H.-P. Guo and Z.-J.
Zou
Fig. 13. Axial flow around the rotating propellers obtained from the numerical simulation of oblique towing test with β = 10◦ (Upper: ahead of the propeller; lower:
behind the propeller).
of strain tensor Q, and the contour of the non-dimensional axial velocity
is given on the isosurface. It is shown that a series of strong vortices are
detached from the sonar dome, bilge keel, and skeg. Under the static
drift condition, the vortex shedding from the sonar dome develops to­
ward the leeward side and moves far away from the hull. The bilge keel
vortex at the windward side develops along the longitudinal direction of
the hull, and it is interacted with the portside propeller downstream.
Meanwhile, the vortex shedding from the skeg is interacted with the
starboard propeller.
Under the steady turning condition, the sonar dome vortex develops
toward the leeward side (the windward and the leeward sides are
opposite for the fore- and aft-parts of the hull under this condition).
Since the direction of lateral inflow changes with the longitudinal po­
sition, the lateral inflow presents a curved path cross the ship keel.
Actually, although dissipation occurs, the sonar dome vortex still has an
impact on the flow around the starboard propeller downstream (Guo
and Zou, 2017). Besides, similar to the static drift condition, the skeg
vortex is interacted with the starboard propeller. Overall, the vortex
structures shedding from the appendages are different for the static drift
and the steady turning conditions, and their effects on the flow around
the stern would be highly related to the complicated characteristics of
the global loads on the propellers.
5.3. Local flow field around the stern
To clarify the hydrodynamic mechanism of propeller operating
under the maneuvering conditions further, the nominal wake at the
propeller disks and the flow around the rotating propellers under the
maneuvering conditions are presented. For the sake of subsequent
9
Ocean Engineering 251 (2022) 110893
analysis, the circumferential position is described in Fig. 8, which is
coincident with the propeller rotation.
5.3.1. Nominal wake at the propeller disks
Fig. 9 presents the nominal wake obtained from the numerical
simulation of oblique towing test with β = 10◦ . For the portside propeller
disk, the reduction of the axial component at the 1st quadrant due to the
vortex shedding from the portside bilge keel is observed. The in-plane
component presents a consistent trend with the lateral inflow for the
vast majority of the propeller disk, and slight deflection appears at the
1st quadrant of propeller disk. For another, the inflow to the starboard
propeller disk is relatively complicated. Due to the strong effect of the
skeg vortex, the axial component is reduced at the 1st quadrant of the
propeller disk. Meanwhile, the in-plane component presents a remark­
able deflection at the whole propeller disk.
Fig. 10 presents the nominal wake obtained from the numerical
simulation of rotating-arm test with r = 0.4. Similar to the static drift
′
condition, the nominal wake presents a remarkable asymmetry for the
portside and the starboard propeller disks. For the portside propeller
disk, the nominal wake is less disturbed by the vortices shedding from
the upstream appendages. The axial component is reduced at the 1st
quadrant of the propeller disk, and the in-plane component presents a
consistent trend with the lateral inflow at the whole propeller disk. As
for the starboard propeller disk, the nominal wake is highly affected by
the vortices shedding from the sonar dome and skeg. As a result, the
axial component is reduced remarkably at the whole propeller disk, and
the in-plane component presents an obvious deflection, especially at the
1st quadrant of the propeller disk.
Fig. 11 shows the nominal wake at the radial position of 0.7 R
H.-P. Guo and Z.-J. Zou
Fig. 14. Axial flow around the rotating propellers obtained from the numerical simulation of rotating-arm test with r = 0.4 (Upper: ahead of the propeller; lower:
behind the propeller).
Fig. 15. (1 − wP(T) ) as a function of βP .
obtained from the numerical simulation of oblique towing test. The
nominal wake is decomposed into the axial component ua and the
circumferential component uc , and the positive direction of the
circumferential component is coincident with the description in Fig. 8. It
is shown that the asymmetry between the windward and the leeward
sides is intensified with the drift angle. With the increase of the drift
angle, the axial component is reduced at the most circumferential po­
sitions, and the reduction is more obvious for the starboard propeller. As
for the circumferential component, remarkable fluctuations are
observed with the circumferential position, and they are enhanced with
the increase of the drift angle. Particularly, the circumferential
10
Ocean Engineering 251 (2022) 110893
′
Fig. 16. (1 − wP(Q) ) as a function of βP .
component is remarkably enlarged for the starboard propeller disk
located at the leeward side. Under the larger drift angle, the circum­
ferential component presents positive value at the most circumferential
positions, showing that the direction of the circumferential component
is consistent with the propeller rotation.
Fig. 12 shows the nominal wake at the radial position of 0.7 R ob­
tained from the numerical simulation of rotating-arm test. With the in­
crease of the yaw rate, the axial component is reduced for the starboard
propeller located at the leeward side. As for the circumferential
component, the fluctuations with the circumferential position are
enhanced with the increase of the yaw rate, and it is more obvious for
H.-P. Guo and Z.-J. Zou Ocean Engineering 251 (2022) 110893

