• <tr id="yyy80"></tr>
  • <sup id="yyy80"></sup>
  • <tfoot id="yyy80"><noscript id="yyy80"></noscript></tfoot>
  • 99热精品在线国产_美女午夜性视频免费_国产精品国产高清国产av_av欧美777_自拍偷自拍亚洲精品老妇_亚洲熟女精品中文字幕_www日本黄色视频网_国产精品野战在线观看 ?

    Numerical estimation of bank-propeller-hull interaction effect on ship manoeuvring using CFD method*

    2017-03-09 09:09:54KaidiSmaouiSergent

    S. Kaidi, H. Smaoui, P. Sergent

    1.CEREMA-DtecEMF, 60280 Margny-lès-Compiègne, France

    2.Sorbonne universités, Université de technologie de Compiègne, laboratoire Roberval, 60203 Compiègne cedex, France, E-mail: sami.kaidi@cerema.fr

    (Received November 9, 2015, Revised May 11, 2016)

    Numerical estimation of bank-propeller-hull interaction effect on ship manoeuvring using CFD method*

    S. Kaidi1,2, H. Smaoui1,2, P. Sergent1

    1.CEREMA-DtecEMF, 60280 Margny-lès-Compiègne, France

    2.Sorbonne universités, Université de technologie de Compiègne, laboratoire Roberval, 60203 Compiègne cedex, France, E-mail: sami.kaidi@cerema.fr

    (Received November 9, 2015, Revised May 11, 2016)

    This paper presents a numerical investigation of ship manoeuvring under the combined effect of bank and propeller. The incompressible turbulent flow with free surface around the self-propelled hull form is simulated using a commercial CFD software (ANSYS-FLUENT). In order to estimate the influence of the bank-propeller effect on the hydrodynamic forces acting on the ship, volume forces representing the propeller are added to Navier-Stokes equations. The numerical simulations are carried out using the equivalent of experiment conditions. The validation of the CFD model is performed by comparing the numerical results to the available experimental data. For this investigation, the impact of Ship-Bank distance and ship speed on the bank effect are tested with and without propeller. An additional parameter concerning the advance ratio of the propeller is also tested.

    Viscous fluid flow simulation (CFD), bank effect, bank-propeller-hull interaction, hydrodynamic forces estimations, advance ratio

    Introduction

    The transport by inland waterways is considered as an alternative to rail and road transport. Over these years this mode of transport has seen a significant increase due to the encouragement of governments to the exploitation of waterways. This is, on the one hand, to relieve the other modes of transport and, on the other hand, for its ecological quality.

    Navigation in inland waterways faces a major risk which concerns mainly accidents due to ship controllability. In contrast to the maritime navigation, the waterways navigation environment plays an important role in the ship manoeuvrability (channel geometry, water depth, bank distance,…), therefore, it is important to study the manoeuvrability in confined water in order to offer proposals concerning a development and security.

    In the present work, we focus on the study of bankeffect. Norrbin[1], was the first to work on Ship-bank interaction. The conclusion of shis experiment has shown a significant impact of the banks on the trajectory of ships. His study was improved later by Ch'ng et al.[2]by taking into account new parameters, such as bank slope, hull form, water depth, bank height and ship speed.

    Recently, Duffy[3,4]and Vantorre et al.[5]conducted a series of experimental tests and carried out a study in the influence of some parameters such as water depth, distance to the bank, bank slope, bank height and the forward speed on hydrodynamic force and moment by using a Captive Model Test model. The results of their works showed that the sway force and yaw moment are linearly influenced by the distance to the bank. Few years after, an empirical mathematical formula was proposed by Lataire et al.[6]to calculate the bank-ship interaction forces as a function of the bank geometry, ship speed and propulsion system.

    With the fast development of the computer technology and the commercial CFD software, the CFD method has interested the inland community. This method is used mostly and it has proved its ability to predict the ship manoeuvring hydrodynamic forces inmedium deep waters.

    Miao et al.[7]used a potential flow method for calculating the lateral force and yaw moment for a ship sailing in a rectangular channel. Lo et al.[8]performed a series of simulations to estimate the bank effect of a container ship taking into consideration the viscous action, by using the commercial CFD software based on Navier-Stokes equations. The temporal variation of yaw angle and sway force by varying the ship speed and the distance to the bank were also discussed. Recently, Wang et al.[9]studied the bank effect for a series of hull for several water depth-ship draught ratios and ship-bank distance, using a CFD method to estimate the viscous force better. Ma and Zhou[10]studied the hydrodynamic interaction among hull, rudder and bank. The verification and validation of this method was carried out by Zou et al.[11]. This method was used later to simulate different channel geometries by Zou and Larsson[12].

    In this investigation, a preliminary study is presented to predict the combined effect of bank-propeller on the ship manoeuvrability. The theme of this work is the use of viscous CFD model to estimate the different hydrodynamic forces acting on the hull with and without propeller, taking into consideration the influence of ship position on bank, ship speed and the advance ratio of the propeller. The viscous CFD model is updated by adding additional volume forces to represent the propeller action.

    1. Problem formulation

    1.1Governing equations

    The governing equations for mass and momentum conservation are the Reynolds averaged Navier-Stokes (RANS) equations for incompressible flow, by using the Einstein notation these equations are given as bellow:

    The Reynolds stresses introduce new variables, which makes the equation system Eqs.(1)-(2) not closed. To close and solve this system, several complementary mathematical models with additional equations are proposed, these models are called turbulence models. In the present work, among the various turbulence model proposed by Fluent, the implicit Menter Shear Stress Transport (SST)k-ωmodel[13]was chosen for its robustness and stability. The (SST)k-ωequations are shown as follows:

    GkandGωdenote the generation of turbulent kinetic energy due to mean velocity gradients andω,YkandYωrepresent the turbulence dissipation ofkandω,Dωis the cross-diffusion term,SkandSωare user-defined source terms.GkandGωexpress the active diffusivity ofkandω.

    1.2CFD Solver

    In this work, the incompressible free surface flow around the ship hull is studied using the commercial RANS code “Ansys-Fluent? based on the finite volume method. The pseudo transient pressure-based coupled algorithm is adopted to compute the pressurevelocity coupling, the (PRESTO) interpolation method is selected to compute the cell-face pressure.

    To capture the free surface in air-water interface, the implicit volume of fluid (VOF) method based on a second order scheme is employed. The VOF is an Eulerian method particularly used for flows with deformed interfaces. Using this approach the air-water interface can be tracked in a fixed grid by solving the continuity equation of the volume fraction (Eq.(7)).

