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Article(id=1243879754550588372, tenantId=1146029695717560320, journalId=1240685776644648972, issueId=1243879752042398333, articleNumber=null, orderNo=null, doi=10.3969/j.issn.1007-7294.2024.08.009, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1708444800000, receivedDateStr=2024-02-21, revisedDate=null, revisedDateStr=null, acceptedDate=null, acceptedDateStr=null, onlineDate=1774493643653, onlineDateStr=2026-03-26, pubDate=1724083200000, pubDateStr=2024-08-20, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1774493643653, onlineIssueDateStr=2026-03-26, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1774493643653, creator=13701087609, updateTime=1774493643653, updator=13701087609, issue=Issue{id=1243879752042398333, tenantId=1146029695717560320, journalId=1240685776644648972, year='2024', volume='28', issue='8', pageStart='1133', pageEnd='1296', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1774493643055, creator=13701087609, updateTime=1774493947997, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1243881031133147325, tenantId=1146029695717560320, journalId=1240685776644648972, issueId=1243879752042398333, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1243881031133147326, tenantId=1146029695717560320, journalId=1240685776644648972, issueId=1243879752042398333, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=1221, endPage=1229, ext={EN=ArticleExt(id=1243879754986795992, articleId=1243879754550588372, tenantId=1146029695717560320, journalId=1240685776644648972, language=EN, title=Physical numerical modeling of collision process between operation and maintenance vessel and semi-submersible offshore wind turbine, columnId=1241023037940748650, journalTitle=Journal of Ship Mechanics, columnName=Hydrodynamics, runingTitle=null, highlight=null, articleAbstract=

Ship collision is the main risk for the large-scale floating offshore wind turbine's (FOWT) safety, especially in the deep water zones. The ship collisions for the monopile and jacket offshore wind turbines have been studied abundantly, and this paper focuses on the issue of the operation and maintenance vessel collision with FOWT. The coupled mathematical dynamic model of the vessel and FOWT was built based on the multi-body hydrodynamics in MATLAB/Simulink, and the impact force was simulated using the physical numerical modeling method. The collision process was modeled in the time domain assuming the dynamic positioning system was broken. And then, the effects of the relative impact velocity and the impact locations on the floaters’ response were analyzed. The results show that the magnitude of the impact force is proportional to the relative impact velocity. The dynamic response of roll and yaw degree of freedom of the ship is intense due to its small added mass.The impact location determines the kinetic energy redistribution and the magnitude of the impact force.

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随着海上浮式风机的大型化和作业水深的增加，风机运维服务船舶与风机平台之间的碰撞是影响风机安全运营的重要风险之一，而目前已有的研究主要聚焦于固定式海上风机。本文针对运维船与半潜式浮式风机的碰撞问题，基于多体水动力学建立运维船与半潜式浮式风机的运动方程，并采用物理建模方式模拟浮体间的碰撞力。首先，在时域内模拟因运维船动力定位故障导致其与风机平台的碰撞过程；在此基础上，分析撞击速度、撞击位置等因素对浮体运动响应的影响规律。研究结果表明，碰撞力具有作用时间短、幅值大的特点，其幅值与浮体间的相对速度呈线性关系；因运维船附加质量较小，碰撞对其横摇、艏摇速度影响显著，同时运维船的撞击位置直接决定了浮体动能之间的能量重分配，进而影响碰撞力幅值及浮体运动响应。

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通讯作者，E-mail：
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林治浩（1983-），男，工程师

梁海志（1984-），男，博士，通讯作者，E-mail：。

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林治浩（1983-），男，工程师

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林治浩（1983-），男，工程师

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梁海志（1984-），男，博士，通讯作者，E-mail：。

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梁海志（1984-），男，博士，通讯作者，E-mail：。

