Professional Documents
Culture Documents
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MA
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Symposium
L;i~nm
HYDRODYNAMICS (I6k)
KNAVAL
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iind thie
UNITED STATE
4Co
T GUARD
1
'
ALPH D
STANLEY W
OE
OROFF
ACRA
OFFICE OF
Af
'
ements and opinions contained herein are those of the authors and
ot to be construed as offici'al or reflecting the views of the Navy
artment or of the naval service at large.
f.
~.
PREFACE
The Tenth Symnposium on Naval Hydrodynamics, which was held in Cambridge, Massachusetts, on 24-28
June 1974 uwider the joint sponsorship of the Office of Naval Research, the United States Coast Guard, and the
Massachusetts Institute of Technology, continued the traditional pattern which has been established for this
series of meetings. The two organizations which joined with the Office of Naval Research in sponsoring
this Symposium are deeply and actively engaged in research on hydrodynamic razoblems of critical interest
to the naval and maritime community, and several such hydrodynamic problem areas were selected as the
principal themes of the Symposium.
The United States Coast Guard has in recent yearb ,"gnificantly expanded its activity in ship-oriented
hydrodynamic research, and it was a great honor to have its cooperation and assistance in sponsoring the
Tenth Symposium. The Massachusetts Institute of Technology has a long history of interaction with the
United States Navy in general and with the Office of Naval Research in particular. The lion's share contribution of the Massachusetts Institute of Technology to the organization and management of the Tenth
Symposium adds to the iong list of distinguished and invaluable services which it has rendered.
The two major technical themes of the Tenth Symposium are Hydrodynamics for Safety and Fundamental
Hydrodynamics. The former addresses in some detail critical problems of growing concern in naval and
maritime circles -thi related problems of collision avoidance and maneuvering in confined waters. The latter
presents results fror. a wide variety of fundamental hydrodynamic research areas which bear rather directly
on vrious ship-oriented problems.
In such an undertaking as the organization and management of a large meeting, the list of persons
making valuable contributions must necestarily be long indeed. In the case of the Tenth Symposium on Naval
Hydrodynamics, such a list must without question be headed by Professor Philip Mandel of the Massachusetts
stit~ntp of Technology Drpartment of Omar Engineering, who served as chairman of the Symposium. The
Euccess of this meeting is due in large part to Professor Mandel's careful, dedicated, and detailed attention
to every aspect of the Symposium arrangements. He was capably assistae by many members of the staff of
the Department of Ocean Engineering, including: Professor J. N. Newman, who played a major role in organizing the technical program, Professor J. E. Kerwin, who organized and managed the tour of the Massachusetts Institute of Technology which preceded the Woods Hole visit, Professor Martin Abkowitz who made
the arrangements icr the reception and banquet, Mr. Keatinge Keays, Administrative Officer, and Ms.
Gwen Johnson, Admiriistrative Assistant, who discharged a wide variety of managerial tasks with great
expertise, and Ms. Jinny Nathans and Ms. Chris Simony who provided invaluable secretarial assistaxkce.
In addition, we are indebtod to Mrs. Davette Abkowitz, Mrs. Betty Dyer and Mrs. Marge Chryssostomidis
for their assistance in planzing and executing the social events which were held in connection with the
Symposium and which provickiad a very welcomed and very enjoyable respite from the long and crowded
technical calendar. It is also a piaasure to express our gratitude to the Woods Hole Oceanographic Institute
for the very delightful visit to the Institute and to Mr. Charles Innis of the Woods Hole staff who made the
arrangements for the visit. The Oft.,,e of Naval Research extends its heartfelt appreciation to all of these,
and to the many more who remain uinamed, whose unselfish efforts made the Tenth Symposium on Naval
Hydrodynamics possible.
Finally, it would be greatly remiss of me not to mention Dr. Albert Wood of the Boston Branch Office
of the Office of Naval Research and Mr. Stanley Doroff of the Fluid Dynamics Program of ONR, who provided continual support and assistance in tue planning of the Symposium from its inception.
RALPH D. COOPER
Fluid Dynamics Program
Office of Naval Research
kAiii
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CONTENTS
Page
Preface
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X
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xi
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xiii
xv
xvi
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xix
MANEUVERING
30
30
30
30
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31
M. Honkanen, FinlandE
31
.
33
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~ ~~~~~~DISCUSSION
SD
,!
59
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. Wang,
..S.
.. REPLY
Tetra Tech,
Inc., U.S.A....
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A UTHO
R'S
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E.O0.
59
59
35
62
70
S......
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... iv
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ERA
,9,
S. -:-
.,.t
f-/
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<
".
.'I,
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71
83
DIgCUSSION ...........................................................................
C. T. Earnest, Panama Canal Co., Panama
D ISCU SSIO N ...........................................................................
L. L. Martin, Admiralty Experimental Works, England
D ISCU SSIO N ...........................................................................
E. Muller,Versuchanstalt fur Binnenschiffbau, Germany
AUTHO R'S REPLY .....................................................................
N. H. Norrbin, Swedish State Shipbuilding Experimental Tank, Sweden
83
83
88
9...........
SDOUBLE-EDY
102
103
105
"SESSIONII
"OSCILLATORY TESTING
........................
109
122
123
126
128
129
LARGE AMPLITU OIE PMM TfSTS AND MANEUVERING PREDICTIONS FOR AMARINER CLASS/VESSEL
.
L.W. Smitt and M.Sflhislett, Skibsteknisk Laboratorium, Lyngby, Denmark
....
153
153
157
Hamburg, Germany
H.W.W.
Thieme, Institut
R'S REPLY
......... fur Schiffbau
............. der Universitat
..............................................
"S.Sato, Hitachi Shinbuilding and Engineering Co., Ltd., Japan
DIGITAL SIMULATION ANALYSIS OF MANEUVERING PERFORMANCE
179
......
............
1I. Eda, Davidson Laboratory, Stevens Institute of Technology, Hoboken, New Jersey
...........................
D ISC U SSIO N ...............................................
A. Goodman, Hydronautics, Inc., U.S.A.
AUTHO R 'S REPLY .....................................................................
"H.
Eda, Davidson Laboratory, Stevens Institute of Technology, U.S.A.
.O -;
159
178
DISCUSSION . ........................................................................
"
131
152
1F2
...................................
DISCUSSION ................................
A. Goodman, Hydronautics, Inc., U.S.A.
DISCUSSION .................
.....................
..................................
R.C. Uhlin, Exxon International Co., U.S.A.
DISCU SSIO N ..........................................................................
C.C. Glansdo~p, Technical University of Delft, The Netherlands
DISCU SSIO N ..........................................................................
S.A.R. Thulin
AUTHO R'S REPLY ....................................................................
L.W. Smitt, Skibsteknisk Laboratorium, Denmark
""'AUT;HO
..
.....
..
181
18
204
205
SESSION III
HYBRIDPVOMPUTATION FOR THE SIMULATION 61FI"NMANEUVERING SH
IPS.........
G. Mak and G.M. van der Bend. Netherlands Ship Model Basin, Wageningen, The N"etl';srnds
SIMULATION OF VESSEL ENCOUNTERS IN OONFINED.WATERS -- ,,~~
................
J.W. Devanney 111, N. Szasz, M.I.T., Cambridge, MA, J. Patell, Carniegie-Mellon Unive:sity,
Pittsburgh, PA and N. Norrbin, Swedish State Shipbuilding Experimental Tank, Goteborg, Sweden
..
221
....
THE ANALYSIS OF SAFE ARGINS IN THE MANEUVERING OF LARGE SHIPS IN CONFINED WATERS
1. Oldenkamp, Ro
naittion of Eng.neers, Netherlands and P.J. Paymans, Ergonomici Society, Netherlands
...
SOME ASPECT~S 0
ANEUVERING RpOLIINSTAIN
NSALWTR.................
1.W, Dand, National Physical Laboratory, Feltharn, Middlesex, England
245
281
DISCUSSION ..............................
...........................
I.. ...............
E.O. Tuck. University of Adelaide, Australia
DISCUSSION ...............................
I.........................
I..................273
P. Oltinann, Institut fur Schiffbau der Univeraitat Hamburg, Germany
DISCUSSION ..................................................
........................
M. -Schmiect~en, Versuchanat~alt fur Schiffbau der Universitit Hamburg, Germany
DISCUSSION ...............................
..............
I.............................274
G.E. Gadd, National Physical Laboratory, England
AUTHOR'S P EPLY......................................................................
I.W. Dand, National Physical Laboratory, England
..........................................
209
273
273
275
277
DISCUSSION...........................................................................
J.C. Card, U.S. Coast Gua.-d, U.S.A.
DISCUSSION .......................
...................................................
S.D. Sharma, Institut fur Schiirbau der Universitit Hamburg, Germany
I........................................
AUTHOR'S REPLY..............................
W.C. Webster, University of Califorhiza, U.S.A.
291
292
293
[.
DISCUSSION...........................................................................
C.M. L~ee, Naval Ship Research and Development Center, U..3.A.
DISCUSSI N............................................
L.L. msartin, Admiralty Experimental Works, England
AUTHOR'S REPLY ....................................................................
O.H. Oakley, University of California, U.S.A.
-7
297
'I' C',z*fo
*ekeleyCa~lifo'rnin ..
349
.............................
349
j
DESIGN AftELERATION A1~D Sh'IP MO~TIONS FOR .LUG Q'RGO 2ANKS ).................................3C1
A.E. Biiitis, S.L. Bales, and W.G. Meyers, NSRLJC BeJ60ma, Maryland
DISCUSSION ....................................................................
S.V. Lewis, Webb Institute of Naval Architecture, U.S.A.
DISCUSSION .............................................
I......
.............................
369
370
AUTHOR'S REPLY......................................................................
A.E. Baitir, Naval Ship Rebearch and Development Center, U.S.A.
.e'
368
371
'~H.N.
vi
IVR
OSVE
WAVES
..
e.........389
'
DISCUSSION .
.
.
.
.
.
.
.
.
N. King, Naval Ship Research and Development Center, U.S.A.
DISCU9ION
.....-...
. ...
.....
408
...
...
408
....
415
415
417
417
419
'VILAJ.
............
421
U>
DISCUSSION ..........................................................................
P. Kaplan, Oceanics, Inc., U.S.A.
DISCUSSION ................
.. ...
..... ................................
431
.............
. . . ..
..........
"T.K.S.
432
433
434
NTO...MTURBATON.
..
ES
..
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. . . . . . . .
439
449
458
461
463
P.T. rah and WE. Soh, University of New South Wailes, Sydney, Australia
DISCUSSION ..........................................................................
L. Landweber, University of Iowa, U.S.A.
DISCUSSION
T
488
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489.......
489
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489
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489
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417
490
493
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AU H R S RP Y . . .
A,::T.
__yN,,Sothw.
I....SESSION
Dvr TI~NSCUSS
NON-THIN. OR...
Joseph
~k
B. Keller, Courant Institute
VI
LL-.O..ED..................................................
of Mathematical *iences
**
~vii
543
.
L
.......................................
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D ISC U SSIO N .........
TF. Ogllvie, IUniversity Lf Michigan, U.S.A.
....................................
.................
..............
AUTHOR'S REPLY
J.B. Keller, New York University, U.S.A.
546
........
547
VELOCIT f FIELD MEASUREMENTS APPLIED FOR ANALYSIS OF SHIP'S WAVE-MAKING SINGULARITIES ....
T. Kitazawa, Hitachi Shipbuilding & Engineering Co., Ltd. Oaakp, Japan
and T. Inui and H. Kajitani, The University of Tokyo, Tokyo, Japan
b62
DISCUSSION .........................................................................
G.E. Gadd, National Physical Laboratory, U.S.A.
DISC U SSIO N ...........................................................................
K.W.H. Eggers, Institut fir Schlffbau der Universitat Harnburj, Germtny
AUTHOR'S REPLY .....................................................................
T.KitezAwa, Hitachi Shipbuilding and Engineering Co., LA., Japan
NOTE ON THE REFRACTION OF HEAD SEAS 3Y LONG SHIPS
F. Ursell, Uni',ersity of Manchester, England
D ISC U SSIO N ............................................
T.F. Ogilvie, University of Michigan, U.S.A.
AUTHOR'S REPLY ......................................................................
F. Ursell, University of Manchester, England
56 2
563
565
........................................
569
..............................
571
573
.......................
....
549
595
597
................................................
M.S. Longuet-Higgins, Department of Applied Mathematics and Theoretical Physics, Slilver Street,
Cambridge, England and Institute of Oceanographic Scienes, Wormley, Suirey, England
SESSION VII
NUMERICAL SOLUTIONS TO FREE-SURFACE FLOW PROBLEMS
'.J. Bai and R.W. Yeung, MIT, Cambridge, Massachusetts
....................................
634
DISCUSSION ..........................................................................
N. Salvesen, Naval Ship Research and Development Center, U.S.A.
DISCUSSIO N ...........................................................................
H. Kell, Mmachusetta Institute of Technology, U.SA.
..........................................
........................
D ISCUSSIO N .......
Y.K. Chung, H. Bomse, and M. Coleman, Frederick R. harris, Inc., U.S.A.
D ISC U SSIO N ...........................................................................
F. Ureoll, University of Manchester, England
D ISC U S:
N ...........................................................................
C.J. Garrison, Naval Poet Graduate School, U.S.A.
............................................
D ISCUSSIO N ..............................
D.C. Tolefaon, Newport News Shipbuilding and Drydock Co., U.S.A.
D ISC USSIO N ...........................................................................
E.O. Tuck, University of Adelaide, Austradla
,tUTHO R'S REPLY
.....................................................................
K.J. Bai, Massachusetts Institute of Technology, U.S.A.
NUMERICAL SOLUTIONS OF TWO-DIMENSIONAL NONLINEAR WAVE PROBLEMS
C.H. vonKerczek and N. Salvesen, NSRDC, Bethesda, Maryland
634
635
642
842
644
644
646
.......................
..................................
.....
D ISCUSSIO N ..................................
H.J. Hausling, Naval Shij) Research and Development Center, U.S.A
C'IS
USSIO N ...........................................................................
C.M. Lee, Naval Ship Research and Development Center, U.S.A.
.....................................................................
AUTHOR'S REPLY
C.H. vonKerczek, Naval Ship Research and Development Center, U.S.A.
TWO-DIMENSIONAL CALCULATIONS OF THE MOTION OF FLOATING BODIES
R.K.C. Chan and C.W. Hirt, Science Applications, Inc., La Jolla, l'alifornia
Vill
609
.........................
649
664
665
666
667
......
..........
682
.. . .......
683
685
697
...
.........
...........
.............................
699
700
...
699
702
705
722
722
722
729
6ESSiON Viii
4,
733
743
THE MANEUVERABILITY OF FISH, WITH POSSIBLE IMPLICATIONS FOR MAN-MADE VESSEIS ............
D. Weihs, Technion-lsrael Institute of Technology, Haifa, lsr.el
763
771
....................
779
791
791
791
792
, "
I,
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%]1
INTRODUCTORY REMARKS
D)r. Alfred H. Keil
Dean of Engineering
Massachusetts Institute of Technology
I
.
WELCOMING ADDRESS
President
VZassachusett, Institute of Technology
F:
Thank you, Dean Keil. If the Dean has to protest that he knows nothing about ship hydr-ndynamics, what do you suppose I should sey, although
I should confess that last year I designed a 30-foot boat that somebody built
for me. It did float, and it did move through the water, but 1 wouldn't go
beyond that i.- bragging about its hydrodynamics.
I take great pleasure in welcoming this, the Tenth Biennial Symposium
on Naval Hydrodynamics, here to MIT. I'm particularly pleased to b,? here
bFocause I feel a special bond to our sponsors, and particularly to the Office
of Naval Research. Any American scientist who hat; the privilege of woiking
under federal sponsorship, whether he knows .L or not, owes a great da' to
the Office of Naval Research. Following World War II, in a vacuum of research interests and support, the Office of Naval Research was set up under
the inspired leadership of some people who had witnessed the contribution
that science could make to naval warfare and naval matters during the war.
They held wartime basic research activities together and established a very
fasighted pro.gram nuder th Office
,
of Naval Research that set the pattern
which ultimately led to the National Science Foundation. The Office of
Naval Research has continued to be an important sponsor of basic and applied research in this country. It has provided an important link between
scientists and engineers in American universities and our armed services. We
have always found that ONR provided a degree of understanding present in
very few other sponsoring agencies, probably because of the direct involvenent cf so many of the people in ONR in the ongoing activities of the Navy.
When I was a working scientist-engineer, involved with military electronics, particularly radar, I always found it a special pleasure to work with
the Navy, partially because of the severe technical demands that a seaborne
environment placed on equipment, and partially because of the deep understanding I found among the people I had to work with. T always got a speciql pleasure out of being aboard ship. I used to suspect that I hadn't grown
up, because all the gadgets and devices I found on submarines and ships gave
me a thrill. Later in life, just a few years ago, I discovered in talking to
Buckminster Fuller that the Navy had been his inspiration that led to such
things, he claimed, as the geodesic dome and a variety of other thiing,'. He
put it very simply that, while most ,of us spend our engineering hours learning how to do more vith more, in the shipboone environment you had to
learn how to do more with less. This was the lesson that he had learned as
a young Navy officer aboard a submarine, aid it never left him.
xi
In any event, we are very pleased to be joint sponsors with the Office
of Naval Research and the Coast Guard, and I would like pal :icularly to welcome our cosponsors, RADM M.D. Van Orden, Chief of Naval Research;
RADM A.H. Siemens, Chief of Research and Development of the United
States Coast Guard; Dr. C.C Bates, Science Advisor to the Commandant of
the United States Coast Guard; and Mr. P. Eisenberg, President of the Society of Naval Architects and Maxine Engineers of the United States.
This is the tenth of these symposia, and they have alternated between
the United St,,tes and a country overseas. I understand that about half of
you are from overseas, and I would like particularly to welchne you to the
MIT campus and hope that you have an opportunity to se6 something besides this hall while you are here. If any of you would like to have a tour
of a part of the MIT camnus which isn't already offered, see me and I wil'
arrange it for you. We would welcome an opportunity to show you MIV
The school is a small university by American, and I suppose even Europe, ii,
standards. We have a total of 7500 students, about 4200 of whom are wvhat
we call undergraduates, and the remainder are graduate students. We have
a faculty of about 900 professors, an additional research staff of about 1500
people, and a postdoctorate student body of about 600. We hwre a very
hcavy emphasis on applied science in engineering, ane a good deal of basic
researc- as well. In recent years, as the concern about the social consequences of science and technology has grown Around the world, our political science, economics, and other social sciences have grown and have become an important part of our curriculam. Some of you might welcome an
opportunity to see these activites as well. In any event, I welcome you
here; I hope you have a very productive meeting; and, if there is anything
any of us from MIT can do to make your stay in the Boston area more delightful, please let us know. Thank you.
xii
xii
WV
WELCOMING ADDRESS
Rear Admiral M.D. Van Orden, USN
Chief of Naval Research
I am pleased to welae you to the Tenth Symposium on Naval Hydrodynamics. This biennial symposium is sponsored by the Office of Naval
Research to stimulate research in hydrodynamics by providing a forum for
world leaders in this field IS meet and Jiscuss their latest ideas and discoveries.
This is one of several international symposia held by ONR that helps to
fulfill a principal ONR objective, which is to conduct a continual survey of
worldwide findings, trends, potentialities, and achievements in research and
development of interest to the Navy. Another major function of ONR is to
support research at ur iversities and laboratories. And we also provide the
bridge between basic research and practical naval applications.
We aregratilMed that we can count. an many as nine different countries
in addition to the U.S. who will have representatives presenting papers at
this symposium. I understand we also have visitors from the Soviet Union
and Builba, as well as Spain, Finland, and Brazil.
I should stress that ONR considers it important that the information
we gain not be hoarded, but that it be exchanged between the U.S. and the
rest of the world. In addition to symposia such as this, another major instrument for achieving this is our branch office in London, which has operated as long as ONR has been in existence, that is, since 1946. Scientists
on the staff of our London office visit various research establishments
throughout Europe to learn about the newest ideas and theories that are
evolving there. In return, the U.S. scientists help to distribute to their colleagues in those countries copies of technical reports prepared by scientific
investigators in this country supported by ONR as well as by other U.S.
government research agencies. The Navy also conducts data exchange agreements with 16 countries.
In that connection, it seems fitting that this symposium should be dedicated to the late Professor Georg N. Weinblum of Germany, who served
for a time as special consultant to the U.S. Navy at its David Taylor Model
Basin, now renamed the Naval Ship Research and Development Center. The
contributions of this creative investigator are perhaps best epitomized by
Captain Harold R. Saunders, a leading naval architect, in his book Hydrodynamics in Ship Design. Writing about Professor Weinblum in 1957, he said:
"He, in the opinion of many, is blessed with the most amazing combination
of theoretical, analytical, and practical intelligence and ability to be found
xiii
Captain Saunders was undoubtedly referring to the fact that hydrodynamics research must draw its material from a variety of scientific disciplines. Consequently, hydrodynamicists must be able to discuss their problems with mathematicians, chemists, marine arcnitects, and oceanographers,
for example, with mutual understanding and respect. The very nature of
hydrodynamics forbids parochialism. It is essential that people in this field
interact effectively with other scientists engaged in basic research, as well as
with design engineers.