    Table 1 Geometric parameters of ship hull

    Fig.1 Lines plan of the self-propelled ship

    Fig.2 (Color online) Illustration of the test tank

    Fig.3 Channel geometries

    αpdenotes the volume fraction of thept hfluid, and

    Table 2 Validation test conditions

    1.3Ship hull

    In this investigation, the hull form of the self-propelled container ship (135 m of length and 1 140 m of width) is selected for both test cases, experimental and CFD. No rudder and no propeller are included for the validation tests. The propeller will be included only in the last section of this work. The ship hull geometry for tested model is presented on the scale of 1/25. Table 1 and Fig.1 show the main characteristics and the body lines of the hull form.

    2. Presentation of the experimental tests

    The tests conducted for this work are realized in the towing tank at the Liege University (Length is 100 m, width is 6 m and depth is 3.5 m, see Fig.2). Figure 3 and Table 2 present the geometrical characteristics for all the tested configurations (three channel widths, three under keel clearance and two ship-bank distances).

    The test device consists of a towing carriage that tows the ship model with a speed which can reach 5 m/s and a balance to measure the forces and moments acting on the ship model.

    To test the effect of the bank, independent panels inclined 27owere placed one beside the other (Fig.4).

    Fig.4 Middle section of the tank with mobile bank

    3. Validation of numerical model

    To validate the CFD model, the numerical results of the ship resistance were compared with those measured in towing tank. Seven geometrical configurations are simulated. Five configurations (three water depths and three bottom widths) with a ship positioned at the centre of the channel (see Fig.3(a)) and one geometrical configuration with two ship-bank distances (see Fig.3(b)). For each configuration, different ship speeds varying between 0.222 m/s and 0.575 m/s (between 4 km/h and 10 km/h in real scale) are tested. Due to the symmetry of the domain studied for the centred ship cases, only half of the domain is considered and meshed. However, for the coming other cases, the whole domain is meshed.

    Fig.5 (Color online) Boundary conditions applied

    In this investigation, only three most influential forces and moments were examinedX,YandN. The non-dimensional form of these forces and moment are,and, defined as:

    Table 3 Boundary conditions

    The non-dimensional ship-bank distance is expressed by the ratio

    whereymax=0.8 mrepresents the largest scaled distance tested between the ship and the bank.

    3.1Boundary conditions

    The following figures show the standard computational domain with all boundary conditions applied for centred ship (only half model is considered, see Fig.5(a)) and offset ship position (whole model is considered, see Fig.5(b)). The boundary conditions shown in the following figures are detailed in Table 3.

    Fig.6 Grids tested

    3.2Grid settings

    For the validation cases, the domain studied is meshed with a mixed mesh. The region around the ship hull is meshed using non-structured tetrahedral elements, and the rest of the region studied is meshed with structured hexahedral elements.

    For an accurate resolution of the viscous flow, the mesh is appropriately refined at the air-water interface to better represent the free surface variation and made near the ship to estimate the hydrodynamic forces (pressure and viscous forces) acting on the hull form more exactly (Fig.6). The mesh quality used for the investigation tests is chosen after a mesh sensitivity analysis. This analysis is based on the test of different mesh qualities varying from 0.76×106to 2.24×106of elements. To perform this sensitivity test, the identical simulation conditions are used for all grid tests. Where, the channel width and the water depth are 1.44 m and 0.18 m respectively (see Fig.5(b)) and the ship speed is 0.45 m/s.

    Table 4 shows the evolution of the error between the measured and the computed ship resistance as function of grid quality. The simulations illustrate that the error is stabilized and the numerical results start converging from the Grid 3. The relative errorE= [(Rm?RC)/Rm]is estimated to be 3.1%. All following simulations use the quality of the Grid 3.

    Table 4 Test of the grid convergence

    3.3Centered ship results

    Figure 7 shows the comparison between the computed and measured ship resistance. By analyzing these graphs, a similar tendency of the both results is noted.

    Fig.7 Comparison of the CFD results with measurements

    We observe that for all tests, the relative error depends on two parameters, the ship speed and the confinement of the navigation environment. Where the error increases with increase of the ship speed and the blockage factor of the ship “BF? and reduce of the ratio between the water depth and the deep draft (h/T).

    Table 5 gives the evolution of the relative error for all cases aforementioned as function of confinement coefficients (BF andh/T). From this table it is clearly seen the influence of the ship speed on the error evolution. For all cases the maximum relative error is reached for the higher value of the ship speed.

    Table 5 Error evolution

    Fig.8 Ship resistance comparison

    The influence of the blockage factor on the relative error is clear by comparing Cases a, b and c. For the sameh/Tratio and the highest common ship speed(≈0.511m/s-0.575 m/s)it is observed that the error increases with increas of the blockage factor. The maximum value of this error is 13% noted in theCase a. The comparison of Cases b, d and e can illustrate the influence ofh/Tratio on the error variation. The relative error decreases with increase of the ratioh/T. Except for Case d, where the relative error at high ship speed is very large (18.1%) due to an over-estimation of the measured ship resistance.

    The relative error between the computed and measured ship resistance especially at high ship speed, can be explained by the use of some simplifying assumptions. Among the assumptions that can influence the numerical results is the neglect of the ship squat. At a high speed in a restricted channel, the ship sinks significantly in water and usually causes an additional resistance. Hence, ignoring the modelling of this phenomenon, it generates a pronounced difference between the two results.

    Table 6 Test conditions to study the influence ofsbdand ship speed

    3.4Offset ship position results

    In this section, additional validation tests are performed to examine the bank effect. This is rendered possible by experimental facilities that use a removable bank. Two offset positions of the ship to the bank (sbd)0.21 and 0.4 (see Fig.2 and Table 2) are tested for four different speeds. Figure 8 presents the comparison between the computed and experimental ship resistance.

    From this figure, it is shown that the allure of the computed and measured results is identical. It may also be noted that the ship resistance is well estimated by the CFD model for both ship positions when the ship speed is less than 0.45 m/s. Where relative error achieved maximum at this speed is 5.1% for the first ship position(sbd1=0.40)and 5.6% for the second ship position(sbd2=0.21). For the highest ship speed (0.575 m/s), the relative error is still reasonable for the first case(sbd1=0.40). However, when the ship is closer to the bank(sbd2=0.21)we note a significant error (21%). In this case the measured ship resistance is underestimated and this important gap is due particularly to a technical problem encountered during measurement sessions. When the ship is sailing close to the bank, the pressure forces of the wave crests between the ship and the bank increase and move slightly the independent panels representing the bank, which explain this energy dissipation.