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caption=

Specifications of FOWT

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参数数值参数数值
吹水深度20.0 m排水量1.156E+7 kg
立柱直径6.0 m平台重心12.0 m（距水面线）
立柱高度24.0 m平台浮心12.8 m（距水面线）
立柱间距离48.0 m艏摇转动惯量3.398E+6 kg⋅m2
浮箱高度6.0 m横摇转动惯量1.357E+9 kg⋅m2
浮箱宽度6.75 m纵摇转动惯量1.357E+9 kg⋅m2
), ArticleFig(id=1243879770614772262, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1243879754550588372, language=CN, label=表1, caption=

半潜式浮式风机基础详细参数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值参数数值
吹水深度20.0 m排水量1.156E+7 kg
立柱直径6.0 m平台重心12.0 m（距水面线）
立柱高度24.0 m平台浮心12.8 m（距水面线）
立柱间距离48.0 m艏摇转动惯量3.398E+6 kg⋅m2
浮箱高度6.0 m横摇转动惯量1.357E+9 kg⋅m2
浮箱宽度6.75 m纵摇转动惯量1.357E+9 kg⋅m2
), ArticleFig(id=1243879770757378608, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1243879754550588372, language=EN, label=Tab.2, caption=

Mooring parameters of FOWT

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参数数值参数数值
锚链线间夹角120°锚链线长度835.5 m
作业水深200 m锚链线直径0.0766 m
导缆孔距水面线距离14 m锚链线线密度113.35 kg/m
下锚半径837.6 m锚链线水中线密度108.63 kg/m
导缆孔安装半径40.868 m锚链线等效刚度7.536E+8 N/m
), ArticleFig(id=1243879770895790645, tenantId=1146029695717560320, journalId=1240685776644648972, articleId=1243879754550588372, language=CN, label=表2, caption=

浮式风机锚泊系统参数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值参数数值
锚链线间夹角120°锚链线长度835.5 m
作业水深200 m锚链线直径0.0766 m
导缆孔距水面线距离14 m锚链线线密度113.35 kg/m
下锚半径837.6 m锚链线水中线密度108.63 kg/m
导缆孔安装半径40.868 m锚链线等效刚度7.536E+8 N/m
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运维船与半潜式风机平台碰撞过程的物理建模仿真分析
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林治浩 1 , 梁海志 2 , 鞠鹏 3 , 李守彪 4 , 王梦莹 2
船舶力学 | 流体力学 2024,28(8): 1221-1229
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船舶力学 | 流体力学 2024, 28(8): 1221-1229
运维船与半潜式风机平台碰撞过程的物理建模仿真分析
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林治浩1, 梁海志2 , 鞠鹏3, 李守彪4, 王梦莹2
作者信息
  • 1.青岛杰瑞自动化有限公司，山东　青岛　266061
  • 2.青岛理工大学　土木工程学院，山东　青岛　266033
  • 3.中交一航局第二工程有限公司，山东　青岛　266071
  • 4.青岛双瑞海洋环境工程股份有限公司，山东　青岛　266101

    • 林治浩（1983-），男，工程师

    梁海志（1984-），男，博士，通讯作者，E-mail：。

通讯作者:

通讯作者，E-mail：
Physical numerical modeling of collision process between operation and maintenance vessel and semi-submersible offshore wind turbine
Zhi-hao LIN1, Hai-zhi LIANG2 , Peng JU3, Shou-biao LI4, Meng-ying WANG2
Affiliations
  • 1.Qingdao Jierui Automation Co., Ltd., Qingdao 266061, China
  • 2.School of Civil Engineering, Qingdao University of Technology, Qingdao 266033, China
  • 3.No.2 Engineering Company Ltd. of CCCC First Harbor Engineering Company Ltd., Qingdao 266071, China
  • 4.SunRui Marine Environment Engineering Company Ltd., Qingdao 266101, China
出版时间: 2024-08-20 doi: 10.3969/j.issn.1007-7294.2024.08.009
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摘要
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随着海上浮式风机的大型化和作业水深的增加，风机运维服务船舶与风机平台之间的碰撞是影响风机安全运营的重要风险之一，而目前已有的研究主要聚焦于固定式海上风机。本文针对运维船与半潜式浮式风机的碰撞问题，基于多体水动力学建立运维船与半潜式浮式风机的运动方程，并采用物理建模方式模拟浮体间的碰撞力。首先，在时域内模拟因运维船动力定位故障导致其与风机平台的碰撞过程；在此基础上，分析撞击速度、撞击位置等因素对浮体运动响应的影响规律。研究结果表明，碰撞力具有作用时间短、幅值大的特点，其幅值与浮体间的相对速度呈线性关系；因运维船附加质量较小，碰撞对其横摇、艏摇速度影响显著，同时运维船的撞击位置直接决定了浮体动能之间的能量重分配，进而影响碰撞力幅值及浮体运动响应。