Fig. 17. Data regression of (1 − wP(T) ).

Fig. 18. Data regression of (1 − wP(Q) ).

Fig. 19. RSS and R2 of the data regression of (1 − wP(T) ). Fig. 20. RSS and R2 of the data regression of (1 − wP(Q) ).

the starboard propeller located at the leeward side. Different from the
static drift condition, the direction of the circumferential component is
less changed.
5.3.2. Flow around the rotating propellers
Figs. 13 and 14 present the axial flow ahead of and behind the
rotating propellers obtained from the numerical simulation of the obli­
que towing test with β = 10◦ and the rotating-arm test with r = 0.4. The
′
distribution as that of the nominal wake, except the enhancement
induced by the suction effect of the rotating propellers. As for the axial
flow behind the propellers, it is enhanced obviously at the 2nd and 3rd
quadrants for the portside propeller and at the 1st and 2nd quadrants for
the starboard propeller, indicating higher loads on the propeller blades
at these positions. The high-velocity region is in accordance with the
region where the circumferential component of the nominal wake is in
opposite direction to the propeller rotation.

distance of the selected sections to the propeller disks is 0.25 DP . It is Based on the local flow field around the stern, the asymmetry of the
shown that the axial flow ahead of the propeller disks presents a similar propeller behavior under the maneuvering conditions can be clarified

11
H.-P. Guo and Z.-J. Zou Ocean Engineering 251 (2022) 110893

Table 4
Model coefficients of the effective wake fraction from thrust identity method.
Coefficient τ+ τ−(T) c+ c−P(T) c+ c−Pv(T) c+ c−Pr(T)
(T) P(T) Pv(T) Pr(T)

Value − 2.0429 − 7.3714 − 3.5767 − 1.9009 0.07081 − 0.07279 0.09764 − 0.02625

Table 5
Model coefficients of the effective wake fraction from torque identity method.
Coefficient τ+ τ−(Q) c+ c−P(Q) c+ c−Pv(Q) c+ c−Pr(Q)
(Q) P(Q) Pv(Q) Pr(Q)

value − 2.4611 − 9.2482 − 3.5406 − 2.0167 0.05197 − 0.07104 0.07428 − 0.03278

for the windward and the leeward sides. Under the static drift condition,
(1 − wP(T) ) decreases with the increase of |βP | for the windward side
propeller, and remarkable fluctuation is observed; on the contrary, it
increases obviously with the increase of |βP | for the leeward side pro­
peller, and is accompanied with remarkable fluctuation. Under the
steady turning condition, (1 − wP(T) ) decreases with the increase of |βP |
both for the windward side and the leeward side propellers, while
(1 − wP(Q) ) presents a similar changing tendency with the change of βP as
(1 − wP(T) ).
Based on the mathematical model of the effective wake fraction
given in Eq. (5), the data regression is performed for (1 − wP(T) ) and
(1 − wP(Q) ) as shown in Figs. 17 and 18. To quantify the accuracy of data
fitting, the statistical parameters of Residual Sum of Squares (RSS) and
Coefficient of Determination (R2) are computed as following:
∑
m
RSS = y i − yi )2
(̂ (10)
i=1