    4. Test results

    The validated numerical model is used in order to perform a comparative study in the combined effect of the bank and the propeller on the ship maneuverability. This section is divided into two parts: the first part concerns the influence of the ship-bank distance (sbd) and the ship speed, while the second part treats the influence of the propeller system as function of shipbank distance, the ship speed and the propeller advance ratio. For the next simulations, to estimate the forces associated with the bank, we consider only one bank and assume the other bank is far apart thus the numerical model can be simplified by adding a symmetry plane condition.

    4.1Tests without propeller

    In this first part of results, we study the influence of the ship-bank distance and the ship speed on the effect of the bank. This investigation was carried out by varying the ship speed and the ship-bank distance.

    Four positions of the non-dimensional ship-bank distance (sbd)varying between 0.25 and 1 were tested and for each position the ship speed was varied between 0.2225 and 0.55 m/s. Table 6 summarizes the test conditions to simulate the sbd and ship speed influence.

    Figure 9 presents the impact of thesbdand the ship speed parameters on the non-dimensional forces acting on the ship (ship resistance, sway force and yaw moment). The results show that hydrodynamic forces are affected by thesbd. These forces increase when the ship is close to the bank and become lower for a largesbd. It’s observedthat the tendency of the hydrodynamic forces as function ofsbdis almost linear, which is in agreement with the experimental results reported by Vantorre et al.[5].

    The figures represent also the ship speed impact. For a givensbddistance, the curves show that all hydrodynamic forces acting on the hull increase with increasge of the ship speed, the variation of the ship resistance is proportional to the square of the ship speed. While the sway force and yaw moment are not considered proportional to square of the ship speed.

    Comparing the effect of the both parameters (thesbdand the ship speed), the results confirm that the influence of the ship speed on the bank effect dependsstrongly on thesbddistance. Whensbddistance is larger, the influence of ship speed is insignificant, however, when the ship is close to the bank, the ship speed influence increases rapidly and the hydrodynamic forces achieve high values. This is in agreement with the experimental investigation performed by Sian et al.[14]. The 3-D plots (Fig.9) illustrate better the combined influence of thesbdand the ship speed.

    Fig.9 (Color online) Non-dimensional values versussbdfor different ship speed

    Fig.10 Propagation of ship generated waves

    According to the experimental investigation conducted by Duffy[4]the hydrodynamic forces around the ship can be attractive or repulsive. The nature of this interaction depends on a number of factors such as blockage coefficient, Froude depth number and the bank geometry. When the flow velocity between the ship and the bank is faster than that on the other side, the pressure is lower. Hence the lateral force acting on the ship is attractive. The lateral force is considered repulsive, when the blockage and the Froude depth number are higher (h/T>1.5)[15]. In such situation, the wave crests inon the bank side are becoming very important, thus the reflected wake waves on the bank, pushing the ship on the open side[15,16], and can modify the yaw moment direction (see Fig.10). The ship length (LPP)can also affect the bank effect.

    More details about the generated waves in a restricted water are presented in the work of Ji et al.[17]. Figure 11 illustrates a descriptive sketch of the wave propagation. In the present work, the results revealed that the lateral force for all the simulated configurations is repulsive in nature.

    Fig.11 Representative illustration of the fluid flow around a propelled ship in a confined environ- ment[18]

    4.2Tests with propeller

    In this part, the numerical model is modified by including the propeller. The first results present comparative study of the bank effect on hydrodynamic forces applied on the hull with and without propeller, by considering two parameters: the ship-bank distance and the ship speed. The second results concern the influence of the advance ratio of the propeller on the hydrodynamic forces applied on the propelled hull.

    Here, the propeller effect is modeled by adding additional body forces and based on the total thrust and torque of the prop in Eq.(2). The formulation of this force was proposed by Stern et al.[19]and validated by Zhang[20]and Ji et al.[21]. The total force representing the propeller, can be expressed by three components: the axial force FPX, the tangential force FPT and the radial force FPR. In the present work, the radial force is considered zero. The other forces are normalized to the simulations scale. These forces are written as follows:

    TPandQPare the normalized total thrust and torque of propulsion system.KTandKQare the thrust and the torque coefficients,VHandnPare the hull speed and the number of rotations per second (rps) respectively.Δ=0.03mis the actuator disc thickness. Figure 12 shows a deformation of the free surface due to the propeller and the streamlines behind the propeller.

    Fig.12(a) (Color online) Velocity distribution on deformed free surface due to prop rotation

    Fig.12(b) (Color online) Streamlines colored by velocity magnitude behind the propeller

    4.2.1 Influence of ship-bank distance

    In this first part, we test the influence of the shipbank distance on the ship behavior in the presence of a propeller. To carry out this study we varied the non-dimensional ship-bank distance between 0.25 and 1.0 and we set the ship speed and rotation speed of the propeller to 0.45 m/s and 123 rpm respectively. The advance ratio is assumed to be 0.75, that corresponds to the high efficiency of the propeller (η0=0.81)and to the following thrust and torque coefficients:KT= 0.15 andKQ=0.028.

    The computed results show clearly the additional effect brought about by the propeller on the hydrodynamic forces applied on the hull. A comparison of the results, with and without propeller was performed to show qualitatively the influence of the propeller (see Fig.13).

    Fig.13 Non-dimensional values versussbddistance

    By analyzing the graphs representing the nondimensional forces and moments acting on the hull (ship resistance, sway force and yaw moment), we observe that all curvesshow an identical general tendency, the hydrodynamic forces increase when the ship is sailing close to the bank. However, in the presence of propeller, the following observations were also noted:

    (1) An increase of the ship resistance: This phenomenon is due principally to the accelerated flow by the propeller in front of and behind the hull. This acceleration generates an high rate of shear in the hull boundary layer and a low pressure at the rear of the hull. It can be seen from Fig.13 that the curves of the resistance for towed and propelled ship are parallel. This is confirmed by the relationship between the resistance of towed shipRtand self-propelled shipRspgiven by the next formula:Rt=Rsp(1?t),tis a positive number called the thrust deduction. The typical value oftis about 0.2. In Fig.13, the computed thrust deduction number is almost identical over all ship positions and its value is about 0.22.

