考虑伴流场中螺旋桨水动力的舰船长轴系校中及优化

古铮; 刘金林; 周瑞平; 房诗雨; 张荣国; 林存明

doi:10.19693/j.issn.1673-3185.02662

考虑伴流场中螺旋桨水动力的舰船长轴系校中及优化

doi: 10.19693/j.issn.1673-3185.02662

1.
海军工程大学动力工程学院，湖北武汉 430033
2.
武汉理工大学船海与能源动力工程学院，湖北武汉 430063

基金项目: 湖北省自然科学基金资助项目（2017CFB584）；国防科技基金资助项目（20172B08015，20191C080744）；国家自然科学基金重点资助项目（51839005）

详细信息

作者简介:
古铮，男，1997年生，硕士生。研究方向：舰船动力装置总体优化设计。E-mail：guzhengzy@126.com

刘金林，男，1981年生，博士，副教授。研究方向：舰船动力装置总体优化设计。E-mail：jinlingo@126.com

周瑞平，男，1964年生，博士，教授。研究方向：船舶推进轴系性能优化与振动噪声控制

通信作者:
刘金林

中图分类号: U664.2
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出版历程
- 收稿日期: 2021-11-29
- 修回日期: 2022-03-07
- 网络出版日期: 2023-04-21
- 刊出日期: 2023-04-28

Long marine shafting alignment and optimization considering propeller hydrodynamic force in wake field

1.
College of Power Engineering, Naval University of Engineering, Wuhan 430033, China
2.
School of Naval Architecture, Ocean and Energy Power Engineering, Wuhan University of Technology, Wuhan 430063, China

考虑伴流场中螺旋桨水动力的舰船长轴系校中及优化由古铮，等创作，采用知识共享署名4.0国际许可协议进行许可。

摘要

摘要: 目的针对计入螺旋桨水动力的舰船轴系校中计算，传统方法通常容易忽略船体伴流场的影响，使得螺旋桨水动力计算的结果与真实值之间存在较大偏差，从而导致轴系校中精度下降。方法以某舰船长轴系为对象，建立桨−轴−船一体化有限元模型及其伴流场流域模型，利用CFD数值仿真的叠模方法计算螺旋桨水动力；采用流固耦合法将流体计算结果作用于螺旋桨表面，进行轴系校中计算，并得到螺旋桨水动力对轴系整体挠曲线及各轴承状态参数的影响规律。在此基础上，引入多目标优化算法开展轴系多目标优化校中，来解决轴系末端四套轴承间载荷差值过大的问题。结果考虑螺旋桨水动力后，轴系尾部挠度变化减小，越靠近螺旋桨处的轴承其载荷所受影响越大，载荷值随进速系数的增大而减小；对比多目标优化前后的轴系校中状态，轴系各轴承之间的载荷差值明显减小，轴系运行状态得到改善。结论所提方法提高了计入螺旋桨水动力的轴系校中计算精度，可为轴系校中质量的提升提供参考。
- 船舶推进轴系 /
- 轴系校中 /
- 伴流场 /
- 螺旋桨水动力 /
- 流固耦合 /
- 多目标优化
Abstract: Objectives The traditional method of marine propulsion shafting alignment calculation usually ignores the influence of the ship's wake field, causing a large deviation between the computational result of the propeller hydrodynamic force and the real value which results in a decline in alignment accuracy. Methods Taking a long marine shafting as the research object, a propeller-shafting-hull integrated finite element model and its wake field model are established, and the propeller hydrodynamic force is calculated using the CFD numerical simulation method. The fluid-structure interaction method is used to apply the fluid computing results on the propeller surface for shafting alignment calculation, and the influence law of the propeller hydrodynamic force on the shafting deflection curve and the state parameters of each bearing are obtained. On this basis, in order to solve the problem of excessive load difference between the four bearings at the end of the long marine shafting, a multi-objective optimization algorithm is introduced for alignment calculation. Results When the propeller hydrodynamic force is considered, the deflection change of the shafting tail decreases. The closer to the propeller, the greater the influence of the bearing load, and the load value decreases with the increase of the advance coefficient. Comparing the alignment state of the shafting before and after multi-objective optimization, the load difference between the bearings is significantly reduced and the running state of the shafting is improved. Conclusions The proposed method can provide references for optimizing shafting alignment accuracy by considering the propeller hydrodynamic force.
- marine propulsion shafting system /
- shafting alignment /
- wake field /
- propeller-induced hydrodynamic force /
- fluid-structure interaction /
- multi-objective optimization

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图 1 某舰船长轴系布置简图

Figure 1. Layout diagram of a long marine shafting

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图 2 桨−轴−船一体化有限元模型（吃水线以下）

Figure 2. Unified finite element model of propeller-shafting-hull system（below waterline）

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图 3 船体伴流场及螺旋桨附近旋转小流场流域模型

Figure 3. Fluid computational domain model of ship's wake and small rotating flow near propeller

