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Article(id=1243896231618003032, tenantId=1146029695717560320, journalId=1240685776644648972, issueId=1243896229885751465, articleNumber=null, orderNo=null, doi=10.3969/j.issn.1007-7294.2025.08.005, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1739289600000, receivedDateStr=2025-02-12, revisedDate=null, revisedDateStr=null, acceptedDate=null, acceptedDateStr=null, onlineDate=1774497572091, onlineDateStr=2026-03-26, pubDate=1755619200000, pubDateStr=2025-08-20, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1774497572091, onlineIssueDateStr=2026-03-26, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1774497572091, creator=13701087609, updateTime=1774497572091, updator=13701087609, issue=Issue{id=1243896229885751465, tenantId=1146029695717560320, journalId=1240685776644648972, year='2025', volume='29', issue='8', pageStart='1181', pageEnd='1342', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1774497571678, creator=13701087609, updateTime=1774501555614, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1243912939799949656, tenantId=1146029695717560320, journalId=1240685776644648972, issueId=1243896229885751465, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1243912939799949657, tenantId=1146029695717560320, journalId=1240685776644648972, issueId=1243896229885751465, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=1226, endPage=1238, ext={EN=ArticleExt(id=1243896231982907482, articleId=1243896231618003032, tenantId=1146029695717560320, journalId=1240685776644648972, language=EN, title=Numerical study on the influence of stern flap on propeller cavitation and exciting force characteristics, columnId=1241023037940748650, journalTitle=Journal of Ship Mechanics, columnName=Hydrodynamics, runingTitle=null, highlight=null, articleAbstract=

Numerical simulations of a ship in cavitation flow before and after the installation of a stern flap were conducted for the DTMB5415 benchmark ship model, considering factors such as ship speed, propeller speed, and ship wake. The results show that owing to the dual effects of change of propeller inflow and decrease in propeller speed, the cavitation area and cavitation start-stop angle of the propeller increase after the installation of a stern flap. The blade frequency amplitude of the propeller excitation force/torque decreased by an average of 9% at Fr=0.28 with the stern flap installed. Owing to the negative impact of the propeller cavitation, the corresponding reduction was only 2.5% at Fr=0.413. The hull surface fluctuating pressure was mainly affected by a decrease in the propeller speed after the installation of a stern flap. The average reductions in the blade frequency amplitude at low and high speeds were 17% and 12%, respectively.

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以DTMB5415基准船模为研究对象，进行了安装压浪板前后的船舶在空泡流中的数值仿真，考虑了船舶航速、螺旋桨转速以及船体伴流等因素的影响。结果表明：受螺旋桨进流改变以及转速降低的双重影响，压浪板安装后的螺旋桨表面空泡面积与空化起止角度均增大；当Fr=0.28时，压浪板安装后的螺旋桨激励力/力矩的叶频幅值平均降低9%，受螺旋桨空化的负面影响，Fr=0.413时对应的降低量仅为2.5%；船舶表面脉动压力主要受压浪板安装后螺旋桨转速降低的影响，低航速和高航速下的叶频幅值平均降低量分别为17%和12%。

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通讯作者，E-mail：
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宋科委（1991-），男，博士，讲师，通讯作者，E-mail：

孙聪（1988-），男，博士，副教授，E-mail：。

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宋科委（1991-），男，博士，讲师，通讯作者，E-mail：

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宋科委（1991-），男，博士，讲师，通讯作者，E-mail：

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孙聪（1988-），男，博士，副教授，E-mail：。

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孙聪（1988-），男，博士，副教授，E-mail：。

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Main parameters of E799A propeller

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参数名称符号/单位数值
直径D/m0.227
桨叶数Z4
螺距比P/D1.1
盘面比Ae/A00.689
轮毂比dh/D0.2
旋向—右旋
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E799A螺旋桨主要参数

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参数名称符号/单位数值
直径D/m0.227
桨叶数Z4
螺距比P/D1.1
盘面比Ae/A00.689
轮毂比dh/D0.2
旋向—右旋
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Comparison between calculated and experimental values of open water performance of E799A propeller