    (2) An important increase in the magnitude of the sway force and the yaw moment. This augmentation can be interpreted by two factors: the first factor is the propeller jet direction (direction of rotation), and the second factor is the absence of the rudder. Without the rudder, the water jet caused by the prop revolution is more dispersed and it is directed at the bank to join the diverging stern waves, which slows the flow on that side. Hence, the pressure increases especially at the stern of the hull (see Fig.14) and the ship heading is directed to bank. However, the lateral distribution of the pressure along the hull dominates and pushes the ship to the channel center. This is represented in curves by the positive sign of the sway force and the negative sign of the yaw moment.

    4.2.2 Influence of ship speed

    To estimate the influence of ship speed on the hydrodynamic forces around the hull, we fixed the ship-bank distance by choosing a medium non-dimensional distance of 0.6 (corresponding to 0.48 m in scaled model and 5 m in real scale). We then proceeded to vary the speed of the ship and the equivalent rotation speed of the prop using an advance ratio of 0.75, which is considered the best performing ratio.

    In the shown tests presented bellow, the speed of the hull is varied between 0.2225 m/s (4 km/h) and 0.55 m/s (10 km/h). The corresponding prop rotation speed is varied between 55.625 rpm and 137.5 rpm.

    Figure 15 presents the variation of the computed non-dimensional hydrodynamic forces acting on the propelled hull as function of the ship speed. We note a similar trend for both results, with and without propeller. Although the hull speed variation is the same for each case, we observe that all forces are amplified by adding the propulsive forces, especially when the ship speed is high. This is due, on one side, to the pressure decrease in hull stern generating a supplementary resistance to the ship and on the other side, to the acceleration of the flow around the hull which amplifies the viscous force and modifies the pressure distribution along the hull as well as the lateral force.

    Fig.14 (Color online) Pressure contours around ship for severalsbd

    4.2.3 Influence of advance ratio

    The last section of this paper treats the impact of the other propeller parameter on the bank effect. This parameter concerns the Advance ratio (J). The advance ratio of apropelleris the distance advanced by the propeller through the fluid in one revolution made dimensionless with the propeller diameter.

    This ratio is given by the following formula:J=VF/nPD. WhereVFis the flow velocity at the inlet of the propeller, andDandnPare the diameter and the rotation frequency of the propeller. The advance ratio takes a high value when the propeller rotation speed is low and the ship is moving at high speed compared with that of the fluid. Otherwise, the advance ratio takes a lower value when the propeller operating at high rotation speed and the ship is moving at lower speed. In this case the thrust and torque coefficients (KTandKQ, see Eqs.(10) and (11)) are very large and the propeller loses its efficiency (η0)because of the high sliding between the prop and the water. In that situation, a high depression is generated at hull stern and can causes a cavitation phenomenon. Hence, the study of the influence of this parameter is very important. Typical values of these coefficients are presented in Fig.16.

    Note that the average velocity of the flow at the propeller inlet is usually less than the hull speed, this is due to the viscous flow effect that causes retardation of the flow near the ship boundary layer. The Figs.17(a)-17(b) show the pressure contours at propeller plane and the cross flow vectors colored by velocity magnitude. From these figures we can see clearly the flow acceleration through the propeller plan and the resulting dynamic pressure distribution. Compared with realistic propeller, the use of the simplified body forces method can reproduce an identical radial distribution of thrust, however, the radial distribution of torque remains not identical. This is because the detailed resolution of the blade flow is not taken into account and it is simply represented by an average body forces over rotating cell volume. Hence, the influence of the form and the finite number of blades is not directly considered.

    For the following simulations, the propeller characteristics are listed in Table 7. To test the influence of Advance ratio, the non- dimensional ship-bank distance and the ship speed were fixed at 0.46 m/s and 0.4505 m/s respectively. The initial flow velocity around the hull is assumed not variable and the propeller rotation speed varies with the advance ratio. Four values of the advance ratio were tested: 0.25, 0.5, 0.75 and 1, corresponding to rotation speeds 135 rpm, 180 rpm, 270 rpm and 540 rpm.

    The influence of theJcoefficient on the hydrodynamic forces acting on the ship is plotted in the Fig.18. The results revealed that the sway force and the yaw moment applied on the hull rise with increaseof the advance ratio. While the ship resistance rise with decrease of the advance ratio.

    Fig.15 Non-dimensional values versus ship speed

    Fig.16 Typical thrust, torque and open water efficiency coefficients versus advance ratioJ[22]

    Fig.17(a) (Color online) Pressure contours of propeller plane

    Fig.17(b) (Color online) Cross flow vectors downstream of propeller plan

    Fig.18 Non-dimensional values versus advance ratio (J)

    This is due principally to sliding between the prop and the water. When the Advance ratio is less than 1, the real pitch is lower than the theoretical pitch, hence, the turn more times faster than the inlet water velocity. This makes it possible to decrease the pressure in stern of the hull generating an additional resistance. and the sliding between the water and the propeller blades decrease also the flow acceleration around the hull espe-cially on bank side, which leads to a reduction in the sway force and yaw moment. These results are in agreement with the experimental investigations conducted by Vantorre et al.[5].

    Table 7 Propulsion characteristics

    In ideal case (=1)J, the ship resistance considerably decreases and tends to the towed hull resistance. At this value ofJ, a slight difference between both results (with and without propeller) can be seen. This is due to the fact that the incoming velocity seen by the propeller is less than the hull speed because of the wake effect.

    5. Conclusions

    In this paper a numerical investigation was conducted in order to estimate the impact of the banks on the ship manoeuvrability with and without propeller. A 3-D CFD model based on steady Navier-Stokes equations and the (SST)k-ωturbulence model is used to simulate the flow around the ship. The validation tests of the CFD model revealed that the predicted ship resistance were closer to the measured data.

    A preliminary study of the grid convergence was performed for each part of this investigation to choose the optimal mesh. To represent the propeller forces a body-force approach is selected in this work.

    The first results concern the study of the influence of ship-bank distance and ship speed on the hydrodynamic forces acting on the ship without propeller. The results show that the hydrodynamic forces due to the bank increase with reduce of the ship-bank distance. And for a given distance between the ship and the bank, the bank effect is proportional to the ship speed and more affected by this parameter.

