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1.
《Ocean Engineering》2006,33(3-4):350-364
The aim of this paper is to investigate the propagation of ship waves on a sloping coast on the basis of results simulated by a 2D model. The governing equations used for the present model are the improved Boussinesq-type equations. The wave breaking process is parameterized by adding a dissipation term to the depth-integrated momentum equation. To give the boundary conditions at the ship location, the slender-ship approximation is used. It was verified that, although ship waves are essentially transient, the Snell's law can be applied to predict crest orientation of the wake system on a sloping coast. Based on simulated results, an applicable empirical formula to predict the maximum wave height on the slope is introduced. The maximum wave height estimated by the proposed method agrees well with numerical simulation results. 相似文献
2.
斜坡堤典型胸墙波浪力的影响因素 总被引：2，自引：1，他引：1
为探求斜坡堤典型胸墙迎浪面所受波浪力大小的影响因素,设计前仰式、深弧式、后仰式和直立式4种结构型式胸墙进行相关的物理模型试验。通过在典型胸墙迎浪面间隔布置压力测点,获取所受波浪压力,并将其进行积分求和,得到胸墙所受波浪力,进而讨论相对波高、相对波长、斜坡坡度和胸墙结构型式对波浪力的影响。结果表明,相对波高与相对波长对胸墙所受波浪力影响显著;波浪力随着相对波高的增大而增大,随着相对波长的增大呈现先增大、后减小、再增大的变化趋势;波浪力随着斜坡坡度的增大而减小。斜坡堤弧形胸墙所受波浪力明显大于直立式胸墙所受波浪力;在斜坡堤弧形胸墙中,前仰式胸墙受力较其余两种型式胸墙受力小。研究结果将加深波浪对斜坡堤胸墙作用力的理解,为后续工程设计提供理论指导。 相似文献
3.
波浪作用下缆船拖带系统非线性运动数值模拟 总被引：1，自引：0，他引：1
基于船舶操纵性运动方程和拖缆的三维动力学运动方程,提出了被拖点位置匹配的方法,建立了拖船—拖缆—被拖船系统整体非线性拖带动力学模型。为了考察被拖船航向稳定性与横向稳性的关系以及波浪载荷作用的影响,被拖船采用水平面四自由度运动方程,并引入了波浪的作用力和力矩。拖船采用PD控制方法较真实地模拟了拖船航向改变的运动过程。对一个拖船—拖缆—被拖船系统(5 000 t的拖船和3 000 t的被拖船)在时域内进行了规则波浪作用下拖带运动的模拟,计算结果表明被拖带船舶在波浪中运动呈现运动稳定、不稳定和临界状态3种可能的特性。根据模拟计算结果,认为波浪中拖带航向稳定是被拖带船舶保持稳性的必要条件。 相似文献
4.
为探求斜坡堤典型胸墙迎浪面所受波浪力大小的影响因素,设计前仰式、深弧式、后仰式和直立式四种结构型式胸墙进行相关的物理模型试验。通过在典型胸墙迎浪面间隔布置压力测点获取所受波浪压力,并将其进行积分求和得到胸墙所受波浪力,进而讨论相对波高(H/d)、相对波长(L/d)、斜坡坡度和胸墙结构型式对波浪力的影响。试验结果表明：相对波高与相对波长对胸墙所受波浪力影响显著。波浪力随着相对波高的增大而增大,随着相对波长的增大呈现先增大—后减小—再增大的变化趋势。波浪力随着斜坡坡度的增大而减小。斜坡堤弧形胸墙所受波浪力明显大于直立式胸墙所受波浪力;在斜坡堤弧形胸墙中,前仰式胸墙受力较其余两种型式胸墙受力小。研究结果将加深波浪对斜坡堤胸墙作用力的理解,为后续工程设计提供理论指导。 相似文献
5.
The accuracy of several asymptotic series expansions for wave speed and particle velocity under the crest of a solitary wave (on a fluid at rest) up to maximum height is investigated. The very accurate numerical results of Williams (1985) are the measure for our comparisons. The results are based on a scaling of calculated properties of long periodic waves to the case of solitary waves.For wave speeds the classical Boussinesq–Rayleigh expression gives good agreement up to a relative wave height of, say, 0.3. An asymptotic fourth-order expression based on Fenton (1990) can be used up to a relative wave height of 0.7, whereas the corresponding fifth-order expression is slightly less accurate.The Eulerian particle velocity profile under the wave crest is examined using a cnoidal wave expression from Fenton (1990) in the limit of the solitary wave. For low waves a `consistent' (i.e. properly truncated) fifth-order expression and an `inconsistent' ditto both coincide with Williams' results. Beginning at medium high waves, the consistent expression surprisingly exhibits oscillations in the velocity profile, and the oscillations become stronger as the wave gets higher. The inconsistent expression, however, yields the same shape as Williams' profile, but is displaced parallel to this, resulting in slightly larger velocities. For high waves also the inconsistent expression begins to differ in shape from Williams' profile, and asymptotic theory fails. Only for low waves `lowest order theory' gives acceptable results. We show analytically that for the highest wave the particle velocity profile has a horizontal tangent at the water surface; this is corroborated by Williams' numerical results.We also study the particle velocity at the wave crest as a function of wave height. It is shown that the variation has a vertical tangent for the highest wave. Two fifth-order asymptotic series for this velocity, based on the wave speed through the Bernoulli equation, show very good agreement with Williams up to a relative wave height of about 0.6.It is finally shown that it is possible to produce very accurate rational-function approximations to Williams' results for the wave speed as well as for the particle velocity at the wave crest. 相似文献
6.