/
∑
m ∑
m
R2 = y i − y)2
(̂ (yi − y)2 (11)
Fig. 21. Trajectories of turning test with δ = 35 . ◦ i=1 i=1

qualitatively. Under the static drift condition, the enlarged propulsive
loads of the windward propeller are highly related to the reduction of
the axial inflow and the fluctuation of the circumferential inflow.
However, for the leeward propeller, the circumferential inflow presents
a consistent direction with the propeller rotation at the majority of the
propeller disk, which can be regarded as the reduction of the rotating
speed of the propeller blades at these positions. It could be an important
factor leading to the reduction of the propulsive loads at the leeward
side under the static drift condition. Under the steady turning condition,
the hydrodynamic characteristics and the local flow field details of the
windward propeller are similar to those under the static drift condition.
Compared with the windward propeller, the reduction of the axial
inflow and the fluctuation of the circumferential inflow are more
obvious for the leeward propeller. Hence, the leeward propeller presents
higher propulsive loads than those of the windward propeller under the
steady turning condition. It is worth noting that the above conclusion is
similar to that drawn from the previous study (Guo et al., 2020) for the
twin-screw ship model DTMB5415. Therefore, it seems to be a common
feature of twin-screw ships under the maneuvering conditions.
5.4. Effective wake fraction
Figs. 15 and 16 present the computed effective wake fractions
(1 − wP(T) ) and (1 − wP(Q) ) as the functions of geometrical incidence angle
βP . (1 − wP(T) ) is computed by using the thrust identity method, while
(1 − wP(Q) ) is computed by using the torque identity method. The nu­
merical results obtained from the simulation of oblique towing test
(OTT) and rotating-arm test (RAT) are presented. It is shown that the
changing tendency of (1 − wP(T) ) is different for the static drift motion
and the steady turning motion, and presents a remarkable asymmetry
where m is the number of samples, yi is the actual value, ̂ y i is the pre­
dicted value, y is the average of the actual values. As shown in Figs. 19
and 20, the fitting model matches well with the computed (1 − wP(T) ) and
(1 − wP(Q) ), presenting reasonable values of RSS and R2. Hence, the
fitting model is with a good capability of describing the effective wake
fraction under the maneuvering conditions. The model coefficients ob­
tained from the data fitting are given in Tables 4 and 5.
6. Simulation of free running model test
To explore the characteristics of the turning maneuver considering
hull-engine-propeller interaction for the twin-screw ship, the turning
test with δ = 35◦ at Fr = 0.2 is simulated based on the composited
mathematical model, including the MMG model and the main engine
model. Apart from the effective wake fraction obtained in this study, the
hydrodynamic derivatives and the rest of the hull-propeller-rudder
interaction coefficients in the MMG model are taken from the previous
study (Guo and Zou, 2017; Guo et al., 2018). Besides, referring to the
moment of inertia of a similar propeller, IP in the main engine model is
set as 5.29 × 10− 4 kg m2. The added moment of inertia JP is hard to
calculate accurately, and the empirical value ranges from 0.2 IP to 0.3 IP ,
here it is set as 0.25 IP . In consistency with the published experimental
work (Mauro et al., 2012; Mauro and Dubbioso, 2012; Coraddu et al.,
2013), three simplified control strategies of main engine, i.e., constant
RPM, constant torque, and constant power, are considered. Under the
constant RPM and constant torque conditions, two shafts of the
twin-screw ship work independently. Under the constant power condi­
tion, two shafts are connected with each other, thus the propeller rev­
olutions is identical for the shafts, and the total power of the shafts is
kept as a constant value during the turning maneuver.

12
H.-P. Guo and Z.-J. Zou Ocean Engineering 251 (2022) 110893

Fig. 22. Time histories of kinematic parameters of turning test with δ = 35◦ .

