共查询到19条相似文献,搜索用时 156 毫秒
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基于现有风帆助航船舶的设计方案,根据横向力系数和推力系数随拱度比的变化趋势选定风帆参数。该文设计了可折叠帆面、双列布置的风帆方案,解决风帆助航船舶风帆装置对甲板空间占用过大的问题,风况不利、船舶进出港以及装卸货物时亦可实现良好的收帆效果。该文以80000t船为例检验该设计方案对船体稳定性的影响,得出了该新型风帆设计方案可有效降低燃油消耗实现船舶节能减排,并满足船舶安全要求的结论。 相似文献
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风帆助航实船推进性能分析 总被引:1,自引:0,他引:1
本文通过风帆助航试验船“舟渔机研壹号”的试验工作和实船微电脑数据采集,提出了风帆助航船舶推进性能的反平衡分析方法。并提出了帆机实船工况匹配、风帆推进实船节能等分析和计算方法。 相似文献
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中国沿海风帆助航节能的潜力 总被引:3,自引:1,他引:2
本文从船舶安装风帆后的受力分析出发,建立了风帆助航节能计算的数学模型。结合我国沿海各主要航线所经海域的全年风向风力资源统计资料,以及现代矩形层流硬帆的试验数据,编制了计算机程序,得到航线上各统计区海域每平方米风面积所能获得的功率增益,从而可以了解中国沿海风帆助航节能的潜力。本文也可作为风帆助航船初步设计时,确定风帆主尺度的依据。 相似文献
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利用风能的翼型风帆助推技术是运输船舶满足EEDI高阶段指标的重要技术措施之一。以一左右舷横向对称布置两对翼型风帆的油船为研究对象,选取典型相对风向角,分别采用烟流流动显示试验和风洞测力试验的方法,从定性和定量两个方面分析双帆横向间距变化及不同操帆控制策略对风帆组气动特性的影响;在此基础上,通过求解计及横倾的四自由度MMG非线性运动方程组,评估压载吃水下双帆横向间距及其操纵控制策略对风帆组节能的影响。研究表明:横风作用下,沿船宽横向布置的两帆间存在着相互干扰,通过合理的操纵控制,可提高风帆组的推进性能;两帆横向间距越小,帆-帆干扰效应越明显,为最大限度地发掘风帆组的整体助推潜力,需要差动操帆的角度也越大;相较同步操帆最优状态的推力增量,同时差动操纵背风侧两帆,风帆组推力增量可再提高约7.7%,压载吃水下风帆组的综合节能收益可达22.7%。 相似文献
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为了节能的需要,在现代船舶上采用风帆推进装置的方案又被重新提出。在国外,已成功地发展了机主帆副的船舶(或称风帆助航节能船舶)。据统计,由于利用风帆而得到的节能效果约15%左右,每平方米帆面积平均获得的功率约0.3~0.4马力,我国也已开展这方面的研究工作,并准备用之于实船。 本文结合有关任务,对圆弧型风帆的流体动力性能进行了试验研究,探讨风帆的形式及参数等对空气动力性能的影响。文中给出的资料可供设计风帆时计算推力、横向力及编制风帆自动控制程序之用。 相似文献
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“明州22”号船风帆骨架强度有限元分析 总被引:2,自引:1,他引:1
对集装箱船用风帆结构力状况进行了分析,用不同梁单元构造了风帆典型结构的有限元模型。通过对各应力分量进行分析,拽出了风帆结构的总体强度以及是易破坏的危险区域。 相似文献
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舰船在风浪中横摇运动特性是影响舰船航行安全的主要因素,而当舰船由于碰撞、搁浅等意外事故造成船体破损进水后,具有淹水舱的舰船在风浪中的横摇运动将变得更加复杂,更加危险,文章系统地分析了具有淹水舱的舰船在波浪中横摇运动时船和舱内水的能量耦合作用,根据拉格朗日方程建立了具有淹水舱的舰船横摇运动两自由度微分方程,并在此基础上,用Melnikov方法对某实船破损进水后的横摇运动进行了非线性分析,验证了所建模型的实用性,为进一步分析破损进水舰船在风浪中的横摇运动特性提供了可行的数学模型. 相似文献
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Toshifumi Fujiwara Grant E. Hearn Fumitoshi Kitamura Michio Ueno Yoshimasa Minami 《Journal of Marine Science and Technology》2005,10(3):131-146
The steady sailing performance of a sail-assisted bulk carrier is investigated utilising towing-tank derived hydrodynamic derivatives and wind tunnel measured aerodynamic properties of the sails and the ship. The aerodynamic characteristics investigated include the ship hull at the fully-loaded draught, the sail–sail interaction effects for two sets of four identical hybrid-sails, and the sail–hull interaction effects for the same two sets of identical sails in the presence of the selected bulk carrier hull-form. This is in addition to lift–drag measurements of single isolated sails of each shape. The form of the two sets of soft sails was rectangular and triangular. This paper is concerned with assessing the benefits of a sail-assisted ship operation, and hence a steady-state rather than complete time-domain integrations of the governing equations are reported. The results of the completed analysis suggest that the benefits of the derived sail generated driving force are greater than the overhead of equipping the ship with a selected system of hybrid-sails. Sail-assisted ships could represent an important contribution to an improving global environment by reducing the demands for a driving force through the propeller. 相似文献
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Toshifumi Fujiwara Grant E. Hearn Fumitoshi Kitamura Michio Ueno 《Journal of Marine Science and Technology》2005,10(2):82-95
In a previously reported study, wind tunnel experiments were undertaken to investigate the aerodynamic characteristics of hybrid-sails in isolation. Such sails are seen as providing a worthwhile reduction in the delivered power to the propeller and hence the engine generated thrust, with a corresponding reduction in the CO2 production of diesel engine exhaust. In this paper, wind tunnel testing is used to investigate sail–sail interaction effects for two sets of four identical hybrid-sails, and the sail–hull interaction effects for the same two sets of four identical sails in the presence of a bulk carrier hullform. The analysis presented suggests that to build a sail-assisted ship requires an appreciation of the sail–sail and sail–hull interaction effects. 相似文献
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Ships which have large structures above water surface, such as pure car carriers (PCCs) and container vessels, have large
speed reduction by wind pressure. In the present study, the running speed of a large PCC with two or more sails for using
wind power is simulated. The simulated results demonstrate that the ship can keep a constant service speed even in winds of
20m/s except head and bow winds. This sail system can shorten annual average navigation time by about 4 hours per voyage. 相似文献
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