For the Navy, progress in hydrodynamics research has become increasingly urgent. Traditionally our goal has been to design new and improved
types of ships that not only make use of advanced technology but also operate efficiently, reliably, and safely. Now we face a new challenge in the
construction of ships to sail on or beneath the unforgiving sea.
Th.- Navy must find ways to discover and correct the problems that a
new design may run into before reaching the point of full-scale sea trials.
Congress and the public are more cost-conscious than ever before in regard
to the expenditure of public funds. No longer are excuses accepted for the
failure or sputtering operation of a new, expensive ship because it has encounteredi problems we hact not anticipated.
Since the sea is the Navy's busirless and we have been involved in it a
long time, we are expected to know it well. Only investigators like your-
selves are aware of how limited is our knowledge of the forces that impact
on a buoyant body propelled through the water. As much as our understanding has increased, we know we have much more to learn. This information can be obtained only through the arduous bit-by-bit process of basic
research, such as you gentlenmen pursue.
Today our nation is faced with the dilemma that we must make do with
a much smaller navy, but still retain our global responsibility. This means
we must plan types of ships that are radically different in design from anything in the past in order~ to meet this requirement. At the same time, these
ships must be inexpensive to operate and maint'ain in addition to satisfying
our tr~aditional standards.
The results of the research that will be reported at this symposium
should help us move toward that formidable goal. It is clear that all of you
here today are dedicated scientists, so I do not" need to urge you to keep
pressing forward in your search for solutions to the frustrating problems
in hydrodynamics. I would like to stress, however, that you maintain strong
lines of communication so that as many people as possible can benefit when
you inevitably succeed. in your endeavors.
xiv
'
WELCOMING ADDRESS
Rear Admiral A.H. Siemens
Chief of Research and Development
United States Coast Guard
On behalf of the U.S. Coast Guard, I am pleased to welcome you to
the Tenth Symposium on Naval Hydrodynanics. I would like to thank
Dr. Wiesner and Admiral Van Orden for the opportunity to co-sponsor this
symposium. i -un sure it will be a technically enlightening and a personally
satisfying experience for all participants. I am delighted that a major portion
of this symposium has been devoted to hydrodynamics for safety.
The Coast Guard's interest in hydrodynamic research is mainly for technical support of its regulatory responsibility. Our traditional interests have
been in the areas of vessel survivability, such as the development of impact
and damaged stability criteria, the use of seakeeping research to help in establishing vessel ioadline criteria, and structural strength criteria. With recent legislation which the Congress has passed, the Ports and Waterways Act
of 1972, we have received new areas cf responsibility. The Coast Guard
must now establish standards for vessel maneuverability and must also promulgate as necessary the operational controls to minimize collisions, ramming, a'd grounding incidents. Our present research program in hydrodynamics consists of investigations of vessel stability in a seaway, being done
for us at the University of California; the analysis of towing and fishingvessel stability criteria, being conducted at Hydronautics Incorporated, the
prediction of extreme acceleration of vessels, which is being done at the
Naval Ship Research and Development Center; and investigations of springing stresses in Great Lakes ore ships, being conducted by Webb Institute of
Naval Architecture. Our research efforts in 1975 and 1976 will concentrate
on the vessel maneuvering problem, with special emphasis on measuring
maneuvering performance in restricted waters. Stevens Institute of technology is already working on some initial tasks of this program. A review of
the papers for this symposium indicated to me that many of the subjects to
be discussed relate directly to the Hydrodynamics Research needs of the
Coast Guard. I encourage all of you to continue these important research
efforts, so that we may continue to improve the safety of maritime transportation. Thank you.
xv
...
--2
plexion of the symposiumn would have pleased him. He would have liked
K;
the broad spectrum of topics ranging from "Ship Theory" in its most immediate sense to hydrodynamical problems on its fringes. He would have
been pleased by the diverse origins, both nationally and professionally, of
the contributors. For it was characteristic of Georg Weinblum to see his
favorite subject in a broader context and to know that an advance in a related field often entails an advance in s'ip theory itself. He realized that
researchers from other disciplines, with their diff( :'en' backgrounds and
xvi
A1
.rawarkbl
xvii
recent years he receive( honorary doctorates from the Technical Universities in Berlin and Vienna and the University of Michigan. He had recently
become a Correspondhig Member of the Academie des Sciences of Paris.
His own research has been briefly described in the Journal of Ship Research,
Vol. 16 (1972), pp. 1-2. However, as an aid to those interested in further
study of hii work we append a list of published papers that we hope is
complete.
Georg Weinblum will be sorely missed by those who knew him, but
his spirithas affected all of us who did, and through us, we hope even those
who were not so fortunate as to have known him personally.
xviii
A CATALOGUE OF
PUBLISHED PAPERS BY GEORG P. WEINBLUM
The following list does not include all of Georg Weinblum's publications. It does not include discussions of papers by other authors nor the
many notes written on the occasion of some anniversary of a colleague, or
of his deAth. Neither does it include unpublished manuscripts nor material
appearing only informally as a report. On the other hand, we believe that
all research pi )ers have been included, all expositor- articles .mdmost of the
short notes written to bring to the attention of naval architects and others
progress in ship theory. Wherever possible we have tried to check the bibliographical data. When this has not been possible, we have relied upon the
accuracy of a list prepared at the Institut f&r Schiffbau several years ago.
Papers are listed approximately in chronological order.
Reibungsfestigkeit von Nietverbindungen. Schiffbau 30 (1929), 590-593.
Beitrage zur Theorie der Schiffsoberflache. Werft, Reederei, Hafen 10
(1929), 462-466, 489-493;11 (1930), 12-14.
Anwendungen der Michellschen Widerstandstheorie. Jahrb. Schiffbautech.
Ges. 31 (1930). 39-436; disc. 436-440.
Schiffe geringsten Widerstandes. Proc. 3rd Internat. Conar. Appl. Mech.,
Stockholm, 1930, pp. 449-458.
Beitrag zur Systematik der Schiffslinien. Werft, Reederei, Hafen 11
(1930), 469-473.
Uber die Berechnung des wellenbildenden Widerstandes von Schiffen,
insbesondere die Hognersche Formel. Z. angew. Math. Mech. 10
(1930), 453-466.
Schiffe geringsten Widerstandes.
LXi
FUber
IDie
4-;
Uber einige neuerie Arbeiten auf dem Gebiete des Wellenwiderstandes von
Schiffen. Schiffhau 36 (1935), 200-202.
Widerstendsuntersuchungen an scharfen Schiffsformen. Schiffbau
(1935), 355-359, 408-413.
Die Theorie der Wulstschiffe. SchiffbauU2 (1936), 55-65.
xx
Stereophotogrammetrische Wellenaufnahmen.
Schiffbau 37 (1936),
(1938), 122-127
9.
(1938), 181-184.
Schiffbau 4A0 (1939), 27-33, 46-51, 66-70.
Analysis of w," ) resistance. The David W. Taylor Model Basin, Washington, D.C., Rep. no. 71.0 (1950), 102pp.
Schiffsform und Widerstand.
On the motions of ships at sea. (With M. St. Denis) Trans. Soc. Naval
Arch. Marine Engrs. 58 (1950), 184-231; discussion 232-248.
xxi
Schiffbautech.
Recent progress in theoretical studies on the behaviour of ships in a seaway. 7th Internat. Conf. on Ship Hydrodynamics, Oslo, 1954,
26 pp.
Xxii
xxiii
Schiffbau und seine Forderung durch die Deutsche Forschungsgemeinschaft (DFG). Hansa 102 (1965), 2053-2055.
Uber die Unterteilung des Schiffswiderstandes.
(1970), 807-81.2.
Beitrag der Schiffstheorie zur Entwicklung des Schiffes. Hansa 107 (1970),
Sondernummer: Daw Schiff von Morgen, 37-45.
Remarks on ships and ship speed. Proc. 13th Internat. Towing Tank Conf.,
Berlin-Hmburg, 1972, vol. 1, pp. 6-13.
Note: A complete list of all of Georg Weinblum's publications is planned
by the Institut fiir Schiffbau for some time in the future.
xxiv
MANEUVERING
SESSION I
Monday, Jute 24, 1974
9:W0 A.M. - 12:35 P.M.
Chairman:
...................
35
71
89
(Page
2 bn
1a
blank
W. Beukleman
University o6 Technology
Mekelweg 2, Delft
The Netherlands
C. C. Goan.dorp
Univeriity oa Technotogy
Mp.kelweg 2, Vetft
The Netherlands
ABSTRACT
Forced oscillation experiments have been carried out with a systematic ship model family of
which the length-beam ratio was ranging from 4 to 20. The experiments also included a thin plate to
isimulate the case of en infinite length-beam ratio. Vertical and horizontal harmonic motions in calm
water have been considered and the corresponding hydrodynamic oefficients have been determined.
Moreover the vertical motions end added resistance in waves have been measured. The results are
presented in grafical forni and are compared with some existing calculation methods.
NOMENCLAT'RE
A,h,C,D,E,G )
a,b,c,d,e,g
B
Cp
p
(I
e
F
''
F
g
.r'
K,
K
k 1,2
k
kzz
"inertia
of ship
ship's iengtA
of ship
total vertical eve moment; saass
M'
dimensionless mass of ship
m'
vertical sectionua added mass
N'
vertiCal sectionm damping coefficient
hydrodynamic coefficients of the
N1, N'vN!',N'
v v
,r r
equations of yaw and sway
respectively
'v' 'r
r'
dimensionless yaw velocity
*'
dimensionless yaw acceleration
T
ship's draught
L
M
Pi
Te
V
Vz
"I'
''
effective draught
period of encounter
forward velocity of ship
vertical relative velocity with respect
to the inter
,]imensioj,ss ..... elocity
dimensionlss :;w,ty acceleration
dimensionle:;s longitudinal added mase
rk3
"a
yaoen
X
V
P
G'
'
density of water
dimensionless stability eoo'
dimensionless stability root
pitch angle
instantaneous wave elevation
Y.
y"
yw
z
W'
We
\"
Subscripts
a
F
1
Superscript$
sectional value3 or dimensionless vaoues
according to CNAME-nomenclatue
1. INTRODUCTION
The calculation of the vertical hydrodynamic forces and moments acting on a ship in
seawaves, according to the strip theory, has
proved to be a valuable tool. This is also true
to a limited extent for horizontal motions, but
the experimental verification for low frequency
motions, which are of interest for manoeuvring
and steering problems, is rather scarce,
The detailed comparisons of calculation and
experiment for pitch and heave are for the
greater pait restricted to more or less average
hull dimensions, for instance a length-beam
ratio of approximately 6 to 8 and block
coefficients arour.' .70. Although predictions
of vertical motions of extreme ship forms have
been quite succesful, it has not been known to
what extent the strip theory is valid when more
extreme hull dimensions are considered.
Intuitively one may imagine, that the thinner
the ship form, the more the applicaLion of the
strip method is justified.
For manoeuvring and steering purposes the
hydrodynamic coefficients of the equations of
motion depend to a larger extent on viscous
effects introducing lift
phenomena,when compared
with vertical motions of a ship in waves,
Existing methods to approximate these hydrodynamic forces have a more empirical character.
Apart from the length-draught ratio in both
cases the length-beam ratio may be regarded as
a useful parameter in a comparison of theory
and experiment,
The main objective of this paper is to provide
extensive exparimental data respecting the
influence of the length-beam ratio of a
systemr+ic ship model family on the hydrodynamic forces on the hull for vertical
oscillatory motions in the wave frequency range,
3.
Vertical Motions
First of all the heaving and pitching
motions have been calculated with as a basis
a formulation of the strip theory as given in
appendix 1 and [23 . This formulation has been
derived using earlier work by Shintani [3]
SUding [I4 ,Semenof-Tjan-Tsansky et al 53
Tasai [6] and affords the same results as given
by Salvesen et al [7] . Afterwards the method
has been used, which has been formulated
principally by Korvin-Kroukovsky and Jacobs [83
and modified by the authors [9
The results of both methods have been compared
with the experimental results.
2.
3.1.
4-
Heave amplitudes in waves are somewhat overestimated by the new method. Earlier
experience with both methods has shown us a
slight preference for the modified KorvinKroukovsky and Jacobs method although a
desired symmetry in the mass cross coupling
coefficients is not fulfilled in their
presentation. Moreover added resistance is
overestimated by the new method and in this
respect it should be remembered that added
resistance varies as the squared motion
amplitudes,
For Fn=.20 the predicted added resistance
agrees very well with the measured values, with
only minor differences at high frequencies. Even
for the very low length-beam ratio's the
agreemdnt is satisfactory, considering the more
or less extreme hull form and the relatively
high forward speed in those cases. For Fn=.30
the correlation between tbeory and experiment
is less. However for all length-beam ratio's,
except for L/B=7 this speed is very high,
with corresponding high ship waves,
Especially for L/B=I the added resistance at
high frequencies is under estimated by the
theory.
x1
< I
rA
When xv, and x. both are positive this condition
postulates, that the point of application of the
total yaw force is located before the point of
application of the sway force. In figure 12, 13
and lI it may be observed, th., for a L/B-ratio
exceeding 8 this condition is fulfilled. Since at
a L/B-ratio of approximately 20 Yi equals the
mass M',x{. will change sign and becomes extremely
negative. In this case the aforementioned
criterion is still
satisfied, since it is
obvious that xv, remains positive. In table 2 the.
stability roots are calculated; the smaller roots
are positive for the smaller L/B.-ratio's and they
are becoming negative for the larger L/B-ratio's.
Noteworthy
is the difference between the two
last columns indicating, that the actually used
plate for the expetiments has a stable behaviour,
but that an imaginary massless plate has an
oscillatory stable behaviour. This fact is also
found in stability analysis of ships which have
large fins or deep keels, like sailing yachts and
is caused by the small inertia forces relative
to the lift
forces [13] .
Moments"
International Shipbuilding Progress,
No. 156, 1967.
10] Gerritsma, J. and Beukelman,
4.
REFERENCES
I pI
Vol.
14,
W.,
'rim
bx
w
where F' is the hydromechanical force acting
on a cross-section of the ship.
It can be found thatVe)
The effective
t
'.,ve elevation c
C=Ce,
in
TM=
where
o
-T
1%
e
is defined as
1.yezidb
zb)
(h
-T
This expression follows from the integration of
the vertical component of the undisturbed
incident wave pressure on a cross section
contour. The time derivatives of C are used in
the calculation of the damping and added mass
correction to the "Froude-Kriloff" wave force
and moment.
Because harmonic motions orliy are considered,
equation (3) can be written as
I4
'
F'=-2pgyv(z-xbe-m)-ml(-xbS+2V6-*)+
+dV'(i-xb6+Ve)-N1(i6+2Ve
xb
N'
VS +V
w e
5
one finds
cwdgbfydx1
L
d=
V
3
m'xbd x+2--VI'Nx-,--V
LfV r dNd-e
-e-
d- t +
1
e
e=
N'XfdXb-V
dim'
d
m'dxxb-V f dxbdxb +
L
L
[]V2
5. APPENDIX 1
Le]
'J
(2)
-
Mi
L
8=
(pV+a)!+bi+cz-de-cA-ge)=F
(heave)
(I
(pitch)
+A)8+B6+C8-Dz-E1-Gz=M
z=zcos
Se
t+czcc
g2pg
yx.bx.0
L
((6 a)
r(1)
BacoS (eat+e)
'
II
L
he
+2
( l 2
(
J
m2dx%-V
3x
r-)d2%
N1'2%d%-2V
B-
"*
eL
(8)
RAWVt (b +B )
This expression was derived by expanding Maruo's
expression [21J into an asymptotic series with
to a slenderness parameter and taking
L
T% x. bdxb
Irespect
2
ywxbdxb
C=2pg
L,speed.
D=
dXb+I
I
L
-xbdI
Lw
Lb i
e Lequation
E= L N'xbdxb-V
J--yXdXb- dmI
are considered.
In
(6b)
ywbdr
woop
0=2pg
L
Te
If F=F cos(et+c)
a c~et~cp
and M=M
coS(et+e
) then:
a co~e"MC
P=
j
L
COS
q sin EF=p
sin
kxadXb+
L
-w2
Hue
-
d, I
k
7)ekT
Cosv
-b+
V dN'\ -kTosdAs
e
(m'+
xb
-We-dJ
(Ta)
p w
_ M
=atS
-2g y
YXbe-kTck xb db +
-- 2pg{ y
Cdsin
L
d'
Vm
Id-N 'I
Cos
)xe
za dxb(10
1 1
b5P=RAW(V+c)T
sikxbdXb
(Tb)
(12)
For ships where N' and m' are zero at the stem
and stern the expressions (6) and (7) can be
simplified, but this has not been carried
through in the corresponding computerprogram.
When the terms between the brackets are
left out from equations (6) and (7) an4 when
m
of N' in (7) the
"W=1 in the coefficients
resulting equations of motion are equal to
we
those derived by the modified Korvin-Kroukovsky
and Jacobs' results (9]
-ii
.. .. . .
"
,
'';"
8
RAW.)
From (10)
L IeCU
i,",
(10)
6
sinkx dx
-)xbekT
Le
dtdxb
where b'=N'-V-d
a
(; 0
b'V
.
'
j We|e
e;~
M'Ct'+r')Y'+yv'+Y'+Y'r'
(swaY)
(yaw)
vise
=(-7
N.
N
=2'
P19L 2
r vise
v visL
= -,'2
N'
1-2
r visc =
(14)
tXv r+Yd
vv
T 21
Y'=X1-x' 2KKT2
B
r
u pL
N= -xp12 2K,,!i
NI=
r 2T2
N!=v
N!=
x' dI
-L
Y
7KfT
ZKLT2
, 2
NI-
(15)
KT N!
d
C
C x'2dxI=
r+
-2
MIrM'
2I
(19)
7.0-)
(3
N=-1.082
B
r
v,id=0
system. In the
Y' id=X'
r
=v'_s,
N'
v id
t U
rid
_2Ki T
v
N,-
T2
.(
+'Y_=2
t)
X!=
Y1=
L2
L2
T2
2 T2K'T
u p1 K L0
N'=YI-X:-x'
N'dN='I+(Y'-X')v'+Y!(i+r')
id f?I
(17
2
- r 2T T
(16)
uv
LT.69
29
N" =-1.28
uvLT
= 1.29
urV
44
L2
- 2 +0.22
2
N" =-1.88 BT +0.09;2
urL
BL
L
BCBT
2 +00
B
T
Yr=1.29 r--T8-0.36 L6
2.
1r 2
N
T2
B CB T
B CmT
HA
'
'
(20)
TABLE J
L/B,-4.0
L/B-5.5
LIB-7.0
L!B-10.0
L/B020.0
LB,-
Lpp
3.048
.3.048
3.048
3.048
3.048
3.048
LWL
3.099
3.099
3.099
3.099
3.099
3.099
.7620
.5542
.4354
.3o48
.1524
.006
.1742
.1742
.1742
.1742
.1742
.1742
.2832
.2060
.1618
.1133
.0566
m2
.0032
AW
1.8267
1.3342
1.0435
.7331
IL
CB
.9737
.7117
.5566
.3909
.3652
.1947
.70
.70
.70
.70
.70
.71
.71
.71
.71
.71
.014
-. 063
.014
-. 063
.014
-. O63
.014
-. 063
.014
-. 063
.25
28.859
.25
20.988
.25
16.491
.25
11.544
.25
5.772
7.513
.267
.268
.230
.229
.229
.275
Vm
cp
LOB before L2p/
LOF before LPP/
k,/Lpp
M
kgf sec 2 /m
2
2
TABLE 2
F "n=15
L/B
M'
1978
-M'
,
.105
10
20
1433
1122
779
379
59
41
20
103
1142
v
N'
5.5
-1700
- 670
-16oo
- 730
-1450
-780
-1400
- 700
-1500
- 500
-1500
- 500
-3198
-2703
-2352
-1899
-1559
-16o0
-1080
- 120
-1858
- 50
-1243
-140
- 872
0
- 479
- 265
- 295
- 290
- 280
- 110
N'-I'
r
- 190
- 165
0
-105
"1,
39
-1800
- 610
Y!
r
02
521
90
60
-125
.538
.304
.200
-2.051
-2.468
-2.955
-. 048
-3.382
0
0
-240
0
88
-. 901
-2.724
20
0
- 260
0
-95
+ 20
+ 521
-260
0
56
-. 935
Rem-2.930
-2.739
Im-+1.471
I
i
Table 2 to be continued
4I
10
4;
I
L/B
'
-1850
vN'
-650
NO
r-178
N'
.1o
Y!