parameters obtained from the numerical simulation under the constant

Table 6 RPM condition present a good consistency with the experimental data.
Comparison between the numerical and experimental results for the kinematic There are slight deviations in the drift angle, yaw rate, and heeling angle
parameters and the turning ability parameters. in the transitional phase of turning test.
Parameter EFD Constant RPM E%D The comparison between the numerical results obtained under the
Speed U/ U0 0.6441 0.6860 − 6.5184
constant RPM condition and the experimental data for the kinematic
Drift angle β (deg) 12.1438 12.4634 − 2.6318 parameters and the turning ability parameters is presented in Table 6,
Yaw rate r (deg/s) 8.0907 8.8077 − 8.8620 where U and U0 are the ship speed during steady turning and the initial
Heeling angle φ (deg) − 1.9220 − 2.0865 − 8.5588 ship speed, respectively. It can be seen that the speed, drift angle, yaw
Advance AD / L 2.3771 2.5070 − 5.4675
rate, and heeling angle under the steady turning condition agree well
Transfer TR / L 1.2882 1.3262 − 2.9527
Tactical diameter TD / L 3.1798 3.2155 − 1.1242 with the experimental data, displaying a reasonable error less than 10%.
Turning radius R/ L 1.5900 1.5742 0.9933 As for the turning ability parameters, the predicted non-dimensional
transfer, tactical diameter, and turning radius present satisfactory con­
sistency with the experimental data, with a tiny error less than 3%. The
6.1. Ship motion characteristics non-dimensional advance is overestimated with a slightly larger error
reaching to above 5%. Overall, the composited mathematical model
The turning trajectories and the time histories of the kinematic pa­ established is capable of describing the ship turning motion under the
rameters obtained from the numerical simulation of the turning test are influence of hull-engine-propeller interaction.
presented in Figs. 21 and 22. To validate the effectiveness of the From Figs. 21 and 22 it can be seen that there is slight difference for
composited mathematical model, the results of numerical simulation are the turning trajectories under different control strategies of main engine.
compared with the data of the free running model test conducted at Iowa Differently, the kinematic parameters, especially the speed, yaw rate,
Institute of Hydraulic Research (IIHR) (Elshiekh, 2014), where the and heeling angle, are affected obviously by the control strategy of main
propeller revolutions were kept a constant value during the test. From engine. The quantified comparison of the simulated kinematic param­
Fig. 21 it can be seen that the trajectory obtained from the numerical eters and turning ability parameters under different control strategies of
simulation under the constant RPM condition is in good agreement with main engine is shown in Figs. 23 and 24. For the sake of comparison, the
the experimental result. Besides, slight change is observed for the tra­ parameters under the constant torque and constant power conditions are
jectories obtained from the numerical simulations under the constant normalized by those under the constant RPM condition.
torque and the constant power conditions, which present a slight drift As can be seen from Fig. 23, compared with the constant RPM con­
along the lateral direction (Y-direction). Overall, the effect of the control dition, the speed, yaw rate, and heeling angle are reduced remarkably
strategy of main engine has limited effect on the turning trajectory. under the constant torque and constant power conditions. The reduction
From Fig. 22 it can be seen that the time histories of kinematic is more that 10% for the speed and yaw rate, and more than 20% for the

13
H.-P. Guo and Z.-J. Zou
Fig. 23. Kinematic parameters under the different control strategies of main engine.
heeling angle. In contrast, the drift angles under different control stra­
tegies are almost the same, indicating that the drift angle is less affected
by the control strategy of main engine. Among the three control stra­
tegies, the constant torque condition presents the smallest values of the
kinematic parameters in the turning test.
As for the turning ability parameters, it is shown in Fig. 24 that the
advance, transfer, tactical diameter, and turning radius under the con­
stant torque and the constant power conditions are larger than those
under the constant RPM condition. Different from the kinematic pa­
rameters, the difference in the turning ability parameters is relatively
limited, with the value about 5% for the constant torque condition and
about 1% for the constant power condition, indicating that the turning
ability parameters are less affected by the control strategy of main en­
gine. In comparison, the constant RPM condition presents the best
turning ability with the smallest values of the turning ability parameters.
The simulated time histories of rudder normal force during the
turning test under different control strategies of main engine are plotted
in Fig. 25. It is shown that there is a slight difference between the rudder
normal forces of the port and starboard sides during the process of
rudder deflection, resulting from the circumferential velocity induced by
propeller rotation. After the rudder deflection, the rudder normal force
on the portside and starboard rudders is reduced, while the difference
between them is enlarged obviously. The starboard rudder presents a
remarkably higher rudder normal force than that of the portside rudder
under the steady turning condition, which is highly related to the
asymmetric flow straightening effect between the windward and the
leeward sides. Under different control strategies of main engine, the
rudder normal force presents different tendencies. The portside and
starboard rudders present the highest rudder normal force under the
constant RPM condition, and rather distinct difference between the port
and starboard sides is observed. Corresponding to these features, the
best turning ability is achieved under the control strategy of constant
RPM. On the contrast, the rudder normal force presents the minimum
14
Ocean Engineering 251 (2022) 110893
value under the constant torque condition, and the difference between
the port and starboard sides is reduced. As a result, the weakest turning
ability is presented under the control strategy of constant torque.
6.2. Propulsion characteristics
The time histories of main propulsion parameters during the turning
test obtained by simulation under different control strategies of main
engine are shown in Fig. 26. The portside propeller and the starboard
propeller are located at the windward side and the leeward side,
respectively. The propeller revolutions, thrust, torque, and power are
normalized by the values under the straight ahead condition, denoted as
n/n0 , T/T0 , Q/Q0 , and P/P0 .
It can be seen that under the constant RPM condition, the thrust,
torque, and power of the windward propeller increase obviously, with
T/T0 , Q/Q0 , and P/P0 increasing to 202%, 176%, and 176% in the
steady turning phase, respectively. As for the leeward propeller, the
main propulsion parameters present slight fluctuations at the transi­
tional phase and then present monotonous growth trends. After entering
into the steady turning phase, T/T0 increases to 140%, Q/Q0 and P/P0
increase to 120%.
Under the constant torque condition, the propeller revolutions and
power of the windward propeller decrease during the turning process,
with n/n0 and P/P0 dropping to 78% in the steady turning phase. In
contrast, the thrust is enlarged during the transitional phase, with T/T0
reaching to 114% in the steady turning phase. As for the leeward pro­
peller, the propeller revolutions and power present slight fluctuations
during the transitional phase, with n/n0 and P/P0 dropping to 94% in the
steady turning phase. The thrust presents an increasing tendency, with
T/T0 reaching to 115% in the steady turning phase.
Under the constant power condition, the propeller revolutions of the
windward propeller present a decreasing tendency, with n/n0 dropping
to 88% in the steady turning phase. The thrust, torque, and power in
H.-P. Guo and Z.-J. Zou Ocean Engineering 251 (2022) 110893

