.issn.1007-7294.2024.06.005
Li-qin LIU, Yi-lun LIU, Ling WANG, Ying GUO, Chun-lei MENG. Motion response of ship-to-ship system considering fluid damping correction[J]. Journal of Ship Mechanics, 2024 , 28 (6) : 856 -865 . DOI: 10.3969/j.issn.1007-7294.2024.06.005
正文
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0　引言
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随着船舶向大型化发展，其吨位和吃水不断增加，部分港口已经不能满足大型船舶靠泊要求，“船对船”的海上过驳作业发展迅速。双船过驳作业时，两船间隙较小，在某些海洋环境条件下，双船之间的水动力相互作用可能会随着两船间隙内流体的共振运动而加剧，这会导致船舶运动和受力的增加，从而限制了船上设备的可操作性。
由于海上多浮体作业的适用场景越来越多，波浪中多浮体之间的水动力相互作用以及间隙水体问题已经愈发受到学者们的关注。Miao等[1]采用BEM方法研究了两方箱之间的水体共振问题，发现小间隙方箱之间存在很强的水动力相互作用，并对间隙水体共振现象进行了数值研究和理论验证。Saitoh[2]通过室内实验验证了在波浪作用下浮体间隙内出现的共振现象，并从反射波能量和透射波能量两方面讨论了共振发生时的能量传输特性。势流理论可以快速地计算多浮体的水动力及运动，然而当浮体间隙相对于浮体尺寸是一个小量时，间隙流体的粘性和非线性影响非常重要，势流理论会严重高估间隙水体的波高，导致船舶水动力和运动的预测不准确。有鉴于此，一些学者提出了修正计算。Chen等[3]为了提高势流理论在共振频率下的计算精度，在势流理论的自由表面条件中引入了阻尼耗散项；周珂[4]运用试验数据来修正自由水面的阻尼因子，通过试验来研究双船间隙水体在不同浪向和波频下的影响；刘涛[5]利用STAR-CCM+软件系统研究了浮体狭缝间水体的共振现象，得出狭缝宽度、浮体吃水是影响水体共振的重要因素；Zhao等[6]通过引入人工阻尼来模拟水体粘性的影响，将得到的结果同实验结果进行对比，发现吻合情况较好；Xu等[7]使用了阻尼盖方法来修改间隙中的自由表面边界条件，使流体力学结果更加合理，并进行了相应的模型试验，数值和实验结果之间的比较显示出良好的一致性；Lu等[8-9]基于NS方程考虑粘性耗散，对三固定矩形结构在波浪作用下的双窄缝内水体共振问题进行了研究，发现在共振频率下浮体及间隙波的相互作用不可忽略；谭雷[10]通过在势流模型中引入粘性阻尼来提高计算模型的预报精度，并提出了定量分析阻尼的方法。
本文针对双船过驳系统在考虑与不考虑粘性修正两种情况下，对风、浪、流联合作用下的时域仿真结果进行对比分析，结果表明流体粘性对于正确预报双船系统过驳作业时的动力响应不容忽视。
1　考虑粘性修正的过驳双船系统运动模型
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1.1　间隙水体粘性修正方法
过驳双船系统的间隙水体的粘性修正方法是在势流理论的基础上对其动量方程补充阻尼项，从而改变自由水面边界条件[11]。粘性项表示如下：
式中，u为速度矢量，μ为阻尼系数。考虑粘性修正项之后的动量方程为
其中，ρ为密度，F为惯性力，p为压强。
过驳双船间隙的波面升高表示如下：
间隙自由水面条件：
将ϕ = φeiωt代入上式，得
式中，k = ω2/g为波数，ω为波浪频率，g为重力加速度，ε为修正阻尼系数。实际计算中，通过设置间隙阻尼盖的修正阻尼系数ε来实现间隙水体的阻尼修正。
1.2　过驳双船系统运动方程
过驳双船在环境载荷、系泊载荷和护舷荷载的共同作用下处于平衡，其在时域内的运动方程如下式所示：
式中，i = 1，2，分别表示母船和靠泊船，[aij]为船舶的惯性质量矩阵，[mij（t）]为船舶的附加质量矩阵，[Kij（t）]为延迟函数矩阵，[Cij]为静水恢复力矩阵，[xj（t）]为船舶六自由度位移矩阵，Fij中包含波浪载荷、流载荷、风载荷、护舷载荷和系缆载荷。波浪载荷采用三维势流理论计算，包含一阶力和二阶慢漂力[12]；流载荷根据OCIMF中的流力系数计算[13]；风载荷根据受风面积和OCIMF中的风力系数计算；护舷力根据护舷性能曲线计算；系缆荷载根据系缆刚度计算。
1.3　过驳双船系统动力学模型
本文采用水动力软件建立过驳双船水动力模型计算其水动力参数，并考虑环境参数，计算系统时域响应。计算的母船（Ship A）和靠泊船（Ship B）的主要参数如下表所示。
