CN110877670A - Disconnected axle formula segmentation self-navigation model of boats and ships water elasticity test - Google Patents

Abstract

The invention discloses a broken shaft type segmented self-propulsion model for a ship hydro-elasticity test, which comprises a hull system, a keel beam system and a propulsion system, wherein the hull system comprises a hull and a keel beam; the hull system comprises a segmented hull, a segmented deck and a base, the keel beam system comprises a keel beam and a clamp, and the propulsion system comprises a motor, a propeller shaft, a propeller, a universal joint and a steering engine. The propeller shaft of the present invention is disconnected at the segments between the segmented hulls and connected by universal joints. The universal joint can realize the normal rotation of the propeller shafts when the adjacent propeller shafts have displacement and corner deformation caused by the deformation of the ship hull. Therefore, the self-propelled model can adopt the propeller to provide power, and can continuously segment the ship body from the bow to the stern and install the keel beam, so that the wave load of any section of the ship body from the bow to the stern can be measured. The invention relates to the technical field of ship tests.

Description

Translated fromChinese

一种船舶水弹性试验的断轴式分段自航模型A broken shaft segmented self-propelled model for ship hydroelasticity test

技术领域technical field

本发明涉及船舶试验技术领域，特别涉及一种船舶水弹性试验的断轴式分段自航模型。The invention relates to the technical field of ship testing, in particular to a broken-axis segmented self-propelled model for a ship hydroelasticity test.

背景技术Background technique

波浪载荷是作用于船体结构上所有外部环境载荷(包括风、浪、流等环境载荷)中最为重要的流体载荷。由于波浪载荷作用导致的船体结构失效与破坏等海难事故时有发生。因此，合理预报船舶在波浪作用下的载荷响应是十分必要的，也是评估船体结构的屈服、屈曲和疲劳强度等安全性问题的首要任务。由于真实的船体是弹性体，漂浮在海面上的船体结构在波浪外力的作用下会发生运动和变形，船体结构的运动和变形又会进一步影响流场及波浪力。因此，在船舶波浪载荷的研究当中，还需要考虑船体结构的水弹性效应。Wave load is the most important fluid load among all external environmental loads (including wind, wave, current and other environmental loads) acting on the hull structure. Ship hull structural failures and damages due to wave loads often occur. Therefore, it is very necessary to reasonably predict the load response of the ship under the action of waves, and it is also the primary task of evaluating the safety issues such as yielding, buckling and fatigue strength of the hull structure. Since the real hull is an elastic body, the hull structure floating on the sea will move and deform under the action of external wave force, and the movement and deformation of the hull structure will further affect the flow field and wave force. Therefore, in the study of ship wave loads, the hydroelastic effect of the hull structure also needs to be considered.

船舶模型的水弹性试验不仅可以验证水弹性理论方法的正确性，还可用于外推预报实船在海上航行时的运动与波浪载荷。船模水弹性试验一般采用分段船模在水池实验室模拟生成的波浪环境中开展。通过将船模分段并在在壳体内部加装弹性龙骨梁连接各分段，龙骨梁的剖面刚度及振动模态的设计值与实船满足相似关系，可有效计及船体结构的弹性变形对波浪载荷的影响。分段模型的船体外壳用于保证船模周围的流场分布与实际情况相似，各分段船壳之间保留间隙防止船体变形时船壳的相互碰撞。各分段船壳将受到的流体外力完全传递给龙骨梁，龙骨梁用于模拟连续的船体结构在流体力、惯性力和弹性力耦合作用下的振动变形与受力情况。通过在龙骨梁上布置应力传感器可以测得船模所承受的剖面载荷(例如弯矩、剪力和扭矩等)。The hydroelasticity test of the ship model can not only verify the correctness of the hydroelasticity theory method, but also be used to extrapolate and predict the motion and wave load of the real ship at sea. The hydroelasticity test of the ship model is generally carried out in the wave environment generated by the simulation of the tank laboratory by using the segmented ship model. By dividing the ship model into sections and installing elastic keel beams inside the shell to connect each section, the section stiffness of the keel beam and the design value of the vibration mode satisfy the similar relationship with the actual ship, which can effectively take into account the elastic deformation of the hull structure Effects on wave loads. The hull shell of the segmented model is used to ensure that the flow field distribution around the ship model is similar to the actual situation, and gaps are reserved between the segmented hulls to prevent the hulls from colliding with each other when the hull is deformed. Each segmented hull completely transmits the fluid external force to the keel beam, and the keel beam is used to simulate the vibration, deformation and force of the continuous hull structure under the coupling action of fluid force, inertia force and elastic force. By arranging stress sensors on the keel beam, the section loads (such as bending moment, shear force and torque, etc.) that the ship model bears can be measured.