N!
r
N-zz
5.5
-1T60
7
-1750
10
-1500
20
-1400
-1600
- T20
-2543
- T90
-2442
- 8Co
-1919
- TOO
-1559
- 450
-1601
-50
- 892
-310
0
- 499
-2T0
- 70
-1283
-300
- 120
-60
-195
-15
- 180
19
'2
60
-310
- 135
- 112
-. 088
.548
.369
.170
-1.929
-2.584
-2.928
- 250
--
0
0
-50
- 45O
S-3198
-1080
0
0
0
- 521
24o0
-240
97
-I.06l&
-3.461
-1600
-2.180
0
0
-120
-. 997
Re-2.222
-2.002
Im_+1.458
81
Fnm.30
L/B
Y1
N
vY!-Mv
NO
.10
5.5
10
20
-2450
- TOO
-2300
- 84o0
-20T0
- 900
-1T60
- 980
-1450
-1600
-1600
-860
-500
-500
-3078
- 160
-2603
- 100
-2652
- 20
-2189
0
-1599
- 50
-1621
0
-1100
0
-1878
- 29
- 310
0
- 230
+ 521
- 230
NO
- 330
-1303
- 360
-1042
- 40
- 559
- 340
- 180
- 100
- 100
50
12
- 115
95
.090
-3.879
-. 054
-3.706
ro
2'
200
.387
-2,2v
160
.225
-2.909
-. 955
-2.878
90
-. 985
-2.558
51
Re--2.982
Im-+1.517
uI
11t
. .
PY
2I
22
0_
.10
2,
-.
----
jam20
II~
0*
-----
__
10
experimert
--old method1
method
-new
calculation
ISI
Fna.20
Fna.30
0-
00
12---
0---1
VV
-0
00
20
""
-o1
8,
BL2
113
0 2
100 ..
...
Fn..20
Fne.30
d
P-a'
il~~sor
PL
r --
1...0
00
4-
__
10
--
00
02
2C
mm'iexperiment
e
__
-o-
-----
"ri
-=Figure
------
nol
method)calculation
1__1 4
Fn .20
Fnw.30
*L
7
-00
LS
-.25
-.2.--
I00.
. . .
hcalculatio
-~~.2~5
2
-0
10
---
.S_
10
experiment
old method
Snew
Figure 4
method
Damping cross coupling coefficient for heave
Fn-.30
Fnf.20
10I
.10
L,
Low
10
. ......
.10 ...
05
--
'
..
Ie
-
.10
10
05
--
.05
00
--
1-
--
00
02
ij4j
6b 10
o
2~
10
experiment
--uld method) calculation
method
,new
Fiue5
-1
Fna.20
0'
511
01
0-
[I
0s
LB-0
0
2
I..,
-----
20
00
*
Figure 6
@8
experim en t
17I
'I46
10
Fna.30
Fn .20
D-
~-.2---
2
---.
B/
~.5
-----------
I-~~~-
-. 2
_.2
irr
.2
-.2
0 64
___
110
___-L
experiment
-new
Figure
odmto)
method
calculation
for pitch
Added mass cross coupling coefficient
18
. .. . .
.........
10
Fn=,20
Fn=.30
.50
50-0
__.50
.25
.25
--
-. ...
00
- ~-- V
-
...
--
.50
.50
---.
25
.25
1..
.L L
7L.
-
--
---
'L
.50
.50-
.25
.25----------i
V--1--2--.0Z
.50-
.25
.2 5
"I . . ! . . .
20
.50
. . . .. .. .
0-.
--
.50-
. .25
.25 . \
10
"
Figure 8
20
experiment
old method1
new method
,1
calculation
10
Fne.20
Fn-.30
La
___
..
Ca2
IL
L.5
177
22I
, ,
05
----- 2
.01.
2.05
1.0
1.5
20
L
20
...
___
05 1.0
__2
1.5
bI
2.0
0 experiment
--old method)
-new
method
Figure 9
0.5
1.0
1.5
2.0
aclto
cultn
20
Fna.30
Fn..20
(La
___
L
.
7L
1=~7
851
00
L.2.
0
20
0 .
00
05
oldermetho
ne
eto
calculation
1.0
1.5
2.0
/I
Fnw.20
Fna.30
RAW_
2-
OOs
L.5
A .
.0<
-2
2
00
0 ,00
K~~
.20
0:
S...........
0.5
1.0
., ,
1.5
- j,-
experiment
- - nol me t h o d } c a l c u l a t i o n
Figure 11
22
oD5
o
-20MO
.10
20
15
.1
.250
+Dyn.
stat.Sa
--
~---- INOMh
NvRR
Fl
0 W~e20
00
+1
-----2
-I/B
yii
II
N~x
Fiue120
yrd'si
10
28
oriinsfr~=1
2
-
---
..
s.t
IL
xlOS
xv
Yui00
J5
-Dyn
.05
.25
.0
15
.10
)10
StDyn
-st,5
Stat
N4xlso
Nx0
--
-2=
20
-2
40M
20
10
00 ,
10
00
rXr10.
20
.05
,1_!,
010
_20
N Yj.x105
55
20
10IS
Fiur
.
4.
204C)1 10
21
4I
55
.or
F15
.i0
,,:~
,~~
k.
55
x := t:A
IIt
[
-. 5
'
zo-)
SS
10
L/B
10
&J
5.5
---
for Fn-.20
24
S,. ,
. .
..
..
.i
:'
00 J5 .10
-2000-
00
,20 .2
Dyn.
Stat
15
.100
Dyn.
Stat
-00
S
L5
II
10
x20
007
CO
5.5
10
20
00
Yj ,
oe
Y. IX CD2001D75(4C20
-2000
10
1
N9 ,YxlO
74S5
_
i0"00"
10
N'xlO
10
CD0
7 55
C/)
-10
/.
-200
lOe
-
, 1
o
i"
'I
NiuV5
2010
Figure l14
5,5
-- B
%--
25
rI
+:Dy'n
x
I -,t.
C)
10)
20
Inut
*
07
5 -
L/B
0O
0-
___
42
-5000-~
yoNo:
-10o0o .
-100
_/.
L/B.4
Fn-al S
0
U.15m
m.20m0
e Y
Y,
0"n..
y.Y.u.25m
A
-.
2m-
o Y.
-0
Fnw.30
Y, -. 05m
YO-. lOrm
4
1000-
-10000
00
Fn..15
Fn,,30
S0
40
-10
L/B-7
Fnw.15
I'*-
7
Fn-.30
a-
/8.10oi
ROO.3
/B10*
Fn m.15
Figure 15
to be continued
26
00
10
-0
'
2
2
&
.0 21
0
Fna.30]
. 05m
a YO, .10m
&Ye W.15m
*
.20m
a Y, a .25m
Fn.15
,
1
I--0
...
A* A
Figure 15
0.
00
as function of L/B-ratio
Sway force for two Froude numbers
0
0
-VICI
Yo
-2
-F,-.1S
na./8-
/e
Fn-.30
*y.O;
Y. U-.01m
.l1re
SA
Y, AVM
.-10
L/8=5.
Fn
Figure 16
to be continued
27--
L/5
Fn-.30
_____
6
-2000
L/8=7
FhalS
0 1
UY.u()M
-2M-
t~
L/B.1
-2
*
a
Fm3
1/B.c
Fn ai5J
Figure 16
00
______
01
0
34
Fna.15
0.Fnu.30
L/Bmu2
-20M
.19.10
Fnu.15
0
0
-2L/B 7
Fnu.30
'Yu.5
_____
Fnu.
___
1 5*
b
_____
_____
Al_
_____
Figur
17_
fii
sdrvdfo
xeiet
294
Imi
DISCUSSION
W
W.R. JACOBS
EDWARD V, LEWIS
S;tIt
1.'
f
A f - AN'
C,
J.u-,4
'Ik
A'-may
-t
L c'/,A' J
NILS H. NORRBINr
The analytical stability criterion compares the magnitude of two force levers, in the authors' notation x' and xy.
In particular, xv = 1v/L is the relative center-of-pressurein sideslip, or the quotient Nv/Yv. For a model family
this quotient will be given by the slope of the radius
vector to the locus Nv(Yy). In Fig. 1 thit locus is shown
by the arc shape to the right. In the same diagram but to
another scale the corresponding locus is also drawn as given
in the "his" system Nu" (Y" ): the locus now illustrates
a moment and a force, which both uniquely increase with
increasing L/B. The raaius vecter slope is shown for L/B = 7,
for the bare hull as well as for a configuration with screw
and rudder. (The finite increments of YV' and N',, have
been taken from model test results by van Leeuwen in
authors' ref. (12].)
The diagram may be completed by aiding the locus
ofx" -- Nur to a base of 1 -- Vur. (Again the use pf the
"bisA system will arrange the test data in a unique ,orm.)
The stability criterion and the way it is affected by modifi-
MAX HONKANEN
At first I would like to express my gratitude for this
v eryuseful
paper presented here as the first one today.
I was very pleased to read it, because the first part, of which
some details were published at ITTC in 1972, has already
been used by me in checking the validity of my own
calculations. There is one qvestion regarding the lateral
motions and forces associated with them that is bothering
me and I would appreciate if the authors could throw some
light on it.
As we all know, the theoretical treatment of the rotamodes of motions is based on the assumption of fixed
axes of rotation. This, however, needs not ncessa ily be
the truth, and in fact, there exists an apparunt cenmer of
rotation, which usually differs slightly from the intersection
point of the waterline and the symmetry plane of the ship,
I have formulated a strip theory that makes allowance for
"tive
'
It would be of great velue if, in the future, the authors
could find an opportunity to include some results for hulls
with screw and rudder, say for the cases of L/B 6.5, 7
and 10.
31
..
A....
..
..
ii.;
-0.01
-2
S10
-0.00 - -1
"= OO,
N.v(1
Lbare hul
(-'with
La
a
0 0
;"0
4'
-1-2
-3
32i
I-'
AUTHOR'S REPLY
Referring to the kind remarks of Miss Jacuos, we agree
that the differences in the experimental results for the Froude
numbers .15 and .20 are so small that the effect of wave
making in the development of simple theoriEs can safely be
ignored. Since "ne wing analogy, primarily represented by
the length-draught ratio, is playing an important role in
these theories for assessing the lateral maneuvering derivatives, it was though that the length-beam ratio would provide some correction factors respecting the distribution of
viscous forces along the length.
Dr. Norrbin points out that the representation ,cording to the "bis" s-.stem of reference is much more illustrative respecting the .traight line stability as can be seen in
Fig. 1 of his discussion. Nevertheless the SNAME.
n3menclature is very widespread and used in a number of
countries and the authors prefer to stick to this nomenclature, The authors agree with Dr. Norrbin's remark respecting the availability of results including propeller and rudder.
Some results, however, have been published in [1] in case
of full tankermodels and probably it is possible to extrapolate some information of these tests to the length-beam
series.
."
"A
Mr. Lee makes some valuable remarks about the (tetermination of the natural frequency. In our formulation of
the strip theory the restoring term is considered to be speed.
independent and consequently the speed dependent part has
been transferred to the added mass term. For the soluton
of the motion equations it is irrelevant where the speed
dependent parts are situated. However for the determination of the natural frequency this may be important especially for high forward speeds. It is probably not correct
to keep the restoring term speed-independent and the
"Munk's moment" might be one significant addition for
high speeds. However, there is another influence of the
speed on the restoring term and this is due to the change
[1]
33
(Page 34 blanie.
+I
J. N. Newman
M. T. T.
Camb'tdge, Ma4ach.e.tt4
ABSTRACT
Two theories are developed for predicting the hydrodynamic sway force and
yaw moment acting on each of two ships
while they are moving along parallel
paths.
In the first case, the two
ship hulls are assumed slender, and
moving with constant velocities which
may differ.
This case therefore includes examples such as steady parallel
motion in a re-fuelling maneuver, passing of a slow vessel by a faster-moving
vessel, passing in opposite directions,
and passing of a moored vessel by a
moving vessel.
In the second case, the
effects of shallow water are considered,
but now with the restriction that the
two
vesselsso must
at the
came
velocity,
that bethemoving
resulting
hydrodynamic interaction is analogous to a
two-dimensional bi-plane problem.
In
both theories the fluid is assumed to
be ideal, and free-surface effects are
ignored.
Numerical examples are
developed for both cases, and encouraging comparisons with existing experiments are noted.
NOMENCLATURE
Aj
Si
Sectional-area function of
Jth (double) body
Tj
Draft of
Time
Uj
V
Dummy variable
(xo,yo,zo)
(xj,yj,zj)
Y(t)
Lateral (sway)
on body 1
Y'C(x,t)
yj(x)
Vortex strength
Slenderness parameter
Jth
body
force acting
body
Stagger
D
V/at - U , M/ax,
f W)
'N
012
Fluid dcpth
Velocity potential of
body alone
Ip
Interaction potential
Jth
INTRODUCTION
mi
Source strength
N(t)
rj
ne
eoigbd
rShip-to-ship
interactions involving
ents will occur when two vessels are
85
+
I5
%J
There have been only a few theoretical analyses or experimental investigations of the above problems in
the past.
For the steady-state banksuction problem, or the equivalent refuelling problem, slender-body results
have been developed by Newman (1,2) for
axisymmetric bodies and for slender
pointed bodies of arbitrary crosssection.
For bodies moving at the same
or different velocities, a twodimensional theory for elliptical
cylinders has been developed by Collatz (3).
Newton (L) has reported experimental
data for the re-fuelling problem,
including measurements of the sway force
and yaw moment on two ship hulls moving
in tandem, and Oltmann (5) has performed
experiments to compare with Collatz' (1)
two-dimensional elliptic-cylinder theory,
For- the bank-suction problem other
theories and experiments are surveyed by
Norrbin (6).
In this paper we shall extend both
the slender-body theory and the twodimensional approach.
In the former
case, to be treated in Section 2, we
allow the two vessels to be of arbitrary
different slender forms, moving with
constant velocities which may differ,
and we relax the pointed-end condition
to allow specifically for a low-aspectratio trailing-edge effect at the stern,
The fluid depth may be infinite or
finite, but must be large compared to
the ships' beams and drafts.
Similarly, the lateral separation between the
two ships is assumed to be comparable to
their lengths, and large compared to
Subject to these retheir beams.
strictions it is then possible to
develop a first-order theory for the
interaction force and moment in which
the two separate bodies are superposed,
and each one is subject to the "exciting
force and moment" due to the non-uniform
field generated by the other hull.
The force and moment are analysed
by developing a very general formula
for the stripwise lateral force exerted
on a slender body moving in the longitudinal direction through a lateral
non-uniform flow field.
The resulting
expression is a generalization of
classical slender-body theory,analogous
to the use of G.I. Taylor's theorem (7)
for the force on a body in an accelerating uniform field.
This result appears
to be of some interest in its
own righ-t.
and possible applications to seakeeping
theory will be noted,
:4
36
'Ai
1A
x1 + Ult
Xi
y-
X2 + Uat -
yI
zO
"
yl + n
(1)
(2)
(3)
z1 ,
'
(0),
where initially
at time
t=0, body 1 is
V(O)
units ahead of body 2.
At a
general time t,
body 1 is
&(t)
units
ahead of body 2, where
V(t) = x2 -x1 a (U 1 -U 2 )t + V(0).
(4)
We shall call
E(t)
the "stagger" of
the bodies.
Ultimately we shall be
concerned with the lateral sway forces
Yj
and yaw moments
Nj
defined to be
3
positive to starboard and for the bow
turning to starboard respectively.
These conventions and notations are
illustrated in Figure 1, which is
L1
U,
7)
-Yl
possibilities
for considering the
effects of a "gap" beneath the ship's
UU,
__
-,
IY/N
Figure 1
37
;:-*
-*.
denoted by
Lj
and it
explicit time dependence in (5), the unsteadiness coming in only through the
fact that the coordinate systems are
moving in space.
This expression is
valid for rj - O(Lj)
only.
An esti-
mate of
is assumed
through it our analyses that the lateral dimensions of the bodies are of
order
eLj,
where
e is a slenderness
parameter which is small compared to
unity.
We also assume that the
separation distance
n
is
O(LN),
and
hence is large compared to the ateral
dimensions of the bodies.
2.
Sthis
V
U4
'-
S"(xj)log rj+fj(xj)
+0(e/ri
),
(6)
where fj(xj)
is a known function,
dependen
on S (x gy)
The "error"
terms representid
0(cl/r')
are due
SNote that
to local multipoles, etc.
these terms are not small at distances
latfrom the body comparable with its
rj - 0(cLj).
eral dimensions, i.e.
The formula (6) is it fact useful only
cL <<rj<<Lj,
in the intermediate regi(
where the error term is inaeed small.0(Ln)
In the true inner region r
we must in principle determine
j
numerically for the given cross-section.
Significant non-axisymmetric effects are
present in the inner region, in contrast
to the intermediate and far-field results (5,6) which are axisymmetric
irrespective of the geometrical form of
the bodies.
Since the lateral separation between the two bodies is large compared
to their lateral dimensions (beam and
draft) each body is in the other's far
field,fields
and to
leading order in
e,
the
flow
produced
02(x2,y2,z2)+0
1 2
(x,,y,,z,,t).
(7)
(
We note that the potentials
0(0),
Oi
are
12=0
E)
a
The eiactiboundary condition on
appears fixed in the present co-ordinate
Since the portion -Ujx,+0,
system.
this
by definition already satisfies
condition, we must choose the correction
all oy is
for
J(xjyjzj
*1,iS
0i
term
*W
xdx
on body 1.
(8)
A''
O(E'),
(5)
where rs-sy
+ Za
crand S (x)
is
the
crosi-section
af'ea curve of the
Jth body.
Note that there is no
38
of the potential
*2 near
r,the -0form i.e.
near the axis of body 1,
which (using (2) and a Taylor series
expansion for small y, a 0(c))
is given by
unit length.
Equations (14) (15) are
in agreement for bodies of revolution,
since
A,
S,
a wrr
0 .
.a(X,.yi.Zi)-i,2.-Tio)__
______-UX_+__,(x._.z_)+__x_.-_,O)
+ya2ya (Xa,-n,o)+0(C).
The first
tential
is
term of (9)
In
t*gy(x2,-nO)
a~)
-On
S;
iL2x)dx
[E(xx)a+f
(1
(6
+V(xalCy-9(x,,y,,z,)
(9)
summary,
p =
]
(10)
La
(17)
-p[t+*(V)2-4Ui3
p a pl2++p
(18)
1 1 +0(F)
where
p1 a -PUOix1+4,ya
+,Ia) = 0(a)e
(19)
is
is
(20)
P2 = -pD~z(x2,-1,0) - 0(sa)
the pressure due to body 2 alone,
--V
on body 1.
(11)
~P12
_Tn_ +n
is the
Here
-PE(Y.-)DV+U 1V41
-V($zZo+Xz]
0(0s)
(21)
interaction pressure.
U, ax1
the mov-
an
on body 1.
ro0(
(13)
can only be
a general
of revoluit clearly
PT)
(14)
15)
(15)
-+
been computed in
an unpublished, work by
'a
39
Substitution of (21)
in (22)
= PSD(V)+pD(VAI)
resultse-
Equation (25)
out directly, and which moreover requires the knowledge of the local multif, and
pole effects on the potentials
are not included in (6) and
It is possible to proceed by an
15).
indirect path, however, using conservation of momentum arguments or Green's
the mathematical steps are
theorem;
essentially identical to those carried
out by Lighthill (10) and reproduced by
Y'(x,t) - -pD(VbA),
(23)
Stwo
but
V0O,
that if
We note first
instead the body moves with lateral
and corresy-yb(x,t),
displacement
ponding lateral velocity Vb - Dyb,
then the differential lateral force
acting on the body is (10,L1l,12)
- I
I
(25)
-pD(V),
- pSD(V)-pDtVb-V)AJ
(24)
a[(xa-,-r)J~ti
to evaluate
body 1.
Integrating over
L,
gives
-L
dI
Li
(26)
Y - pj (D(VAI)+SiD(V)1dxj.
f(xi;L.
and
-URV'(x2),
(27)
vanish if
Ug-0,
U, U1 - -a/b.
follows that
Y
Li
-UjV(x
Smay
and also if
In the first
case, there is no
force on body one if body two is stationary, or no force on a passing vessel
due to its
interaction with a stationThis result appears to be
ary vessel.
unreasonable, on physical grounds, but
be reconciled with our slender-body
analysis by concluding that the correct
force in this case would ba of higher
order in
e.
Indeed, the present
results indicate for U2#0 a force and
whereas it is not
moment of order 0,
difficult
to establish that the corresponding results for U2-0 would be
-P
Thus the
+t)ASdx1
S[U2S'+(Ua-Ui)Al]V(xj+E)dxj
+pUaV(-4L+t)A 1 (-4L),
(28)
W0().
where we assume that
S 1 (4L) - 0
and A1 (+kL) a 0,
whereas (to allow for
may
Ax(-*L)
finite trailing-edge span)
be non-zero.