The wave crest height qualification checks are required during the wave calibration before the model test in wave basin. However, the reliable criteria of nonlinear wave crest probability distribution in 3-h duration (full-scale) has not been well established yet. We investigate wave crest-height statistics of long-crested nonlinear wave fields using high-order spectral (HOS) method, which can take the effects of both second-order bound waves and third-order free waves into account. The energy dissipation effects due to wave breaking were included by employing an eddy viscosity model. Sensitivity analyses to the wave breaking onset criterion have been performed. Validation is provided by comparing the obtained numerical results with the available calibration test data. Based on extensive and direct numerical simulations, semi-empirical single realization distributions for wave calibration have been developed through 3-parameter Weibull fitting and systematic regression analyses. Particular attention has been paid to the tail of upper bound of wave crest distributions. The effects of wave steepness and water depth on the maximum wave crest height in 3-h duration have been examined. It is found that with the increase of wave steepness, the extreme wave crest height increases until it reaches a critical value. In addition, for the scale water depth kph < 1.36, the maximum crest height decreases as the water depth increases, while in the opposite case the maximum crest height increases as the water depth increases. Moreover, it is confirmed that that the fourth-order nonlinearity does not have significant effects on the distribution of the wave crest height. 相似文献
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8.
Laboratory observations of green water overtopping a fixed deck 总被引：1，自引：0，他引：1
A small-scale laboratory experiment was conducted to quantify a transient wave overtopping a horizontal, deck fixed above the free surface. Detailed free surface and velocity measurements were made for two cases with and without the deck structure to quantify the effect of the deck on the wave kinematics. The study showed that the structure increased the free surface above the leading edge of the deck by 20%. The velocity profile at the leading edge was fairly uniform, and the maximum horizontal velocity was similar to the maximum crest velocity measured without the deck. Immediately below the deck, the maximum velocity was 2.5 times greater than the corresponding velocity without the deck and 2.1 times greater than the maximum crest velocity without the deck. On the deck, the wave collapsed into a thin bore with velocities that exceeded 2.4 times the maximum crest velocity measured without the deck. 相似文献
9.
The maximum extent of ship spraying for a medium-sized fishing trawler (MFV) of Soviet type has been considered. A simple geometrical model for generating the spray due to ship-wave collisions has been applied to determine the maximum height of the spray source above the ship deck. The maximum height of the spray source has been assumed to depend on the ship speed relative to the moving waves and an empirical constant specific to a given type of ship. A unique field data set (Kuzniecov et al., 1971) of the height of the upper limit of ice accretion on the foremast of an MFV has been used to determine the value of the empirical constant for this vessel. For documented air-sea and ship motion parameters, the trajectories of droplets hitting the upper parts of the accretion on the foremast have been calculated using the equation of droplet motion for each reported icing event.The heights of the spray source computed by the trajectory method for each case of icing were compared with the heights of the spray source determined by a correlation involving the ship speed relative to the waves and the vertical extent of spray. The best fit was obtained for an empirical constant value of 0.535.The model performance was tested using an independent data set (Sharapov, 1971) on the spraying zone of an MFV. The tests showed that this model predicts the extent of the spraying zone over the ship with satisfactory accuracy and suggest that it should be incorporated into an integrated ship icing model.Finally, the model was run for several ship speeds, headings and wind speeds to examine the effect of these parameters on the maximum height of the spray hitting the ship's foremast. It was found that this height increases with wind speed and ship speed and is maximum for ship headings of 120–130°. 相似文献
10.
