中国船舶重工集团公司第七○二研究所

中国船舶重工集团公司第七○二研究所作为我国船舶科学研究骨干科研院所,其科技成果多次获国家和省部级奖,小水线面双体船获2011年国家科技进步二等奖。在"十一五"期间承担了"蛟龙"号载人潜水器等深海科技项目10多项,在载人深潜创新技术、     

貌不惊人死不休——新概念舰船

为适应未来全天候条件下陆、海、空多维一体作战的需要,现代水面战舰已开始由单一的单体船型向耐波性、适航性较强的小水线面双体船、三体船型以及地效飞翼艇方向发展。一代全新的战舰正浮出水面。     

基于SWATH船型回转横倾角的舵设计

以小水线面双体船满舵回转时的稳定横倾角和舵的水动力性能(侧向力)为研究对象,以CFD计算为基础,开展不同舵面积比对回转横倾角和舵机功率的影响分析,分别评估了舵面积比为3.0％和4.0％共2种工况,并结合舵设计的一般规范、方法进行分析,可为SWATH船型舵面积的设计提供参考和依据.     

世界小水线面双体船大观

从20世纪70年代初至今年5月,世界已有10个国家开发和拥有小水线面双体船约52艘。其中美国26艘,日本14艘,这是开发最早、拥有量最多、技术水平最高的两个国家;德国和英国各有3艘;荷兰、挪威、芬兰、韩国、丹麦和俄罗斯6个国家各有1艘。德国在开发和应用中大有后来居上的势头。     

基于势流模型的双体船耐波性能研究

双体船由于其优良的快速性和横稳性等特性,在民用和军用中应用广泛。针对无限水深下迎浪、斜浪中自由运动的WigleyⅢ双体船,利用线性势流软件WAMIT,通过调整片体间距,对双体船的水动力系数及船体运动响应进行计算和比较,分析不同片体间距的双体船的耐波性。结果发现,片体间距较小的双体船附加质量系数较小,垂荡、纵摇阻尼系数显著增大,垂荡和纵摇运动响应幅值增大,且附加质量系数为负值时的系数绝对大小和频率范围随着片体间距的减小而变大。同时,片体间距越小的双体船间的流体干扰作用令自由面运动响应更加剧烈,迎浪下船体垂荡运动响应略有增大,纵摇运动响应略有减小;而斜浪下垂荡、纵摇、横摇运动响应均增大,船体的耐波性较差。当片体间距较大,在某一频率入射波下,双体船运动响应接近为零,且该频率随着片体间距的增大而减小。另外说明,相较于阻尼系数,附加质量系数对船体运动的影响更大。     

美国“鲨鱼”隐身快艇

最近美国洛克希德-马丁公司公开了正在研制的“鲨鱼”隐身高速快艇的独特设计——造型奇特．双体船型，隐身设计．折叠结构．强大武备．多种用途。“鳖鱼”隐身高速快艇在外形和武器配备等方面借鉴了武装直升机和快艇的一些特点．被称为是武装直升机与快艇的“混血儿”。该设计可以称得上是应用高新科技成果进行舰艇跨越式创新发展的典范，在舰艇界引起很大的反响。     

长江三角洲地区1万年以来洪水与气候变化的关系

对长江三角洲地区埋藏古树、泥炭以及海相贝壳测年资料作了分析，结果表明，长江下游地区1万年以来古洪水的发生与气候变化有着密切的联系，洪水频繁发生的时期往往也是气候转型期。由于长江三角洲地区地势低平这一地貌特征使海面变化对于研究区洪水发生有着重要的影响，气候变化导致的海面上升对长江下游河段径流的顶托作用导致河流上溯以及地面排水不畅，导致洪水发生频率加大以及洪水灾害程度的加强，以至于出现“小水大灾”的现象。长江三角洲地区古洪水发生频率与美洲地区古洪水发生频率的对比研究结果表明，长江三角洲地区乃至整个长江流域在大的气候变化趋势上与全球其他地区可能有着遥相关关系，既有全球气候变化的特点，同时又具有区域响应的特征。     

隐身快艇——美国"鲨鱼"

最近美国洛克希德·马丁公司公开了正在研制的"鲨鱼"隐身高速快艇的独特设计--造型奇特、双体船型、隐身设计、折叠结构、强大武备、多种用途。"鲨鱼"隐身高速快艇在外形和武器配备等方面借鉴了武     

跨世纪的海洋旅游船

随着人们海洋意识的增强,有更多的旅客喜爱乘坐现代旅游船和豪华旅游船周游世界,且未来旅游船也更具魅力。1 现代旅游船技术先进,性能上乘。既有单体船,又有双体船;还有水翼船、气垫船和冲翼艇;甚至还有潜水旅游船。世界各国的游客乘坐这些现     