The vanishing of the force and nonent at a second speed, dependent on the
is more easily accepted in
ratio a/b,
general, since the ratio a/b will depend on the separation distance and
stagger, and vanishing of the force or
moment for specific combinations of the
speeds and geometrical configuration
correspond only to cross-over points
between positive and negative values of
the force or moment.
Howeve- one
special case where the force vanishes
irrespective of the separation and
stagger is that of a body of revolution, without tail
fins, where AIISI,
and thus from (29) it follows that the
lateral force vanishes for all
values
of the stagger and separation distances,
provided that U,/U&-2.
In other words,
interaction force on a body
the lateral
of revolution will always be zero if it
passes a second body of arbitrary slender form at precisely twice the second
Again this result may
body's speed!
appear to be surprising on physical
grounds, and from the mathematical viewpoint higher-order terms will again become significant when the leading-order
force vanishes.
Moreover, this particular result is restricted to axisymmetric bodies, but we anticipate that
for more general slender bodies the lateral interaction force may be relatively
small in the vicinity of the point where
we
V,
to evaluate
Using (10)
the final
obinteraction
force,expression for the
Y "l.02
[U2;(xl)+(U2'U,)Al'(xl)3
Li
Sa(x
Li[(x2-x1-W
+U
11 A
A(-4L)
)dx2
.+
S;(x2)dx
IJ [(x2+,VL_-)i:+n
L2
and similarly,
N
.
,
(29)
P In~gf
(x
T
xiUzS(xi)+xi(UiU,)A(x,)
L,
+UjS,(X,)+UjAj(Xj)]
U1 -2U1.
.41
x+nl(x),
n
ao can be confirmed by integration,
Thus it follows that
Y
I [UaS!(x1)+(Uj-Ui)A(xj)]
Pnu
LSa(x 1 +)dxa
+
A(-
L)S2'(- L+&)
(31)
....
[((xln
.7Mj
P-L~-~
1 E(zz x)a+n2+bn ah.,a
Ll
with a similar expression for the momIt will be noted that, in this
ant.
(33)
approximation, the interaction force
Thus, in general, If
Y(nh) denotes
and
moment
are inversely
tothe
separaiAcn
distanceproportional
r. NoteThsingerlifYnh
dnos
tlso that inals
thistht
case
n is
the interaction
force
in depthn, h it with
ths
asewhee
i where nislateral
separation
distance
is
(29)
that
small,
the
interaction
force
and
momclear
from
overlap
ant vanish if there is no
between the two vessels.
The complementary theory, valid
for n-a(e), will generally require
a numerical solution for the twodimensional flow in the inner region
occupied simultaneously by the two
vessels.
However a special case where
simple closed-form results are obtained is that or a pair of identical axisymmetric bodies, moving in tandem
with equal velocities and zero stagger
or, equivalently, one axisymmetric
This
body moving parallel to a wall.
problem has been solved by Newman (1)
where
(onc),and In
for the case no-ti
the present notation the force and
moment are given by
Y1
US
S-X
-/l\
-(x) ]'p
4[SD(x)][
u
)
"un"(n2+4nh),
(34)
with a similar expression for the moment
N.
This provides a convenient computational scheme for evaluation of the
finite-depth effects on Y and N, for
fluid depths which are large compared
t
to the beam and draft of the vessels.
Numerical results
To simplify the evaluation of Y
and N we assume that the two bodies
have parabolic distributions of sectional area Sj, and constant values of
A
their added-miss coefficients
(For a ship the latter aasumptio is
if.
(42)
%"
42
.....
1
Sj(xj) I Sj(0)(l-x3
where
Sj(0)
is
/nLj1 ),
(36)
S a -SSxj/Lj*,
....
(38)
ship B
Expts. ship A
oTheory
ship B
ship A
(0"Theory
-0."
600
Ship
Fig.
2.
ahead
IU
200
400
Evaluation of these
SExpts,
LL
...
(37'
- -iTj'6(xj-L/2),
...-.....-.-
0.4
--..-.-
) '
where 9
is the semi-span of the
double body, or draft of the ship hull,
at the tail
Na -iL3 .
The derivative
of Sj
is elementary:
denotes
--....
tary integrals.
Aj(x=)
- Tj,
where
6
function.
(35)
A3(xj)
.,,
---
400
200
Ship
48
600
ahead
1jj
I
SExpts.
/8
ship B
Ir
T heory ship B
40-
,....
~20:3
20
//
0i
40-\
~-
;"
Theory ship A
Expts. ship A
-60
V'
.}
oCo
.I
-600
_Ii1
-400
-200
200
Ship A ahead
400
600
Ship B ahead
S,feet
Fig. 3. Yaw moments on two ships, and corresponding experimental resulta of Newton (4).
Note: The theoretical portion of this figure has been revised as noted in the discussion.
occur virtually when the two vessels
are abeam, the force then being one of
attraction between the two vessels.
It is disappointing to note that at
this peak value the theory underpredicts the experimental measurements by a factor of approximately 40%.
However the curves are qualitatively
similar, and the agreement of the
repulsion forces which occur when the
ships are clear of each other, or only
slightly overlapped,
0,0010
This sugg-o
ests the possible hypothesis thnt viscous separation forces are significant,
since these wQuld be expected only on
the afterbody of the two ships, whereas
the turning moment on the after ship
will arise primarily from lateral foroes exerted on ita forebody and so
should be less sensitive to the effects
of separation.
h.o
shp a
0012-
is more satisfact-
test
o.O'
ory.
The comparison of the moments
shown in Figure 3 is less atifactory*,
although it will be noted that good
agreement exists for the moment on the
aft ship when the stagger or longitudinal separation exceeds about one-
\
t
0.0006
Exp,. ,she
Ets. shpA
0-04i
0o0001 -
Thoy amp A
0
so
1Me
1W0
cIwUmO, ,st
M00
~dI~ion.
Fig.
4.
Y
PU 2 L"
0.0005
0.0004
0.0003
UI
Ship
0.0002
=U
.~0.0001
'
0
UV- 0.0001
0 00002
-0.O0002Ship Aj'1
""'
.-,'
i". --
U =0
00
U=U2
U
"-0.0001
[___..
-800
-600
_ I
-400
II
-200
400
200
.0
800
600
Sfeet
Fig. 5.
iif
or different speeds.
Theoretical sway forces on two ships moving at ;he same
the force is measured.
Note that U 1 denotes the speed of the ship on which
sults are 30-40% lower than the experiFigure 5 shows the effect on
ments.
the sway force of different velocities
for the two ships, under the same conIt is noteditions as in Figure 2.
worthy that the force on the smaller
about
Ship B, is increased by
vessel,
rather than
50% if it is moored (U,-0)
A, but
moving at the same speed as Ship
in the converse case of the larger
own
vessel, ship B, the effect of its
Recalli&
speed is less important.
that the force on each ship is a linear
own velocity, more
function of its
derived by linear
general results can be
in Figure
or
interpolgtion
extrapolation
In particular it is obvious that
5.
be greateras
ship will
on each
forcepass
the they
directions,
in opposite
compared to moving In the same direction
Also it is noted that the foe'ce on Ship
2-6
.4
2,2
20
,00
18
.200'
18
_q
t-.oo'
16
the
twiceatspeed
thanmoves
if it
greater
be minimized
B will slightly
'
a e h f
ifsipB
thatIn this was
reclihlyrae
wped
of ship
speed
a body of
B wasconnection
that A.if ship
we recall
1oy
vanish
revolution, the force on it would
speed was two times
precisely when its
that of the second ship.
1.2
"1"0
0
Depth,
Fig.6.
302
10000
feet
45
',
3.
fj(xj),
dx{mj(x)log 4j__X"+yjZ
if
),L!
+yj(x)
.rctan
.J_},(40)
x-x
where ma(x)
's the source strength and
Yj(x)
the vortex strength generating
body J.
The linearized boundary condition to be satisfied on the () surface of body 1 is
We allow at first
a degree of
lateral asymmetry of the separate body
surfaces, writing as the equation of
body "J", J-1,2,
1
1
lim
yi0
= -Ufl
0y
(41)
(xI),
'
(39)
-Uf2+
(x2)
+ 27
(42)
into (41)
dx
xT-x
-LI
46
dx [m 2 (x)
2--i
nriw
-L,
x2-x
+y(x)
(43)
(43)
(x
(x2_x)
+1
-Uf2
(x 2 )
4Lj
'ma(x
dx x2 -x
) +
-4Lz
r
dx
___"
m,(x)
2
(X1 -X) +n'
Xi(xi-x) 2 +n
Subtracting the + and -
1
j
parts of
(45jx[
-4L2
(46)
Sgi(xj)
and
4L 2
X ++
1L2 d~x
%L xxxx)
dxy2(x)
X 2 -X
-L-L2
g2(x 1 )
uniquely
specified without further end
conditions.
The degree of non-uniqueness is equivalent to two arbitrary
constants, associated with two linearlyindependent solitigns of the homogeneous
problem with
g1 =g2 =0,
and physically
analogous to the circulation around
each body.
These arbitrary constants are to
be determined by supplying Kutta conditions at each trailing
edge, of the form
(47)
where
gi(x,)
d [f+(xi)+f-l(xl)]
=-U dxj
+ +
4L 2
(48)'
dxm2(x)
2
ar
-4L 2
(xa-W)+ri
yj(-4Lj)
(
4Li
[f2(xa)+f(x2)]
xdxm(x)
(49)
(X-X)2n,
-given
by
Au =
(50)
(x(,O0)-$ (x,,0.)=-yi(x 1 ),
(
pressure is
(51)
(52)
Ap = pUAu = -pUyi(xi),
as stated above.
The net y*-directed
force on body 1 is
mj(x)
Since the source strengths
are known quantities, the functions
ae
appearing on the "ight of (46)
an
(47) are entirely knm. n.
Each of
these functions, as defined in (48) and
(49) consists of the sum of two terms
The first
contribuvion is proportional
of the into the camber 4(f + f-)
dividual bodies and is independent of
their thickness.
For example, this
Y =
Apdx3
-)L'
pU
.4
j - 1,2.
and
=
= 0,
y(xl)dxl
(53)U
,
-4L 1
47
'
5i
xiy,(x,)dx,*
N = pU
possess two linearly independent eigensolutions implies that any matrix obtamned by approximation of the incegrals
will be singular, indeed having a rank
2 less than its
order.
Although one
can
still
make
progrecus
using "pseudoinverses",
a simpler
procedure
is to
=g
,Cx 2)
perform first
an indefinite integration
of the singular integral equations, giv-
(55)
g '(xl+?),
dxyx
dxyl(x)lcgdxo-xx+
and7rr
g;(xz)
= -g'(xi)
where
m(x)
log(xo+&-x)?+T2
dX(,xj-x)2+n2
g'(xj) =
-4L
-4L
(56)
= -g'(x2-?),
= g(xa+E)
+ Ci,
)IL~
(I )
1FL dxyj(x)log.(xo-.-x)z+nz
dxf'(x).=
= f4L
- xj~x2+n2(57)
2
(xJ+xI+r1
2U-
L
Ldxy2(x)loglxo-xI
+
Tr
and f(x)
is the half-thickness of the
identical bodies.
The coupled integral equations (46), (47) can now be
written in the form
4L
4
Ldxg(xo)
Ldx~x)
(xo-E-x)
dxyji(x)
I
(x--x)
+q
1(n
T
dxL
xo-x
C2 ,
dxf(x) arctan
x)
problem
the criginal
non-uniqueness
of
in the form
(58) re--asserts ofitself
-#i-L
-g'(x 0 -0),
which
C,,C2,
the arbitrary constants
are ultimately determined by the Kutta
condition.
(58)
where
x0
is now used in place of x,
in the first
equation, and of x2
in
the second.
We proceed to solve (58)
numerically;
the procedure for the
case of non-ldentical bodies is only
slightly more complicated,
Numerical
S(60)
(60)
hit
is any indefinite integral
g(xo)
where
are arbitrary
and C1,C2
of g'(x0)
constants of integration.
A suitable
integral of (57) is
dx(x)(x9+E-x)
(dxy,(x)
l{+
-g(xo-E)
Procedure
xj
-NL COS(J ),
J=0,1,2
()
(62)
which provides exactly the right increase in density of points near the
ends to counter this singularity.
Thus
if
Yi,2
are repla-'d by step functions
we have
48
...
Tr
J=,
d loglzo-.xI
Aa
LBi3
I
+
1N
"Z
Xi
Y2j
x1
xjj,
IT,,
(71)
Aij
II
and 2N-vectors
dx logV(xo+C-x) 2 +n2
(72)
= g(xo+0)+C(
(d )
and
1NI
Z
~
dx logV(x0--x)7-+n
Y1X
xJ-1
Yj (dx
e(l)
=(74)
e(2)
r o
xj.,
= -g(xO-0)+C
(AijYJ+BiJYJ)
(iylAiY)=g2C
g+C
y . y(o)
,where
with
Y (k)
where
i
x J.4
(67)
,+1
~/+2
-(6i-+-x)logx-Fi-x)n
arctan
j. C-x
-x
,,gi
+ Cia(2)
(77)
y(o) -~A''g~
is the solution
as right-hand side,and
- Ar'e(k)
with
The constants
e(k)
on the right,
C., C2
are now
,.
pro-
,ment
xthat
(68)
"gli =
Ciy(l)
determined
the Kutta conditions (50).
A crude but by
effective
numerical
nx J
+
k - 1,2,
In this manner we have determined a numerical approximation to
the general solution to the pair of
singular integral equations (58), with
C,,C2
as arbitrary constants.
xJ
_(1i-x)logjii-xj-x
(76)
+ Cae(2).
J=(
1
Ai
we have
(75)
g + Cie(l)
Ay
(65)
-4L co[(i-4)r/N3.
i=
as
(64)
2.
loglxo-xl
Tr
and
(73)
921i
g(ui+E)
(69)
- -g(xi-O).
(70)
(Y)
(Y)N+l
78)
or
Cl(y(l)), + cO(y(2)),
_(y(o)),
(79)
and
49.4
C(
l())+
C+C((2))
- _(y(O))
(()N+!
and fair
quantitative agreement with
the experimental points.
It is most
likely that the agreement would be
improved by a mora accurate representasection
tion than (81) of the elliptic
for future work.
shape, and this is left
An indication that this might be so is
o
hthe onegative
c
u v (i.e. F g repulsive)
that
r
) o c rpeak
(80)
element of the composite
since the ist
y
is the trailing-edge value
vector
element of y
(N+l)th
Ind the
y, trailing-edge
of' the
is
value of y2 of
.
valuemo'
is
trailing-edge
the
n
This
(4/4L = 1.8).
theoretical curve
consistent with the observation that
such repulsive forces are due to interactions between the ends of the bodies,
anarthefelilyoocunato occur neartherefore liw- -er
and
configuration
thellbow-to-sterW'
er toare
singularity in
> 4L,
(83.)
b
Thusdobaouthsmtnesfte
doubt about the smoothness of the
a sum of S-functions
(61)theis half-beam.
in is
where
f'(x)
ieend (61)
ft
g
:
0 ,
0
is aLsum ofe
h-fun
trailing-edge flow in
situation with elliptic
+ actan
ar2a
+ X-
the experimental
sections, but
(82)
50i
'
'
quired.
f(x)
4.0
Y/pu'b
0
.3-0
2-0
-200
-30.1.
Collat--Theory------E0lmn 0s 00
-1-0
Collatz Theory
Oltmcknn Expts.
Fig,.
-0
-0-
(84)
Note that in
f(xa)]
2
-Q/[n-ft(x,)
(85)
1
_p(@4-U
)
a
= *pU2 (1-
L -fi(xW)+ff (x,+C)(86)
and that
& < 4(L,+L2),
overlap, i.e.
the width of the overlap region separating the two bodies is small compared
Indeed, from Figure 1
to its length.
it is obvious that the local clearance
between the two bodies is
(83)
n - fi(X,) + fj(x2) - 0(E).
.
,
Y/pu b..
*i
320-
./
0;/
or
../
de
/ ,"..
;0
,
1.0
20
--1.A
_
2"0
3-0
41'
_-3_0
10520
0- 5 (ASYMPTOTIC)
--.-
-3-01
k'lg. 9.
n-0.5(L).
N/pu 2 bL/2
1AI
L
S1.0
-3-0
-2
11/1%-L
-0
30
-1-0
2 -"0
-5
10
0.5- - -.-0O"5
2,0
(ASYMPTOTIC)
--.
.
V.0-5
iFig.
10.
n-O.5(cn).
evaluated at
58
_____
_
___
___
,I
Fa -t
"ff.(xx)-f
-JFL,
(xa
+;,}x
+f*-(-4L1 )} ( 1
-
dxj.
SHALLOW WATER
(87)
Thus, for E < i < <
L,
the force and
moment are inversely proportional to n.
approximation
the
the large-n
taheory
approimationsofth
the smbetween
apO(x) theory matches with the small-t
r
a
iand
thes tof
n
thmpementary
theorys
and these two complementary theories
Equation (87)
above is
closely
and
cble
Y/pUib a L/A
Ships in
The only case for which the twodimensional analysis of Section 3 can
h,
the flow is
truly two-
dimensional everywhere.
However, it is well known (e.g.
Tuck (8)) that in shallow water the
flow is
asymptotically two-dimensional,
which is
vlct
velocity
a
Py -
en
y,*V (,,t,
(88)
can be used
..
.......
we
S(xi)IYat+1(xat)+V (xI,t)
m,(x)
S(X),
(94)
.(yIC1(x0)),
a straight-forward generalization of (45).
Similarly, using (43) for V ,
equation
(89)
where.
6g(xI,t)
is
(93)
implies
an unknown "con-
C (x1 ) a
(cf.
-x7
xd
+ 1m(x)()
xx)
-n
(
-4L2
+ Y0(x)
(95)
A similar analysis of the behavior
of # for small yj leads to a corresponding expression to (94) for ms(xa)
and a relationship analogous to (95)
involving on the left
the blockage coefficient
Cl(x0)
of ship 2 and an
indefinite integral of
w(xw).
Fisr
ally, substituting the now-known source
distributions
mI(xa)
m2(xa)
into the
relations of type (95), we obtain the
coupled singular integral equations:
sam
We shall attempt to use the
same source-vortex representation (40)
for the disturbance poten lal in the
far field, as wa did when the clearance was zero.
But now, instead of
simply satisfying a boundary condition
such as (4l)
on the center plane of
the thin two-dimensional bodies, we
must determine the source and vortex
strengths by matching with the near
1
-
1Li
dxyl(x)
Ci(TJ
x,-x
,4L1
as
yi40O,
HExi-x)
|I
is valid.
have
)L
- LI
ILI
(89)
I I
field in
'd
a dxy,(x)
we
(x-x+n
g(x
(96)
#*(, t)+yI(V
V1 )+0(yj),
1
where
V VI
side of
Is
(43) and
(90)
and
dxy1 (
dx(x)
#I
yi(x)dx.
(91)
-(L(
-%FLI
(90)
dxy,(x)
g(.
(97)
(92)
where
gj(xI), g;(xa)
are still
given
by (48), but without the camber terms
and with m, given by (94), etc.
Hex)
is the Heaviside step-function, equal to
zero for negative argument and one for
positive argument.
(93)
of equations (96),
matches with
and
and- V C.
(48
Sby
-ILI
if
V
E(xI-x),n
Is
(97)
.1.
future work.
numerically computable,
retrieved.
problem,
let
us suppose
that we compute
first
a particular
potential
due
--
UjSf(x)-U2S;(x2)
*1
010
This particular solution satisfies
the
appropriate inhomogeneous boundary condition on the two hull sections, giving
the not flux m as in (98).
The
(98)
section)this
ever,
quantity D is,
like the blockage ccefficient
C,
a unique numericallycomputable number for every geometrical
*,
se,
f -
*+V(xo,t)4o+f(xe,t)
(101)
where V is,
as in the previous subsection, the apparent lateral velocity
the intermediate region, and f
is
an arbitrary constant in the crossflow plane, related to the longitudin.1
velocity.
Both V and
f
are at the
present stage arbitrary and must be deby matching with the far field.
Note that, since 3*0/3n - 0 on the body
sections,
satisfies the same body
.in
-.
.1
Unfortunately, unlike
C,
it does also
require information about the longitudinal rate of change of the shape of the
bodies, which enters via the body boundary conditions.
____-_termined
boundary condition as
*,.
gives,
as
y/e
t,
in shallow water.
m~lyl+Dsgn yo)4.V(yo+C sgn yo)+f,
(102)
which
__________________________,__...______
can be
split
"
_**v.on
+ f
(103)
!j . . . . . ., .
.(lO0
)
where
(105)
be
it
"find that
R3FIRINCES
Gesellschaft,
Newman (16).
"Experimentelle
5. Oltmann, P.
Untersuchung der hydrodynamischen
Wechselwirkung schiffslhnlicher Kdrper."
Schiff und Hafen, 22, 1970, 701-709.
equation is
pp.
34-142.
Collatz, 0. "Potentialtheoretische
3.