Ice resistance prediction is a critical issue in the preliminary design of ships navigating brash ice conditions, which is closely related to the safety of a ship to navigate encounter brash ice, and has significant effects on the kinds of propellers and motor power needed. In research on this topic, model tests and full-scale tests on ships have thus far been the primary approaches. In recent years, the application of the finite element method (FEM) has also attracted interest. Some researchers have conducted numerical simulations on ship–ice interactions using the fluid–structure interaction (FSI) method. This study used this method to predict and analyze the resistance of an ice-going ship, and compared the results with those of model ship tests conducted in a towing tank with synthetic ice to discuss the feasibility of the FEM. A numerical simulation and experimental methods were used to predict the brash ice resistance of an ice-going container ship model in a condition with three concentrations of brash ice (60%, 80%, and 90%). A comparison of the results yielded satisfactory agreement between the numerical simulation and the experiments in terms of both observed phenomena and resistance values, indicating that the proposed numerical simulation has significant potential for use in related studies in the future. 相似文献
11.
The behavior of a long cable towed at slow speeds through the ocean depends in a complex fashion on the path followed by the towing ship relative to the water. A cable simulation program was used to characterize the response of the cable by using idealized towing ship maneuvers as input to the program. The response of the cable was noted and it was found that the behavior of the cable was strongly dependent on the fundamental period of the towing vessel maneuvers. Sinusoidal deviations of the towing ship from a straight towing track resulted in delayed and reduced excursions of the towed vehicle from the tract; the estimated response ratio varied from 0·002 to 0·800, depending both on the period of the deviations (periods ranged from 5·5 to 4·0 hr) and on the towing depth (2 or 6 km). The ship's speed was 3 km/hr. The time lag between ship motion and vehicle response was approximately 0·5 hr for the shallow case and 1·3 hr for the deep case. Simulations runs of a low dragk (faired) cable showed that the behavior of the vehicle when towed at a depth of 6 km was similar to that obtained with a conventional cable at 2 km depth. The response of the towed vehicle to a right-angle turn of the towing ship was investigated and a generalized model of the response developed. The effects of a controllable side force on the towed vehicle were also simulated and it was noted that a deviation (2-hr period) of the towed vehicle from a straight-line track could be reduced from 40 to 2 m by impressing a side force on the vehicle with an average magnitude of 150 newtons (30 lb). 相似文献
12.
This paper investigates the evolution of wave shape over a low-crested structure (LCS) using a 2-D RANS-VOF model. The model predictions of surface elevation and wave skewness and asymmetry are in good agreement with the recent measurements collected in a small scale wave channel at the University of Cantabria (UCA). The empirical formulae relating wave skewness and asymmetry to local Ursell number by Peng et al. (2009) have been extended to include the effect of wave reflection and the ramp in front of LCS and a wider range of Ursell number in the present study. In the presence of LCS, wave skewness decreases slightly above the seaward slope, then increases rapidly up to a maximum value above the structure crest, and decreases drastically above the leeward slope. Wave asymmetry decreases sharply above the seaward slope to a negative minimum value at the structure crest, and then increases rapidly to a positive value above the leeward slope. Our bispectral analysis indicates that sum interactions increase skewness and decrease asymmetry while difference interactions have opposite effects and that the former dominate above the seaward slope and on the structure crest but the latter dominate above the leeward slope of LCS. The observed wave shape evolution over a LCS can be attributed to the changes in the interplay of sum and difference interactions. We found that incident wave height and wave period, relative structure freeboard, structure crest width and structure porosity are the controlling factors for wave shape evolution over LCS. This study provides new insights on the role of wave skewness and asymmetry in the breakwaters stability and sediment transport around the structure and on the beaches behind it. 相似文献
13.
近岸植物带能有效削弱波浪作用,植物带消浪影响因素分析对布置护岸工程、维护岸线稳定有重要意义。在模型实验基础上,探究相对波高、模型相对宽度、模型相对高度和体积分数对透射系数的影响。设置波浪水槽试验,研究孤立波在不同水深、入射波高及植物排布方式等组合条件下对植物消浪效果的影响。采用遗传编程法得出各复杂度下的透射系数计算公式,并分析各参数在方程中的表现情况,发现遗传编程能定性给出参数的敏感度。相比于非线性回归拟合结果,遗传编程方法得到的函数关系更加精确。采用人工神经网络方法进一步分析与验证各影响因素对植物消浪效果的影响程度,结果表明人工神经网络得出的结果与遗传编程方法相近,体积分数对消浪效果起主导作用。 相似文献
14.
M.J.F. Stive 《Coastal Engineering》1985,9(2):151-158
A measurement programme, conducted in a small-scale wave flume, which comprised the breaking of periodic and random waves on a gently sloping beach, was partly repeated in a large-scale wave flume. The results are used here to make a scale comparison. The quantities considered in the comparison are wave heights, set-up and vertical profiles of maximum seaward, maximum shoreward and time-mean horizontal velocities. It appears that, both qualitatively and quantitatively, scale effects in these quantities are virtually absent in the wave height range of 0.1 m to 1.5 m. 相似文献
15.