船模水弹性试验一般可分为拖曳模型试验和自航模型试验。拖曳模型在波浪中的航行动力由水池实验室的拖车提供，拖车上安装的适航仪在船模重心位置处施加水平方向的拖曳力。拖曳模型的艉部不需要安装螺旋桨和轴系等推进系统。因此，可将拖曳船模自艏至艉进行分段并用龙骨梁连接，从而可以测量船体任意剖面处龙骨梁上的波浪载荷。另一方面，自航模型试验需要安装船舶推进系统，在船模艉部安装电机、轴系和螺旋桨等推进设备。自航船模在波浪中航行的动力由自身的推进系统提供，螺旋桨旋转过程中会引起艉部流场的剧烈变化，自航模型试验能够合理地考虑艉部螺旋桨伴流场对于船体流场的影响和干扰，因此能够更加准确模拟和反映实船海上航行时的物理现象和受力情况。然而，由于高速旋转的桨轴无法满足变形的要求，且桨轴的长度一般较长，无法对布置桨轴区域的船壳进行分段。因此，通常采用的自航船模仅在船体轴系的前方进行分段并进行波浪载荷测量，而艉部仍采用整段的刚体船壳，无法测量剖面载荷。仅模拟船体轴系前方部分的船体结构弹性变形效应，不能够充分反映全船的水弹性振动响应。The hydroelasticity test of ship model can generally be divided into tow model test and self-propelled model test. The sailing power of the towed model in waves is provided by the trailer of the pool laboratory, and the airworthiness instrument installed on the trailer exerts a horizontal drag force at the center of gravity of the ship model. The stern of the towed model does not require propulsion systems such as propellers and shafting. Therefore, the towed ship model can be segmented from bow to stern and connected by keel beam, so that the wave load on the keel beam at any section of the hull can be measured. On the other hand, the self-propelled model test requires the installation of a ship propulsion system, and the installation of propulsion equipment such as motors, shafting and propellers on the stern of the ship model. The power of the self-propelled ship model sailing in waves is provided by its own propulsion system. During the rotation of the propeller, the stern flow field will change drastically. The self-propelled model test can reasonably consider the influence of the wake field of the stern propeller on the hull flow field. Therefore, it can more accurately simulate and reflect the physical phenomena and stress conditions of the actual ship at sea. However, because the high-speed rotating propeller shaft cannot meet the requirements of deformation, and the length of the propeller shaft is generally long, it is impossible to segment the hull in which the propeller shaft area is arranged. Therefore, the self-propelled ship model usually used is only segmented in front of the hull shafting and wave load measurement is carried out, while the stern part still uses a whole section of rigid hull, which cannot measure the profile load. Only simulating the elastic deformation effect of the hull structure in the forward part of the hull shafting cannot fully reflect the hydroelastic vibration response of the whole ship.

发明内容SUMMARY OF THE INVENTION

本发明的目的在于克服现有技术的缺陷和不足，提供了一种船舶水弹性试验的断轴式分段自航模型，船模所受到的航行动力由艉部的螺旋桨提供，且可以测量自艏至艉的船体任何剖面处的波浪载荷。The purpose of the present invention is to overcome the defects and deficiencies of the prior art, and provide a broken-axis segmented self-propelled model for the hydroelasticity test of the ship. Wave loads at any section of the stern hull.

本发明的目的可以通过如下技术方案实现：一种船舶水弹性试验的断轴式分段自航模型，包括船壳系统、龙骨梁系统以及推进系统；所述船壳系统包括分段船壳、分段甲板以及基座，船壳按照实船的几何外形缩放后，在波浪载荷测量剖面处将船壳断开，形成多个分段船壳，相邻分段船壳之间采用硅胶密封条连接，每个分段船壳上方都安装有分段甲板，每个分段船壳底部的中间位置处固定有基座；所述龙骨梁系统包括龙骨梁以及夹具，龙骨梁自艏至艉纵向连续布置，并通过夹具固定在基座上；所述推进系统包括电机、桨轴、螺旋桨、万向节以及舵机，电机安装于船体艉部；桨轴一端与电机连接，另一端与螺旋桨连接，桨轴在分段船壳间的分段处断开，并通过万向节连接；位于船体内部的部分桨轴，穿过基座上的基座通轴孔；舵机安装于船艉并位于螺旋桨正后方。The purpose of the present invention can be achieved through the following technical solutions: a broken-axis segmented self-propelled model for a ship hydroelasticity test, including a hull system, a keel beam system and a propulsion system; the hull system includes a segmented hull, a segmented After the deck, base, and hull are scaled according to the geometric shape of the actual ship, the hull is disconnected at the wave load measurement section to form a plurality of segmented hulls. The adjacent segmented hulls are connected by silicone sealing strips. A segmented deck is installed above each segmented hull, and a base is fixed at the middle position of the bottom of each segmented hull; the keel beam system includes a keel beam and a clamp, and the keel beam is longitudinally continuously arranged from the bow to the stern, and It is fixed on the base by a clamp; the propulsion system includes a motor, a propeller shaft, a propeller, a universal joint and a steering gear, and the motor is installed on the stern of the hull; one end of the propeller shaft is connected with the motor, and the other end is connected with the propeller. The segments between the segmented hulls are disconnected and connected by universal joints; part of the propeller shaft inside the hull passes through the pedestal shaft hole on the base; the steering gear is mounted on the stern and located directly behind the propeller .

作为优选的技术方案，在相邻分段船壳之间的分段缝隙的两边安装有加强肋板。加强肋板用于加强各分段船壳的强度并防止分段船壳变形。As a preferred technical solution, reinforcing ribs are installed on both sides of the segmented gap between adjacent segmented hulls. Reinforcing floors are used to strengthen the strength of each segmented hull and prevent deformation of the segmented hull.