Fig. 24. Turning ability parameters under the different control strategies of main engine.

Fig. 25. Simulated time histories of rudder normal force in turning test with δ = 35◦
(left: entire process; right: initial phase).

crease monotonously, with T/T0 , Q/Q0 , and P/P0 reaching to 156%,
135%, and 119% in the steady turning phase, respectively. As for the
leeward propeller, the variation of the propeller revolutions is consistent
with that of the windward propeller. The thrust, torque, and power
present slight fluctuations in the transitional phase. After reaching to the
steady turning state, T/T0 increases to 108%, while Q/ Q0 and P/ P0
decrease to 93% and 81%, respectively.
From the time histories of the main propulsion parameters, it can be
seen that the propulsive loads are remarkably asymmetric for the
windward and the leeward propellers of the twin-screw ship. Under the
control strategies of constant RPM and constant power, the windward
propeller presents higher thrust, torque, and power than those of the
leeward propeller. The asymmetry is more remarkable under the con­
stant RPM condition, with the differences of the thrust, torque, and
power reaching to 62%, 56%, and 56% of the values under the straight
ahead condition respectively. Under the constant power condition, the
differences of the thrust, torque, and power reach to 48%, 43%, and
38%, respectively. In contrast, under the control strategy of constant
torque, the windward propeller presents remarkably lower propulsive
loads than those of the leeward propeller, and the difference of the
power is about 16% of the value under the straight ahead condition.
Therefore, the asymmetry of the propeller behavior of the twin-screw