运维船  /  半潜式浮式风机  /  碰撞  /  物理仿真

Ship collision is the main risk for the large-scale floating offshore wind turbine's (FOWT) safety, especially in the deep water zones. The ship collisions for the monopile and jacket offshore wind turbines have been studied abundantly, and this paper focuses on the issue of the operation and maintenance vessel collision with FOWT. The coupled mathematical dynamic model of the vessel and FOWT was built based on the multi-body hydrodynamics in MATLAB/Simulink, and the impact force was simulated using the physical numerical modeling method. The collision process was modeled in the time domain assuming the dynamic positioning system was broken. And then, the effects of the relative impact velocity and the impact locations on the floaters’ response were analyzed. The results show that the magnitude of the impact force is proportional to the relative impact velocity. The dynamic response of roll and yaw degree of freedom of the ship is intense due to its small added mass.The impact location determines the kinetic energy redistribution and the magnitude of the impact force.

operation and maintenance vessel  /  semi-submersible floating offshore wind turbine  /  impact  /  physical numerical modeling
林治浩, 梁海志, 鞠鹏, 李守彪, 王梦莹. 运维船与半潜式风机平台碰撞过程的物理建模仿真分析. 船舶力学, 2024 , 28 (8) : 1221 -1229 . DOI: 10.3969/j.issn.1007-7294.2024.08.009
Zhi-hao LIN, Hai-zhi LIANG, Peng JU, Shou-biao LI, Meng-ying WANG. Physical numerical modeling of collision process between operation and maintenance vessel and semi-submersible offshore wind turbine[J]. Journal of Ship Mechanics, 2024 , 28 (8) : 1221 -1229 . DOI: 10.3969/j.issn.1007-7294.2024.08.009
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0　引言
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截至2022年底，全国风电的累计装机容量为375.94 GW，占全球装机容量的41.49%，2022年全国新增风电装机容量超过38 GW，占世界当年新增容量的87%，其中新增海上风电装机容量超过5 GW，中国已是世界第一风电大国[1-2]。当水深超过60 m后，采用浮式风机平台更加经济合理。随着风机的“大型化”和作业水深的增加，势必会导致海上风机在后期运维中出现更多的技术难题[3-6]。