    The second part of this work illustrates the impact of the propeller on the bank effect as function of the ship-bank distance, ship speed and the advance ratio of the propeller. The conclusions yielded show clearly the supplementary effect generated by the addition of the propeller on the hydrodynamic forces acting on the hull. The effect of the two first parameters is represented by an increase in the different hydrodynamic forces in comparison with ship without propeller. The effect of the last parameter is more important, and show that the reduction of the advance ratio, on one side amplifies the sway force and yaw moment acting on the hull, and on the other side decrease the ship resistance.

    [1] Norbin N. Bank effects on a ship moving through a short dredged channel [C].10th Symposium on Naval Hydrodynamics. Cambridge, MA, USA, 1974.

    [2] Ch'ng P. W., Doctors L. J., Renilson M. R. A method of calculating the ship-bank interaction forces and moments in restricted water [J].International Shipbuilding Progress, 1993, 40(421): 7-23.

    [3] Duffy J. T. The effect of the channel geometry on ship operatio in a port [C].30th PIANC-AIPCN Congress. Sydney, Australia, 2002.

    [4] Duffy J. T. Prediction of bank induced sway force and yaw moment for ship-handling simulation [C].International Conference on Ship Manoeuvring in Shallow and Confined Water: Bank Effects. Antwerp, Belgium, 2009.

    [5] Vantorre M., Delefortrie G., Eloot K. et al. Experimental investigation of Ship-Bank interaction forces [C].Conference MARSIM’03. Kanazawa, Japan, 2003.

    [6] Lataire E., Vantorre M., Laforce E. et al. Navigation in confined water: Influence of bank characteristics on shipbank interaction [C].The 2nd International Conference on Marine Research and Transportation. Ischia, Naples, Italy, 2007.

    [7] Miao Q. M., Xia J. Z., Chwang A. T. et al. Numerical study of bank effects on a ship travelling in a channel [C].Proceedings of 8th International Conference on Numerical Ship Hydrodynamics. Busan, Korea, 2003.

    [8] Lo D. C., Su D. T., Chen J. M. Application of computational fluid dynamics simulations to the analysis of bank effects in restricted waters [J].Journal of Navigation, 2009, 62(3): 477-491.

    [9] Wang H. M., Zou Z. J., Xie Y. H. et al. Numerical study of viscous hydrodynamics forces on a ship navigating ner bank in shallow water [C].Proceedings of the Twentieth International Offshore and Polar Engineering Conference. Beijing, China, 2010.

    [10] Ma S. J., Zhou M. G. Hydrodynamic interaction among hull, rudder and bank for a ship sailing along a bank in restricted waters [J].Journal of Hydrodynamics, 2013, 25(6): 809-817.

    [11] Zou L., Larsson L., Orych M. Verification and validation of CFD predictions for a manoeuvring tanker [J].Journal of Hydrodynamics, 2010, 22(5Suppl.): 438-445.

    [12] Zou L., Larsson L. Computational fluid dynamics (CFD) prediction of bank effects including verification and validation [J].Journal of Maritime Science and Technology, 2013, 18(3): 310-323.

    [13] Menter F. R. Two-equation eddy-viscosity turbulence models for engineering applications [J].AIAA Journal, 1994, 32(8): 1598-1605.

    [14] Sian A.Y., Maimun A., Priyanto A. et al. Assessment ofShip-bank interactions on LNG tanker in shallow water [J].Jurnal Teknologi, 2014, 66(2): 141-144.

    [15] Tuck E. O., Taylor P. J. Shallow water problems in ship hydrodynamics [C].Proceedings of 8th Symposium on Naval Hydrodynamics. Pasadena, USA, 1970, 627-659.

    [16] Chen X., Sharama S. Nonlinear theory of asymmetric motion of a slender ship in a shallow channel [C].Twentieth Symposium on Naval Hydrodynamics. Santa Barbara, CA, USA, 1994, 386-407.

    [17] Ji S., Ouahsine A., Smaoui H. et al. 3D Numerical simulation of convoy-generated waves in a restricted waterway [J].Journal of Hydrodynamics, 2012, 24(3): 420-429.

    [18] BAW Code of Practice. Principles for the design of bank and bottom protection for Inland Waterways (GBB) [R]. 2010.

    [19] Stern F., Kim H. T., Patel V. C. et al. A viscous flow approach to the computation of the propeller hull interaction [J].Journal of Ship Research, 1988, 32(4): 246-262.

    [20] Zhang Z. R. Verification and validation for RANS simulation of KCS container ship without/with propeller [J].Journal of Hydrodynamics, 2010, 22(5Suppl.): 932-939.

    [21] Ji S., Ouahsine A., Smaoui H. et al. 3D Numerical modeling of Sediment resuspension induced by the compounding effects of ship-generated waves and the ship propeller [J].Journal of Engineering Mechanics, 2014, 140(6): 682-694.

    [22] Triantafyllou M. S., Hover F. R. Maneuvering and control of marine vehicles [R]. Cambridge, Massachusetts, USA: Massachusetts Institute of Technology, 2003.