华南陆缘中生界烃源岩条件评价

华南陆缘出露的上三叠统-白垩系,累计厚度超过10 000m,露头调查未见油苗,烃源岩主要为泥岩、碳质泥岩和煤线,有机质类型以Ⅱ-Ⅲ型为主。上三叠统小水组,发育较深水的海相、Ⅱ型良好烃源岩,TOC为1.17%～5.43%;下侏罗统桥源组发育海陆过渡环境的Ⅲ型良好烃源岩,TOC为1.36%～10.37%;下侏罗统其他层系(金鸡组、银瓶山组、上龙水组、长埔组、吉水门组)发育浅海-半深海相的中等-好的烃源岩,TOC为0.5%～1.76%。烃源岩均已处于成熟-过成熟阶段。小水组、蓝塘群烃源岩品质良好,厚度巨大,在南海北部海域开展中生界烃源岩研究时,值得重点关注是否有与之相当的烃源岩层系发育。     

The influence of hull form on the motions of high speed vessels in head seas

Prediction of ship motions at high Froude number is carried out using a time domain strip theory in which the unsteady hydrodynamic problem is treated in terms of the motion of fixed strips of the water as hull sections pass through it. The Green function solution is described and the integration of the ship motion carried out by an averaging method to ensure stability of the solution. The method is validated by comparison with tank data for conventional slender hulls suitable for catamarans, small water area twin hull (SWATH) forms and hulls suitable for high-speed monohulls. Motion computations are then carried out for 14 designs with an operating speed of 40 kts and a displacement of 1000 tonnes. The vessels are assumed not to be fitted with motion control systems for the purposes of this comparative study. Motion sickness incidence is predicted to rise to between 42 and 72% depending upon the hull design in 3 m head seas of average period 7.5 s. MSI values reduce in smaller seas with a shorter average period to be less than 15% in all cases in 1m seas with an average period of 5.5 s.     

Acoustic interaction of humpback whales and whale-watching boats

The underwater acoustic noise of five representative whale-watching boats used in the waters of west Maui was measured in order to study the effects of boat noise on humpback whales. The first set of measurements were performed on 9 and 10 March, close to the peak of the whale season. The ambient noise was relatively high with the major contribution from many chorusing humpback whales. Measurements of boat sounds were contaminated by this high ambient background noise. A second set of measurements was performed on 28 and 29 April, towards the end of the humpback whale season. In both sets of measurements, two of the boats were inflatables with outboard engines, two were larger coastal boats with twin inboard diesel engines and the fifth was a small water plane area twin hull (SWATH) ship with inter-island cruise capabilities. The inflatable boats with outboard engines produced very complex sounds with many bands of tonal-like components. The boats with inboard engines produced less intense sounds with fewer tonal bands. One-third octave band measurements of ambient noise measured on 9 March indicated a maximum sound pressure level of about 123 dB re 1 microPa at 315 Hz. The maximum sound pressure level of 127 dB at 315 Hz was measured for the SWATH ship. One of the boats with outboard engines produced sounds between 2 and 4 kHz that were about 8-10 dB greater than the level of background humpback whale sounds at the peak of the whale season. We concluded that it is unlikely that the levels of sounds produced by the boats in our study would have any grave effects on the auditory system of humpback whales.     

Supercritical planning hulls

This paper gives an overview of the development of the supercritical planing hull concept during the last two decades. Our starting point was the body of theoretical and tank testing work on supercritical displacement ships which was completed by Lewis and others by 1960. In 1964 we launched a manned model small waterplane twin hull (SWATH) craft having a very low pitch stiffness, and thus very little pitching motion at wave encounter frequencies above resonance. A second craft was launched the following year, after which we changed the emphasis of our program to the higher speeds associated with planning craft. Planning catamarans occupied us between 1967 and 1971, when the first Sea Knife monohull supercritical planning hull was launched. The most recent Sea Knife is 34 ft L.O.A., displaces 16,000 lb with full fuel and crew, has been timed at 80 mph in sea state 3, and (from model tests) can do the same in sea state 4 with a comfortable ride. We conclude that supercritical planing hulls are very suitable for high speed ferries, patrol craft and crewboats, and that the technology is now mature.     

Test of the Louis scheme and COARE algorithm for friction velocity in different wind-sea/swell regimes

The Louis scheme and the COARE algorithm （version 3.0） are tested against eddy covariance and inertial dissipation methods for friction velocity estimates in different wind-sea/swell regimes. Atmospheric forcing data, tabulated by Donelan et al. （1997.J Phys Oceanog, 27：2087-2099）, were collected from a mast on the foredeck of a SWATH （small water-plane area, twin hull） ship in deep sea off the State of Virginia during the surface wave dynamics experiment. These data are representative of low to moderate wind regimes. The aerodynamic roughness length is determined by using the Charnock relationship. The intercomparison shows that the Louis scheme and the COARE algorithm underestimate the friction velocity by 6% and 3% respectively under pure wind sea conditions, 15% and 13% respectively under cross swell conditions, and 21% and 17% respectively under counter swell conditions. The analysis shows that these underestimations were caused by the method chosen to determine the aerodynamic roughness length because it significantly underestimates the aerodynamic roughness length. It is especially true under the cross swell and counter swell conditions.     