根据英国HSE机构对海洋平台的损伤调查，在海洋平台发生损伤原因调查中船舶碰撞占11.2%，是主要原因之一。Dai等[7]提出了风机船舶碰撞的风险评估框架，分析发现90%以上的船舶风机撞击事件均是由风机运维服务船舶造成的。针对船舶与海上风机碰撞问题，目前的研究主要聚焦于固定式海上风机。Song等[8]和Jiang等[9]等研究了单桩海上风力发电机与船舶碰撞问题，对比了不同气动载荷条件和船舶条件对撞击响应的影响。Pire等[10]针对导管架风机平台基础与船舶碰撞问题进行了研究，提出了抗碰撞简化分析的解决方法。与固定式风机不同，浮式风机基础由于其通过系泊系统进行定位，船舶与风机基础碰撞过程中二者的水动力耦合问题对其运动响应影响不可忽略，同时在发生撞击后，受风浪流的影响浮体的运动响应将变得更加复杂。Echeverry等[11]研究了Spar平台与船舶的碰撞问题，在考虑浮式风力机水动力、压载状况和系泊条件等的情况下，得出了结构的受力特点和结构的变形规律等。Zong等[12]在Echeverry[11]工作的基础上，进一步分析了碰撞后Spar风机平台的整体响应以及叶片的变形和机舱的加速度响应，未考虑浮体间的水动力耦合问题。Zhang等[13]采用Star-CCM+和ABAQUS软件，基于流固耦合的方法，分析了风浪流作用下半潜式浮式风机的运动响应，该方法存在计算效率低的问题。挪威船级社相关设计规范DNV-OS-J103[14]和DNV-OS-J101[15]给出了船舶撞击荷载，并指出由于浮式平台发生碰撞后的运动特性比较复杂，未来需要进行更深入的研究。宋娜等[16]提出了一种气-液耦合方法模拟船舶与浮式风机碰撞过程中风速、塔架柔度、船舶变形能力等因素对浮式风机结构的影响，得出风机塔架的柔度对撞击能量的消耗很少的结论。
本文采用物理建模数值模拟的方式，分析运维船与半潜式浮式风机之间因定位系统失效而引起的撞击问题。首先，在时域内基于多体动力学建立运维船与半潜式浮式风机运动方程，充分考虑浮体间的水动力耦合问题，采用动力定位系统和锚泊系统分别作为运维船和风机平台的定位方式；然后，在时域内模拟、分析运维船与半潜式浮式风机之间的碰撞过程，进而分析碰撞时浮体间的相对速度、碰撞位置对各浮体运动性能的影响。
1　半潜式浮式风机与运维船数学模型
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运维船到达风机作业点后，维修人员通过6~50 m长度不等的舷梯实现海上换乘。换乘过程中，通过动力定位系统与主动补偿舷梯的协调工作确保人员换乘的安全，即通过动力定位系统控制水平面内大幅慢漂，而主动舷梯则补偿小幅波频运动。图1给出了半潜式浮式风机与运维船的轴视图和俯视图，OXY为大地坐标，XY面为静水面，Z轴垂直XY平面且方向向上，坐标原点位于风机基础重心的正上方，Gxy为固定于运维船重心处的随体坐标。半潜式浮式风机基础由三个立柱浮筒、底部浮箱和上部横撑共同构成，平台工作工况下吃水为20 m，气隙高度为13 m，其具体尺寸如表1所示，上部结构采用NREL的5MW风机系统[17]。本文采用的运维船全长为120 m，宽为22 m，吃水6.6 m时排水量为11 650 t，采用DP2级动力定位系统，船尾安装有2台功率为3000 kW的推进器，船首装有1个功率为1500 kW的全回转螺旋桨和2个功率为1900 kW的槽道推进器。
考虑风、浪、流环境荷载的联合作用，基于Cummins方程建立半潜式浮式风机与运维船的运动方程。如图1（b）所示，作业期间运维船需与风机基础保持安全距离d，鉴于补偿舷梯的伸缩长度将d设为18 m，因此浮体之间的水动力干扰不可忽视，须基于多体水动力性能建立运动方程，可得到以下运动模型：
式中，、ż和z分别为浮体的加速度、速度和位移矢量，f代表浮式风机，s代表运维船，m为浮体自身质量，A∞为附加质量，Fe代表风、浪、流联合作用下的环境荷载，FDP表示动力定位系统控制力，Fmoor表示锚泊力，Fimp为浮体间撞击力，A∞fs、A∞sf、Kfs、Ksf为考虑浮体间水动力相互耦合作用的附加质量矩阵和与辐射阻尼相关的迟滞函数，C为静水回复刚度矩阵。表2给出的是浮式风机悬链式锚泊系统参数，将三根锚链以120°夹角布置，如图2所示，浮式风机作业水深为200 m，锚链长度为835.5 m，本文在模拟过程中采用集中质量法计算锚泊力。本文在研究过程中主要针对动力定位系统发生故障的情况，因此未考虑动力定位控制力算法。