作为优选的技术方案，所述加强肋板呈U型，设置在船壳的两舷侧板和底板上，设置于底板上的加强肋板略低于龙骨梁的下表面。船底板上方连接的加强肋板具有较大高度，但要低于龙骨梁的下表面高度。较高的加强肋板不仅能够进一步增强分段船壳的强度，还可以起到水密横舱壁的作用。防止某切口硅胶密封条或船壳破损后浸水的纵向扩散蔓延，可将浸水限制在某段船壳区域内，从而提高船舶的抗沉性和安全性。As a preferred technical solution, the reinforcing ribs are U-shaped and are arranged on the side plates and the bottom plate of the hull, and the reinforcing ribs disposed on the bottom plate are slightly lower than the lower surface of the keel beam. The stiffening floors connected above the bottom plate have a greater height, but are lower than the height of the lower surface of the keel beam. The higher stiffening floors can not only further enhance the strength of the segmented hull, but also function as a watertight transverse bulkhead. To prevent the longitudinal diffusion and spread of water immersion after a certain cut silicone seal or hull is damaged, the immersion can be limited to a certain section of the hull area, thereby improving the sinking resistance and safety of the ship.

作为优选的技术方案，相邻分段船壳在分段缝隙附近的舷侧及底部的外表面上对称设有凹状条痕，用于粘贴硅胶密封条。设置凹状条痕，不仅可方便粘贴硅胶密封条，还能够保证船壳外表面光顺。As a preferred technical solution, adjacent segmented hulls are symmetrically provided with concave stripes on the outer surfaces of the side and bottom near the segmented gaps, which are used for sticking silicone sealing strips. The concave streaks are provided, which not only facilitates the paste of the silicone seal, but also ensures that the outer surface of the hull is smooth.

作为优选的技术方案，所述夹具包括上夹具和下夹具，所述下夹具固定在基座上，所述上夹具固定在龙骨梁上方，上夹具和下夹具对称开有与龙骨梁宽度相等的凹槽。龙骨梁放置于上夹具和下夹具组成的凹槽内，可实现水平方向的横向移动受到限制。As a preferred technical solution, the fixture includes an upper fixture and a lower fixture, the lower fixture is fixed on the base, the upper fixture is fixed above the keel beam, and the upper fixture and the lower fixture are symmetrically opened with a width equal to the keel beam. groove. The keel beam is placed in the groove formed by the upper clamp and the lower clamp, and the lateral movement in the horizontal direction can be restricted.

作为优选的技术方案，所述上夹具和下夹具上对称开有圆孔，圆孔与基座上的内螺纹孔对应，螺栓穿过夹具的圆孔并与基座的内螺纹孔连接。As a preferred technical solution, the upper clamp and the lower clamp are symmetrically provided with circular holes, the circular holes correspond to the inner threaded holes on the base, and the bolts pass through the circular holes of the clamps and are connected with the inner threaded holes of the base.

作为优选的技术方案，在桨轴穿过船壳位置处安装有轴包套，在轴包套内部的两端嵌入铜环，延伸出船壳外部的桨轴通过轴支架支撑，轴支架的上端固定于船壳内部。铜环与轴包套过盈配合，能减小桨轴转动时与轴包套的接触面积从而减小摩擦。As a preferred technical solution, a shaft cover is installed at the position where the propeller shaft passes through the hull, copper rings are embedded in both ends of the inside of the shaft cover, and the propeller shaft extending out of the hull is supported by a shaft bracket, and the upper end of the shaft bracket is fixed inside the hull. The interference fit between the copper ring and the shaft sleeve can reduce the contact area between the propeller shaft and the shaft sleeve when the propeller shaft rotates, thereby reducing friction.

作为优选的技术方案，所述轴包套上开有黄油孔。在黄油孔内注射黄油不仅可以起到润滑作用，进一步减小桨轴转动时的摩擦力，还可以起到水密作用，防止海水通过轴包套及铜环与桨轴的缝隙浸入船体内部。As a preferred technical solution, a grease hole is opened on the shaft cover. Injecting butter into the butter hole can not only play a lubricating role, further reduce the friction force when the propeller shaft rotates, but also play a watertight role, preventing seawater from immersing into the inside of the hull through the gap between the shaft sleeve and the copper ring and the propeller shaft.

作为优选的技术方案，所述自航模型还包括测量系统，所述测量系统包括应变片以及数据采集仪；所述应变片粘贴在龙骨梁的外表面上，其纵向位置位于分段船壳间分段处的横剖面；应变片通过数据传输线与数据采集仪连接。As a preferred technical solution, the self-propelled model further includes a measurement system, which includes a strain gauge and a data acquisition instrument; the strain gauge is pasted on the outer surface of the keel beam, and its longitudinal position is located between the segmented hulls Cross section at the segment; the strain gauge is connected to the data acquisition instrument through the data transmission line.

作为优选的技术方案，所述测量系统还包括陀螺仪和加速度计，所述陀螺仪安装在自航模型的重心位置处，所述加速度计安装在自航模型的甲板上。As a preferred technical solution, the measurement system further includes a gyroscope and an accelerometer, the gyroscope is installed at the center of gravity of the self-propelled model, and the accelerometer is installed on the deck of the self-propelled model.