Untersuchung der hydrodynami schen
Wechselwirkung zweier Schiffsk8rper."
Jahrbuch Schiffsbautoohnischen
_57
pp.
J.
Fluid Meoh.
42, 1970,
769-792.
hydrodynamios",
r
'i
11
DISCUSSION
M. dCHMIECHEN
The fact that forces due to circulation are omitted in
Dr. Colant's theory (1) may be deduced from very simple
relative motion conskderations. Th6 hsl. been discussed
together with the consequences for pesna and overtaking
ships in my contribution (2) to Dr. Collsty's paper. As far
as I remember consequently in the final title of his thesis
Dr. Collats did no longer refer to ships but ratlxr, to ellaptical cylinders. 3ome more references to the Llative
motion concept may be found in the contribution to Dr.
Dand's paper presented latex -t this Symposium.
Tab
_
Figure N
ipoint
A' i ecross
-1
Oe
_
__...
ton, ) tooiun
Separation, beam to beamL
F node number based on
mean length
1J%
force is good, but the same cannot be sId for the yaw
from the
important
3. Aisfeature,
in Fig.
shown
moments
safety,
the 'bow.
inwards' moment
of view
of ship
com artiel
of Geometric Ratios
of the Ships
A.41
RRegarding
the authors'
deep
water results,
qualitative
sway
experiment
for the
between
theory and
a,
greement
0.1
1.54
1.18
8.61
8
1.65
0.125 0.2l
1.94
1. 65
0.24
0.29
KCPV ANbOLNA
y
~A
AAI4A@P
ApW
Ab'aP
N.
OF
ASAwui
oroIb
^0 - "'
---
Af.
;OAFLION
OF
BN4
M&IAM LIN6TH OF
Fi(. RL
ANA
L A OF
Goa
A
IAWo
Aurma,.
Aarm
60
YT
04
A AN&AZI mg~
AA.,A
AAUt
Fi
vJt
AF
or
SHEN WANG
FOREWORD
Figure A (same as Figure 1 of (I)), the foreand-aft distance (t) is positive when
body Z is astern of body I. In the following
we shall use ship 1 and ship 2 to refer to
the moored ship and the passing ship,
respectively, and use body I and body 2 to
refer to the two double-body forms.
12
U2
--
FORMULATION
We are concerned with the interaction
__I_
tyNJ
_
Figure A
,____
Coordinate Systems
x
-
An?
U2 I
2n
on body 2
(2)
In order to be conoistant with the coordinate systems defined in (I), ti-e body
coordinate (xl , yj , zI ) is fixed in the
moored ship, and (xz, yZ , zZ ) is fixed in
the passing ship moving with a constant
speed U2 . Since we are interested in the
induced exciting forces on the moored ship,
we assume the body axes 1 to be stationary
so that Ul = 0. The two ships are separ-
"
1
TT
(x 2 )UZ
(3)
"
ri , which is a
constant, and a fore-and-aft distance
,
which is a function of time t. As shown in
ated by a lateral distance
I'
62
.......................................................
'.,"A*,h,.'
)calculated
S.
(xS 2 (x 2 ) (x- x 2 +
U2
dpressure
)dx2
- (-+)z+(y-)+zZ]
-/
(4indicated,
= a)-z
(x 1 , 0, 0, )
x
UZ_(x_)(x_-xI-__)_dx_
xl.. 7)
------
S(X,
(xl,
priate.
2~x1
: J[x)xl
UZI, j
(xZ x
L
(2
!2(VESE
(6)
ddXlxO
Z+3/
FORCES
VESSEL ANDMOMENT ON A MOORED
-The
where U represents an axial velocity cornponent and V a cross-flow velocity cornponent brought about due to the presence of
"thepassing ship Z, and SZ (x 2 ) stands for
S(x 2 )/cx?. Equation (6) agrees with
Equation (10) of (I), in which V is written
in the moving reference frame of body 2,
however.
Because of the existence of the induced
stream on body axis i, there must be an
interaction potential O1n such that the-boundary condition (1) is satisfied. We shall
assume the double-body form of ship
axisymmetrical; nevertheless, we should
note that the results which we shall show
may virtually apply for arbitrary slender
ships. Since the stream velocity components
U and V have been determined as given in
(5) and (6), the singularity dibtribution on
the centerline of body 1 can again be
approximated from slender body theory;
they are:
l
(Xil,
Uly(xl'
Sl(Xl)
U(Xl,
Sl(xl)V(xl'
g)
3/cross
0, 0,
dY(xl,
Zrr P
Ix
a"
(8)
63
.wI
ht
]dxI (10)
(7)
i
i
F'7
X(?)
Y(
..-
fU2JSl(xl)
) = -2PU
LU(xl,9)]dxl
(01)
NUMERICAL RESULTS
We assume the two ships both having a
fL
Substituting
and
V from (5)
simple 'sectional-area
distribution of
parabol.ic
form as follows:
and (6),
Sj (xj)
f'S'S(x
)(x 2
xI1 -
) dx2
1
1 - v+)+-alongside,
(13)
Y()
,
pU 2
]
dx
(x
--d x
-moving
.X .
. [(
1LZ(2
(l
(14)
Tuck and Newman's expression for side force
given in equation (29) of (I) agrees with (14)
if their double-ship form 1 is axisyrnmetrical
and U1 = 0. (Note that their formula is
given for the double body and their definition
of S(x) is twice as large as ours.)
N()
[PU
so x)
2
.-
TliT
(x O i +-SI(xl)]
..
(xdx
S(x, 2
dxI
LZ
IS
64
,,..s.'
,.
..
.svS
:u q.,"
:.
'
(16)
(15)
--
= Sj ( 1 - 4xj/Lj
D2
"
-- '$1Xl)
L1
no
'
w,
~is
I.
'
'f
30
eto
y\
0i
5\0,
40
-2.
"I2 )
AO
1,0-
SHIP LENGTH
Figure B - Surge Force, Sway. Force, and Yaw Moment on a Moored Ship
(Two Ships of Equal Length with a Centerline Distance
1 = 0. 25L)
as
,r result
il be
a simila
From
andcan
values,
of LZ/LI
obtained.
itFigur&B
shown
design calculation point of view,
the
mooring
as given
areaby
sectional
and itscurve
an While
axisymmetry
is a parabolic
has
distribution
it is anticipated that this dis(16).
and moment
"is
-.
j,
S65
All
.:
il
!-E
LafL
3.0
Le
- 11a
Ifi.
6A----14
'.0:
0L67
Ii
,Q-,
,6
J, Figur
00'
OL2
eakC S
0o
'
pOiWl
ea
Criored
*,conventional
S6
"7lpprozirnation,
!'difference
03
Forc
ona a&on
MorodShi
Function of Its Lateral Separation
0.4
teas.
draft 30 ft., and displacement 23570
Their midship section areas are 3050 and
2075 sq.ft., respectively. The calculated
ip A by the present
result of side -orce on
formulation, assuming axisymmetrical
considerthg
form and
double-body
shown
that of (1) noasstern
with
is cQmpared
effect,
.I for codigyyed
R=(ZSi/TT?
of*28%
the present case. The
difference
of
a difference
calculation
actual
For ships
F.
In Figure
as shownreveals
about 3016
of smaller beam-draft ptio, this difference
The stern effect in
tends to bsall.
slightly shifts the phase
it
all;
generally
41
# U?
doublets as follows.:
to
~.-.0.9
(17)
0.6
_'
W-yxl
-0.8
.1~
T 3U
/
2()
*
Disregarding the detailed distribution of
Al(x1 ), one may simply regard it as regular
as SI(xl) at the moment so that the
differential side force may be obtained
through application of Lagally's theorem
equation (10). The first term gives
the Lagally force in a steady flow.
Following (1), we write V in the moving
reference frame of body 2.,
04
02
03
Figur
E I/Lusing
Norzdimensj.,onal Peak Yaw Moment
on a Moored Ship as a Function of
Its Lateral Separation fromn a
Passing Ship (Subscript I denotes
for moored ship, 2 for passing
ship)
00L
FiueE
(l
HI
0.0002
0
-0.00021
___________
'V-800
-0
Figure F
40
-200
f.)
200
400
-Theoretical
Eq. (14). broken line for model of constant draft calculated by Tuck
and Newnian'(1974)
67
..........
..........
U 11
-L
V (x2)
S? (x) dx
xZ+
(x2
(x2 - x)
nZ] 117
=
to leading order we
ax,
6 xthe bx2
obtain-
d YI
P
P U 1 S 1 (X1 ) V
(x2)
(20)
=PD
where
[S(X)
4 A 1 (xl)] V (x 2 ) }
(21)
- UI
at Dxl
in reference frame 1,
an
n
r
,
S tD -
I.
2
in reference frame Z.
Separating Sl(xI) from Al(xl)
follows that:
=dYt
=
SI(xI)D[V(xZ)]
it
2.
+ 0 D[ A1 (XI) V (x 2 )]
- OU SI (xl) V (x2 )
(22)
Si"3.
::,R
"'dY
DV')section
D[A ;
1
is in agreement
with equation (25)
Swhich
witoequationof
dervedin 1)using conservation of
momentum arguments.
-. "
"S
is
=
For
! !+
v,!
= OSI(Xl)D[V(x?)
0S(
edfa2,
w
2
R/
mean draft of the moorRd vessel and
4.
REFERENCES
Cummins, W. E., "Hydrodynamic
Forces
and Moments Acting on a Slender
Body of IRevolution Moving Under a
Regular Train of '* eves," David Taylor
Model Basin Report, 910, 1954.
..
.
LighthIll, M. J., "Note on the wirnming of Slender Fish," J. Fluid Mech. 9.,
1960, pp. 305-317.
Newton, R. N., "Somn
Notes on Interaction Effects Between Ships Close Aboard
in Deep Water," Proc. First Symposium
on Ship Maneuverability, David Taylor
Model Basin Report, 1461, 1960.
so.
,HI
o600
:-::"Figure
-~
-400
-200
SSHIP A AHEAD
iH
'.1
"69
%o-SH
200
SHIP
400
AHEAD.
600
..
~.0
AUTHOWS REPLY
l
oitlined In Secion 4. Hopefully, while this theore
extensim Is in prlope, our towing-tank collieage will
carry out the corresponding experinmets, The interaction
between a small shipand larop dhp, when the relative
fluid depths boasd oan each ship draft ae vw different,
is indeed an interesting problem, and one which could
possibly be analysed by suitable extendons %ndcombine.
tions of our theorles, but not without conkidrable edittional work.
We are gateful to Mr. Martin for the new experlmentel data which he has shown. These results ae quite
"striking, by comparison to the earlier published results
for KGV and OLNA, but it is difficult to omnment on
these new results how the theoretical standpoint without
performing computations for the ships in question.
We share Dr. Dand'sdisma at the paucity of experlmental data, and thank him for noting the refermos by
Moody. Regarding the importance of hull shape in the
shallow water case, the following new results may be of
interest. The "Present Theory" cur"e of FIgure 7 was
computed by repkcing the elliptical crosa-ection by a
The corresponding results for
circumscribing rectange.
a true ellipee have recently been computed by Mr. G.
King, and ar shown chain-dotted in Figure H. This figure
is a reproduction of Flgu 7, with the addition of the new
theoretical crve and some additional experimental points
taken hoem Oltmann (6). The two theoretical curves a
quite close to each other. It would appear that the present
theory is predicting the experimental results to within an
order of error comparable to the variabllties in the experiments themselves due to effects of finite Froude number
end of submersion depth. With respect to ship hull& in
shallow water of realstic depths, it seems unlikely that
stisfactory results will be obtained until the theory is extended to account for the gap effect beneath the keel. as
Y/pu 2 b
3-0
,/2-0
ii
i-2,0
-3"0
--+
~~Present Theory
Coci;
lil/
OA *A
2=""
.0
3:
-2-20
7+0
her
0tmann Expts.
'
-- "L
-0------0
1- -0
70
AESYRAY
Symbol
Definition
PLYSiOal
Dimmasiem
--
desoription
Ie:ooit+
W
V
V,
X, y,o
It
of origin of
bo dy No$
Channel widt"
L?
L
Acoeleration
gravity
Depth of water in
fairway
When applioabie the symbols and abbreviatione ased here have been chosen in accordane* with the SNAKE and ITTC rsomsaiendations.
Non-dimensional coefficients are given in the
"bts* system, in which the unit& for mass,
length and /,
time are
L . L,
and L/6 repeatively, /I/.
a
p
Mass of body
Pressure in general
q
t
u, v, o
Stagnation pressure
Time
Components of V along
body axes
Symbol
x,
Co-oxdinates in right- L
NOMENCLATURE
Definition
Physicel
y,
Dimension
2
B
C
P
D
Bean of hull
Pressure coefficient
Propeller diameter
Pn
Volume displacement
Angle of drift
~Rudder angle iU
B
lock coefficient
LW"1
L3
tan ft..
1Undeo-keel clearance
r:mter ) - I/(h-I)
lp '.
XL2T- 2
a axis
S.parameter,
L61thof
(L-
S)hp-te-bank distance + 14
s
Do, port and stbd
reap.
LBek ul
Propeller pitoh
Strouhal number
Draught of hull
Hleight
a
of platform
bank
Length of hull (L -
ML"T
1
spacing pa~raseter,Ma
71 "I
*n)oftt
Pri
density of water
cmtic
ooffietent
INTRODUCTION
Canal
Dredged
channel
Fairway
among
skerries
IBank
rudder
conitrol
force
Fig.
1.
Fig.
graphio environment
2.
suction
"
r3 -.
Lift due to drift
Equilibrium conditions in
72
7.
JJ
...
motion
S".4
1/1
_ig. 3..
7
/I /
/I
/II
/ /.tl
/II
/ /I/II,/II
/I,
/ /I
/II
/ /
ofth!aven
7 7I77IIIIIII
77
'eo
II17,1
7III11
7-
Model
Ship
Non.-Dim. on L
5.024
321.56 a
i,0,)Oo
0.339
21.67 a
0-0675
V1.192
312 200 m3
x;L009
/L.09
p
1083
0
0.9978
'
oto
Tal
Stt
-
111
this behaviour.
kODEL UXPERIVENTS
(L)
1/1
lArs
C-r.xLa~x
-0.520
-0.500
-0.475
-040
0
1/2,
12 /
-0.4250
-. 5
-0.250
5-0.250
-0.050
it0
It0.050
18
19
19
20
.'
3/4
-
-0.550
78
0.34274
.6
0-665
0.9
1.000
0
1-O000
13
1
17
of hulloecuaecmaaiecluain
hydrodynamics the ordinates of the
sectional area curve are listed in Table 2.
(f Fi.4)19
0
0.043
0.1
.
0.150
.5
0.250
0.400
1:000
.0
100940
0.816
04~50
0/.C4750
J.4875
0.500
0.521
0.7503
050
0.173
0.104
0.054
0
1K
141
744
......
......
Table 3
Ar
Ship
0.0281
115.0
m2
0.0230
94-4
R h t.02
b
0.217
13.9
ALT
00165
Pitch ratio
P/D
Fig. 5 (Below)
1.680
0.131
8.40 a
0-850
l0.550
Section
Plan
"
WATERWAY MODELS
sovable A
Rudder height
Rudder area ratio
er a
i
MODE. RXPER3MNYS
",
I,L.
mm
'
MM M
7 so VI0
730
90
Q5
__77____2____M__
"____---___________..
........
........
......................
'
..................
3,
L
__
61._
23
610.0
1700.
91-
510-
25
3L
" ..............
If0I1'/00
"
10.?
6 21,
540
Soo-
46
17007
102D SO_M,.
510- 1.-M ""1
g
9.-+
-w
"
590 -
4M
~2
""'"'"''
'""''''""
A1
650o
k 16S
75
F5"
42
- +20
10.1-
M 1V
22
.........
_32
P........IF
?eo
9.
110205900.5
641 10.0
pp,
......
21
oo1650r'
217.80101005
"10
S...
"u
........
...........................
..
9.01
590- Ow
10
2'0
0.
93
751.8.-0
7-,1
10.
U-+
AF
For the Warpose of this first report the
In all 11 different models of the waterway were investigated, using ba-ln walls, and
platforms. (See schema..
port and/or starboarn
tic diagram n rig' 5'i Per each ooafiguratien tests were ran at several depths of
water. If h ? H, water depth above aide platform is demoted by hl, so that (h - hl)/h-1.
trim in
IT
- CAPTIVE TECHNIQUI
wider range of to
Fnh
h.
force,
and the
small longitudinal force as difference between p.-opulsive force and resistance, were
measured by resiatanoe-wire-type strain
gauges in full
bridges. The analogue force
suffered from oscillations superimposed on the transient time histories, with
c3a
characteristic frequency of 0.25 - 0.35 H.
'
for lateral
forces and twice as high for the
(longitudinal
C<
ones. (0.25 Ha corresponds to a
"all
"records
_-
C14
based
~~Strcuh
.1 number
the smallest
0.4.) At
on
beam clearance
equal to SnnII
(h/T =
bottom
1.20) there was a dominating disturbance in
the forward gauge records, having a frequency
-.
-01
-__
02-
no
-st
_ferencoe
1.10
203
2.0h/ T
cal fores,
3.0
was shown there that the asymmetrion a ship in a canal could be eb-
6.
Captive test
to blockage.)
(i!, ,1
76
*1:
|(
2)
"
p -ye
Tip
. ___
||
we
(-2 -
- Yo"
It
|
/ship
/MODEL
AA
Fig.
W' y,.
W Y
~In
, ,
JW
Sre3
jthat
~during
total run
causing the
small shifts
:-
Fig. 7.
Definition of bank off-sets ad
Fig. 7the
ship-to-bank distances in approaches
and bank passages
!.
MODEL
S.MODEL
:.'.(SERIES
EXPERIMENTS
- RESULTS
FOR FORCES
ON
MOVING
PARALLEL
TO A LONG
HIGH WALL
40)
"
the results
of Figs.
8 aad
9.
Note that
the time
histories
shews re-
'
1parameter
e + Tp.
the front edge of the bank the model experiences no not effect of the initial repulaion, which could have baen expected in
view of the pressure distribution on the bow
7 we observe that
below.)
7.7
"
-13
-1A
-O-O
-0.2
1)3 ,i~p
-0.1
a 3.01
1.=
i.gi
1.30
L"
Fig. 8.
N"
Serivi 4
0.05
h9.3.01
-12
"Fig. 9.
-1.0
04-S-CA
-0.2
"-iolontsin stes4d
"78
______
'
Aft
10
Newton
gouge
~B=
0.052 m
T: 0.339 m
Fig. 10.
Fig. 11.
i:'
3L
given Inftexiw
Fig. 12,
.58
~are
I
1.30
U..
u..1
0.2 - 015
-0%
-O
to show
utinfr the relative
o e
0.1
u..2ue
-0.3 -
"
/
-1
79
Yt
08
Series 21 and 27
S1.0
Series
21,22,23
----
/I
-
--
.22
-2
0,
,-i--sa.
j.nOJ
0.2.2
0.' 21
4LA
31
..
0.2
Fig.12.Reltiv
mximm
maniiadeof
bnk
0.S
0.
1.0
CIA
Such rapidly ohanging moments are partioularly dangerous when they involve a
21,
With reference to
22,
23, 41,
42, 43)
Again, the analysis is not yet cornpleted and provisional results will be given
here based on the 1972 series of measurements
during the passage of 6 L platform banks of
different heights, Pig. 13. The new tests
covered a rage
of lower platform-to-depth
ratio*, and the now results say or may not
be in support of the simple quadratic dependence sggested in the diagram. From this
diagram we note she rapid decrease of suction
force with even a small height of water over
the platform bank. Thus, we may benefit very
much from having low side banks flooded at
high tide. The presence of a platform type
shallow with a height equal to up to 40 per
cent of the depth will be of no great herm.
s[
111
still
ex-
pensive, and when we come back to its appliCation below, the solution is for Just one
position in the canal.
If the tunnel section is of a simple
rectangular mhape and if the ship is slender
the &symmetric force may be found in explicit
form by an elegant but approximate method of
source imageos, /5/. (For the case of a slender body of revolution moving in deep water
near a wall Newman has earlier devised a
more accurate solution for the bank suction
force, including a displacement of the axial
source distribution to account for the deformation otherwise caused to the body, /6/.)
In view of tho sufficiently large width
of the test basin our experimental results
for the model close to the port wall may
safely be compared with calculations for the
single wall came. The bias psesent in the
experimental values of Y"/uU for n, + nP - 0
has been corrected for in this comparison
shown in Fig. 14. (At a depth corresponding
that the figure -0._15 will read -0.156.5
Fig. 14 (Below)
-2D
-15
-t1
L81Z
The two thin rurvem connect experimental values at diff-rent distance. from the
wall, each one for the depth-to-length
ratio given in the diagram. The thicker
curves are calculated by Newman's approximate method /5/ for a body of revolution
having the same distribution of seotional
areas as the tanker form, and for an fquivalent spheroid, defined as having the same
length and the same midship section area as
"our ship model. The single blauk square,
finsll3. is ihe value Calculated according
to thennerical method by Itess and Smith
LIS
The approximate method seems to underestimate the lateral force by some 4C per
cent when the proper sectional area curve is
used, and by some 50 per oent when applied
to the equivalent spheroid. (These values
will be somewhat lower at large depth figures,
"and even higher for small under-keel clearanoos.) The alternative numerical method
gives a Torce within 6 per cent of the experimental value for the test case shown.