基于AIS的船舶会遇局面紧迫度量化分析 总被引：1，自引：0，他引：1
近年来船舶大型化、高速化的发展以及数量的不断递增,导致船舶碰撞概率大大增加。为更好地保障船舶航行安全,提出船舶会遇局面紧迫度这一概念。该概念表征船舶在当前航行状态下由于一定范围内所有其他船舶的存在而处于的会遇局面的紧迫程度,其旨在帮助船舶驾驶员实时感知并掌握船舶在海上航行时所处会遇局面的状况,从而据此加以判断并及时采取措施规避碰撞风险。建立了船舶会遇局面紧迫度的计算模型,该模型以考虑到本船速度的动态圆形领域为空间约束条件,综合考虑其他船舶相对于本船的方位分布和距离这两个指标的影响,基于信息量量化紧迫度。利用2016年1月1日天津港AIS数据进行紧迫度的计算与分析,计算结果与实际相符,该计算模型能够准确反映船舶在航行过程中所处会遇局面的紧迫程度。利用双线性内插法建立天津港区域紧迫度二维彩色平面分布图,其表达效果优于传统热度图。 相似文献
16.
《中国海洋工程》2016,(1)
At 13:46 on March 11, 2011(Beijing time), an earthquake of Mw=9.0 occurred in Japan. By comparing the tsunami data from Guanhekou marine station with other tsunami wave observation gathered from southeast coastal area of China, it was evident that, only in Guanhekou, the position of the maximum wave height appeared in the middle part rather than in the front of the tsunami wave train. A numerical model of tsunami propagation based on 2-D nonlinear shallow water equations was built to study the impact range and main causes of the special tsunami waveform discovered in Jiangsu coastal area. The results showed that nearly three-quarters of the Jiangsu coastal area, mainly comprised the part north of the radial sand ridges, reached its maximum tsunami wave height in the middle part of the wave train. The main cause of the special waveform was the special underwater topography condition of the Yellow Sea and the East China Sea area, which influenced the tsunami propagation and waveform significantly. Although land boundary reflection brought an effect on the position of the maximum wave height to a certain extent, as the limits of the incident waveform and distances between the observation points and shore, it was not the dominant influence factor of the special waveform. Coriolis force's impact on the tsunami waves was so weak that it was not the main cause for the special phenomenon in Jiangsu coastal area. The study reminds us that the most destructive wave might not appear in the first one in tsunami wave train. 相似文献
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18.
为研究孤立波作用下结构物周围流场特征,基于无网格SPH方法,建立孤立波与海洋结构物相互作用模型,对不同波幅孤立波作用下部分淹没矩形结构物周围波面、流速、涡量及结构受力特征进行计算分析,探索了相对波高对非淹没结构物周围流场的影响规律。结果表明:流场特征与相对波高密切相关,相对波高较小时,波面、流速、涡量及结构荷载均较为光滑,相对波高在0.2以上时,波峰爬升至结构物顶部并在越过结构物后与水槽内水体碰撞造成流场波动,波面、流速、涡量及结构荷载的波动幅度随着相对波高增大而增大,流场更加复杂,结构物水平和垂向负压也越大,且结构物周围涡分布逐渐向深度方向和下游方向发展。 相似文献
19.
The article presents a practical approach to transform a wave energy spectrum from encounter domain to absolute domain. This problem has its specific relevance, when shipboard sea state estimation is conducted by the wave buoy analogy; notably for some particular implementation solving for the sea state directly in the encounter domain. In this context, the encounter domain is that observed from a ship when it advances in a seaway, whereas the absolute domain is that corresponding to making observations from a fixed point in the inertial frame. Spectrum transformation can be uniquely carried out if the ship sails “against” the waves (beam to head sea) but in following sea conditions there exists no unique solution to the problem. Instead, a reasonable approach valid for practical engineering must be applied, and the article outlines one viable solution that can be used to transform a wave spectrum from encounter to absolute domain. Specifically, two pseudo algorithms are presented, and good performance is achieved with both algorithms when they are tested at different operational scenarios. 相似文献
20.
An experimental set-up is developed and proved to be effective for laboratory study of an underwater towed system. The experimental technique gives a practical method for monitoring the kinematic and dynamic performance of an underwater towed system in a ship towing tank. Both the theoretical and experimental results in the investigation indicate that the hydrodynamic response of a towed vehicle to the wave induced motion of a towing ship can be significantly reduced by applying a two-part tow method. A comparison of the numerical and experimental results in the investigation demonstrates that the numerical simulation results are close to the experimental data, overall agreement between experimental and theoretical results is satisfactory. The results qualitatively verify the mathematical model of a two-part underwater towed system proposed by Wu and Chwang [Wu, J., Chwang, A.T., 2000. A hydrodynamic model of a two-part underwater towed system. Ocean Engineering 27 (5), 455–472]. 相似文献