【摘要】：全回轉(zhuǎn)拖輪由于動(dòng)力設(shè)備多，功率大，以及在機(jī)艙內(nèi)布置的復(fù)雜性，長(zhǎng)期以來拖輪艙室的振動(dòng)噪聲問題較為突出，嚴(yán)重影響船員生活和工作環(huán)境的舒適度。目前國(guó)內(nèi)外對(duì)全回轉(zhuǎn)拖輪振動(dòng)噪聲控制研究較少，本文以36m全回轉(zhuǎn)拖輪為研究對(duì)象，通過數(shù)值仿真的方法，以有限元和統(tǒng)計(jì)能量法為基礎(chǔ)，對(duì)36m全回轉(zhuǎn)拖輪振動(dòng)噪聲及控制進(jìn)行了系統(tǒng)的研究，同時(shí)對(duì)同類船型開展振動(dòng)噪聲實(shí)驗(yàn)，并與仿真值對(duì)比，驗(yàn)證了數(shù)值仿真的準(zhǔn)確性和可行性。 首先闡述了船舶主要的聲源和振動(dòng)源，全回轉(zhuǎn)拖輪的聲源和振動(dòng)源較為繁雜，數(shù)值也難以確定，本文分析了全回轉(zhuǎn)拖輪主要的聲振源，分析了主機(jī)和發(fā)電機(jī)組工作產(chǎn)生的空氣和結(jié)構(gòu)噪聲特性，以及螺旋槳工作產(chǎn)生結(jié)構(gòu)噪聲特性，并通過經(jīng)驗(yàn)公式和實(shí)驗(yàn)測(cè)量的方法獲得這三個(gè)主要聲振源的激勵(lì)頻譜圖。 其次為了研究全回轉(zhuǎn)拖輪的振動(dòng)特性，采用有限元軟件MSC.Patran建立了36m全回轉(zhuǎn)拖輪的超單元模型，并對(duì)模型進(jìn)行了模態(tài)分析和振動(dòng)預(yù)報(bào)，對(duì)同類船型開展艙室振動(dòng)實(shí)驗(yàn)，并將實(shí)驗(yàn)結(jié)果與仿真結(jié)果對(duì)比，驗(yàn)證了模型的準(zhǔn)確性。 再次為了研究全回轉(zhuǎn)拖輪的艙室噪聲，采用噪聲仿真軟件VA One，在有限元模型的基礎(chǔ)上，建立了36m全回轉(zhuǎn)拖輪的統(tǒng)計(jì)能量模型，分析了模型中能量的傳播路徑，并對(duì)模型進(jìn)行了艙室噪聲預(yù)報(bào)，對(duì)同類船型開展艙室噪聲實(shí)驗(yàn)，驗(yàn)證了模型的準(zhǔn)確性，并分析了各個(gè)噪聲源的噪聲貢獻(xiàn)率。 最后，為了使全回轉(zhuǎn)拖輪的艙室振動(dòng)和噪聲達(dá)到2012年IMO與DE第53次會(huì)議對(duì)船舶艙室噪聲的限制修訂規(guī)定，采取單層隔振對(duì)主機(jī)進(jìn)行隔振，其振動(dòng)隔振效果接近5dB，同時(shí)艙室降噪效果接近6dB(A)；并采取粘貼吸聲材料，對(duì)艙室進(jìn)行降噪處理，降噪效果較為明顯，，為4.7~7.2dB(A)。當(dāng)采用主機(jī)隔振和粘貼吸聲材料綜合處理的方法時(shí)，降噪效果十分顯著，接近11dB(A)。進(jìn)行艙室布置優(yōu)化設(shè)計(jì)，設(shè)計(jì)四種艙室布置方案，以改變聲能的傳播路徑，對(duì)不同的房間都有一定降噪效果，為船廠提供選擇。
[Abstract]:Due to the large power equipment and the complexity of the arrangement in the engine room, the vibration and noise problem of the tugboat cabin is prominent for a long time, which seriously affects the comfort of the crew's living and working environment. At present, there are few researches on vibration and noise control of full-rotating tugboat at home and abroad. In this paper, 36m full-rotary tug is taken as the research object, based on finite element method and statistical energy method through numerical simulation. The vibration noise and control of 36m full rotating tugboat are studied systematically. At the same time, the vibration and noise experiments of the same ship types are carried out, and compared with the simulation results, the accuracy and feasibility of the numerical simulation are verified. Firstly, the main sound and vibration sources of the ship are expounded. The sound and vibration sources of the full rotary tug are complicated and difficult to determine. The main acoustic and vibration sources of the full rotary tug are analyzed in this paper. The characteristics of air and structural noise produced by main engine and generator unit and the structural noise produced by propeller operation are analyzed. The excitation spectrum of the three main acoustic vibration sources is obtained by empirical formula and experimental measurement. Secondly, in order to study the vibration characteristics of the full rotating tug, the superelement model of the 36m full rotary tugboat is established by using the finite element software MSC.Patran, and the modal analysis and vibration prediction of the model are carried out, and the cabin vibration experiments are carried out on the similar ship types. The accuracy of the model is verified by comparing the experimental results with the simulation results. Thirdly, in order to study the cabin noise of the full rotating tug, the statistical energy model of the 36m full rotary tug is established based on the finite element model by using the noise simulation software VA One, and the energy transmission path in the model is analyzed. The cabin noise prediction of the model was carried out, and the cabin noise experiments of the same ship types were carried out to verify the accuracy of the model, and the noise contribution rate of each noise source was analyzed. Finally, in order to make the cabin vibration and noise of the all-rotary tugboat reach the limit of the 53rd meeting of IMO and DE in 2012, the vibration isolation of the main engine is carried out by single-layer vibration isolation, and the vibration isolation effect is close to 5 dB. At the same time, the noise reduction effect of cabin is close to 6dB (A);. The noise reduction effect of the cabin is better than that of 4.7~7.2dB (A). When the main engine vibration isolation and sound absorbing material are used, the noise reduction effect is very significant, which is close to that of 11dB (A). The optimization design of cabin layout and the design of four cabin layout schemes are carried out to change the transmission path of sound energy, which can reduce noise in different rooms and provide a choice for shipyards.
【學(xué)位授予單位】：江蘇科技大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類號(hào)】：U661.44

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