(See again below.)
Theor-0.2
----
ExpLicit approx.
for eq.spheroid
81
Numerical catcuL
for true haL
-Q5
yp
v/S/
Fig. 15.
ACKNOWLEDGEMBIJ
Smith,
Developmt (STU).
blbu
bow ane
Th. final
result
of the ascaloulation,
.-0.16,
is entered
the 'lacky1
RNFsCe
1.
b
waters',
14 B- The ixasdiate
,ineCeubtwee
uarnetduo
Nathematical Nadel
2.
Bastard, P., Bohlin, A., Neumann and
van der Btr~ta *ptimal Dioefsions sad Lay-
Swas
oebish Ni.H.,
40. Te
(at
-0.156) from experiment
directly refiso-
ted na the wall. In the nor l plane contai4. Ress, J.L. a4 Smith, A.onO., "Calculation of Non-Lifting Potential Flow about
ning the midship section the local difference
a otined n ther
hlool
andfaArbitrary
oe
Thrne-Dimensional bodies", Douglas
go
Airarafv Co., Aircraft
and between
canal
on theoall
adjacent
vn
theoal,point
neamre
l teswall,
no..ime~lefsonlecVlDivision
4 oReport
,Sp
2.5. 40622, Long Beach, Cap March 1962.
& point on the hull bottom sad a point on the
canal bottom below it do not exc*oa4e
eoPaaaned
4tsada8
d
Th e
for
7, Sup
i,
sion
JeteeMa5.b-efSanoS.,
lne
ar waoll. For
the
o
v on-l
vria
per cent
reSpttively.
Iewmaa, J.N.,Tio~SD~oloS 14,
oor
SynShip Manoeuvring", Proc.*nterhatoonal
aoce
on the
teh total asyInetriho'l f
pomium on Directional Stability and Control
o4del is equal to the pressure force inton Waiter, London 1972.
he
of Bodies Moving
length of tbeon lan
gratedh overoa the full
* (jnnttolfao
aheall', Daoevid naylo Model BainRe portoDo
2
issue 197:.
on/u'
asd throughtotia-fO Che oefficieont
ou t hipaprwel
halve
,
6. e
"wman,
J.N.,
oThe
Porcesend moment
=
uB
(3 (
5!
1965.
82
"'.+
a .. ,+
""" :7 _--.
II,
DISCUSSIMN
C. T. EARNEST
The author hau prepared an interesting and timely
paper. It is particularly pertinent to problems under study
of the Panama Canal and certainly many other waterways.
The volume of ocean traffic has been increasing and, even
more dramatically, the si7e of ships has been increasing,
yet channels remain the same until economics allow improvementa to be funded. This can result in shift of traffic patterns, operation at reduced drafte, or eroded safety
factors as larger ships use existing channels,.
transversal force
CY
L
Lpp.T
yawing moment
N
CI
L
P2
VA'
T
pp, T
ship
L L. MARTIN
I wish to make just a small comment. At AEW we
have occasionally nessured pressure fields caused by var.
louw ships, with reiults generally corresponding very cloaty
to Dr. Norrbin's Figure 15, for forces on the wall (though
the ships had no bulk). It ho been found that these can
be computed with fair accuracy by mmiumng a continuous
distribution of sourcn along the longitudinal axis of the
ship, of strength V. dI, where V is ship speed and dA/dz
is the gradient of the curve of are.
E. MOLLER
I-
,
0/2 VA.
88
__
--
ZI
/-71
I
doI
iijw
U/Sajj
_
ot'IMJpjmn
//
~1
wjn i uun
_
JOE,.
Ac
_0_
/1)-PP4W3
osna
1c
..
844
Lateral Distance
440
Q, 1:
:i
41)
85
CIL
030
IV~
~I
861
AI
[F,'
tB t
ship overtaken.
i
initial
= final
point of time
point':of
time
on a collision course.
Correspondingly,
t-
Izz
angular velocity
dA
d2m-
course angle
tE
e = transversal displacement
m = mass
t
with:
with:
d_
ZZ dI
dt
N a
dV
dt
= time
V = speed
Therefrom results
tE
m
dt 2of
tB1
87.
S....87
...
..
..
. ; ., "
~i1
AUTHOR'S REPLY
I am grateful to Mr. Earnest for his appearing in the
discussion; it is only the exchange of experiences and finding- oetween those engaged in the design and operation of
nan , waterways - and of the ships moving in these
waterways - that can make a continued effort in this field
meaningful.
Mr. Earnest points out that current practice of oceangoing ship operation accepts an under-keel cleu-rance of five
feet in port areas, co,,esponding -to h/T = 1.15 or even less.
In scale model testing the viscous blockage of this small
clearance will obscure the quantitative results, and, which
is even more serious, the quality of the results. It may
therefore well be better to extrapolate experimental values
from moderate clearances into the small-clearance region,
preferably according to a theoretical relationship. In as
much as viscous effects become of importance also m the
full scale world they may in principle be corrected for by
introducing an effective clearane, which will be a function
of ship and back flow velocities, and bed roughness. Such
an approach should be especially applicable to the problem
of lateral forces due to drift,
88
F2
"
544
!i0
.
'.
A. T. Ch.oang
CtiLortnia Inhtitute oJ Technotogy
Pdtadena, CatiUotnZi
Pahadena,
Calicrnica
ABSTRACT
This study explores various methods
for calculating potential flow around a double
mcdel of ship-like form. The discussion begins with the family of ellipsoids, which is the
simplest of three-dimensional shapes possessing thtee unequal axes of length, beam and
draft. For the potential flow past an ellipsoid mnoving with arbitrary velocity, the solution can bF represented, equivalently, by a
volume distribution of doublets, or a doubletlayer distributed over the limiting confocal
ellipse, as well as by a source-layer or a
doublet-layer distributed over the ellipsoid or
over an interior confocal ellipsoid.
The
analytical behavior of these different representations of the solution (for an ellipsoid) is
examined in detail Atth objective to throw
light on the singularity method for arbitrary
bodies in general. A simple relationship between the geometry of the confocal ellipse and
the maximum principal curvature of confocal
ellipsoids is obtained.
This relationship
seems to have a general validity as a rule for
determining the center plan form of singularity distribution for arbitrary bodies with a
plane symmetry.
Based on the singularity method new
solutions are presented for the internal flow
between two confocal ellipsoids in relative
motion. These solutions may provide an
order-of-magnitude estimate of the wall
effects,
Fo- arbitrary ship-like double models
a general formulation of the potential flow
problem is presented based on thq representation of a body by a center plane distribulon
of doublets and moments of doubln.ts for translational and rotational body motions., This
construction results in an integral equation of
the first kind for the doublet density. Several
numerical methods investigated so far include
an approximate direct method and an iteration
scheme. The results for a double-elliptic
hull form are presented.
1.
INTRODUCTION. ,-I,-
numerical
efforts
uldaon
be thq
curtailus
a
result.
For
thes
prese~t study
will be directed to seek possible development
of the center-plane singularity method. In this
connection,
&~,
w,
"
'
'~'~ments
naval
hydrodynamics
a continued
interestInhas
been
directed to develop
tech-
;"
89
Miloh (19721,
as we have just
,
;
3
E1
i=l
S:
(al> a 2 > a 3 ),
(1)
ai
LA/x- = p
(2)
E
p being the uniform mass density of the
ellipsoid. (Here the universal constant of
gravitation is omitted for brevity. ) For an
interior point (sEE), the integral in (2) can be
carried out directly (see, e. g. , MacMillan,
1930), giving (the representation of Gauss
(1813) and Rodriques (1815), see Todhunter
(1873) and Chandrasekhar (1967))
(=AtqA
-3
i~p{A - E
(3a)
,(Z)
where
2a
3J
0
A'
1 2 3S
0
(T
(3b)
90
[(al + X),(a
z 3x
+ X (a3 + X)]I,
(3c)
or
or
() pala
a 3 )(l -
z
t-)
+ X
S
a1 + X
-7
Ui.
diX
91
11x
(8)
()
.(4b)
x.-
+ X
(x E).
9= ( ixi
-ai
is quad-
Ei i
In fact, the interio)r flow is a trivial uniform
flow with the potential
(4a)
(7b)
=0 x i
a
~
a
This condition suggests that, since ii
dX
(3d)
---
E),
a(x
1
i S)
2i
)A
(lOa)
3
;
i-l
E.
x /ai) 2
=Xi1,
at =az
i
i
/a'i)
(x /ti
-,
(lOb)
a.2 + X
i
:1,2
(i
1,2, 3).
(10c)
The relationship (8) between the velocity potenand the gravitational V for ellipsoids was
cited by Havelock (1931) as being then 'well
known'.
The integral representation (8) for the
exterior flow may be interpreted as a potential
due to a volume distribution of doublets of uniform density P., pointing in the cesitive Uidirection, respictlvely. By further invoking
Maclaurin's theorem, the following aIternative
representations of the exterior flow can be
obtained.
(i) Volume distribution of doublets
within an interior confocal ellipsoid.
(5)
pa aga3
(6)
i=l
i=l
2
xi
nilli
kES),
('
813
-(
ax()= R,
i R(
(&4E')
la)
where
a, a a3
1 ,
(i =,2,3),
-i-a-a'a
a,
(Ilb)
a'1 , a', a' being the axes of an interior confocal ellipsoid E',
2
(7a)il
19
91
'V:
~-(~)~I
1) 1
(iv)
hihi
(b
a
0R-- f
cuerm
+(2
2.
a
ob
o=pIni
iA
(1)
(l+
By putting X
ae
to2
i!
(a
(1(1a)
a a
a2+-
ins
2
=
o
-a
I" -0
inertio
ov
M-
Sthe
(I + O(fz))
(13a)
:';:) :This
i:,i!,
a2,-a,SsImilar
-o
, Repc
in
R) 4
(xvEs),
of
(v)
1-1arface-doublet representation. The
otential of a(doublet
layer, S,orienated
along,
(
P x)
ra
(
R=I~S
(17a
''
that
has the well-known properties
+
4hrIL ='_- -P
'i
1'
(17b)
(17d)
where q,+ and op" denote the values of go on
the outer and inner sides, respectively, of S.
From the known interior solution (9)
and exterior solution (10) we Immediately
deduce that
(1(x)4a).a
dh
(1 4a)
0
0
result can be obtained by a procedure
= 2 - az
putting X,by limiting
abovethe
thetaking
toand
v lue of (I)
29
,,(1974a).
i :"
:i
(16b)
(13b)
'
:,=
a, )(Nst),
Pni' =- (P x,/a,
a=a3)'
2
(ao
E (by
overstre{{gths,
distributions
terms
of source
the source
by parts),
al~
3E
however, have a square-root singularity alonp
Sx=l a
1 <----aa
an i
nents~~~~integration
i:=1,2,9AI can also be expressed in
1a
23(2,i
,,,/at )" (gS'),
the surface
--(a)d
e(re
of doublets
distribution
(iii)nyeds
Focal-axis
lisAedc
stated
he
ta rslimtin
whc
for Prolate sp~her-oids. For the prolate spheroid
(a >a =a
i ,
3
)(
aodistributionover
periphery of .
in
In this limiting case, the doublet distribution over tht focal ellips e assumes the
ellipa oidal density (12a ) for all three compo-Wur
nents of translation. Though for the compo-
Aixi/a
3lb
of
.ad
-r
(16b)
Alternatively. application of Maclaurin's
(
E r't
3lc
d.P
bo
0(x)--
n by pars)
V,
is
(I + 0(a
_hence by (11).
21
,, 3)1)
= t2 - a? in (I11) and
thoe distrbu
a,
a2> so
gives d b(y) n
threWsurfac
v
2-
,0
for the case
-e (isribti.
as byrc
the limit
hencec
takin
(
m (s
5antt
o distribution o
an nterior confacel
the
2 (1~ 1),3
bxr)=
an
S3
0 1 3+o=-2 3
sen atin)h
er
(Iv
S~raesu
ad
fortl ellcase
+ xi
wwhich
a12i a2)dz
EaZ
SProof.
()=
(o-)
(U + 2'n-atPi= Ati(x,4
(17d)
9z
$S
i.
i'
(9
~I
)dS
01 Xi
2. 3
9
j(1
2T =PV l~lU
+ .VA paia ,7ii 3 j3
have only diagonal components in virtue of the
body symmetry. Determination of the components corresponding to translation is especially
(18a)
QS'), (lgb)
where
P' is again given by (lib).
linear in x..
p'(A) it also
simple by applying the
e~ended Taylor theorem
(Yih 1969), giving
I1 + 47rp3/Ui = ai/(2 -
2.2
(22a)
The components corresponding io rotation are
given by
)) V
(i = 1, 2, 3).
S=
()E)+3
(22b)
(1 9a)
TV
-I&
dX
(l9b)
2
2
a.Z + ak
ak
4) a
i24
-1
,
(19c)
Ellipsoid3.
The abWve singularity method can be
readily extended to consider the flow between
two confocal ellipsoids in relative motion.
Let the two confocal ellipsoids E and El be
specified as
3
E:
E:
3
(x/ai)z
>0,()
/a
= l, k E': i=l
Z (x'/a')2
I,
a 2 >0). (23)
(
a! _2
93
L.
i~l
on S')
(24b)
Zir
1.0
2j
V-:3 (.j
(ZSb)
0-
0.6
Biu/(2
0.4.r=
i),(
Q2 -
y(a
-22~V(04-2a
(30)
0.2
Figure 1.
1.0
0.8
0.6
0.4
d)L
2.0-
:i
Bi =[ 1]where
a1 a.,
(26)'.
2-
1.-71Xa
S0.4
1
2
,(x) = C i(-t'ijxk + Yi ijk"3
,I,0
x Sao I dX
iiKX ak+X~
3"
0.o
0.8-
--
i2
0.2
0.4
0.6
0.8
1.0
(27)
aa
"a+Figure
_
1'
.
31
a 123
2.
W1
K
a2+
jfactor
and ?n
coefficients
l
r,
The translational
virtual
massof
two confocal priblate sphebi~ds
1]4
94
It is of significance to note that a boundary polat a of the center plane S , the miniand aEq.
S , (see
of curvature
radius
mum
ellipse
A of the fohl at
point
botndary
as Eo)
b), designateio there
2
rtu Distribution.
Plan Form of Sin
At a point IL on an ellipsoid E, the
(or the sum of principal curvatotal
v. is a local property:
tures),curvature
1(12
1
K(X) =divl=K, +K 2 = R1I
.4.
2t(31.)
0
a - c
normal vector,
rncplcurvatures
the unit outward
where jj(1) .p deoeth
1 2 '_R,
dnttare
I,
0.
y
0
Rm an
=~
=
R
myaFn7
~ ~,Ry
~
,.
b-c
.
b
Arbitrary Double-model.
M
general problem at hand is concorned with the potential flow generated by the
,Te
(33)
(xESc)
2
x
a
Yo
Yo2
(32)
(eSc)
(35)
where (x
x
x
(x y z) (a a2 a
(a, b, c),usea alternatively throughobt for
brevity. At S the x- and y-component of Rm
can be shown t8 have the value
NIX
(34)
X2
2
yoy(y-Rmy)
x(x - R
a-c
0,
- c
Sc:
1,
0
b
S:
z =+
(xY)
(1xl<a,
jyjl b).
(36a)
1.0
((x,y)
S:
is
assumed to
44a
0.2
+ 0, and
td if V I <co as z
said tobep
round if JV T ""
in the limit. A round edge
is further said to have a stationary, or nonVst0
ationry,
curvature accordngto OR-7s
7
or
0, at z = 0, where s is the ae
length of a curve formed by the interception of
body tirface S with a plane perpendicular to
z = 0
nd containing the normal vector R to
at z = 0, and R
is the minimum principal curvature defied in Section 4.
0.4-\0.06
0.2-
0.
0.4
,S
i ,
0A6
0.1
1.0
Sb/o
Figure 3.
C(xy)
o.
(36b)
= 0.
0.3
S+
(a X &) through an ideal fluid,
potential satisfies the condition
95
= (
+ ax x)
S).
(37)
3
According to the method of center-plane
singularity distribution, the solution may
assume the formn
'
9T +
R(38a)
(
OT
tT)
8
0
1S
(1 )de dq, (38b%
'ijk
R
")dd 8
'ij)S
(
(3 8 c)
S:
0
f(x, y) = 0
(S CS ).
0
C
(38d)
Here
;i
are unknown densities of doublets
and doublet-moments, and S in the unknowi
region of distribution, whichis assumed to lie
within the center plane S and may have
boundary points i-ommon ith S
This integral representation of 7 is suggested by the
known exact solution for ellipsoids. Although
only doublets are employed, it may still contain isolated point sources and line sources at
the discontinuities of 0 -nd y, It may also
represent distributions oi higher-order s'ngularities when P and y can be expressed as
derivatives of some appropriate fu, Ations.
1
R
1
R
xS=x,
(4x
r=S),
v)d~d q = iana
PUn +tx
nI,
"i.)
TX
mm~-"na.
-
3x,
+1(y
R3
)
3
()1b
" I (xY)
n1= y +
ok" ;
yjk
yijk9,xj1k
(x ' ,(40a)
Q.k(X~y, z;g,,1 )
3'ky
z;
(xn-
forth forfeature
higher of
derivatives
of R-1.
Theenpea'.ing
these kernels
actually
(39b)
(y
= n(x,'y)"
(42)
Itfollows that 8R- I/ ft has two peak-s near
-), with one on each side of
na
ani, o
(39a)
Ki(x,y, z;C j)
and
in K
and their
Q -. higher
Thus, derivatives
for fixed ( appeariqg
) R -' has a
0, or at
TuR/sx f8R/f
peakQ
a
-
5. 1
---
( )].
R
13b"
Strictly speaking, thea * i .'-eral eqvati. is are
not linear, since the region of intp ..'tion is
also unknown. They are further characterized
by the particular feature that the free variable
a and Integration -ariables (4, q) belong to
different sets of sie.
Theory for this kind
of integral equations is in its infancy. There
13 no known necessary and sufficient condition
on the shaoe function S for ensuring existence of solution. Even when a solution is
found, itOnis a difficult
prove the
hou A'stictobasis,
thisa uniqueness,
method may
be applicable to a limited family of bodies (fir
On
~
~
~
hsmto
~
~ ~a ~~
instance, under certain conditions on the bound
of variation in convexity of S). It may be
961
IiI
the boundary
y2
,x),
2 =X(X4
0).
(43)
R
. Ra[l + -)
Ra
+
(-(!
_ Ra
) +
R
&2
be atrbue
difrec
thtorh
For
(44a)
found valid in 1L
well (Chwang i"
(44b)
ii Well kuuw,
and
Reynolds-number flows as
Wu 1974b).
Element Method.
(i
of line doublet -t
a(a - Ra)
a45a)
+ X )/(a2 + x20
S(45a)
or after solving for xo,
2Z
"0:'
a+ T E _
R
(1+
].,
(45b)
L.
i~l),
-idaP
27
T..
+ ...
],
~+
Ij+l))
(j (
n),
(46)
x ox(5a
x c a{l-([(l
Isa----ix)-
a 3
+.
I
Rail + ('
The distribution of a uniform two-dimensional
doublets for representing a thin Rankine body
from the nose. This
terminate; at about jR
fomhensTs
last result (46c) has alto been obtained by
2x 0
(46a)
R
2
(-a
~a(l
- xb
0a
(45c)
97
Snk
(k = 1.2.... N).
Hence
(4?)
(I =
(48)
Ki
nk
, 2,...
N)
(49)
49
C R(qj)"
Tj,i+l
-j,i - J
be uniform, and m may be different for
different j. In each C-subinterval, we approximate the doublet strength P(e , il) by a quadratic function
1
2
A(g, *0)P(i,'Ij).+( "i)PC (ei' .j)+ j"4 -Ci)
i
i
'
'j)
( i<
j"(C,e < E i.j)
(50)
is omitted as
j
understood. By uiing the continuity 'conditions
on P and 8P/84 at C (i =,.
.
and two appropriate end" conditions (such as
P = 0 for edges of non-stationary curvatu:e).
there results mj unknown parameters for
orwh ,j, nr
M
11~y nttl
nee
better approximation to P would be the cubic
SPLINE representation, use of which is being
investigated in a continued study.
An app.-opriate choice of N pointss
(x, y.) on S is made by taking (x, yj) as the
(iy)oS
smdbyain(ij)sth{-
182
i
(xy
1j) yj
i jy).
(51)
bounds
Sline ,=
(R'1
b
b, = q < q
<eb
'
Cji
n)
and
U'98
< jjmn
t j l < t JZ < . . .