本发明与现有技术相比，具有如下优点和有益效果：Compared with the prior art, the present invention has the following advantages and beneficial effects:

1.本发明在分段船壳分段处采用万向节连接断开的桨轴，从而实现自航模型既能够采用螺旋桨提供动力，又能够将船体自艏至艉连续分段并安装龙骨梁，可以测量自艏至艉的船体任何剖面处的波浪载荷。1. The present invention adopts universal joints to connect and disconnect the propeller shaft at the segmented hull, so that the self-propelled model can not only use the propeller to provide power, but also can continuously segment the hull from the bow to the stern and install the keel beam. , which can measure the wave load at any section of the hull from bow to stern.

2.本发明自航模型所受到的航行动力由艉部的螺旋桨提供，并非拖曳模型试验中的在船舶重心处施加水平方向拖曳力，可以更加真实地模拟实船海上航行时的运动和受力情况。本发明可将船体自艏至艉连续分段并安装龙骨梁，使船模的振动模态(固有频率和固有振型)更加接近实际情况。2. The navigating power received by the self-propelled model of the present invention is provided by the propeller at the stern, instead of applying a horizontal drag force at the center of gravity of the ship in the drag model test, which can more realistically simulate the motion and stress of the actual ship at sea Happening. The invention can continuously segment the hull from the bow to the stern and install the keel beam, so that the vibration mode (natural frequency and natural mode shape) of the ship model is closer to the actual situation.

附图说明Description of drawings

图1是本发明实施例中自航模型的中纵剖面透视图；1 is a perspective view of a mid-longitudinal section of a self-propelled model in an embodiment of the present invention;

图2是本发明实施例中自航模型的内部结构俯视透视图；Fig. 2 is the top perspective view of the internal structure of the self-propelled model in the embodiment of the present invention;

图3是本发明实施例中自航模型的艉部局部结构俯视图；3 is a top view of the partial structure of the stern part of the self-propelled model in the embodiment of the present invention;

图4是本发明实施例中自航模型的艉部局部结构仰视图；Fig. 4 is the bottom view of the partial structure of the stern part of the self-propelled model in the embodiment of the present invention;

图5是本发明实施例中相邻分段船壳间分段处的局部视图；Figure 5 is a partial view of a segment between adjacent segmented hulls in an embodiment of the present invention;

图6是本发明实施例中自航模型的艉部局部结构鸟瞰图；6 is a bird's-eye view of the partial structure of the stern part of the self-propelled model in the embodiment of the present invention;

图7是本发明实施例中基座与夹具的装配图；7 is an assembly diagram of a base and a clamp in an embodiment of the present invention;

图8是本发明实施例中自航模型的艉部局部中纵剖面透视图；8 is a perspective view of a partial mid-longitudinal section of the stern part of the self-propelled model in the embodiment of the present invention;

图9是本发明实施例中推进系统结构图；9 is a structural diagram of a propulsion system in an embodiment of the present invention;

图10是本发明实施例中桨轴与万向节的连接装配图；Fig. 10 is the connection assembly diagram of the propeller shaft and the universal joint in the embodiment of the present invention;

图11是本发明实施例中桨轴与万向节的变形传动示意图；11 is a schematic diagram of the deformation transmission of the paddle shaft and the universal joint in the embodiment of the present invention;

图12是本发明实施例中桨轴穿过轴包套的局部结构图；12 is a partial structural diagram of the paddle shaft passing through the shaft wrapping sleeve in the embodiment of the present invention;

图13是本发明实施例中龙骨梁横剖面上应变片的布置方案；Fig. 13 is the arrangement scheme of the strain gauge on the cross section of the keel beam in the embodiment of the present invention;

图14是本发明实施例中全桥式测量电路。FIG. 14 is a full-bridge measurement circuit in an embodiment of the present invention.

其中：1：分段船壳，2：分段甲板，3：基座，4：基座内螺纹孔，5：切口缝隙，6：加强肋板，7：凹状条痕，8：硅胶密封条，9：龙骨梁，10：夹具，11：夹具开孔，12：螺栓，13：电机，14：桨轴，15：螺旋桨，16：轴包套，17：铜环，18：黄油孔，19：轴支架，20：万向节，21：键槽，22：键，23：内螺纹孔，24：顶丝，25：舵机，26：基座通轴孔，27：肋板通轴孔，28：应变片，29：陀螺仪，30：加速度计，#1-#20：站位，R1-R4：应变片。Among them: 1: segmented hull, 2: segmented deck, 3: base, 4: threaded hole in base, 5: slit slot, 6: reinforcement rib, 7: concave streak, 8: silicone seal , 9: Keel beam, 10: Clamp, 11: Clamp hole, 12: Bolt, 13: Motor, 14: Propeller shaft, 15: Propeller, 16: Shaft cover, 17: Copper ring, 18: Butter hole, 19 : Shaft bracket, 20: Universal joint, 21: Keyway, 22: Key, 23: Female thread hole, 24: Top screw, 25: Servo, 26: Base through shaft hole, 27: Rib plate through shaft hole, 28: Strain gauge, 29: Gyroscope, 30: Accelerometer, #1-#20: Station position, R1-R4: Strain gauge.

具体实施方式Detailed ways

下面结合实施例及附图对本发明作进一步详细的描述，但本发明的实施方式不限于此。The present invention will be described in further detail below with reference to the embodiments and the accompanying drawings, but the embodiments of the present invention are not limited thereto.