过驳作业时母船处于锚泊状态，双船之间通过系泊缆和护舷连接。母船锚泊方式采取八字锚，两条锚链之间为90°夹角；过驳作业的系缆布置方案为：6根首缆、4根倒缆（艏艉倒缆各2根）、6根尾缆。另外，在双船间隙布置4个护舷，吸收双船靠近挤压的部分能量，起到有效缓冲的作用。系统锚泊、系缆和护舷布置方案如图1所示。
根据CCS《钢制海船入级规范》[14]，由母船的舾装数来决定所选锚链的尺寸，经计算本文选取120 mm直径的锚链，湿重为250.4 kg/m，EA=1.2E6 kN，破断张力为12 040 kN。过驳作业抛锚点通常选取为距离船首2.5~3倍水深的位置，本文计算水深为60 m，以距离船首150 m位置处为母船的抛锚点位置。
过驳作业一般在钢缆的尾端连接一段尾索，尾索尾端与导缆器的连接部位系一段钢丝绳，以防止摩擦损坏。常用的尾缆材料包括聚酯、聚酯/聚烯烃复合材料和聚酰胺。根据CCS《船对船过驳指南》[15]推荐，本文选取聚酰胺（尼龙）作为尾索的材料，长度取11 m，直径为128 mm，破断张力为2800 kN。钢缆直径为64 mm，弹性模量E=150 GPa，破断张力为2290 kN，由导缆器位置决定钢缆实际长度。两段系缆的受力性能曲线如图2所示。组合缆整体的受力形变曲线是整合两段缆绳各自的受力形变关系再通过多项式拟合得到的。
护舷选用充气式护舷[16]，设计反力为7984 kN，设计吸收能量为6473 kJ。根据护舷压缩力与压缩变形之间的关系曲线进行五次多项式拟合，得到压力变形关系函数，从而得到对应压缩量下的护舷力。
对系缆和护舷进行统一编号，以方便接下来的分析。系缆从船首至船尾编号从1~16依次增大。护舷同样从船首开始编号，编号依次为#1~#4。系缆护舷编号布置示意图如图3所示。
2　间隙水体阻尼修正对波浪力的影响
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修正系数ε的取值对计算工况非常敏感，受间隙水体形状、水体宽度、浪向等多种因素的影响。CFD是模拟间隙水体运动的有效方法，作者[17]前期基于该方法对此问题进行研究，对CFD计算方法和结果进行了验证，将CFD计算结果与势流理论计算结果进行对比，获得准确的双船间隙水体修正阻尼系数，从而修正势流理论的计算结果。上述计算中对比了不同间隙水体宽度、浪向下的修正系数，本文对此不再重复，直接给出不同修正系数ε下、9 m横向间距的双船过驳系统在180°迎浪工况下，采用不同修正阻尼系数计算得到的母船所受波浪力的对比结果。
由图4可知，CFD仿真结果与势流理论的计算结果除在共振频率附近有差异外，其余波频下两种方法计算的各自由度波浪力数据基本吻合。结果表明，阻尼盖方法能够有效降低势流理论计算的母船在共振频率处的波浪力，而且修正阻尼系数ε越大，峰值减小的效果越明显。当阻尼系数ε = 0.03时，基于势流理论得到的波浪力与CFD方法计算的结果吻合较好，这与间隙波面升高的修正阻尼系数相一致。因此，在后续的双船时域计算中，可将阻尼修正系数取为0.03。
3　过驳双船系统时域动力响应分析
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双船过驳作业过程中需要先将母船锚泊在锚地，在风、浪、流外界环境作用下艏向角达到稳定之后，靠泊船才能从远处驶近并进行靠泊作业，此时母船处于迎风、迎浪的状态。如果母船有发生大幅度偏离原本稳定的艏向角的倾向，则应该借辅助拖轮来将母船保持在一个稳定的艏向状态。基于以上考虑，本文仅针对180°迎浪工况下过驳系统的运动与受力情况进行分析。根据CCS《船对船过驳指南》中规定的过驳作业情况以及限制环境条件，不规则波采用Jonswap波谱，有义波高为2 m，谱峰周期为8 s，谱峰因子为1，六级风，风速12 m/s，流速1 m/s，风向和流向同向，皆为180°方向。一般锚地水深在15~60 m不等，本文选取锚地水深为60 m。
3.1　双船系统运动响应对比
采用1.3节的计算模型，计算双船过驳系统在上述环境工况下考虑与不考虑阻尼修正两种情况的双船运动响应，分析双船过驳系统在进行过驳作业时流体粘性对于船体运动的影响。由于双船过驳系统是在母船船首通过八字锚锚泊在锚地海域的，可知双船在横荡、纵荡和艏摇三个平面自由度方向的运动与锚链的约束刚度相关，属于大周期运动。为使粘性影响的对比结果更明显，以下仅针对双船的垂荡、横摇、纵摇三个自由度运动计算结果进行分析。
图5为双船在给定工况下的运动时历曲线和频谱对比结果。由图可知，相较于无修正时，阻尼修正系数ε = 0.03时的各自由度运动结果有明显的下降，尤其是对于横摇自由度而言。另外，双船垂荡、纵摇自由度的运动频谱基本集中在0.1~0.15 Hz，而横摇自由度频谱有一部分分布于低频0.05~0.1 rad/s之间，能量较为分散，低频段频谱是由于双船的横摇自由度运动受到系缆和护舷的影响，这与下节系缆护舷力频谱图相对应。