因为真实波浪的随机性，在模拟过程中将其视为由一系列不同频率的规则波构成，因此在计算不规则波一阶波浪力时，不规则波浪力可由规则波浪力线性组合得到：
式中，Fj是波浪力频域幅值，aj为规则波波幅，ωj为波谱中与波幅aj对应的波频，εj为随机相位角，N为波谱中规则波数。除了一阶波浪力外，浮体还会遭受非线性二阶波浪力，该力主要包括平均波浪漂移力、差频波浪漂移力及和频波浪漂移力。二阶波浪力的幅值要小于一阶波浪力，但是二阶波浪力中的差频力与锚泊浮体的固有周期接近，将导致浮式结构产生大幅慢漂运动。二阶波浪力可以表达为
式中，和为二阶差频波浪力QTFs，和为二阶和频波浪力QTFs。
根据API RP 2SK规范，可通过模块法来计算风机气动力荷载，即
式中，ρa为空气密度，CT为由NREL给出的推力系数[15]，Urel为相对风速，R为风机叶片半径。同理，根据API RP 2SK规范，将浮体流荷载视为定常力，采用模块法计算，流力计算公式为
式中，FC为流力；CC为流力系数；Cd为拖曳力系数，对于圆形单元取为0.5；Ac为水线面下圆柱形构件的投影面积总和；Af为水线面下平板构件的投影面积；VC为来流速度。
进一步，为精确分析船体与平台间碰撞后的运动响应，本文采用Matlab中Simscape工具箱的Spatial Contact Force模块，如图3所示，通过设置接触面间的刚度系数、阻尼系数和摩擦系数用于分析接触面间的法向力和摩擦力。
本文采用DNVGL-RP-C204规范[18]中有关供应船与大直径立柱间的碰撞力与变形之间的关系设置接触刚度系数，图4给出了直径分别为10 m、15 m的圆柱与船体侧舷发生侧碰时的碰撞力关系。浮体间的碰撞以二者之间的动能重分布为主，船体和平台的变形为辅，因此本文仅考虑图4中的线性段。Spatial Contact Force模块中的阻尼系数主要取决于结构自身变形后的弹塑性应变能，本文基于能量守恒、动量定理对其进行取值。
2　撞击过程的时域模拟结果
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本文采用商业软件AQWA建立如图5所示的水动力模型，为提高计算效率，仅考虑了水面线以下的吃水部分。图6给出的是半潜式浮式风机与运维船6个自由度的附加质量系数。
图7给出的是半潜式风机平台纵荡、垂荡和横摇三个自由度的自由衰减曲线，以分析锚泊系统回复力的准确性，同时给出风机平台的固有周期。因风机基础具有对称性，图中仅给出了纵荡、垂荡和横摇三个自由度的自由衰减时程曲线。从图中可知，平台纵荡自由度周期约为81 s，垂荡自由度固有周期约19 s，横摇自由度固有周期约38 s，各个自由度固有周期均远离波频周期，有利于风机平台的作业安全。
本文在分析运维船和风机平台作业工况时，其不规则波采用Jonswap谱，该谱是北海联合波浪研究计划发展得到的谱，适用于欧洲北海地区和我国南海海域，其表达式为
式中，H1/3为有义波高，T1为谱峰周期。
本文首先分析运维船在动力定位发生故障情况下，因运维船失位且在环境荷载作用下导致其与浮式风机基础发生的碰撞。波浪荷载采用式（7）给出的Jonswap谱模拟不规则波，其中有义波高为2.5 m，谱峰周期为8.2 s，风速为11.4 m/s，流速为1 m/s，风、浪、流均以45°同方向入射。
图8给出的是碰撞过程中运维船与风机平台重心处位移时程曲线。因运维船处于失控状态，在风浪流联合作用下，纵荡、横荡位移显著增加并逐步接近风机平台，进而发生碰撞。图9为整个撞击过程的碰撞力时程曲线，从图中可看出碰撞力具有作用时间短、幅值大的特点。80 s时运维船与风机平台第一次发生碰撞，从图10碰撞过程运维船与风机平台速度时程曲线可知，此时运维船的横摇、艏摇速度显著增大，艏摇速度的增大表明船体在碰撞力作用下绕重心发生转动。此后，浮体间发生多次撞击，并且在150 s、381 s时，碰撞力均超过了10×106 N，此时横摇、纵摇自由度运动更加剧烈。
3　碰撞速度和撞击位置对浮体运动响应的影响
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由时域分析结果可知，碰撞力对运维船、风机平台的横摇、艏摇运动影响显著。本章进一步分析碰撞相对速度和撞击位置对浮体运动响应的影响规律。