如图1、2所示，一种船舶水弹性试验的断轴式分段自航模型，包括船壳系统、龙骨梁系统、推进系统、测量系统。模型总长12.50m、型宽1.70m、型深1.10m、吃水0.40m，排水量4.60t。将模型自艏至艉分为等站距的20个站位，标号为#1至#20。As shown in Figures 1 and 2, a broken-axis segmented self-propelled model for a ship hydroelasticity test includes a hull system, a keel beam system, a propulsion system, and a measurement system. The model has a total length of 12.50m, a moulded width of 1.70m, a moulded depth of 1.10m, a draft of 0.40m and a displacement of 4.60t. Divide the model from bow to stern into 20 equidistant stations, labelled #1 to #20.

船壳系统包括分段船壳、分段甲板、基座。分段船壳按照实船的几何外形缩放后加工得到。在第#2、#4、#6、#8、#10、#12、#14、#16、#18站位处将船模切开分为10段，并测量这9个横剖面位置处的波浪载荷。切口宽度为30mm，将切口宽度范围内的船壳去掉。切口缝隙的目的是防止龙骨梁发生弹性变形时导致固连于龙骨梁上相邻两段船壳发生碰撞。采用硅胶密封条连接相邻的分段船壳，从而对分段切口缝隙进行密封。共采用10块分段甲板安装在各分段船壳的上方，分段甲板之间也保留30mm宽的缝隙避免相互碰撞。分段甲板的作用是防止试验过程中发生甲板上浪时波浪进入到船体内部。在第#1、#3、#5、#7、#9、#11、#13、#15、#17、#19站位处的分段船壳底部中间位置安装基座，用于提供龙骨梁的安装平台。基座宽度为140mm，最大高度距离底部基线530mm。各基座的内部上方预埋有3行2列共6个M20的内螺纹孔，用于龙骨梁系统的安装固定。The hull system includes a segmented hull, a segmented deck, and a base. The segmented hull is scaled and processed according to the geometric shape of the real ship. Cut the ship die into 10 sections at the #2, #4, #6, #8, #10, #12, #14, #16, #18 stations, and measure the positions of these 9 cross sections wave load. The width of the cut is 30mm, and the hull within the width of the cut is removed. The purpose of the slit gap is to prevent the collision of two adjacent hulls fixed on the keel beam when the keel beam is elastically deformed. Silicone sealing strips are used to connect adjacent segmented hulls to seal the segmented cut gaps. A total of 10 segmented decks are installed on the top of each segmented hull, and a 30mm wide gap is also reserved between the segmented decks to avoid mutual collision. The function of the segmented deck is to prevent the waves from entering the interior of the hull when the deck waves occur during the test. Install pedestals in the middle of the bottom of the segmented hull atstations #1, #3, #5, #7, #9, #11, #13, #15, #17, #19 to provide the keel Beam mounting platform. The width of the base is 140mm, and the maximum height is 530mm from the bottom baseline. There are 6 M20 internal threaded holes in 3 rows and 2 columns embedded above the interior of each base, which are used for the installation and fixation of the keel beam system.

如图3、4所示，在各分段船壳的两端部(艏艉段船壳的一端部)靠近切口缝隙位置处安装加强肋板，用于加强各分段船壳的强度并防止分段船壳变形。加强肋板采用8mm厚的横框架式薄板，设置在船体的两舷侧板和底板上。船底板上方连接的加强肋板具有较大高度，但要低于龙骨梁的下表面高度，本实施例中的高度为400mm。较高的加强肋板不仅能够进一步增强分段船壳的强度，还可以起到水密横舱壁的作用。防止某切口硅胶密封条或船壳破损后浸水的纵向扩散蔓延，可将浸水限制在某段船壳区域内，从而提高船舶的抗沉性和安全性As shown in Figures 3 and 4, reinforcing ribs are installed at the two ends of each segmented hull (one end of the bow and stern hull) near the slits to strengthen the strength of each segmented hull and prevent the Segmented hull deformation. The 8mm-thick transverse frame-type thin plates are used for the reinforcing floors, which are arranged on the side plates and the bottom plate of the hull. The reinforcing rib connected above the bottom plate has a larger height, but is lower than the height of the lower surface of the keel beam, and the height in this embodiment is 400mm. The higher stiffening floors can not only further enhance the strength of the segmented hull, but also function as a watertight transverse bulkhead. Prevent the longitudinal diffusion and spread of water immersion after a cut silicone seal or hull is damaged, which can limit the immersion to a certain section of the hull area, thereby improving the sinking resistance and safety of the ship

如图5所示，分段船壳的外表面在靠近切口缝隙处的边缘设有宽度为30mm、深度为2mm的凹状条痕，用于布置和粘贴硅胶密封条。硅胶密封条的厚度等于船壳上设置的凹状条痕深度，为2mm；宽度等于两个船壳凹状条痕宽度与分段切口宽度之和，为90mm；长度等于船体外壳和甲板的横剖面周长之和。硅胶密封条具有良好的弹性，不影响由于龙骨梁变形导致的相邻两分段船壳之间发生变形时的受力情况。硅胶密封条可以起到水密作用，防止水从切口缝隙处进入到船体内部。硅胶密封条粘贴后可保证船壳外表面的曲面光顺，从而保证船体周围流场与实际情况一致。As shown in Figure 5, the outer surface of the segmented hull is provided with a concave stripe with a width of 30mm and a depth of 2mm at the edge near the slit for arranging and pasting the silicone seal. The thickness of the silicone sealing strip is equal to the depth of the concave stripe set on the hull, which is 2mm; the width is equal to the sum of the width of the two hull concave stripes and the width of the segment cut, which is 90mm; the length is equal to the sum of the perimeter of the transverse section of the hull shell and deck and. The silicone sealing strip has good elasticity, which does not affect the stress between the two adjacent hull sections due to the deformation of the keel beam. The silicone sealing strip can play a watertight role, preventing water from entering the interior of the hull from the slit gap. After the silicone sealing strip is pasted, the curved surface of the outer surface of the hull can be guaranteed to be smooth, so as to ensure that the flow field around the hull is consistent with the actual situation.

