【摘要】：傳統(tǒng)的船型優(yōu)化一般基于靜水阻力最低，以靜水中的快速性來衡量船型的好壞。而實際上，一艘船舶在其營運的絕大多數(shù)時間內(nèi)都是在不同海況下航行的，船舶會受到由于波浪引起的阻力增值，靜水中快速性好的船其波浪中的快速性不一定也是好的。此外，降低船舶的航行阻力、減少主機(jī)功率也是減小燃油消耗、降低碳排放的關(guān)鍵。本文以一艘30萬噸級的油船作為研究對象，以波浪中的總阻力最低作為目標(biāo)函數(shù)，通過構(gòu)建基于靜水阻力和波浪增阻的集成優(yōu)化系統(tǒng)實現(xiàn)了船型的自動優(yōu)化，得到了波浪中總阻力最低的船型，并通過數(shù)值計算和模型試驗結(jié)果的對比分析驗證了優(yōu)化結(jié)果。 首先，在系統(tǒng)梳理靜水阻力和波浪增阻的數(shù)值計算方法及船型優(yōu)化研究現(xiàn)狀的基礎(chǔ)上，提出了基于CAD與CFD相結(jié)合的SBD（Simulation Based Design）技術(shù)開發(fā)波浪中總阻力最低的船型集成優(yōu)化系統(tǒng)的研究目標(biāo)。 其次，論證了波浪中總阻力最低的船型集成優(yōu)化系統(tǒng)中采用靜水阻力和波浪增阻的數(shù)值預(yù)報方法，并檢驗了阻力數(shù)值預(yù)報精度和反映船型變化的靈敏度，結(jié)果表明所采用計算方法雖存在一定的誤差，但都能正確的預(yù)報出船體阻力隨船型變化的趨勢。 第三，，為實現(xiàn)波浪增阻計算軟件在船型自動優(yōu)化過程中的集成應(yīng)用，開發(fā)了專門的增阻計算前處理接口程序，實現(xiàn)了常用標(biāo)準(zhǔn)幾何模型向增阻計算所需幾何模型的快速轉(zhuǎn)換。通過若干案列的幾何模型擬合度分析和增阻計算結(jié)果對比，檢驗了接口程序的精度和實用性，同時也證明了采用三次B樣條曲線擬合船體曲線的適用性。 第四，針對一艘30萬噸級油船，在Friendship軟件中構(gòu)建了全參數(shù)化模型，開發(fā)了基于波浪中總阻力（含靜水阻力和波浪增阻）的集成優(yōu)化系統(tǒng)。經(jīng)試驗設(shè)計方法和遺傳算法二次優(yōu)化得到了波浪中總阻力小的新改船型。并通過與原型及原改型的數(shù)值計算結(jié)果和模型試驗結(jié)果的對比，檢驗了船型集成優(yōu)化系統(tǒng)的可行性。參數(shù)化船型自動集成優(yōu)化系統(tǒng)突破了以往船型優(yōu)化主要依賴設(shè)計者經(jīng)驗的傳統(tǒng)模式，大大提高了優(yōu)化效率。 最后，針對短波增阻精確預(yù)報這一波浪增阻數(shù)值計算難點，結(jié)合重疊網(wǎng)格技術(shù)，采用Level set方法捕捉自由面，應(yīng)用SSTk湍流模型封閉并求解RANS方程和運動方程，獲得了船舶在靜水中和波浪中航行時所受到的阻力，初步探索了短波增阻的全粘流數(shù)值模擬方法。此外，通過實例對其精確度進(jìn)行了驗證，發(fā)現(xiàn)計算結(jié)果與試驗結(jié)果相比尚存在一定的差距，有待進(jìn)一步的研究。
[Abstract]:The traditional ship shape optimization is generally based on the lowest static water resistance, and the ship shape is measured by the speed in the still water. In fact, a ship is sailing in different sea conditions for most of its operation. The ship will be increased by the resistance caused by the wave, and the speediness of the ship with a good speed in the still water is not fast. In addition, reducing the resistance of the ship and reducing the power of the host are also the key to reduce fuel consumption and reduce carbon emissions. In this paper, a 300 thousand ton tanker is taken as the research object, with the minimum total resistance in the wave as the objective function, the integrated optimization system based on the static water resistance and wave resistance increase is realized. The ship shape is automatically optimized, and the ship hull with the lowest total resistance is obtained. The optimization results are verified through numerical analysis and comparative analysis of the model test results.
First, on the basis of the numerical calculation method of static water resistance and wave resistance increasing and the status of ship shape optimization, the goal of developing the ship type integrated optimization system based on the SBD (Simulation Based Design) technology based on CAD and CFD is proposed to develop the lowest total resistance of the wave in the wave.
Secondly, the numerical prediction method of static water resistance and wave increasing resistance in the ship type integrated optimization system with the lowest total resistance in the wave is demonstrated, and the numerical prediction precision of resistance and the sensitivity of the ship shape change are tested. The results show that although there is a certain error in the calculation method, the hull resistance can be correctly predicted with the ship. The trend of type change.
Third, in order to realize the integrated application of the wave increase resistance calculation software in the automatic optimization of the ship type, a special preprocessing interface program is developed, which realizes the rapid conversion of the common standard geometric model to the geometric model of the increase resistance calculation. The accuracy and practicability of the interface program are verified, and the applicability of the three B spline curve fitting hull curve is also proved.
Fourth, for a 300 thousand ton tanker, a fully parameterized model is built in Friendship software, and an integrated optimization system based on the total resistance in the wave (including static water resistance and wave resistance) is developed. The new modified ship model is obtained by the experimental design method and the genetic algorithm in two times. The feasibility of the ship type integrated optimization system is tested by the comparison between the numerical results and the model test results. The parametric ship type automatic integration optimization system breaks through the traditional model which mainly depends on the designer experience of the previous ship shape optimization, and greatly improves the optimization efficiency.
Finally, in order to predict the difficulty of the numerical calculation of the wave increasing resistance accurately, the Level set method is used to capture the free surface, and the SSTk turbulence model is used to seal and solve the RANS equation and motion equation, and the resistance of the ship to the navigation in the still water and the waves is obtained. In addition, the accuracy of the numerical simulation is verified by an example. It is found that there is still a gap between the calculated results and the experimental results, which needs further study.
【學(xué)位授予單位】：中國艦船研究院
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2014
【分類號】：U662

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