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JKT试验值KT计算值误差KQ试验值KQ计算值误差
0.710.2390.235−1.67%0.04280.0417−2.57%
0.830.1810.176−2.76%0.03430.0330−3.79%
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E799A螺旋桨敞水性能计算值与试验值的对比

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JKT试验值KT计算值误差KQ试验值KQ计算值误差
0.710.2390.235−1.67%0.04280.0417−2.57%
0.830.1810.176−2.76%0.03430.0330−3.79%
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Main parameters of geometric models

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主要参数符号/单位数值主要参数符号/单位数值
垂线间长LPP/m5.719桨叶数Z5
设计水线长LWL/m5.719螺距比P/D0.87
型宽B/m0.76盘面比Ae/A00.58
吃水T/m0.248旋向—内旋
湿表面积S/m24.786压浪板弦长—0.01LPP
排水量Δ/t0.549压浪板展长—0.552B
螺旋桨直径D/m0.247压浪板角度α/°10
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几何模型的主要参数

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主要参数符号/单位数值主要参数符号/单位数值
垂线间长LPP/m5.719桨叶数Z5
设计水线长LWL/m5.719螺距比P/D0.87
型宽B/m0.76盘面比Ae/A00.58
吃水T/m0.248旋向—内旋
湿表面积S/m24.786压浪板弦长—0.01LPP
排水量Δ/t0.549压浪板展长—0.552B
螺旋桨直径D/m0.247压浪板角度α/°10
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Comparison between the calculated and experimental propeller speed at self propulsion point results for Fr=0.413

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试验值/（r·min−1）试验值/（r·min−1）误差
自航点201190.284−5.3%
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Fr=0.413时实船自航点计算与试验结果对比

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试验值/（r·min−1）试验值/（r·min−1）误差
自航点201190.284−5.3%
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Simulation conditions

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序号工况1工况2工况3工况4工况5工况6
模型无压浪板有压浪板有压浪板无压浪板有压浪板有压浪板
Fr0.280.280.280.4130.4130.413
转速/（r·min−1）575（SPP）569（SPP）575948（SPP）920（SPP）948
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计算工况

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序号工况1工况2工况3工况4工况5工况6
模型无压浪板有压浪板有压浪板无压浪板有压浪板有压浪板
Fr0.280.280.280.4130.4130.413
转速/（r·min−1）575（SPP）569（SPP）575948（SPP）920（SPP）948
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压浪板对螺旋桨空化及激励力特性影响数值研究
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宋科委 1 , 孙聪 2 , 葛珅玮 1 , 钟祥海 2
船舶力学 | 流体力学 2025,29(8): 1226-1238
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船舶力学 | 流体力学 2025, 29(8): 1226-1238
压浪板对螺旋桨空化及激励力特性影响数值研究
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宋科委1 , 孙聪2 , 葛珅玮1, 钟祥海2
作者信息
  • 1.江苏航运职业技术学院　船舶与海洋工程学院，江苏　南通　226000
  • 2.哈尔滨工程大学　船舶工程学院，哈尔滨　150001

    • 宋科委（1991-），男，博士，讲师，通讯作者，E-mail：

    孙聪（1988-），男，博士，副教授，E-mail：。

通讯作者:

通讯作者，E-mail：
Numerical study on the influence of stern flap on propeller cavitation and exciting force characteristics
Ke-wei SONG1 , Cong SUN2 , Shen-wei GE1, Xiang-hai ZHONG2
Affiliations
  • 1.School of Ship and Ocean Engineering, JiangSu Shipping College, Nantong 226000, China
  • 2.College of Shipbuilding Engineering, Harbin Engineering University, Harbin 150001, China
出版时间: 2025-08-20 doi: 10.3969/j.issn.1007-7294.2025.08.005
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摘要
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以DTMB5415基准船模为研究对象，进行了安装压浪板前后的船舶在空泡流中的数值仿真，考虑了船舶航速、螺旋桨转速以及船体伴流等因素的影响。结果表明：受螺旋桨进流改变以及转速降低的双重影响，压浪板安装后的螺旋桨表面空泡面积与空化起止角度均增大；当Fr=0.28时，压浪板安装后的螺旋桨激励力/力矩的叶频幅值平均降低9%，受螺旋桨空化的负面影响，Fr=0.413时对应的降低量仅为2.5%；船舶表面脉动压力主要受压浪板安装后螺旋桨转速降低的影响，低航速和高航速下的叶频幅值平均降低量分别为17%和12%。

压浪板  /  自航  /  空化  /  激励力  /  脉动压力

Numerical simulations of a ship in cavitation flow before and after the installation of a stern flap were conducted for the DTMB5415 benchmark ship model, considering factors such as ship speed, propeller speed, and ship wake. The results show that owing to the dual effects of change of propeller inflow and decrease in propeller speed, the cavitation area and cavitation start-stop angle of the propeller increase after the installation of a stern flap. The blade frequency amplitude of the propeller excitation force/torque decreased by an average of 9% at Fr=0.28 with the stern flap installed. Owing to the negative impact of the propeller cavitation, the corresponding reduction was only 2.5% at Fr=0.413. The hull surface fluctuating pressure was mainly affected by a decrease in the propeller speed after the installation of a stern flap. The average reductions in the blade frequency amplitude at low and high speeds were 17% and 12%, respectively.