    * Biography:S. Kaidi (1984-), Male, Ph. D., Confirmed Researcher

    日韩一本色道免费dvd| 男女国产视频网站| 午夜爱爱视频在线播放| 男女那种视频在线观看| 国产探花极品一区二区| 日韩一本色道免费dvd| 中文精品一卡2卡3卡4更新| 少妇猛男粗大的猛烈进出视频 | 青青草视频在线视频观看| 能在线免费观看的黄片| 天堂网av新在线| 精品少妇黑人巨大在线播放 | 国产单亲对白刺激| 日韩在线高清观看一区二区三区| 国内少妇人妻偷人精品xxx网站| 亚洲av.av天堂| 69av精品久久久久久| 亚洲成人久久爱视频| videos熟女内射| 三级经典国产精品| 最新中文字幕久久久久| 六月丁香七月| 国产av一区在线观看免费| 亚洲天堂国产精品一区在线| 国产黄片美女视频| 中文欧美无线码| 中国国产av一级| 热99re8久久精品国产| 国产探花在线观看一区二区| ponron亚洲| 国产精品,欧美在线| 免费观看人在逋| 中文乱码字字幕精品一区二区三区 | 日本黄色片子视频| 亚洲最大成人中文| 美女大奶头视频| 久久精品综合一区二区三区| 午夜激情福利司机影院| 97超碰精品成人国产| 日韩av不卡免费在线播放| 久久精品影院6| av国产久精品久网站免费入址| 欧美成人精品欧美一级黄| 欧美日韩国产亚洲二区| 欧美日韩精品成人综合77777| 乱人视频在线观看| 18禁动态无遮挡网站| 亚洲欧美日韩东京热| 成人三级黄色视频| 两个人视频免费观看高清| 国产精品国产三级国产专区5o | 嫩草影院新地址| 美女高潮的动态| 色5月婷婷丁香| 日本五十路高清| 最近视频中文字幕2019在线8| 国产精品一区www在线观看| 亚洲三级黄色毛片| 久久久亚洲精品成人影院| 国产av不卡久久| 春色校园在线视频观看| 国产精品永久免费网站| 国产精品一区二区在线观看99 | 日日撸夜夜添| av女优亚洲男人天堂| 联通29元200g的流量卡| 日日啪夜夜撸| 欧美一区二区亚洲| 亚洲精品乱码久久久v下载方式| 黄色一级大片看看| 国产私拍福利视频在线观看| 日本欧美国产在线视频| 啦啦啦观看免费观看视频高清| 中文亚洲av片在线观看爽| 国内揄拍国产精品人妻在线| 男人的好看免费观看在线视频| 18禁动态无遮挡网站| 白带黄色成豆腐渣| 亚洲综合色惰| 国产淫片久久久久久久久| 国产精品电影一区二区三区| 日韩av不卡免费在线播放| 日韩强制内射视频| 老司机福利观看| 白带黄色成豆腐渣| 亚洲精品乱久久久久久| 久久国内精品自在自线图片| 看片在线看免费视频| ponron亚洲| 色哟哟·www| 日韩 亚洲 欧美在线| 午夜免费男女啪啪视频观看| 91av网一区二区| 日韩av在线大香蕉| 乱码一卡2卡4卡精品| 你懂的网址亚洲精品在线观看 | 日韩欧美在线乱码| 自拍偷自拍亚洲精品老妇| 深爱激情五月婷婷| 精品久久久久久久久久久久久| 国产黄片美女视频| 日韩制服骚丝袜av| 大香蕉97超碰在线| 欧美潮喷喷水| 久久久午夜欧美精品| 亚洲av电影在线观看一区二区三区 | 久久久久久久午夜电影| 久久精品久久久久久久性| 日本熟妇午夜| 五月伊人婷婷丁香| 欧美色视频一区免费| 青春草视频在线免费观看| 国产精品综合久久久久久久免费| 我要看日韩黄色一级片| 特大巨黑吊av在线直播| .国产精品久久| 免费电影在线观看免费观看| 大香蕉97超碰在线| 久久久欧美国产精品| 亚洲成人精品中文字幕电影| 六月丁香七月| 国产午夜精品一二区理论片| eeuss影院久久| 日韩av在线大香蕉| 午夜激情福利司机影院| 亚洲av免费在线观看| 亚洲精品日韩av片在线观看| 国产成年人精品一区二区| 91久久精品国产一区二区成人| 欧美xxxx性猛交bbbb| 国产精品女同一区二区软件| 九九久久精品国产亚洲av麻豆| 日韩欧美 国产精品| 国产三级中文精品| 在线观看一区二区三区| 国产精品一及| 美女xxoo啪啪120秒动态图| 国产亚洲av嫩草精品影院| 成人鲁丝片一二三区免费| 真实男女啪啪啪动态图| 国产精品一区二区三区四区免费观看| 两个人的视频大全免费| 久久久成人免费电影| 欧美一区二区亚洲| 能在线免费观看的黄片| av在线老鸭窝| 国语自产精品视频在线第100页| 久久精品人妻少妇| 日产精品乱码卡一卡2卡三| 日本免费a在线| 一卡2卡三卡四卡精品乱码亚洲| 成人高潮视频无遮挡免费网站| 午夜a级毛片| 亚洲五月天丁香| 中文在线观看免费www的网站| 日本免费在线观看一区| 最近视频中文字幕2019在线8| 女人被狂操c到高潮| 日本熟妇午夜| 亚洲精品色激情综合| 国产精品嫩草影院av在线观看| 久久久久久久亚洲中文字幕| 亚洲激情五月婷婷啪啪| 欧美成人a在线观看| 日韩视频在线欧美| 3wmmmm亚洲av在线观看| 精品人妻熟女av久视频| 亚洲av二区三区四区| 长腿黑丝高跟| 99热6这里只有精品| 久久久久久久久久成人| 亚洲国产欧洲综合997久久,| 国产一级毛片在线| 99视频精品全部免费 在线| 国产精品日韩av在线免费观看| 国产精品国产三级国产专区5o | 深爱激情五月婷婷| 欧美一级a爱片免费观看看| 久久99精品国语久久久| 亚洲综合精品二区| 国产免费男女视频| 免费电影在线观看免费观看| 麻豆精品久久久久久蜜桃| 久久久久久久久久久免费av| 成人特级av手机在线观看| 久久久久久久国产电影| 日本免费一区二区三区高清不卡| av卡一久久| 久久这里有精品视频免费| 亚洲欧美精品专区久久| 亚洲va在线va天堂va国产| 欧美高清成人免费视频www| 婷婷六月久久综合丁香| 日韩 亚洲 欧美在线| 欧美不卡视频在线免费观看| 狂野欧美激情性xxxx在线观看| 超碰97精品在线观看| 美女脱内裤让男人舔精品视频| 精品久久国产蜜桃| 亚洲天堂国产精品一区在线| 亚洲乱码一区二区免费版| 