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图 4 流域网格划分结果

Figure 4. Meshing results of fluid computational domain

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图 5 船体伴流场及桨−轴附近流场速度云图

Figure 5. Velocity contours of ship's wake and flow near the propeller and shaft

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图 6 长轴系校中计算简化模型

Figure 6. Simplified calculation model for the long marine shafting alignment

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图 7 直线校中状态下长轴系挠度分布图

Figure 7. Deflection distribution diagram of the long marine shafting for linear alignment

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图 8 流固耦合压力作用于螺旋桨表面

Figure 8. Pressure acting on the propeller surface in fluid-structure interaction

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图 9 附加水动力的长轴系挠度分布图

Figure 9. Deflection distribution diagram of the long marine shafting with additional hydrodynamic force

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图 10 轴承载荷随进速系数的变化曲线

Figure 10. Variation of bearing loads with advance coefficients

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图 11 长轴系多目标优化校中流程

Figure 11. Multi-objective optimization alignment process of long marine shafting

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图 12 优化校中后长轴系挠度分布图

Figure 12. Deflection distribution diagram of the long marine shafting after alignment optimization

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表 1 螺旋桨水动力计算结果

Table 1. Computing results of propeller hydrodynamic force

进速系数J	航速V_P/(m·s⁻¹)	轴向推力f_x /kN	横向力f_z /kN	垂向力f_y /kN	阻力矩（扭矩）M_x /(kN·m)
0.6	0.5V_h	2 483.47	106.66	216.66	2 810.64
0.8	0.67V_h	1 962.02	83.15	264.76	2 337.22
1.0	0.83V_h	1 465.18	71.27	314.23	1 917.61
1.2	V_h	897.31	82.81	397.32	1 439.73
1.3	1.08V_h	560.13	89.08	417.63	1 150.18

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表 2 长轴系各部件载荷及材料属性

Table 2. Loads and material properties of each component for the long marine shafting system

部件	载荷形式	杨氏模量E/Pa	泊松比ν	原密度ρ₀/(kg·m⁻³)	浮力系数	计算密度ρ/(kg·m⁻³)
螺旋桨	集中	1.24×10¹¹	0.33	7 500	0.87	6 525.00
大齿轮	集中	2.00×10¹¹	0.30	7 850	—	7 850.00
艉轴	均布	2.00×10¹¹	0.30	7 850	0.87	6 859.50
其余轴段	均布	2.00×10¹¹	0.30	7 850	—	7 850.00

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表 3 直线校中状态下各轴承状态参数

Table 3. The state parameters of each bearing for linear alignment

名称	挠度/mm	转角/rad	载荷/kN	剪应力/MPa
后艉轴承	−1.84700	−3.240 9×10⁻⁶	368.17	2.264 9
前艉轴承	−0.921 63	−2.134 3×10⁻⁵	184.47	1.637 4
艉轴管轴承	−0.582 14	−1.156 9×10⁻⁶	120.63	0.976 4
1号中间轴承	−0.289 20	−1.678 7×10⁻⁵	148.11	1.238 2
2号中间轴承	−0.454 40	1.634 7×10⁻⁶	130.70	0.905 1
3号中间轴承	−0.800 38	9.958 5×10⁻⁷	71.49	0.745 7
4号中间轴承	−0.886 64	−1.056 5×10⁻⁶	92.93	0.773 1

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表 4 考虑螺旋桨水动力后各轴承状态参数

Table 4. State parameters of each bearing in consideration of propeller hydrodynamic force

名称	挠度/mm	转角/rad	载荷/kN	剪应力/MPa
后艉轴承	−0.806 26	3.3291×10⁻⁶	159.83	1.078 90
前艉轴承	−0.740 92	−4.867 9×10⁻⁶	148.44	0.799 23
艉轴管轴承	−0.465 52	−8.122 2×10⁻⁶	97.38	0.928 69
1号中间轴承	0.008 19	−2.694 6×10⁻⁶	158.12	1.521 70
2号中间轴承	−0.048 34	−1.406 0×10⁻⁶	99.88	0.831 32
3号中间轴承	−0.010 54	−6.081 2×10⁻⁶	107.09	0.911 37
4号中间轴承	0.004 69	−1.845 4×10⁻⁶	127.58	0.844 16

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表 5 优化校中后各轴承状态参数

Table 5. State parameters of each bearing after alignment optimization

名称	挠度/mm	转角/rad	载荷/kN	剪应力/MPa
后艉轴承	−0.812 20	1.635 7×10⁻⁵	160.99	1.110 20
前艉轴承	−0.772 36	−9.703 2×10⁻⁶	154.71	0.773 66
艉轴管轴承	−0.655 02	−7.128 8×10⁻⁶	135.16	0.800 67
1号中间轴承	−0.585 43	−7.897 1×10⁻⁶	132.72	1.190 00
2号中间轴承	−0.854 27	−1.404 9×10⁻⁵	122.32	0.923 03
3号中间轴承	−1.214 80	2.286 5×10⁻⁵	119.44	2.237 80
4号中间轴承	−2.198 40	4.423 5×10⁻⁵	156.29	3.813 20

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