- L (14j)
.M ) ,
- ,i ( i = 1 ,2 ' . .
if the matrix K
is non-singular, and then
can be converted back to Pij by inverting
.]
(n)
""J,(*,)_"'-'+
X [nl(xj yJ)
(e)(, q)dtdq],
Accoraing
K(xiyJ ;'
S0
I)
(52a)
(n)
in which the inegration is computed as described above in each step, and X is a relaxation parameter. This iteration procedure may
be ra.,arded as a go-neralization, to double
integrls, of the method introduced by
Landweber (1951) for axisynmmetric potential
flow problems. The rate of convergence o. the
iterations generally depends on the choice of
V, Faqed osu me scme procedure as
Landweber's. it proper choice of )X for the
present case is
Xl
b
c
(b)
(52b)
K(,
x2
(24b
(54b)
y.t *dT
S=
so
-X
6.
Figure 5.
Figure 4.
99
44
4
o~oiIO
,00
0.6
"-40.4
-U
0.2
Figure 6.
.-2
Figure 8.
0.4
I.0
'.
ofa
s..
onn -
0.6
0.4
S0,2
-0-- -i -
-06
-01
-a0_
12
0.2
0.4
056
08
12
--
f 0.Lr
0.
,6
1.0
Figure 7.
FigE-.-e 9.
iront and rear boundaries of So are approached, and these two boundaries (given by 54a)
are very close to the bow and stern line,
whereas P decreases more slowly towards
the upper and lower boundaries (Eq, 54b) ofSo.
The x- and z-components of velocity at the
surface of Model I along the center line y = 0
are shown in Figure 8 in terms of the body
frame. The corresponding pressure distribution (in the coefficient form) is presented in
Figure 9.
100
&-'
O0
Landweber,
Acknowledgments
We are very much indebted to Professor
Louis Landweber for stimulating discussions
and for provIding us with copies of related
works by hi-iself and his students.
This work was sponsored by the Office
of Naval Research.
REFERENCES
MacMillan, W. D. 1930 The theory of the
potential. New York: McGraw-Hill Book
Co. (reprint ed. 1958, New York: Dover
Publ.)
Miloh, T. 1973 The ultimate image s'ngularities for external spheroidal anu
ellipsoidal harmonics. IIHR Report 146,
The University of Iowa, Iowa City, Iowa.
Moran, J. F. 1963 Line source distributions and slender body theory,. J. Fluid
Mech. 17, 285-304.
Newman, J. N. 1972 Water wave singularities in a prolate spheroidal coordinate system. J. Ship Research 14,
41-46.
Yih, C. S. 1969
Fluid Mechanics.
York: McGraw-Hill Book Co.
II
101
..
I........1
New
"
DISCUSSION
L. LANDWEBER
_2 a
2(f6)
WhIn the introduction, the authors have kindly metoneithe writer's method of computing the potential flow
about arbitrary three-dimensional forms, but referred to
it as (1974), unpublished. That reference should have
been to his 1969 paper [2]. The authors will also be
interested to kno v that the technique of applying the
known gravitational potential of r. solid ellipsoid to derive
the potential flow about an ellipsoid is mentioned by
RM
S
SK'2
'y)"
ay
2 s/2
2 i nP( )d
N.0 +Y +Z
which expresses the general spheroidal harmonic in terms
of a distribution of singularities between the foci. The
distributions associated with eazh of the motions of a
spheroid can be read immediately from this formula,
Havelock did not present a proof of his formula; this was
first demonstrated by Bottacini [6]. An alternative proof,
given in the writer's class notes, was published with some
modifications by one of his students, Miloh (1973). Indeed,
it was the Havelock formula which inspired Miloh to seek
and find an equivalent result for ellipsoids, which yields the
centerplane distributions for the various motions of an ellipsoid, just as directly as the Havelock lormula for spheroids.
References
1. L. Landweber and C.S. Yih, "Forces, Moments, and
Added Masses for Rankine Bodies," Journal of Fluid
Mechanics, Vol. 1, Part 3, 1956.
102
.r
....
I,.
3.11L
Hdrodynamics, 6th Edition, p.154,
Cambridge University Press, 1932.
4. M.M. Munk, "Fluid Mechanics, Part II," Division C,
Vol. 1 of Aerodynamic Theory, p.304, Edited by W.F.
Durand.
1.1
Mii
T. MILOH
The first time I met Professor Weinblum was in the
Summer of 1973. I then had the privilege of talking to
with
V
1+3,
1+3
1+3, 1+3
V'[(a
aC
+ ak+)
a2
ia2
a
'2 (_2
2a
+ ak ) + ai12
Sj
Mi+ 3 , 1+33
N14)
3
i+3 +31
him and experience his warmth and friendliness. Sorrowfully this was also the last time. I remember that in our
discussion Professor Weinblum was proposing to obtain
potential flow solutions for ellipsoids in various motions
in order to apply these results as a first order approximation to the motion of real ship forms. It is not a coincidence that the present paper which is dedicated to the
memory of Professor Weinblum is concerned with the
same problem.
References:
[11 Miloh, T. "Forces and Moments on a Tri-Axial
Ellipsoid in Potential Flow", Israel Journal of
Technology, Vol. 11, Nos. 1-2, 1973.
103
MIN
910
AUTHOR'S REPLY
Professor Landweber and Professor Miloh have
pointed out several references either not cited in our
paper, or cited not precisely to the very origin. To them
we are ve-- grateful for helping set the record straight
since the xxue source of the original ideas, to which their
studies as well as ours are related, will be of good historical
interest,
to the peaks of the kernel for fixed (t, 1), rather than
for fixed (x,y,r) for the following reason. This choice
may correlate those (Q, 7) near the boundary of the domain
So of the singularities with those points (x,y,r(xy)) on
the body surface whose projections onto the centerplane
will fall outside of So, whereas the peaks determined for
fixed (xy,r) cannot include those values of (x,y) lying
outside So. The first method may be expected to improve
the accuracy of solution beyond that which can be
achieved by the latter one. As explained in the text, this
choice of correlat,
may be subject to further modifications in our future development of the method.
University Press.
Ij
105
_N
'1i~
Mi
M
I a..a
ij
where
Ixx= P (yZ+z 2 )dV,
' )
-i
1i+3,
1+3
-l
Mi+3, i+3
V(a.Z a.(a!2-af2)N
I i ) i+3, i+3
Ivtaat 2 + 2a 2a -)N~I+3,+
2
j- k
Ia.2 + a2
N.
Ni+3,i+3
\a
J
a
hA
i+3, 1+3.
"'k
1-+
M 1 i{l -T(1-
XI
2
3'
etc.
.,
10
4'
MANEUVERING
SESSION II
Monday, Jun2 24, 1974
2:00 P.M. - 4:35 P.M.
Chairman:
Dr. C. C. Bates
Science Advisor to the Commandant,
U.S. Coast Guard
United States
109
131
159
4$
181
00
107
&
""
ba
,iI
S.
..
..
...
.. . . . .
. ..
. . ... ...
.. .
. .
..
. .
. ..
i ' L
R. K. BuAche.
RCNC
Engtand
ABSTRACT
Yv
Y.
v
hydrodynamic coefficients
= YR(
+ iyI(w)
Fourier transform
of Yv(t)
y~t)
displacement to starboard
yo
starboard
Yr(t) variation of dY following unit yaw
The mathematical model is extended to include the non-linear terms which may be needed
to explain more wide ranging tests,
NOW^-ON
force or moment with perexpressed as AF, AF[ ]
angular disllacement
yf(t) variation of AY following unit variation
of r
yv(t) variation of AY following unit step
displacement to starboard
y.(t) variation of AY following unit step
variation of v
"bitrary fluid
Surbations
Fx
F*
Yxixj(1,T2)
'uid moment
yaw
Nr
Nv
N.
;'!ivo
W. G. Pxice
RCNC
EngLand
A.G. Paxki.on
Univuty CotLtee
London,. EngLtad
crua
INTRODUCTION
rqec
iro
Xw
x
that departure.
It is commonly assumed that
the force and moment are uniquely determined at
the steady
perturbation
by the
any instant
proposed
Bryan of
(1911)
instant.
at that
motion
pabout
Sacceleration
;e i
S109
FxX + F
Io
2
(F =F
+ i~1x2
j-l-
2
X
'
ixij
n
-~F
~~xj~iSome
2i SI
1 j.llFxiX
n
-
- by means of whi.ch
where Fo is a constant.
For a small perturbsr
e
vting
tion of the variables xjk, we may write
AF(xl,x2,...,xn)
F(xi z,'..,xn) - F0
n
i=l
:161
i<
~,.
or yaw velocit-'
This has led to a modification of the linear derivative theory to
introduce constants of proportionality
(sometimes loosely called 'derivatives')
for higher powers of velocity.
Such terms
as Yvlvlv
or Y v3 are included in
expre a ono for sway force, for instance.
In effect the analysis of such tests is
thus made into an exercise in curve fit-
YvV + Yfl
vIvI
Yvv
and
AY
Yvvv v
(iii)
- yo sin wt
In this paper we shall illustrate the usefulness of this previous work in the analysis of
some experimental results obtained with a P144.
We shall find, in particular, that a striking
degree of success is to be had with a purely
linear theory.
We shall then recall the more
general non-linear form of the functional representation and give some indication of how it
might, if necessary, be employed.
FUNCTIONAL REPRESENTATION OF FLUID FORCES
Yvv(t) + Y (t)
"
Yi (-yoW2)
To start with it will be sufficient to introduce only the linear first approximation to a
true functional representation.
A much more
complete presentation, in the present context of
fluid forces and moments, is given by Bishop,
and Price (1973a);
an outline of it will
be given later.
As we shall see the linear
representation can be established in the same
manner as the familiar Duhamel Integral of
elementary dynamics.
Yv Vo
yO
10Burcher
"Vhere vo
K'
111
-
-.
---..
.
'..
-'o,
(1973 c) have shown that, by employing.'the principle of superposition together with salinear
functional representation, we may describe the
perturbed sway fluid force in either of two more
general forms:
(i)
S'AY[v(t)]
"~~
y
.L
- T)dT
v(.C=0
(ii)
AY[v(t).
y(T)v(t - i)dT
"
vO cos Wt fJ
- 0
for T < G
T> t
i'
hc
iWd
v()
f
Si
orfluid
or
'Yv
' ',
Thus it
follows that if
yV(WCOs
WT dT
_i
yv(T)sin w-r dT
~that
YHM(
thatovnd
relationships
YRV(w)
;',
YI()
y
AYIN
VO
*M
+ lim
or alternatively
"
'
(AIN
lim (Y[v(t)] t
vt
y,
-1
I112
and
+
(,,) + iy(W),
yv(T)sin wTdT
transform
)COS WT dT
+ v, sin wt
AY[v(t)]
2w f
T)d r
"
'
Y<0
yv(T)cos
W(t-
v0
T> t
AY[v(t)]
Vsatisfses
'o cos wt
anis,a.
The deviation of sway force that is
meastizd during this motion is
for
v(t-T)
M YO sin Wt
yow cos wt
+ W-0
lim
+
(-r)4(t - -r)dT
0-~)
v(t)
lira
W-0-0
+ y (0)mined
lira
v0
Solodovnikov
SYI(W)
- f y,(T)sin WT dar
Thus,
YIAIN
v(
"
0.25 ms-1,
Vi
=.fy() 0
f Ty (t)dT
0
has been computed.
A comparable
analysis away
can also
be performed
terms of the
indicial,
response
function iny,(T).
after yv(T)
towsimilar
speed interpretation
of 1.23 ms-I areof dismotions here.
with a A
cussed
the
other experimental results will be published in
the near future.
-)d-
-AY[(t)]
"and yR(o)
-fy
(it
*The
lim YR(u)
a lim
5
* Y i
v(T)cos WT dT =
fits
v(T)d
lm Q--D
-_.
L vo J
vfrom
illustrated in
figures 1 -
f y(co
Y(w)cos
v
d.
'experimental
I
_12
AI'
..
........
Figure 1.
l:
experimental data
mlalculated from y4(t)
!i
40-
30
10
.eacui-ted
Figure 2.
*eeriments1
ont&
from
114
(t
.4OO
5000
4000
2000
1002
Figure 3.
r.pulsa
"w
'tL
*V
t.1
lib
2H
.00
I;
40-
"
'
20-
Figure 5.
experimental data
ccalculated
from y*(t)
r
.'(;..d. ,)
Figure 6.
experimental data
-calculated
116
from y!(t)
i3
F,.gure 7.
Figure 6.
117
which is
normally
is
Yv
-5.36* kgf.s m-
3.65 kgf.s
. =
r
-0.49 kgf.s
-7i
mU
r
9.20 kgf.s2m"-
.6kfsm
(
(m
.1
gl
2 1
for
a fast cargo form.
these results
showed
that the forces onBoth
the forward 60 percent
of the length behaved in
It should be mentioned that, in the oscillatory tests that have been cited, the (constant)
sway velocity amplitude vo was so chosen that the
operating conditions of the model remained withinin
the linear region of the graph of AY against v
that is obtained in a steady oblique tow test.
AF[x1(t),x
(t),..,xn(t)]
T1
+
+
i.n
n
Fxixj(r1
,T2)xi(t-Tl)xj(t-r2)dridT2
-s-
+
provided that the system may be regarded as timeinvariant.
Although we are not yet in a position to
present a systematic development of non-linear
it is perhaps worthwhile to outline the
_______theory,
is
Ji
"*This
a straight line
It
Separ-
4.64 kgf's~m-1)
2.057 k.f.s
studies.
tow test.
118
IL
etc.
2.
AY[u,v,r]
)xi(t-.r)dri
+J Ji=-
j.l
I j=1 k-l
1
4...
i;
On the basis of the functional approach
therefore we can make the folloviag tentative
observations concerning the interpretation of
yoa.
For small
oscillatory tests for vo
value '2' vo the linear treatment in terms of
firs'
rr functionals is valid.
For larger
value, of' v0 higher order terms in vo are likely
to contribute to AY.
These terms introduce
additional oscillatory components whose frequencies are multiples of the forcing frequency w.
where we identify
xj = u,
x 2 = v,
x3 = r.
v 0 0.
JyV('rflV(t-rj)dtij JJyv-v(rI,r
A![V]
....
f J0
''
V
=
yj
v(Ti)dTi,
+
0
A![v]
2)V(t-Tl)v(t-r2)dr~d2
3H
0.0
Crv(T
1 22,t 3 )dridt2 dt 3 +
..
119
S.*
'I,
CONCLUSIONS
W.G.,
mechanism data"
appear)
"is
"On
University.
ACKNlOWIMGEMENT
Chislett, M.S. and Str~m-Tejsen, J., 1966,
"A model testing technique and method of analysis
for the prediction of steering and manoeuvring of
surface ships"
Hy-A Report Hy-7.
PP. 53-61.
REFERENCES
Cummins, W.E., 1962, "The impulsive response
function of ship motions"
Schiffttechnik,
Vol. 7, pP. 101-9.
SBishop,
1204
N.A.C.A.
J
iI
i.
it
121
Ii
DIS(iSSION
)
L.L. MARTIN
well
1.sults
were tothe
of astheir
previous
work,known
to take
What which
they refer
as basis
QUAD
in-phase
and
1
4"
resonance
seems
unlikely
they
related
to the
"memory" efforts
effects itdue
to the
passage
of are
vortices
down
the
ship.
N(R)
(1 + Ts) (1 + 2tTls
(1 + 2'
Sill.'j
+ Ti2 )
2 2
T2 s + Te s )
s-0- .
Igsa
-a'
.:J,
phase shifts.
'I
I,
,)
E 4.
'
By Y(V) we mean the side force due to sway velocity and by N(R)
"of
aIA*
04
1.. A
PsEnugacy
Fig.
122
4ARM
''
*,
S).*r.
1 SC,
wo
we
La9aq.J
4.
... ...........
including memory effects. As has been pointed out previously this behaviouristic description in the time domain is
hxdy practical for imulation pu.po0se_ even with very larme
computers (1).
Much more simple are equivalent state space descriptions as is well known in many other fields but apparently
not yet in our profession. An account of the general
theory, of the linear theory, and applications to hydrodynamic systems has recently been published (2) and an apto the collisions of ships will be presented shortly
(3).
,plication
I/
Co
"-
%,o y
S
N
_-additional
Y(
F'.,
1W
160
"In
14
la,
_0_
~Consequently
*~
-MUOI.
,IA zfor
40
4a
.The
So
example given is of course only the simplest apof the theory of state space models. Non-linear
models will have to be developed for multidimensional
~situationa'not only in ship dynamics in the narrow sense.
My owrnnotivation in studying state space models was
Pe
primarily the need for an adequate tool for investigation
I ;and
design of marine traffic control systems for congested
-plication
--
104
waters.
".
,itto
W it."V.
Massachusetts
.
9 to. to -0 I,
(2) Schmiechen, M.: On state space models and their application to hydromechanic systems.
University of Tokyo, Dept. of Naval Architecture,
1973. NAUT Report 5002.
M. SCHMIECHEN
The authors have 1o
nomials for the"
::.
s as tar
a nor "
tunctional poly-
ip dynamics
In
Y,;I
123
'I
4,
EwC
EE
03
-SI
EE
KC
PrS
or ._
e
..
*
.N
Ex
trime otun4
0.053ml
0
OT
[VWS 8erln
.2
0.4
0.6
Obergargsfunkiion
Sc~iech1
O.a s
A, GOODMAN
TABLE 1
HISTORY OF PMM AND PMM SYSTEMS
Date
,i
Event
Location
July 1952
NACA Langley
Stability Tunnel,
Langley Field,
Virginia
DTMB, U.S.A.
May 1959
U.S.
ied patent for PMM System a'.
U.S.A.
September 1959
Zagreb,
Yugoslavia
September 1960
December 1961
DTMB, U.S.A.
July 1962
Pll
University of
California
_.A
September 1962
U.S.A.
October 1962
U.S.A.
Holland
(Continued)
1962
126
{t
TABLE 1
(Cont'd)
Date
Event
19683
France
1964
Japan
1964
Denmark
1965
Japan
August 1966
Sixth ONR
Symposium,
Wash., D.C.
May 1968
U.K.
November 1968
U.S.A.
December 1968
PMM System built by HYDRONAUTICS, Incorporated for submarine model testing in HSMB
U.S.A.
1969
U.S.A.
April 1969
U.K.
December 1970
France
January 1971
U.S.A.
Denmark
1072
Location
127
-tr-
T.F. OGILVIE
There are many important points presented in this
paper, and I find that the attitude here is almost identical
to my own in many wayr. In particular, I believe th.at we
should make every effort to determine jtjst how far we can
push a linear theory before we conclude that a nonlinear
theory is essential. It may well' be true, as Professor Newman
said this morning that viscous separatlon phenomena anv
much significant than fee-surface effects. However, we
can hope to solve the linear fee-surface problems, even
numerically, in the near future, whereas the separation
problem will be Intractable for a long time yet. Therefore
it seems prudent to investigate the free-aurface problem
absolutely thoroughly before jumping to a conclusion that
it is unimportant. We even have some possibility of solving r
free-surface problems befor* we make much
progress on the separation problem. For these reasons, I
welcome this paper and its point of view.
128F
SI
3
{iC
AUTHOR'S REPLY
L.L. Martin
November 1951.
In
ill
ind
Prof
TX. Ogilvie
way of 'discussion'.
Since he is evidently
intent on high temperature discussion, however,
we are by no means unhappy to fulfil his wish.
ea
1.
2.
uab-it
S*
Dr A. Goodman
the flow.
measure derivatives.
Si
j,
'
System", thouah we
the distinction is
System!'.
It
~~~xtracting results
"
4.
16__
we would mention a
Since
"Experimental Aerodynamic
Pre
olon
fr mulatn a
ddi
or.volucion formulatin by add
may or
(that
a hydrodynamic theory
Unfortunately,
may not be accurate).
as Prof.
says,by their
results
Could
not Ogi~ie
be checked
exoeri.ment.'
e ms
im eseems
te rPMM
t a the
eout
do u that
ep oint
nov
pointed
WeWehav#0
time/frequencylmain techniques
We think not.
~~~~~"PMM
of quasi-steady
tenable after
all.
teabe
feral.that
Moreover the
assumption
quite independent of
acceleration derivatives.
As it appears almost
universally to be the case that quasi-steady flow
Icolleagues
is
It
129
,.
'
5.
t7
1301
I;
['I
L. W. Smitt
Skibhtekni&k Laboratokiam
HjoAtekakrvej 99
DK 2800 Lyngby DOnmark
m
Skibzteknisk Laboxatokio
HjoAtekauravej 99
DK 2800 Lyngby Venmauk
I.
lot
Fig.
Model,
ABSTRACT
for the MARINER Class Vessel "USS Compass
Island".