On the nonlinear hydrodynamic forces for a ship advancing in waves

In this paper, using a second-order steady-state approach and a three-dimensional (3D) pulsating source distribution method derives the nonlinear hydrodynamic forces on a ship advancing in waves. The nonlinear hydrodynamic forces considered here consist of the mean lateral drifting force and the added resistance, which can be expressed as products of the ship-motion responses, the radiation potential, diffraction potential and the incident-wave potential. All related velocity potentials applied in the calculations are in 3D form. The Series 60 and Marine ship hulls are used for numerical calculations and the results are compared with existing experimental data and two-dimensional (2D) solutions. The comparisons show that the results obtained in the paper generally agree with experimental data well. It is also found that the nonlinear hydrodynamic forces obtained based on the present 3D source distribution methods are indeed improved in some calculations compared with the 2D method, especially for the mean lateral drifting force.     

Michell and Hogner models of far-field ship waves

The far-field waves, and the related far-field wave drag, predicted by the Michell or Hogner theories are considered. These two classical theories are found to predict nearly identical transverse waves for all practical cases. However, the Michell and Hogner models predict divergent waves—dominant at high Froude numbers—that can differ significantly. Differences between the far-field waves predicted by the Michell and Hogner models are much smaller for catamarans, for which lateral interferences between the twin hulls overwhelm lateral interferences between the port and starboard sides of the hulls, than for monohull ships. Moreover, differences between the divergent waves predicted by the Michell and Hogner theories are larger for higher Froude numbers, bigger beam/length ratios, smaller draft/length ratios, or larger separation distances between the twin hulls of a catamaran.     

Wave resistance for high-speed catamarans

The object of this study was to investigate the wave resistance component for high-speed catamarans. Two methods were applied: the slender-body theory proposed by Michell [Philos. Mag. 45(5) (1898) 106] and a 3D method used by Shipflow^™ (FLOWTECH, Shipflow^™ 2.4, User Manual, 1988) software.Results were obtained for different types of twin hulls and attention was given to the effects of catamaran hull spacing.The study also included the effects of shallow water on the wave resistance component.Special attention was given to the height of waves generated by the craft to ascertain effects on river banks.     

The effect on resistance of displacement hull forms due to fore-to-aft pressure re-distribution

The results of an experimental study of the resistance reduction from modification of the pressure field around displacement hulls creating fore-aft pressure re-distribution are presented. The fore-aft pressure re-distribution is achieved by hull surface porosity created by orifices through the hull which are connected to each other by fore-aft ducting. This affects the fore-aft pressure gradient when moving. Tests were completed with Model A, which has parabolic shaped waterlines, wall sides, a flat bottom and no parallel midbody. Resistance and surface pressure measurements were obtained with and without the pressure re-distribution orifices. The extent of pressure re-distribution was varied by using three ducting sizes. The resistance measurements and surface pressure data show that in some cases there is a large fore-aft surface pressure gradient and the fore-aft pressure re-distribution results in a significant reduction in the vessel resistance. The test results suggest that fore-aft pressure re-distribution may have benefit in reducing displacement hull and/or SWATH strut resistance.     

Numerical and experimental study on seakeeping performance of a SWATH vehicle in head waves

The seakeeping characteristics of a Small Waterplane Area Twin Hull (SWATH) vehicle equipped with fixed stabilizing fins was investigated by experimental and numerical methods The calculation methods range from viscous CFD simulation based on an unsteady RANS approach to Boundary Element Method (BEM) based on Three Dimensional Translating-pulsating Source Green Function (3DTP). Responses of ship motions in head regular waves and nonlinear effects on motion responses with increasing wave amplitude were analyzed. Numerical simulations have been validated by comparisons with experimental tests. The results indicate that the heave and pitch transfer functions depict two peaks with the increase of wave length. Comparisons amongst experimental data and different numerical calculations illustrate that the RANS method predicts ship motions with higher accuracy and allows the detection of nonlinear effects. The heave and pitch transfer functions see a downward trend with the increasing wave amplitude in the resonant zone at low speed.     

Shock responses of a surface ship subjected to noncontact underwater explosions

In combat operations, a warship can be subjected to air blast and underwater shock loading, which if detonated close to the ship can damage the vessel form a dished for hull plating or more serious holing of the hull. This investigation develops a procedure which couples the nonlinear finite element method with doubly asymptotic approximation method, and which considers the effects of transient dynamic, geometrical nonlinear, elastoplastic material behavior and fluid–structure interaction. This work addresses the problem of transient responses of a 2000-ton patrol-boat subjected to an underwater explosion. The KSF=0.8 is adopted to describe the shock severity. Additionally, the shock loading history along keel, the acceleration, velocity and displacement time histories are presented. Furthermore, the study elucidates the plastic zone spread phenomena and deformed diagram of the ship. Information on transient responses of the ship to underwater shock is useful in designing ship hulls so as to enhance their resistance to underwater shock damage.