亚洲国产最新在线播放| 久久久久久久久久成人| 麻豆国产97在线/欧美| 蜜桃亚洲精品一区二区三区| 永久免费av网站大全| 午夜亚洲福利在线播放| 99久久成人亚洲精品观看| 91午夜精品亚洲一区二区三区| 两个人视频免费观看高清| 老女人水多毛片| 欧美日本亚洲视频在线播放| 午夜免费激情av| 国产伦精品一区二区三区四那| 蜜臀久久99精品久久宅男| 好男人视频免费观看在线| 中文字幕av在线有码专区| 日本wwww免费看| 久久人人爽人人片av| 免费av不卡在线播放| 丰满乱子伦码专区| 亚洲av成人精品一区久久| 少妇人妻一区二区三区视频| 久久久久网色| 亚洲成人av在线免费| 听说在线观看完整版免费高清| 蜜桃久久精品国产亚洲av| 日韩av在线免费看完整版不卡| 久久精品久久精品一区二区三区| 国产精品电影一区二区三区| 欧美bdsm另类| 久久人人爽人人片av| 国产熟女欧美一区二区| 日韩av在线大香蕉| 成人午夜精彩视频在线观看| 免费av毛片视频| 国产黄色视频一区二区在线观看 | 最近手机中文字幕大全| 国产精品一区二区三区四区免费观看| 狂野欧美激情性xxxx在线观看| 日本三级黄在线观看| 22中文网久久字幕| 亚洲国产精品成人综合色| 中文字幕久久专区| 搡女人真爽免费视频火全软件| 久久久久网色| 亚洲电影在线观看av| 一级毛片久久久久久久久女| 国产又色又爽无遮挡免| 久久久成人免费电影| 美女高潮的动态| 1000部很黄的大片| 天天躁日日操中文字幕| 天天一区二区日本电影三级| 亚洲国产欧洲综合997久久,| 国产又黄又爽又无遮挡在线| 少妇被粗大猛烈的视频| 国产单亲对白刺激| 2021天堂中文幕一二区在线观| av国产久精品久网站免费入址| 国产精品人妻久久久久久| 我的女老师完整版在线观看| 九九爱精品视频在线观看| 只有这里有精品99| 国产黄色视频一区二区在线观看 | 水蜜桃什么品种好| 国产一级毛片七仙女欲春2| 少妇猛男粗大的猛烈进出视频 | 老师上课跳d突然被开到最大视频| 亚洲精品亚洲一区二区| 国产片特级美女逼逼视频| 欧美最新免费一区二区三区| av在线播放精品| 精品久久久久久久人妻蜜臀av| 久久婷婷人人爽人人干人人爱| 国产美女午夜福利| 精品一区二区三区人妻视频| 国产在视频线精品| 国产成人freesex在线| 久久久久久大精品| 国产精品永久免费网站| 精华霜和精华液先用哪个| 国产精品一区www在线观看| 插逼视频在线观看| 久久6这里有精品| 久久久欧美国产精品| 亚洲av福利一区| 免费黄网站久久成人精品| 久久99精品国语久久久| 久久久久性生活片| 欧美又色又爽又黄视频| 亚洲欧美日韩高清专用| 波野结衣二区三区在线| 六月丁香七月| .国产精品久久| 国产高清有码在线观看视频| 在线播放无遮挡| 有码 亚洲区| 日本一本二区三区精品| 午夜a级毛片| 久久精品国产亚洲网站| 亚洲精品日韩在线中文字幕| 水蜜桃什么品种好| 天堂中文最新版在线下载 | 日韩av在线免费看完整版不卡| 少妇人妻精品综合一区二区| 永久网站在线| 18禁裸乳无遮挡免费网站照片| 久久这里有精品视频免费| 日韩三级伦理在线观看| 国产又黄又爽又无遮挡在线| 日韩精品有码人妻一区| 91精品国产九色| 午夜福利在线在线| 亚洲欧美中文字幕日韩二区| 亚洲av日韩在线播放| 一级毛片我不卡| 99久久九九国产精品国产免费| 激情 狠狠 欧美| a级一级毛片免费在线观看| 亚洲av福利一区| 久久久久久久久久久丰满| 黄片wwwwww| 久久精品国产99精品国产亚洲性色| 人妻夜夜爽99麻豆av| 国产精品久久久久久av不卡| 伦理电影大哥的女人| 一个人免费在线观看电影| kizo精华| 激情 狠狠 欧美| 国产在线男女| 久久精品影院6| av黄色大香蕉| 久久久久久伊人网av| 日本三级黄在线观看| 国产 一区精品| 99热这里只有是精品在线观看| 国产高潮美女av| 午夜精品在线福利| 精品国产露脸久久av麻豆 | 日本一二三区视频观看| 精品熟女少妇av免费看| 日本欧美国产在线视频| 亚洲精品aⅴ在线观看| 禁无遮挡网站| 美女脱内裤让男人舔精品视频| 欧美激情在线99| 特级一级黄色大片| 日本av手机在线免费观看| 欧美日本视频| 国产精品精品国产色婷婷| 青春草视频在线免费观看| 亚洲国产欧洲综合997久久,| 欧美潮喷喷水| 91久久精品国产一区二区三区| 中文字幕久久专区| 国产成人精品婷婷| 秋霞伦理黄片| 久久久精品94久久精品| 赤兔流量卡办理| 国产成人福利小说| 看片在线看免费视频| 亚洲国产欧洲综合997久久,| 联通29元200g的流量卡| a级毛片免费高清观看在线播放| 久久久久久久亚洲中文字幕| 国产国拍精品亚洲av在线观看| 国产高清三级在线| 一边亲一边摸免费视频| 国产在线男女| 我要搜黄色片| 人妻制服诱惑在线中文字幕| 卡戴珊不雅视频在线播放| 免费无遮挡裸体视频| 天美传媒精品一区二区| 少妇高潮的动态图| 能在线免费看毛片的网站| 亚洲成人av在线免费| 日韩高清综合在线| 精品不卡国产一区二区三区| 能在线免费看毛片的网站| 99视频精品全部免费 在线| 亚洲va在线va天堂va国产| 全区人妻精品视频| 在现免费观看毛片| 久久热精品热| 欧美丝袜亚洲另类| 欧美日韩在线观看h| 久久草成人影院| 国产午夜精品久久久久久一区二区三区| 国产麻豆成人av免费视频| 欧美一区二区精品小视频在线| 国产亚洲精品久久久com| 国产成人精品久久久久久| 午夜精品在线福利| 两个人的视频大全免费| 51国产日韩欧美| 亚洲精品自拍成人| 成人鲁丝片一二三区免费| av免费观看日本| 99热这里只有精品一区| 久久婷婷人人爽人人干人人爱| 免费黄网站久久成人精品| 精品一区二区免费观看| 真实男女啪啪啪动态图| 久久久久久国产a免费观看| av专区在线播放| 国产精品爽爽va在线观看网站| 久久久久久久久中文| 