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Second Assignment
Yueming Sang
Ratnakar Gadi
September 20, 2016
Contents
1 Characterisctics of Non-linear System
4 Operability in Sea
5 Operability in experiments
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Once we determine the transfer function for the system(defined in the figure
above),we can find the response of the system to any input by just multiplying the system with the transfer function.Then,we can sum up the responses as
mentioned above.
But,when the system is non-linear,the linear superposition is no longer valid
and also the definition of transfer function is not valid.
We will explain the procedure for how the response of the vessel is evaluated
using the linear theory.An irregular sea state can be considered as the superposition of large number of regular waves.We define a transfer function as the
output produced by a system for a unit input.This transfer function is an constant for an amplitude and changes with frequency.We provide a sample plot of
transfer functions(Response Amplitude Operator) below:
trum.This is done by dividing the wave spectrum into bins of discrete frequency.Then using the central frequency,the spectral density associated is calculated by equating the energies.From the spectral density,the amplitude can
be computed.To get the wave number associated with the frequency,use of the
dispersion relation is used.Mathematically,we get:
(x, t) =
N
X
i cos(i t + kxi + i )
(1)
i=1
where
Variable
i
i
k
i
Meaning
Wave elevation as function of x,t
wave amplitude predicted from equating energies
central frequency of associated bin
wave number predicted from dispersion relation
phase angle from the random phase generator
Operability in Sea
Operability in experiments
The Resistance,Trim and Sinkage of Fast ship should all be treated as a function
of deadrise with the increasing speed as shown below.
(2)
1
SV 2 Cf
2
(3)
where:
S
V
Cf
0.075
(log(Rn ) 2)2
(4)
1
2
2 SV Cf
cos cos
+ tan
(5)
where is the deadrise angle, is the weight of the craft and is the trim angle
of the craft.
As we can see,the two methods differ in the components used to sum up in the
resistance.The Savitskys method misses the residuary component.Thus,the savistsky method cannot be applied in the pre-planning regime,where the residuary
resistance is not negligible.
maximum breadth over the chine and the vertical projection of the chine
the keel line
transom slope
length of prismatic part of the hull
various models were made from the parent model for a deadrise with different
Lp /Bp ratio.The models were made of GRP,had spray strips and enabled hull
photography.The pivoting point of the carriage was at the intersection of the
shaft line and the cross section at LCG.A strain guage dynamometer was used
for measuring the resistance along with 2 wire over potentiometers for measuring
the heave and pitch motion.
For every Lp /Bp ,Ap /2/3 and LCG,the following were listed as function of
forward speed:
total resistance of the model(Rt m)
wetted length over keel(Lk )
wetted length over chine(Lc )
trim angle()
rise of center of gravity
Polynomial expressions were formulated to approximate the total resistance,rise
of center of gravity and trim angle.These expressions are dependent on Lp /Bp ,the
loading co-efficient(Ap /2/3 ) and the longitudinal center of gravity(LCG) and
fitted to seperate datasets for every dearise and F n combination.The reason
why the resistance formulations were not divided into components is because
that would have effected the accuracy of resistance prediction.The polynomials
have the following form:
Rt/, , RCG/1/3 = a0 + a1
+ a6
Lp 3
Ap
Lp 2
Ap 2
Lp
+ a2
+ a3
+ a4 2/3 + a5 2/3
Bp
Bp
Bp
Ap 3
Ap
Lp Ap
+ a7 LCG + a8 LCG2 + a9 LCG3 + a10 LCG 2/3 + a11
Bp 2/3
2/3
Lp
+ a12 LCG
(6)
Bp
The pressure distribution around the hull changes with respect to hydrostatic
pressure with the forward speed of the hull.In case of normal ship,upto Fn of 0.3
to 0.4,the water beneath the hull is pushed faster than the water far away from
the hull,thus causing low pressure below the hull making the centre of gravity to
move down(sinkage),not significant at low speeds.But,with the increase in the
speed,the lift is produced on the hull,thus causing rise in centre of gravity along
with bow up(high pressure at the bow).This cannot be considered as insignificant,in particular with hard chined hulls.The stationary heave and pitch motion
are neglected in the linear wave theory(ship is always placed at zero speed reference position independent of forward speed).The existence of dynamic lift force
and moment can no longer be neglected but have to be incorporated in the
equations of motion.Clement and Bount have performed tests to establish the
effect of the sinkage(static heave) and trim(static pitch) over the speed range as
shown below:
As we can see that at volumetric froude number,F n = 3,only 40% of the weight
was being carried by the buoyancy and 60% was being carried by the dynamic
lift.The dynamic lift(static heave) and moment(static pitch) along with deadrise
and wave steepness(This was demonstrated by Fridsma and Van Boosch) are
responsible for non-linear behaviour of the fast ships in head waves.The plot of
non dimensional pitch motion with running trim angle included is shown below
with the ship length/wavelength ratio.
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