为进一步分析撞击时相对速度对浮体运动响应的影响，本章考虑静水环境下，令运维船侧舷与风机平台立柱接触，然后对两个浮体赋予不同的初始速度，即①风机平台处于静止状态，运维船的横荡初始速度为1 m/s并沿y轴正向与立柱发生碰撞；②对运维船和风机平台分别施加0.5 m/s的初始速度沿y向相向撞击。图11给出的是上述两个工况下浮体间的碰撞力时程曲线，从图中可知其碰撞力幅值相同，即碰撞力仅与碰撞时的相对速度相关，与浮体各自的速度无关。
图12~15分别给出了运维船与风机平台相对撞击速度对碰撞力幅值、浮体横摇、艏摇运动响应幅值的影响规律。从图中可看出，碰撞力幅值与速度成线性关系，即随着相对碰撞速度的增加而增加。相较于风机平台，运维船一方面自身未受定位系统控制，另一方面其附加质量要小于风机平台的附加质量，如图6所示，因此其自身惯性较小导致横摇、艏摇响应远大于风机平台，当相对速度达到1.5 m/s时，运维船近乎倾覆。因此，应对风机平台立柱施加必要的防护措施，减小结构碰撞刚度，增加强度。
图16给出的是运维船撞击点与碰撞力幅值关系，其中横坐标表示撞击点在纵荡方向距重心位置。从图中可看出，重心处侧舷撞击风机平台立柱时撞击力幅值最大，此时为质心碰撞，随着撞击点远离重心，撞击力幅值随之减小，主要原因是撞击点位置直接决定了浮体动能之间的能量重分配。
4　结论
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本文基于simscape物理建模方式，分析了运维船与浮式风机平台之间的撞击过程，通过数值分析得到以下结论：
（1）运维船与风机平台之间的碰撞力与浮体间的相对速度成线性关系，与二者自身速度无关。
（2）为分析撞击点的影响规律，对运维船重心处侧舷和船首处侧舷与风机平台立柱撞击进行分析，发现运维船的撞击位置直接决定碰撞力幅值及浮体运动响应。重心处侧舷撞击风机平台立柱时撞击力幅值最大，此时为质心碰撞。随着撞击点远离重心，撞击力幅值随之减小，撞击点位置直接决定了浮体动能之间的能量重分配。
（3）碰撞过程中运维船与风机平台之间的碰撞力具有作用时间短、幅值大的特点，碰撞过程中因运维船附加质量较小，其横摇、艏摇速度较大，即在碰撞力作用下船体绕重心发生转动。运维船与风机平台在作业期间，因环境荷载的作用，当定位系统失效时浮体间存在多次碰撞的风险。
基金
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  • 国家自然科学基金资助项目(52371261)
文献
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2024年第28卷第8期
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doi: 10.3969/j.issn.1007-7294.2024.08.009
  • 接收时间：2024-02-21
  • 首发时间：2026-03-26
  • 出版时间：2024-08-20
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  • 收稿日期：2024-02-21
基金
国家自然科学基金资助项目(52371261)
作者信息
    1.青岛杰瑞自动化有限公司，山东　青岛　266061
    2.青岛理工大学　土木工程学院，山东　青岛　266033
    3.中交一航局第二工程有限公司，山东　青岛　266071
    4.青岛双瑞海洋环境工程股份有限公司，山东　青岛　266101

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2种不同金属材料的力学参数
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Family		 属数
Number of
genus		 种数
Number of
species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
Number of
species		 占总种数比例
Percentage of total
species (%)
鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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