如图6、7所示，龙骨梁系统包括龙骨梁、夹具、螺栓。龙骨梁自艏至艉纵向连续布置，其中心线高度位于船体中和轴高度。分段船壳将所受到的流体动力传递给龙骨梁，龙骨梁用于模拟和反映连续的船体结构在流体力、惯性力和弹性力联合作用下的振动变形与受力情况。龙骨梁自艏部#1站位至艉部#19站位纵向连续布置，并在艏部#1站位和艉部#19站位的基座外缘各向外延伸40mm。龙骨梁采用矩形剖面的管状结构，宽度为284mm、高度为170mm、壁厚为20mm。As shown in Figures 6 and 7, the keel beam system includes keel beams, clamps, and bolts. The keel beam is continuously arranged longitudinally from the bow to the stern, and the height of its centerline is located in the middle of the hull and the height of the shaft. The segmented hull transmits the hydrodynamic force to the keel beam, and the keel beam is used to simulate and reflect the vibration, deformation and stress of the continuous hull structure under the combined action of fluid force, inertial force and elastic force. The keel beams are continuously arranged longitudinally from thebow #1 station to thestern #19 station, and extend 40mm outward from the outer edge of the base at thebow #1 station and thestern #19 station. The keel beam adopts a tubular structure with a rectangular section, with a width of 284mm, a height of 170mm and a wall thickness of 20mm.

夹具用于将龙骨梁与基座进行连接和固定，包括上下对称的上夹具和下夹具。下夹具布置在基座上，上夹具布置在龙骨梁上方相应位置。夹具长度为180mm，前后两端均伸出基座20mm；宽度为484mm，左右两端均伸出龙骨梁100mm；厚度为40mm。在龙骨梁宽度范围内，上夹具和下夹具对称设置深度为20mm的凹槽，用于夹紧龙骨梁限制其在水平方向的横向移动。上夹具和下夹具上分别对称开有3行2列共6个直径为22mm的圆孔用于穿过M20的螺栓，开孔位置与基座内螺纹孔保持在同一垂线内，螺栓穿过夹具并与基座内部预埋的内螺纹孔连接。The clamp is used to connect and fix the keel beam and the base, including the upper and lower clamps that are symmetrical up and down. The lower fixture is arranged on the base, and the upper fixture is arranged at the corresponding position above the keel beam. The length of the fixture is 180mm, and the front and rear ends are protruding from the base by 20mm; the width is 484mm, and the left and right ends are protruding from the keel beam by 100mm; the thickness is 40mm. Within the width of the keel beam, the upper clamp and the lower clamp are symmetrically provided with grooves with a depth of 20mm, which are used to clamp the keel beam to limit its lateral movement in the horizontal direction. The upper clamp and the lower clamp are symmetrically opened with 3 rows and 2 columns of 6 circular holes with a diameter of 22mm, which are used to pass through M20 bolts. The clamp is connected with the pre-embedded female threaded hole inside the base.

如图8所示，推进系统包括电机、桨轴、螺旋桨、万向节、舵机。本实施例采用双桨双舵船型。两个电机固定安装于船体艉部的#14至#15站位之间，分别用于提供两个螺旋桨的动力。两个螺旋桨位于#19至#20站位之间。桨轴用于将船体内部电机的输出转矩传递给船体外部的螺旋桨，一端连接电机，另一端连接螺旋桨。桨轴直径为28mm。由于桨轴具有较小的1°纵向倾斜角度，电机轴距离底部船壳需要具有一定的高度，因此电机只有在距离螺旋桨一定纵向距离才可满足电机轴与桨轴的同等高度对接。如图9、10、11所示，电机轴线与桨轴的中心线保持一致，并采用万向节连接电机和桨轴，减少由于电机轴和桨轴安装误差引起的传动效率下降和能量损失，从而达到更好的传动效果。电机轴、桨轴、螺旋桨、万向节之间的连接位置都设置键槽和键，从而传递轴系的转矩。此外，万向节的连接处上还安装M6的顶丝，顶丝穿过内螺纹孔23后与万向节固定，防止高速旋转时各连接轴的纵向移动。As shown in Figure 8, the propulsion system includes a motor, a propeller shaft, a propeller, a universal joint, and a steering gear. This embodiment adopts the double propeller and double rudder ship type. Two motors are fixedly installed between the #14 and #15 stations on the stern of the hull, and are used to provide the power of the two propellers respectively. The two propellers are located between stations #19 and #20. The propeller shaft is used to transmit the output torque of the motor inside the hull to the propeller outside the hull, one end is connected to the motor, and the other end is connected to the propeller. The diameter of the propeller shaft is 28mm. Since the propeller shaft has a small 1° longitudinal inclination angle, the motor shaft needs to have a certain height from the bottom hull, so the motor can meet the same height docking between the motor shaft and the propeller shaft only when it is at a certain longitudinal distance from the propeller. As shown in Figures 9, 10 and 11, the axis of the motor is consistent with the centerline of the propeller shaft, and a universal joint is used to connect the motor and the propeller shaft to reduce the transmission efficiency drop and energy loss caused by the installation error of the motor shaft and the propeller shaft. So as to achieve better transmission effect. The connection positions between the motor shaft, propeller shaft, propeller, and universal joint are all provided with keyways and keys, so as to transmit the torque of the shafting. In addition, the M6 jacking wire is also installed on the joint of the universal joint, and the jacking screw is fixed with the universal joint after passing through the inner threadedhole 23 to prevent the longitudinal movement of each connecting shaft during high-speed rotation.