15
H.-P. Guo and Z.-J. Zou
Fig. 26. Simulated time histories of main propulsion parameters in turning test with δ = 35◦ .
ship during turning motion is relatively complicated. Apart from the
difference between the local flow fields of the windward and the leeward
sides, the control strategy of main engine plays also an important role.
Combined with the obtained ship motion and propulsion character­
istics, the effect of the control strategy of main engine on ship maneuvers
is analyzed from the perspective of hydrodynamic mechanism. During
the ship turning maneuvers, the ship resistance increases and the pro­
pulsive efficiency of the propellers decreases due to the drift and yaw
motions, hence the ship speed presents a remarkable reduction. Due to
the decreased axial inflow and the lateral inflow induced by ship motion,
the propellers present a remarkably higher propulsive loads under the
constant RPM condition. Differently, the propeller revolutions decrease
during ship turning under the constant torque and constant power
conditions, as shown in Fig. 26(a). The increase of the propulsive loads is
less obvious, especially for the constant torque condition. Hence,
compared with the constant RPM condition, the smaller propulsive
loads, mainly the thrust, result in the lower ship speed and yaw rate, as
shown in Fig. 22. Meanwhile, with the smaller propulsive loads, the
effect of the slipstream induced by the rotating propellers on the
downstream rudders is also reduced, resulting in the smaller value of the
rudder normal force under the constant torque and constant power
conditions, as shown Fig. 25. As a result, the control strategies of con­
stant torque and constant power present a weaker turning ability, and it
is more obvious for the control strategy of constant torque.
Based on the numerical results of simulation, it can be concluded that
the control strategy of main engine has a remarkable impact on the ki­
nematic parameters, such as speed and yaw rate, during turning ma­
neuvers. However, the effect of the control strategy on the turning
ability parameters such as advance and tactical diameter is relatively
less obvious. These conclusions are in accordance with the published
experimental results (Mauro et al., 2012; Mauro and Dubbioso, 2012;
16
Ocean Engineering 251 (2022) 110893
Coraddu et al., 2013), which provides a proof for the effectiveness of the
present study. Although the control strategy has a relatively small effect
on the turning ability, it has a remarkable impact on the fluctuation of
the propulsive loads and the asymmetric behaviors of the propellers of
the twin-screw ship during turning maneuvers. Therefore, the reason­
able use of the control strategy of main engine, especially for twin-screw
ships, would be beneficial to improve the safety of main engine opera­
tion without reducing ship maneuverability significantly.
7. Conclusions
In this study, turning maneuvers considering hull-engine-propeller
interaction are investigated for a twin-screw ship by using CFD and
system-based methods. A composited mathematical model, including
the MMG model and the main engine model, is established to describe
the ship maneuvering motion and main engine operation. Taking the
twin-screw ship ONRT model as the study object, a series of captive
model tests are simulated by using RANS method. From the computed
global loads on the propellers, a remarkable asymmetry of the propeller
behaviors is observed for the windward and the leeward sides under the
maneuvering conditions, and the asymmetry is different for the static
drift and the steady turning conditions. The complicated characteristics
of the propellers are highly related to the lateral inflow induced by the
maneuvering motion and the vortices shedding from the upstream ap­
pendages. To describe the propulsive loads during ship maneuvers, the
effective wake fractions are computed by using the thrust identity
method and the torque identity method, respectively. Through the data
fitting of the computed effective wake fractions, the feasible models for
describing the propeller thrust and torque of the twin-screw ship under
the maneuvering conditions are obtained. Based on the mathematical
model of the effective wake fractions, the mathematical model of ship
H.-P. Guo and Z.-J. Zou
maneuvering motion, i.e., the MMG model, is coupled with the main
engine model.
The standard maneuver of turning test with δ = 35◦ is simulated by
using the established composited mathematical model, considering the
hull-engine-propeller interaction. Three simplified control strategies of
main engine, namely, constant RPM, constant torque, and constant
power, are considered. It is shown that the control strategy of main
engine has a remarkable impact on the kinematic parameters of ship
turning motion, while it has relatively limited impact on the turning
ability parameters of advance, transfer, tactical diameter, and so on. In
other words, the effect of the control strategy on the ship turning ability
is less obvious. In contrast, the control strategy has a remarkable impact
on the propulsive loads during ship turning. It is shown that the control
strategy of constant torque may reduce the fluctuation of propulsive
loads and the asymmetry of the propeller behavior for the twin-screw
ship during turning maneuvers. Hence, from the perspective of ship
navigation and main engine operation safety, these features can be used
to balance the requirement of ship maneuverability and main engine life
cycle in the ship design process.
It should be pointed out that many issues still need to be further
investigated, such as the effect of free surface elevation, the coupling
effect of drift and yaw motions, and so on. In this study, a simplified free
surface treatment with double-body model is adopted, and the effect of
drift and yaw motions is analyzed separately. In the further study, a
systematic investigation will be carried out on above issues, so as to
provide a more accurate prediction of maneuverability for a ship in the
actual voyage.
CRediT authorship contribution statement
Hai-Peng Guo: Conceptualization, Methodology, Investigation,
Software, Simulation, Data curation, Formal analysis, Writing – original
draft. Zao-Jian Zou: Supervision, Conceptualization, Investigation,
Funding acquisition, Project administration, Writing – review & editing.
Declaration of competing interest
The authors declare that they have no known competing financial
interests or personal relationships that could have appeared to influence
the work reported in this paper.
Acknowledgements
This work is financially supported by the National Natural Science
Foundation of China [Grant number 51779140] and the Natural Science
Foundation of Zhejiang Province [Grant number LQ22E090003].
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