表2为考虑和不考虑阻尼修正两种情况下过驳系统双船的运动统计结果，表中“相对差别”是计及阻尼修正系数（ε = 0.03）修正之后的运动有义值相对于无修正（ε = 0）之前的减小量。由表可知，阻尼盖的施加对过驳双船的垂荡运动影响不明显，而对于横摇自由度，母船无修正的计算结果相较于修正后的结果高出26.5%，靠泊船则高出62.5%，由此可见，流体粘性对于双船系统过驳作业时产生的作用不容忽视。
3.2　系泊受力对比
本文系泊缆为尼龙尾索与钢缆的组合，根据CCS《船对船过驳指南》中的要求，尼龙缆安全系数取为2，钢缆安全系数取为1.67，组合系缆的安全作业张力为1374 kN。图6为双船过驳系统在考虑和不考虑阻尼修正两种情况下的各系缆张力的最大值计算结果。由图可知，阻尼盖的施加对过驳系统的系缆张力影响显著，而且首缆中位于船首位置的Line1和Line2张力相较于其他首缆更大，尾缆中则是位于船尾的Line16较其他尾缆更大。由此可知位于艏艉位置的系缆张力较大，其发生破断的概率更高，所以在进行系泊方案设计时需要重点关注过驳系统双船艏艉位置的运动情况。图7给出了最大受力系缆Line2的张力时历曲线与频谱图。由图可知，系缆张力除了波频频率成分之外，还存在低频频率成分（0.75 rad/s附近）。
表3为双船过驳系统在考虑和不考虑阻尼修正两种情况下的部分系缆张力的统计结果。表中各系缆中的最大张力发生在系缆Line2处，数值为1320.92 kN，由此可知各系缆均符合安全系数的限制条件。另外，各系缆无修正的张力计算结果皆高于修正后的结果，其中尾缆Line16尤为显著，修正和不修正下的张力差别高达41.5%。
3.3　护舷受力对比
表4与图8分别为双船过驳系统在考虑和不考虑阻尼修正两种情况下各护舷受力的统计值与最大值对比结果。其中护舷最大受力为5018.24 kN，小于护舷的设计反力，可知本文连接系统设计较为合理。经对比可知，阻尼系数的修正对过驳系统的护舷受力计算影响显著，各护舷无修正的受力计算结果皆高于修正后的结果，其中护舷#4尤为明显，高出了44.4%。系缆与护舷受力分析的结果进一步表明，考虑流体粘性的修正对势流理论计算是非常必要的。图9所示为护舷#1的受力时历曲线与频谱图，分析护舷#1的频谱图，可知和系缆Line2一样，护舷受力除了波频频率成分之外，还存在着低频成分。
4　结论
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本文建立了过驳双船系统数值水池计算模型，用CFD计算结果对势流理论结果进行了修改，针对双船过驳系统在考虑与不考虑粘性修正两种情况下，对风、浪、流联合作用下的时域仿真结果进行了对比分析，研究发现流体粘性对于双船系统过驳作业时产生的影响不容忽视，提高了基于势流理论的水动力计算精度。主要结论如下：
（1）在考虑与不考虑粘性修正两种情况下，对风、浪、流联合作用下双船过驳系统的时域仿真结果进行了对比分析，发现双船各自由度运动响应以及各系缆护舷受力在不计及粘性修正下的计算结果皆高于修正后的结果；
（2）针对本文计算工况，母船横摇运动无修正的计算结果相较于修正后的结果高出26.5%，靠泊船则高出62.5%；
（3）尾缆Line16张力无修正比修正后的结果高出了41.5%，护舷#4受力无修正比修正结果高出了44.4%。
基金
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  • 天津市交委项目(2018-b2)
文献
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参考文献 引证文献
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2024年第28卷第6期
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doi: 10.3969/j.issn.1007-7294.2024.06.005
  • 接收时间：2023-12-26
  • 首发时间：2026-03-21
  • 出版时间：2024-06-20
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  • 收稿日期：2023-12-26
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    1.天津大学　水利工程仿真与安全国家重点实验室，天津　300072
    2.天津航海仪器研究所，天津　300131
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