如图12所示，在桨轴穿过船壳位置处(第#17站位附近)安装轴包套，在船模加工过程中轴包套即镶嵌固定于船体，用于为桨轴提供支撑和导向。轴包套为空心圆柱形套管，长度为650mm，外径50mm，内径40mm。在轴包套内部的两端嵌入外径40.2mm、内径29mm的铜环，铜环与轴包套过盈配合，嵌为一体。铜环能减小桨轴转动时与轴包套的接触面积从而减小摩擦。轴包套上开有黄油孔。在黄油孔内注射黄油不仅可以起到润滑作用，进一步减小桨轴转动时的摩擦力，还可以起到水密作用，防止海水通过轴包套及铜环与桨轴的缝隙浸入船体内部。在第#19站位船体外部安装轴支架用于支撑延伸出船体外部的桨轴，轴支架的上端镶嵌固定于船壳内部。电机与轴包套之间的桨轴位于船体内部，需要穿过基座和加强肋板，因此需要在#15站位的基座和#16站位的相邻两分段船壳上的加强肋板相应位置处分别开设直径120mm的基座通轴孔和肋板通轴孔。在第#16和#18站位的分段切口处将桨轴断开，并采用万向节连接断开的桨轴。万向节可以实现由于船壳发生变形而导致的相邻桨轴之间存在位移和转角变形时桨轴的正常转动。舵机用于控制船模的航向，位于#20站位处的螺旋桨正后方。As shown in Figure 12, the shaft cover is installed at the position where the propeller shaft passes through the hull (near station #17), and the shaft cover is inlaid and fixed to the hull during the processing of the ship model to provide support for the propeller shaft and orientation. The shaft sleeve is a hollow cylindrical sleeve with a length of 650mm, an outer diameter of 50mm and an inner diameter of 40mm. Copper rings with an outer diameter of 40.2mm and an inner diameter of 29mm are embedded at both ends inside the shaft sleeve. The copper ring can reduce the contact area between the propeller shaft and the shaft sleeve when rotating, thereby reducing friction. There are grease holes on the shaft cover. Injecting butter into the butter hole can not only play a lubricating role, further reduce the friction force when the propeller shaft rotates, but also play a watertight role, preventing seawater from immersing into the inside of the hull through the gap between the shaft sleeve and the copper ring and the propeller shaft. A shaft bracket is installed outside the hull of the #19 station to support the propeller shaft extending out of the hull, and the upper end of the shaft bracket is inlaid and fixed inside the hull. The propeller shaft between the motor and the shaft casing is located inside the hull and needs to pass through the base and the reinforcement plate, so it needs to be reinforced on the base of the #15 station and the adjacent two-section hull of the #16 station The base through shaft holes and the rib plate through shaft holes with a diameter of 120mm are respectively set at the corresponding positions of the rib plate. Disconnect the propeller shafts at the sectional cutouts atstations #16 and #18 and use a universal joint to connect the broken propeller shafts. The universal joint can realize the normal rotation of the propeller shaft when there is displacement and angle deformation between adjacent propeller shafts due to the deformation of the hull. The steering gear is used to control the course of the ship model and is located directly behind the propeller atstation #20.

测量系统包括应变片、陀螺仪、加速度计、数据采集仪。采用全桥式应变片测量剖面的垂向弯矩，即在龙骨梁的上下表面各粘贴2个单向应变片。如图13、14所示，R1-R4表示某测量剖面处的4个应变片，E代表输入的恒定电压，ΔUg为输出的电压变化信号，此信号与应力应变测量信号成线性关系。根据公式M＝σI/z可以将测量的应力转换为剖面的垂向弯矩，其中M为剖面弯矩，σ为测量应力，I为龙骨梁的剖面弯曲惯性矩，z为应变片距离中和轴的高度。9组应变片分别粘贴在9个分段切口处的龙骨梁测量剖面上。The measurement system includes strain gauges, gyroscopes, accelerometers, and data acquisition instruments. The vertical bending moment of the section is measured by a full-bridge strain gauge, that is, two unidirectional strain gauges are attached to the upper and lower surfaces of the keel beam. As shown in Figures 13 and 14, R1-R4 represent four strain gauges at a measurement section, E represents the input constant voltage, and ΔUg is the output voltage change signal, which has a linear relationship with the stress-strain measurement signal. According to the formula M=σI/z, the measured stress can be converted into the vertical bending moment of the section, where M is the bending moment of the section, σ is the measured stress, I is the bending moment of inertia of the section of the keel beam, and z is the distance neutralization of the strain gauge The height of the axis. Nine sets of strain gauges were respectively pasted on the keel beam measurement sections at nine segmental cuts.