久久精品综合一区二区三区| 高清视频免费观看一区二区 | 99热6这里只有精品| 一区二区三区高清视频在线| 日韩 亚洲 欧美在线| 蜜臀久久99精品久久宅男| 男人狂女人下面高潮的视频| 菩萨蛮人人尽说江南好唐韦庄 | 3wmmmm亚洲av在线观看| 精品人妻一区二区三区麻豆| 高清av免费在线| 久久久久久久久中文| 亚洲最大成人av| 国产午夜精品论理片| 日本av手机在线免费观看| 国产白丝娇喘喷水9色精品| 一级毛片我不卡| 亚洲av日韩在线播放| 51国产日韩欧美| 亚洲自拍偷在线| 成人鲁丝片一二三区免费| 色噜噜av男人的天堂激情| 99久久成人亚洲精品观看| 国产成年人精品一区二区| 啦啦啦观看免费观看视频高清| 97超视频在线观看视频| 青春草视频在线免费观看| 国产亚洲最大av| 欧美日韩国产亚洲二区| 18禁在线无遮挡免费观看视频| 一个人看的www免费观看视频| 一区二区三区免费毛片| 亚洲av日韩在线播放| 免费黄色在线免费观看| 日本午夜av视频| 亚洲国产精品久久男人天堂| av免费在线看不卡| 欧美变态另类bdsm刘玥| 日本av手机在线免费观看| 夫妻性生交免费视频一级片| 久久久色成人| 日日啪夜夜撸| 高清毛片免费看| av又黄又爽大尺度在线免费看 | 99热网站在线观看| 精品国内亚洲2022精品成人| 欧美一区二区国产精品久久精品| 亚洲国产日韩欧美精品在线观看| 少妇裸体淫交视频免费看高清| 国产探花极品一区二区| 男人舔奶头视频| 久久国内精品自在自线图片| av在线蜜桃| 建设人人有责人人尽责人人享有的 | 亚洲欧美成人综合另类久久久 | av免费在线看不卡| 成人午夜精彩视频在线观看| 久久6这里有精品| 亚洲国产高清在线一区二区三| 国内精品宾馆在线| 亚洲精品日韩在线中文字幕| 亚洲av不卡在线观看| 七月丁香在线播放| a级一级毛片免费在线观看| 视频中文字幕在线观看| 国产高清不卡午夜福利| 亚洲人与动物交配视频| 少妇丰满av| 国产高清三级在线| 99九九线精品视频在线观看视频| 欧美人与善性xxx| 欧美xxxx黑人xx丫x性爽| 男的添女的下面高潮视频| 久久精品久久久久久久性| 日本wwww免费看| 国产色婷婷99| 国产精品精品国产色婷婷| 日韩欧美在线乱码| 性插视频无遮挡在线免费观看| 国产精品久久久久久久电影| 国产精品一区www在线观看| 91av网一区二区| 日韩欧美国产在线观看| 国产av不卡久久| 日韩视频在线欧美| 午夜亚洲福利在线播放| 在线a可以看的网站| 水蜜桃什么品种好| 午夜a级毛片| 老师上课跳d突然被开到最大视频| 久久人妻av系列| 亚洲欧美成人综合另类久久久 | 五月玫瑰六月丁香| 国产爱豆传媒在线观看| 免费看日本二区| 黄片wwwwww| 午夜精品一区二区三区免费看| 国产视频首页在线观看| 亚洲av二区三区四区| 国产精品一区www在线观看| 成人毛片60女人毛片免费| 免费黄色在线免费观看| 免费播放大片免费观看视频在线观看 | 亚洲欧美日韩东京热| 99久久精品国产国产毛片| 自拍偷自拍亚洲精品老妇| 精品人妻一区二区三区麻豆| a级毛片免费高清观看在线播放| 国产成人freesex在线| 99久国产av精品国产电影| av在线观看视频网站免费| 级片在线观看| 九色成人免费人妻av| 亚洲性久久影院| 国产在视频线精品| 中文欧美无线码| 十八禁国产超污无遮挡网站| 少妇裸体淫交视频免费看高清| av天堂中文字幕网| 三级毛片av免费| 婷婷六月久久综合丁香| 免费人成在线观看视频色| 一区二区三区四区激情视频| 日韩欧美 国产精品| 国产单亲对白刺激| 中文精品一卡2卡3卡4更新| 日本熟妇午夜| 亚洲av免费高清在线观看| 少妇人妻一区二区三区视频| 又黄又爽又刺激的免费视频.| 丰满乱子伦码专区| 国产高清不卡午夜福利| 国产精品国产三级国产专区5o | 秋霞伦理黄片| 亚洲精品影视一区二区三区av| 我的老师免费观看完整版| 美女高潮的动态| 国产成年人精品一区二区| 成人美女网站在线观看视频| 两个人视频免费观看高清| 熟女电影av网| 日韩一区二区三区影片| av免费在线看不卡| 内射极品少妇av片p| 久久久色成人| 最新中文字幕久久久久| 久久久久久久久中文| 国产欧美另类精品又又久久亚洲欧美| 免费av观看视频| 成人无遮挡网站| 自拍偷自拍亚洲精品老妇| 亚洲人成网站高清观看| 国产亚洲午夜精品一区二区久久 | 亚洲无线观看免费| 亚洲国产最新在线播放| 日本与韩国留学比较| 亚洲在线观看片| 亚洲av一区综合| 永久网站在线| 一卡2卡三卡四卡精品乱码亚洲| 国产精品人妻久久久影院| 日韩国内少妇激情av| 能在线免费看毛片的网站| 黄片无遮挡物在线观看| 欧美一级a爱片免费观看看| 99国产精品一区二区蜜桃av| 日韩欧美 国产精品| 久久精品久久久久久久性| 亚洲熟妇中文字幕五十中出| 麻豆成人av视频| 国产淫片久久久久久久久| 搡女人真爽免费视频火全软件| 亚洲av中文字字幕乱码综合| 国模一区二区三区四区视频| 波多野结衣高清无吗| 日本三级黄在线观看| 91久久精品国产一区二区三区| 国产黄片美女视频| 午夜福利视频1000在线观看| 国产一区二区三区av在线| 成人一区二区视频在线观看| 亚洲国产精品成人综合色| 精品人妻偷拍中文字幕| 又爽又黄a免费视频| 校园人妻丝袜中文字幕| 久久热精品热| 久久人妻av系列| 欧美zozozo另类| 中文字幕av成人在线电影| 老女人水多毛片| 亚洲欧美日韩卡通动漫| 欧美又色又爽又黄视频| 亚洲国产精品国产精品| 欧美一区二区亚洲| 91久久精品电影网| 国产av一区在线观看免费| 成年女人永久免费观看视频| 在线天堂最新版资源| 久久草成人影院| 国产黄a三级三级三级人| 国语自产精品视频在线第100页| 在线免费观看不下载黄p国产| 精品一区二区免费观看| 日韩国内少妇激情av| 简卡轻食公司| 日韩大片免费观看网站 |