stern flap  /  self-propulsion  /  cavitation  /  exciting force  /  fluctuation pressure
宋科委, 孙聪, 葛珅玮, 钟祥海. 压浪板对螺旋桨空化及激励力特性影响数值研究. 船舶力学, 2025 , 29 (8) : 1226 -1238 . DOI: 10.3969/j.issn.1007-7294.2025.08.005
Ke-wei SONG, Cong SUN, Shen-wei GE, Xiang-hai ZHONG. Numerical study on the influence of stern flap on propeller cavitation and exciting force characteristics[J]. Journal of Ship Mechanics, 2025 , 29 (8) : 1226 -1238 . DOI: 10.3969/j.issn.1007-7294.2025.08.005
正文
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0　引言
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近年来，船舶逐步向大型化、快速化发展。伴随而来的是船舶推进器所承受的负荷越来越大，其桨叶发生空化难以避免。空泡的产生会带来很多危害，空泡变化过程的非定常性会激发流场中压力场的脉动[1-2]，从而诱导船体以及附体的振动，并对船体结构造成损伤。空化带来的最大危害是空蚀问题，空蚀对螺旋桨和舵的破坏会降低这些部件的性能[3-4]，甚至会影响船舶的正常运行。
空泡流动的研究最初是基于一些假设和实验观测，得到了一些具有实用价值的结论。随着计算机技术的发展，基于势流理论的升力面、面元法以及边界元法在螺旋桨空泡预报中得到了发展和应用。近年来，基于CFD（Computational Fluid Dynamics）技术的空泡预报方法也越来越受到人们的关注。多家机构对E779A桨在敞水和船后工况下的空泡性能进行了预报[5]，桨叶空化范围与试验值显示出了良好的一致性。Zhu[6-7]等研究了多种湍流模型在捕捉螺旋桨梢涡空化中的适用性，分析了侧斜角对螺旋桨空化性能的影响。Wu[8]等利用SST k-ω湍流模型探讨了螺旋桨片空化与辐射噪声之间的内在关系。何朝晖[9]等研究了E779A桨的空化涡流演变以及压力脉动现象。随着计算能力的提升，逐渐展开对装于船尾的螺旋桨空化性能的数值研究。Pan[10]等进行了有空泡和无空泡条件下的泵喷推进器数值模拟，预测分析了推进器效率的变化以及叶片吸力面的空化起始和扩展。Taskar[11]等基于STAR-CCM+软件研究了螺旋桨在波浪中的空化、压力脉动以及效率，由于波浪工况下的尾流变化，空化面积和压力脉动值显著增大。
压浪板是一种安装于船舶尾部的节能与控制船舶姿态的附体。当压浪板安装在水面舰艇尾部时，船舶尾流场会得到改善进而降低船舶阻力以及优化船舶推进效率[12]；当压浪板应用于中高速滑行艇时，船舶的姿态会得到较大的改善[13]。Cave等[14]对安装压浪板的FFG-7级护卫舰进行了模型试验研究，结果表明，当压浪板的下反角为10°时，船模在26 kn航速时的阻力值降低了8.4%，并使年平均能源消耗减少了3.8%。Maki[15]等通过拖曳水池模型试验和数值分析手段，研究了船舶航行姿态和尾流场波形对压浪板减阻效果的影响。结果发现，压浪板对船舶尾流场波形的改变，是导致船舶阻力减小的主要原因。Song[16-17]等研究了压浪板对船舶阻力及推进性能的影响，分析了两者的节能贡献率及相应的节能机理，并基于实船性能仿真阐明了压浪板减阻区间以及减阻效果产生尺度效应的原因。李超[18]等采用试验方法探讨了压浪板与防溅条等组合附体对船舶阻力与姿态的影响。研究结果表明，两者的组合可以弥补防溅条单独使用带来的纵倾增大，使船舶阻力最大降低20%以上。
综上所述，对于压浪板性能的研究主要是基于模型试验或者数值计算来研究压浪板对船舶阻力性能的影响，少数研究考虑了压浪板对船舶推进性能的影响，压浪板对于螺旋桨空化性能及激励力特性的影响亟待研究。因此，本文在前期DTMB5415+P4508桨+压浪板的自航计算基础上，进行压浪板对螺旋桨空化及激励力特性影响研究；通过定量改变螺旋桨的转速，分析转速降低、流场改变等因素在压浪板影响螺旋桨空化和激励力特性中扮演的角色。本文的研究方法与研究结果对于船舶节能装置的设计优化具有重要的参考价值。
1　数值计算方法