在船模重心位置安装陀螺仪测量船模在波浪中的横摇、纵摇和艏摇运动。在船艏部#0站、舯部#10站、艉部#20站的甲板上安装加速度计测量甲板处的垂向加速度。数据采集仪用于存储记录应变片、陀螺仪、加速度计等测量数据，通过数据传输线与各传感器连接。A gyroscope is installed at the center of gravity of the ship model to measure the roll, pitch and yaw motion of the ship model in waves. Install accelerometers on the decks of thebow #0 station,midship #10 station, andstern #20 station to measure the vertical acceleration at the deck. The data acquisition instrument is used to store and record measurement data such as strain gauges, gyroscopes, and accelerometers, and is connected to each sensor through a data transmission line.

以上所述实施例仅表达了本发明的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对本发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。因此，本发明专利的保护范围应以所附权利要求为准。The above-mentioned embodiments only represent several embodiments of the present invention, and the descriptions thereof are specific and detailed, but should not be construed as a limitation on the scope of the patent of the present invention. It should be pointed out that for those of ordinary skill in the art, without departing from the concept of the present invention, several modifications and improvements can also be made, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention should be subject to the appended claims.

Claims (10)

1. A broken shaft type segmented self-propulsion model for a ship hydro-elasticity test is characterized by comprising a hull system, a keel beam system and a propulsion system;

the ship hull system comprises segmented ship hulls, segmented decks and bases, wherein after the ship hulls are zoomed according to the geometric shapes of real ships, the ship hulls are disconnected at a wave load measurement section to form a plurality of segmented ship hulls, adjacent segmented ship hulls are connected through silica gel sealing strips, the segmented decks are arranged above each segmented ship hull, and the bases are fixed at the middle positions of the bottoms of the segmented ship hulls;

the keel beam system comprises keel beams and clamps, wherein the keel beams are longitudinally and continuously arranged from bow to stern and are fixed on the base through the clamps;

the propulsion system comprises a motor, a propeller shaft, a propeller, a universal joint and a steering engine, wherein the motor is arranged at the stern part of the ship body; one end of the propeller shaft is connected with the motor, the other end of the propeller shaft is connected with the propeller, and the propeller shaft is disconnected at the section between the section ship shells and is connected through a universal joint; the partial propeller shaft is positioned in the hull and passes through the base through shaft hole on the base; the steering engine is arranged on the stern and is positioned right behind the propeller.

2. The broken-shaft type segmental self-propulsion model for the ship water elasticity test according to claim 1, wherein reinforcing ribs are arranged on two sides of a segmental gap on the adjacent segmental hulls.

3. The broken shaft type segmental self-propulsion model of the ship water elasticity test as claimed in claim 2, wherein the reinforcing rib is U-shaped and is arranged on the two side plates and the bottom plate of the hull, and the reinforcing rib arranged on the bottom plate is slightly lower than the lower surface of the keel beam.

4. The broken shaft type segmented self-propulsion model for the ship water elasticity test as claimed in claim 1, wherein concave striations are symmetrically arranged on the outer surfaces of the sides and the bottoms of the adjacent segmented hulls near the segmented gaps for adhering silica gel sealing strips.

5. The broken shaft type segmented self-propulsion model for the ship water elasticity test is characterized in that the clamp comprises an upper clamp and a lower clamp, the lower clamp is fixed on the base, the upper clamp is fixed above the keel beam, and the upper clamp and the lower clamp are symmetrically provided with grooves with the width equal to that of the keel beam.

6. The broken shaft type segmented self-propulsion model for the ship water elasticity test as claimed in claim 5, wherein round holes are symmetrically formed on the upper clamp and the lower clamp, the round holes correspond to the internal thread holes on the base, and the bolts penetrate through the round holes of the clamps and are connected with the internal thread holes of the base.

7. The broken shaft type sectional self-navigation model for the ship water elasticity test is characterized in that a shaft sleeve is installed at the position where the propeller shaft penetrates through the ship shell, copper rings are embedded into two ends of the inner portion of the shaft sleeve, the propeller shaft extending out of the ship shell is supported through a shaft support, and the upper end of the shaft support is fixed in the ship shell.

8. The broken shaft type segmental self-propulsion model for the ship water elasticity test according to claim 7, wherein the shaft sleeve is provided with a grease hole.

9. The disconnected-shaft type segmented self-propulsion model for the ship water elasticity test is characterized by further comprising a measuring system, wherein the measuring system comprises a strain gauge and a data acquisition instrument; the strain gauge is adhered to the outer surface of the keel beam, and the longitudinal position of the strain gauge is positioned on the cross section of the subsection between the ship hulls; the strain gauge is connected with the data acquisition instrument through a data transmission line.

10. The disconnected-axis type segmented self-propelled model for the ship water elasticity test of claim 9, wherein the measuring system further comprises a gyroscope and an accelerometer, the gyroscope is installed at the position of the gravity center of the self-propelled model, and the accelerometer is installed on a deck of the self-propelled model.

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