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本文的研究工作均是基于STAR-CCM+软件11.04版本进行的。基于RANS方法，结合SST k-ω湍流模型和Schneer&Sauer空化模型[19]进行螺旋桨空化及激励力特性的数值求解，基于滑移网格实现螺旋桨的真实旋转。
1.1　控制方程
假定流体不可压缩，计算域内的空泡流由体积分数为（1-α）的液体水相和体积分数为α的气态空气相混合组成。混合流体的属性为
式中，ρ为流体密度，μ为动力粘性系数，u为流体速度。
混合流体控制方程为
式中，TRe为雷诺应力项，p为平均压力，S为动量源项，为单位体积的相间质量流量。
将RANS求解器应用于空泡流的核心是相间质量流模型。选取STAR-CCM+软件中的Schneer&Sauer空化模型，其相间质量流量可定义为
1.2　计算方法验证
为了验证本文所使用的数值计算方法的正确性与有效性，以E779A螺旋桨为研究对象进行了典型工况下的敞水及空化性能计算，INSEAN水池关于该桨进行了详细的试验[20]，可用于本文计算结果的验证。E799A的几何外形见图1，几何参数见表1。
图2为计算域的网格划分情况，对毂涡、梢涡等重点关注的区域进行加密，边界层网格设为20层，最终的网格数量为605万。时间步长取为1°/步。根据INSEAN水池的试验工况，文中的敞水计算工况为J=0.71和0.83，空化工况为J=0.71、σ=1.763，以及J=0.83、σ=2.016。进速系数J、推力系数KT、扭矩系数KQ以及空泡数σ的定义为
式中，V0为螺旋桨进速，T为推力，Q为扭矩，n为螺旋桨转速，取36 r/s，不同的进速系数通过改变进速来获取；p∞为桨轴中心的参考压力，通过改变p∞来获得不同的空泡数。
表2为两种工况下的敞水性能计算结果和INSEAN试验结果的对比。由表2可知，推力系数和扭矩系数计算值都和试验结果具有较好的吻合度，推力误差在3%以内，扭矩误差在4%以内。
图3为E799A螺旋桨空化计算结果（空气体积分数为0.5的等值面）和试验结果的对比。两种工况下的片空泡、毂涡空泡捕获良好，计算所得空化形态与试验结果大体相当，但片空泡存在一定的过度预报现象。梢涡空泡的捕获需要大量的网格，本文的网格加密程度不够，这和文献[5]中众多机构的计算结果相一致，说明该数值计算方法适用于螺旋桨空化性能的研究。
2　船+桨+压浪板空泡计算方案
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2.1　几何模型与计算域
本文计算对象为DTMB5415舰船模型，螺旋桨为MARIN水池进行DTMB5415-M操纵性试验中所用的库存桨P4508。在前期的研究（文献[16]）中，进行了考虑自由液面的船+桨+压浪板的一体化自航仿真，结果表明，当压浪板的弦长为0.01LPP，展长为0.552B，下反角α=10°时，压浪板具有较好的节能效果。因此，本文以这种参数的压浪板为研究对象来开展研究。装配完成的船+桨+舵+压浪板数值模型如图4所示，几何参数见表3。
为了模拟与空泡水筒相同的试验环境，只对自由液面以下部分进行求解。考虑到双桨船的对称性，只进行船舶左舷部分的求解。计算域以及边界条件的设置如图5所示，计算域在长宽高方向上的尺寸为4LPP×1.7LPP×1.7LPP，船舶到各边界的距离都在（1~2）LPP这个范围内。螺旋桨旋转域的直径取为1.2D。计算域的进口设置为速度进口，出口边界定义为压力出口，压力值根据空化数σ计算得到。同样基于滑移网格实现螺旋桨的旋转，时间步长取为1°/步。
2.2　网格划分
计算域网格在前期自航计算网格的基础上进行划分。如图6所示，为了更为精确地模拟捕捉空化现象，对船尾压浪板、舵以及螺旋桨等容易发生空化的区域进行重点加密，数值计算域的网格数量为1120万。
对螺旋桨轴承力以及船舶表面脉动压力进行监测，以分析压浪板对螺旋桨诱导激励力的影响。船体表面脉动压力监测点的布置如图7所示，P1点布置在螺旋桨中心的正上方，P2、P3、P4、P5点分布在以P1为圆心、直径为0.4D的圆周上，分别对应于船中、右舷、船首、船尾四个方向。螺旋桨叶片角度的定义如图8所示，顶部位置为0°，随着螺旋桨的旋转方向逐渐增大。
2.3　阻力、敞水以及自航结果验证
前期进行了本文使用模型的阻力、敞水以及自航特性研究，船舶阻力、螺旋桨敞水计算结果和试验值[21-22]的对比在图9和图10中给出。由图可知，在整个航速区间内，阻力计算值和试验值吻合良好，平均误差为−1.9%。螺旋桨的推力和扭矩计算结果与试验值的差值也在5%以内。
表4将Fr=0.413时的MARIN水池实船自航点转速的试验值与本文计算值进行了比较，两者的差值为−5.3%，满足计算精度要求。自航点转速相对较低的原因是本文中没有安装舭龙骨以及减摇鳍，这在一定程度上降低了船体阻力，从而降低了自航点转速。
2.4　计算工况
在文献[16]中，通过自航计算得到了不同工况下压浪板安装前后的船舶自航点（SPP）。基于此，表5给出了本文的计算工况，本文仅考虑相对比较，通过调整参考压力p∞以保证所有工况下的空泡数都为σ=2.5。计算航速为船舶的服务航速（Fr=0.28）和最高航速（Fr=0.413）。表5中的工况1和工况4对应于不安装压浪板时的自航点，工况2和5为安装压浪板时的自航点。压浪板对螺旋桨性能的影响可分为两类：一是由于压浪板的存在导致螺旋桨的进流发生改变，二是船舶阻力的降低导致螺旋桨所需的转速降低。因此，为了分析压浪板影响螺旋桨空化及激励力特性的机理，还进行了工况3和工况6的研究。其中，工况1和2（工况4和5）的对比结果是压浪板总的影响，工况1和工况3（工况4和6）的对比结果是压浪板对流场改变带来的影响，工况2和工况3（工况5和6）的对比是压浪板降低螺旋桨转速带来的影响。
3　计算结果分析
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3.1　螺旋桨空化计算结果
图11和图12分别给出了Fr=0.28和Fr=0.413时的不同工况下的螺旋桨空化形态（空气体积分数为0.5的等值面）。对比工况1和工况2以及工况4和工况5可知，安装的压浪转速板会使螺旋桨片空泡面积出现一定程度上的增大，这主要是因为安装压浪板后的船舶自航点更低，在相同空泡数下的参考压力更小造成的；工况3比工况2以及工况6比工况5下的螺旋桨片空泡面积也有所增大，这是螺旋桨转速更大带来的影响。
压浪板的安装还对叶片空化的起止角度有一定的影响。对于工况1，片空泡未出现的角度区间为（54°~350°），而工况2和工况3片空泡未出现的角度区间分别减小为（68°~344°）以及（70°~343°）；当Fr=0.413时，工况4的片空泡未出现的起止角度区间为（87°~353°），工况5和工况6的角度区间分别减小为（92°~337°）和（104°~331°）。
综上，压浪板对螺旋桨空化特性的影响受螺旋桨进流改变以及螺旋桨转速降低的双重影响，并且这种影响是负面的。
3.2　螺旋桨激励力计算结果
对螺旋桨的各分量力（Tx、Ty和Tz）、力矩（Qx、Qy以及Qz）随时间的变化进行监测，基于监测得到的数据进行快速傅里叶变换。图13给出了推力Tx和扭矩Qx的频域结果：当Fr=0.28时，推力和扭矩在叶频（1BPF）、倍叶频（2BPF）甚至到五倍叶频（5BPF）处都存在明显的峰值，其中叶频处的峰值最大，明显大于其他倍叶频处的幅值；Fr=0.413时的时域曲线特征与Fr=0.28时一致，但由于船舶航速与螺旋桨转速的增大，对应的激励力幅值也出现了增大。
从图13中还可以明显看出，不同工况下的叶频脉动幅值存在显著差异。为了清晰反映压浪板带来的影响，对各分量力/力矩的叶频幅值进行统计，结果如图14所示。
由图14可知，对于安装压浪板且处于自航状态下的工况2以及工况5而言，相比于其他高转速工况下的螺旋桨激励力/力矩，叶频脉动幅值都有一定程度的降低。另外，工况1与工况3以及工况4与工况6下的螺旋桨激励力结果差别不大，这说明安装压浪板引起的螺旋桨转速降低是影响螺旋桨诱导激励力的主要原因。
为了定量分析转速降低和流场改变的贡献程度，定义工况2和工况1（工况5和工况4）在一阶叶频处的峰值的差值百分比为ε1，工况3和工况1（工况6和工况4）在一阶叶频处的峰值的差值百分比为ε2。
当Fr=0.28时，螺旋桨激励力/力矩的差值ε1的平均值为−9.0%，差值ε2的平均值为-1.0%，这说明此航速下螺旋桨激励力降低的主要原因在于压浪板导致螺旋桨转速的降低。当Fr=0.413时，螺旋桨激励力/力矩的差值ε1的平均值为−2.5%，差值ε2的平均值为0.3%。高航速下的差值ε1反而变小，这主要是由于高航速下安装压浪板后的螺旋桨转速降低较大，同时给螺旋桨空化带来了更大的负面影响，由两者的综合作用所造成。两种航速下的差值ε2都为小量，说明安装压浪板对流场的阻滞作用不会过多影响螺旋桨的激励力特性。
3.3　船舶表面脉动压力计算结果
本文对P1~P5五个点处的脉动压力进行了监测，图15以P2点为例，给出了不同工况下两个周期（T）内的时域变化曲线。由图15可知，对于压浪板安装后的工况2和工况3来说，其压力均值相比于未安装压浪板的工况1是增大的；工况3的压力均值大于工况2，因为其螺旋桨转速相对较高。
图16给出了工况1、工况2和工况3的船尾区域水动压力系数CP的分布情况。从图16中可以看出，安装压浪板的工况2和工况3的船尾区域压力明显增大，其影响可延伸至螺旋桨区域。船尾区域压力的增大主要是由于压浪板对水流产生的阻滞作用造成的。
图17给出了五个压力监测点处的叶频、倍叶频以及三倍叶频幅值计算结果。由图17可知：对于同一纵剖面上的P1、P4和P5点，螺旋桨正上方P1点的BPF值最大；对于同一横剖面上的P1、P2和P3点，由于螺旋桨的旋向使得由船中向船侧的BPF值逐渐降低。安装压浪板前后的BPF、2BPF以及3BPF幅值变化规律极为相似，但BPF幅值明显大于2BPF以及3BPF幅值，因此重点对BPF幅值的变化进行分析。
五个监测点处的BPF差值ε1均为负值，在低航速Fr=0.28时，差值ε1的平均值为−17%；在高航速Fr=0.413时，整体的压力脉动幅值增大，其改变量相对较小，差值ε1的平均值为−12%；由于监测点P3处的叶频幅值最小，因此其改变量最大，差值ε1的平均值可达−25%。
对于脉动压力的BPF差值ε2，Fr=0.28时的五个监测点的结果为负，平均值为−2%；Fr=0.413时五个监测点的结果为正，平均值为4%。这说明安装压浪板带来的船体流场改变对船舶脉动压力的影响较小，螺旋桨转速的降低是压浪板影响船舶脉动压力的主要原因。
4　结论
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本文以基准船舶模型DTMB5415为研究对象，进行了安装压浪板前后的船舶在空泡流的计算仿真，分析了压浪板对螺旋桨表面空化形态、螺旋桨诱导激励力以及船舶脉动压力的影响程度与作用原理，得出的结论如下：
（1）压浪板安装后的螺旋桨表面的片空泡面积和空化起止角度区间都增大，且受螺旋桨进流改变以及螺旋桨转速降低的双重影响。
（2）压浪板安装后的螺旋桨激励力/力矩的叶频幅值降低量受船舶航速的影响，Fr=0.28以及Fr=0.413时的平均降低量分别为9%和2.5%。
（3）螺旋桨转速降低是压浪板影响船舶脉动压力的主要原因，Fr=0.28以及Fr=0.413时的脉动压力叶频幅值的平均降低量分别为17%和12%，最高可达25%。
基金
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  • 江苏省自然科学基金资助项目(BK20230285)
  • 江苏省高等学校基础科学（自然科学）研究项目(23KJB580004)
  • 江苏省青年科技人才托举工程(JSTJ-2024-535)
  • 江苏航运职业技术学院高层次人才科研启动基金(HYRC/202403)
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2025年第29卷第8期
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doi: 10.3969/j.issn.1007-7294.2025.08.005
  • 接收时间：2025-02-12
  • 首发时间：2026-03-26
  • 出版时间：2025-08-20
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  • 收稿日期：2025-02-12
基金
江苏省自然科学基金资助项目(BK20230285)
江苏省高等学校基础科学（自然科学）研究项目(23KJB580004)
江苏省青年科技人才托举工程(JSTJ-2024-535)
江苏航运职业技术学院高层次人才科研启动基金(HYRC/202403)
作者信息
    1.江苏航运职业技术学院　船舶与海洋工程学院，江苏　南通　226000
    2.哈尔滨工程大学　船舶工程学院，哈尔滨　150001

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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
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红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
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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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