Planar
The new large amplitude
Motion Mechanism, (PMM) recently installed at Skibsteknisk Laboratorium
(SL) has been used to measure a complete set of hydrodynamic coefficients
covering the manoeuvres made with 15 kn
The raw data are
approach speed.
expressed in coefficient form and used
to simulate full scalc manoeuvres, which
are compared with Ccc "Compass Island"
trials.
Measurements made with the PMM at
20 kn are compared with rotating-arm
results from other establishments.
131
NOMENCLATURE
The nomenclature used for steering
and manoeuvring at SL is based on the
SNAME Technical and Research Bulletin
No. 1-S, "Nomenclature for Treating the
Motion of a Submerged Body Through a
Fluid,"
(1952).
This nomenclature
Yo
is
+
+
+
+
x
U
fl
X
Symbols
x,y,z
u,v,w
X,Y,Z
accelerations
forces
K,M,N
accelerations
turning moment
ii,0,,
p,q,r
0+
+ N
---
0
G
xG
U
Sdrift
m
Iz
u
U0
W
xo,
yo
xo
F
Fig. 2
heading angle
g
Lpp
gravitational acceleration
length between perpendiculars
mass density of water
S
INTRODUCTION
The development of new ship types
for which very little
experience exists
current examples are mammoth tankers
with very low L/B ratios, and very fast
container vessels - has given renewed
impetus to the need for a method of evaluating steering and manoeuvring qualities in the design stages.
It has
become apparent that steering and manoeuvring behaviour has considerable
bearing on economic, safety and acological aspects of ship operation.
Simuilation of steering and manoeuvring behaviour with the aid of a
mathematical model and digital or
analogue computers is now common
both as a tool for research and development and for the training of masters,
navigators and helmsmen etc.
For such simulation exercises to be
meaningful, the design of the mathematical model must be tailored to the ship
type and conditions, and the (hydrodynamic) coefficien:s of the equations
must be accuratel)' determined.
Skibsteknisk Laboratorium1
Naval Ship R & D Centre
Admiralty Experiment Works
Planar Motion Mechanism
Dead Reckoning Tracer
Electro-Magnetic Log
__
+ V
+-9
cucfficients
_Hydrodynamic
can be
Institute.
model tests.
132
"....
be actively
TEST CONDITIONS.
Model and Ship Particulars
A 61 m long model of varnished wood
was used for the tests. The model conformed with the specifications for the ITTC
Standard Cap.ive-Model-Test Programme
(2) and therefore differed from the USS
"Compass Island" in that the model bilgekeels were longer, and no sonar-dome was
fitted.
The stock propeller used for the
tests had dimensions very close to those
of the ship propeller.
The propelier
revolutions during the tests were accurate to within t 1/4% which wss necessary for the consistent measurement of the
persued
Condition Tezted
Table 1
Model Scale 1:25
Length overall
Length between Perps.
Beam
Draft forward
Draft aft
Displacement
Propeller:
Designation number
Number of Blades
Propeller Diameter
Pitch Ratio at .7R
Developed Area Ratio
m
m
m
m
m3
m
Model
Ship
6.748
6.437
.927
.274
.323
1.064
171.80
160.93
23.17
6.86
8.08
16622
Right-Handed
6137
4
4
.270
6.706
.963
.964
.524
.565
Carriage,
PMM Particulars
240
m
12
m
5.5 m
14
m/s
8.5 m/s
to
r, 0
,
+x
AD
+N
17y
1920
2o
49
6
U46
Fig.
USS "Compass
Island"
Trial Condition
II
i,-
sil
*1
MODEL DATA,
15 KN INITIAL SPEED
General Philosophy
The test programme has bq~n dea necessary and
signed to provide
sufficient description of the hydrodynamic effects governing steering
and manoeuvring qualities, within the
performance envelope corresponding to
15 knots initial speed, and constant
propelle- revolutions.
qualities, which
S"
" ."bility to seil on
charac
at constant speed, are
.,
strai.
cd with full (initial) speed
assocW
InC small rudder angles, drift angles,
Srates
etc.eric.
Manoeuvring t qualities
w
hrates
Manoeuvbingt
halies
which characterize ability to change
course, turn, pull-out utc., are
associated with a speed loss, large
rudder angles, drift angles, yaw rates
etc. Due regard has been paid to
these two cistinct but related areas
of tha performance envelope in the
design of tne test programme, a full
description of which is given in Table
3.
Account has also been taken of the
fact that the "Compass Island" is a
single-screw ship, and that the port and
starboard symmetry is therefore imperfect
due to the uni-directional rotation of
the propeller,
Table 3
Name of Test
STATIC SPEED
&RUDDER ANGLE
Speed
U
Parameters
Varied
knots
During
Ship
Test
10.5
STATIC DRIFT
15
&RUDDER ANGLE
"PURE YAW
.
PURE SURGE
4
5
/ = -8
/63=8
=-20
6
20
15
NoNou
NbN6u
Y u
Parameters
Constant
,r,6tv',
Ybiu
N65N6bu
xy
Ybb6u
NbbN&b&u
Xuuu
Yv
Yvv
Yvv
Xv
-1 5</3<
15
Nv
Nvv
Nvivi
Xvl
-20<6<
35
-35<b< 20
-8 .93;< 8
-8 <
8
O<r17
0<1<0.6
0<P<1.7
r=0.4
0<4< 10
r=0.6
6;0o< 14
12
0r<0.3
/=
Yb6
You
-85_-5
10 . 5
15
10.5
10.5
Yo
X6- Xo
15
10.5
PURE SWAY
35
A10.5
Relevant Coefficients
During Test
ANGLE
Fig
-35<6<
13.5
12
10.5
15
Test Programme
15
STATIC DRIFT
10
13
11
r,rvu
Ybivi
6
Xfvv
NjvI
Yr
Yrrr
Nr
YN.
Nrrr
Yvrr
Yrvv
Xrr
12
,
-
mu
--
u,6,t3,
11A
Xvr
0.3<r<0.7
0<v<0.3
-X,
ur,
8
9
-_____
N.
0<6 0.07 14
135
IJ
Presentation oj Results
The mo~rltest measurements are
shown in Figures 4 through 14.
The
fairing expressions subsequently inserted
into the mathematical model used to
predict ship-scale manoeuvres are drawn
through the measured values. The fairing
expressions are indicated in the figures
and the numerical values of the coefficients of the fairing expressions are
given in Table S. For example, in the
case of the Pure Yaw Test, the sideforce measurements plotted in Fig.10
have been faired with the expression:
Y':
(f)- r, rrr
All of the measured data correspond
to hydrodynamic effects, i.e. the force
and moment components due to model mass
and mass distribution have been subtracted. The data furthermore refer to a body
axis system with origin at station 10
(and not at the CG) as shown in Fig.3.
All of the results are in nondimensional form except for the added
mass in surge shown in Fig. 14, where,
since the tests were made .t zero speed,
and 0 is the same for mok.,:l and ship, it
was found reasonable to present the
results dimensionally.
Apart from this one exception, all
of the side-force (Y) data are plotted
to the same scale, as are also all
Y6
Y6
N4
N666
X6S
Y55 No
Nj.
X6
440
-4
3HIP SPEED, KN
09
i
y
-as
13
"4
.e
-90
, Y.10
Y'xl0
1 corresponds to
80,6 metric tons force for ship and
5.2 kp for model.
Y;N':
Fig.
N'x1
= 1 corresponds
to
13.0 tons kilometre for ship and
33.5 kp m for model.
136
Y.I,
-o-
(f)
4
,0
o,5,o6,bb6,ou,ou,66u,6.46u
It
-!
is
Jo
by the symmetrical
=-expressed
SNIP
SP-Eo
_'__,
2.3
--
Y&Y&
](obtained
KN
and
coefficients
Y-
-055a~
-0.516, -0.520,
Iatrespectively
(see Table
a),
_-
to
,#
o.$
#
*/"
--
speed and
is seen to be zero at initial
the speed-loss dependent coefficients
thus express the disparity between shipspeed and the speed of the flow past the
rudder.
The coefficients Yo and No express
single propeller, and the values of
,the
0": -the
20 60,
--+0
i : (f)
4o
iFig. 5
squared (U ),
""
,~,~,the
ou
*u
6V
N'su
Y6,
N.9u
XSsu
66Y u
NSS
coefficients
.-
.1
moderate drift
speG4,
..
vv
vvI
o
ou
v
vv
where the coefficients
Yo
N and N
N ou
o
ou
were taken from the Speed & Rudder Tests.
It was poss
le to fair
the data for both
speeds without the use of speed dependen coefficients as the "hull-forces"
due to drift
augle are largely proporThe coeffitional to speed squn~red.
cients Yv andNv are primarily based on
speed, whereas
data for initial
Yviviand Nv~vIbesides expressing the
angle also
non-linearities with drift
account for any small speed effects
since the measurements for large drift
angles were made at reduced speed.
The asymmetrical terms Yvv and Nvv
reflect the influence of the single-
S~181
.
You
..
IA
-('U- o)/U
-.u
0,0
'.?
is at
--
are
.512
slightly
sy tem tested
at
For other
of axisdesigns
-0.508 for
10).origin
station
.071
O
. . ..
..
'
X.fasKH
6, Ih -
free/Y surface.#
v - 0 .0631.(close to -0.S1,pp),
NV
f.0
fl
0oooO0
o0&.
r..j.
e...
The asymmetrical
XISKN
X': (f)
o,u,uu,uuu,v,vv
O's-
variation of the
'
0a
Fig.
--
W.4SNN
iek is
angles primarily
Cross-coupling
on the rudder.
terms then express deviations from these
'forces
Y.-0Vd'
SNThe
main effects.
1.0--0
/ 5K
0.5
VSN
kwith
--
0.5
-character
,.
0.0
'0.0
the centre-of-act
'
-"-
on,
given by NSivVYTli
is
close to the rudder.
Ssmall.
k: 0sa
-04
-"4.'--Y1N': (f)
-
_o
49
Fig. 6
t00
-4
I,
-6
= o,ou,v,vv,vlvI
0
The effect is
velocity)
angle.
As can be seen from Table 5, the
mathematical model does not include terms
(or vs ) which would
of the form vi6i
account for change of drift angle liftcurve-slope with rudder angle.
Of
0I
0.0
X0
r
0
1: (f) !
I
DRIFT ANGL,
A41
DRIFT ANOLE,
-Fig.
,
bAngle
0D16
___--"_____________
wo
,6,66,6 v'v6
-10
o
0E
so J
4o
-the
SSL-PMM,
-4
...()
:(f)
-40
-o0
o' bto
o,bbb6,
v,vv,vlvI,bIvI
0
20
ODEO
40
This is
model.
--
.o
DRIFT ANGLL,,d4
-,0
mItion
0 (Ucarriage)/cS W
0-Umodel
0.0
I':
,,finements
---i
N': (f)
-#O
80
exactly accomplished by
SL-PMM, no approximations being involved, even the very small cyclic variaof model speed given by:
-the
. -'
LES
o,6,b6,b6b6,v,vv,vlvI,blvI
0
go Joe#
40
are,
for all
practical purposes,
indepen-
a)
P
139
149
"
b) translatory
c)
free-surface waves
IpI
-y
unsteady lift
or memory-effects,
test
frequency
is
appreciably
1/4
C)wl
pp
()0)
/U is
0 PURE
YAW, I.SKN
o pURE YAW,
.
N': (f)
..
r,rrr
0.1
0o
WOO
,-w-
0.0
-"
A1 r
-0A5
Table 4
Y, N': (f)
is
10.5
1.54
1.08
4
4
knots
cpm
-g
1.75
2.50
rI
max
410o
r "I.-.7
PM0.5-
...
NpM
0.8
A"A
Speed
model
m/sec
0.
N'd
Speed
ship
ii
-2
Parameters
'
0.0o
rvv
0
0.01
.-,Qo
'
a00
max
.07 .33
.58
OS .68 1-69
--
The acceleration-dependent Y and N components measured in the Pure Yaw and the
Yaw & Drift + Drift & Yaw tests are plotted in Fig. 13.
'
Y, N'v (f)
'
40S
-o
= vrr
1 a
rvv'
W,.3r'.7
'
0o0
140
10
-'
Fig.
Yawing Tdsts.
Side-Force and Turning Moment
versus Yaw Rate for
various Drift Angles
X":
SHIP
RA,
- rv
I"-0.5
A r*,.3,0
*'or'*..0-6, 6"'i*4
0 /
0.00
Fig.
(f)
f"2
.3,
r'd .7
0.05
0.10
Off
rV'
F-
O.0a
Longitudinal-Force versus
product of Yaw Rate
and Drift Angle
Fig.
3max,
degrees
2, *
4,
The measured values forcoLnp/U>2
Shave been disregarded
have benol disregarded
as normal SL-practice is to make measure1
-as
Fi.12Pr.Sa
Y', N': (f) .
I
es.DmesoalLnitdnl-oc
12
aX:
.0Olt
0.1
0.3
I rpm pflf'
SHIP RANGE
i,'0.41
14
-Fig.
9Fig.
0.1
2.0
'4
- -
t
1$
reasonable.
ments at low frequency only. The measurements at higher frequencies in this case
have been included for the sake of "newcomers" to the field, who are particularly interested in frequency-effects.
ONC
Mf
in Fig. 1a
were made with two sway amplitfdes and
various freuencies as follows:
SShip Speed, knots
15
1.54
SModel Speed, m/sec.
2.5 to 10
PMM Frequency, cpm
1.09 to 4.36
e.Lpp/U
g0.04 to 0.16
Ug
0.4o0ellipsoid
00
f.0
0s
13
Y1, N'
Pure Sur
Test
Fi
14
4
The r
Surge
T
test made at zero speed are included
more for the sake of their curiosity
value than for their importance.
The
sSi', , r's .7
0.0
' Sd0"
d
A r',..3t,
-1.'*r'(E,)j'
'
Yawing Tests.
11
-o
.04
-Ofu
141
'JECA.08
'
It
... ,
.,,.,d,-.--
Y-EQUATION
non-dI
coef f
non-d lm
cotff
non,d im
coeff
x,5
xi05
x15
X6Y-36.3
Xu
XGu
-160.8
218.7
41.3
X6
8.4
-109.7
204,4
-151.2
93.0
X&Su
Xbvv
Xv&
Xv
Xvv
Xvr
-11.0
-1,5
7,1
Y6
262.0
-19,7
Nb
Nsb
-135,2
12.8
-. 52
NSf
N6u
N6Eu
N661
N 1VIN6v
133.7
216.0
-11,7
-271.9
-112,6
-6,0
-. ,2
-. 52
-385.4
-385.1)
-191.5
539.6
5000
.34
-257.3
-419.4
80,4
531.2
180,9
21.7
SVM
vrrr
-1121,0
-1114.7)
303.5
-2038.6
-2220.0
Nv
(Nv
Nvv
Nv
v00,
Nvr
Yr
Yrrr
Yrvv
322.7
551.9
2833:0
Nr
Nrrr
Nrvv
1/2 PLpp3U 2
1/2 pLpp Und
U/Lpp
s
2 reds.
U2/Lpp2
u/Lpp
rU-
NB No Taylor Expansion
-. 63
47,8
3
1/2 pLPP5
1/2 pLPP2 2
Is
-. 51
-. 62
-201.,
-199,4
-2700.0
-1T.
7mx7
--
.01
-44.0
No
Nou
Yv
CYv
Yvv
Ycoefff
6.2
-33.6
%;u
YSSEu
YsivI-
uy(u-Uo)/U where Uo
i
i'
N.
Nv
Nc
Yo
Y
Yss
-17,1
-588.4
533.0
Inertia
X and Y Forces
4$ Moments
-740.u
-12's
i,
N-EQUATION
initial speed
Factorials are used
FULL-SCALE MANOEUVRES
,PREDICTIONS
& TRIALS
X:
{m
Y:
1m-Y-)-(mXG-Yt)=
N. (mxG-N)
X )t
= fl(jj,v,r,6)
(z-Nt)ff3uv.
(1)
f 2 (u,v,r,6)
,.8
(2)
equations:
142
(T
Xo
Yo DRT
y.V.
(i)
rT
o TRUE
(u cos-v sin)dt
(3)
(u siny+v cosy)dt
(4)
T
Yo TRUE
compare theon
able
In order
predictions
the to
trialsto beand
full-scale
a fair basis, special predictions of
"DRT Path" have been made ilL addition to
prerlictions of "TRUE Path".
Where the difference between the two
was significant, both have been included
and prein the figures comparing trials
dictions.
Simulations
Timulations have been made of each
of the full-scale manoeuvres made with 15
speed.
The various
knots nominal initial
manoeuvres are listed in Table 6, togeof the variables plotther with a list
ted in the figuies that follow.
No attempts have boen made to
correct the model data for scale effects,
but the tests were made with constant
propeller revolutions corresponding to
the self-propulsion point for ship at
with ship revolutions
15 knots, i.e.
scaled directly to model scale using a
factor !scale without making an.7 allowance for the difference between nwodel
and ship wakes.
143
'
u cosWyd
DRT
4*,1!.~
If
the
Turning__Circles
Table 6
Type of Manoeuvre
Rudder
Angle
deg.
Approrch
3peed
kn.
Dependent
Variable
Independent
Variable
TNo.ig.
Turning Circles
Time Histories:
Parameters:
19.1
8.3
5.0
-10.4
-11.2
-19 8
-20.9
-301
to
+30
in
steps
15.4
16.0
15.4
15.4
15.6
15.6
15.4
Typical Path
Turning Rate
Forward Speed
15.52
15
16
16
17
17
17
18
"
3f"
Time
"
Drift Angle
Turning Rate
Speed
It
18
18
l8
20-20 Zig-Zag
Path
19
19
15.0
Drift Angle
Turning Rate
Speed
15.0
Turning Rate
Time
19
19
19
Spiral Manoeuvre
Turnin2 Circle Parameters have only been calculated for -30K 6d30 as no
full-scale trials were made for rudder hard over.
15.5 knots is a good average of the full-scale approach speeds.
144
it.
?0
o.--
..
, ., .
r
0.8
ORT,
,SHIP
DRT PREAWCTION
.
* DRY
4
0.4
.4
O.-
MIN
0
.800 m
Fig.
15
__
_ _
400
600
-200
.i *Ah a 1to
-ff.2
.. 0.......
0-0
0000
6 M
, v v v v v
v.8.
.........
tI
0
* *
16
o o 0NOo
0
0G0
0
00
0-4S0
Oooo000000000oooooooo
V
tJ
o
o
x x X X
o'..0
to be desired, with
"O.
-
v V v
it_'g..
0
o' ...
,1,.6tim
.6
_-0.+
;.~ma
-20.9
DEG
6IN
The trial
shown in Fig.
00000
000
EXECUTE.
0.2
6 MIN
itA
At
TRUE PREDICTION
=s
98
0.20.
X
=.....
........
-*pO.Oooooooo
0'0.0
rence in period.
Other small differences can be
largely explained by minor deficiencies
in the full-scale trial instrumentation:
a) Difficulties were experienced
with the inertial
avigator
used for deriving drift angles,
particularly
no euvre s, in transient
"mneve.Fig.
16
NIH
TRUE
-U
"
RT
0-T8
DRT
(INERTIAL) (LU6)
O.T -.
,0
50
500__
TRUE
ORT
fO
20
30
__
01001
20
10o
.STBO
__
___
dDEG
30
-DG
DEG
TRANSFER AFTER 90 DEG
CHANGE OF HEADING
-"
,5 -
S0
10
1.
.0
'20
D0G
6DG
-0r
""__/--/-,
--
EG-0 .5
20
00
"i
.30
dDEG/
/
TACTICAL DIA MIETER
2000
"
0.0 0 0
~~FINAL
Do
30
SPEED
oa
0
o
0
DEG
30
0-
-----
fo
Fig.
2od6DG
6
0I
2.
10
17
90 deg.
Fig.
Change of Heading,
18
20 6DrO
wrning Circle
Final Turning
30
Parameters.
Radius,
and
Tri
0ee4.
Poif
146
r:
:J'f,
200
M
3Jdotted
0
__
_predicted
H'
"S
The trial
HM
-Zoo
0
Moo
800
32oo0 m
2400
is shown with a
line, the predictions
with a full line. Trial and
positions are indicated for each minute of
elapsed time.
*%0*
,20
,--
200
*"
with
S_
lcorresponding
values.
-20
-
DEO 0
naviga-
r
The trial
turning rate is
from gyrocompass synchro,
and probably accurate.
KN
)The
046
trial
speed is
from
ej 4here.
speed axes.
o
Fig.
19
4,
147
411W
Spira 1Manoeuvre
T4 ull-scale trial
and predicted
Dieudonn6 Spiral Test results are shown
in Fig. 20, which also includes the final
turning rates from the turning circle
trials.
Morse & Price interpreted the results of the trials
as indicating a small
but definite instability loop.
It was
later shown, however, (9) that the results of a spiral test can exhibit a socalled "sloped-loop" character unless
ultra-extreme care is taken in waiting
for the speed to settle
down (or up)
when making the measurements.
The trial
results for 5 knots
initial
speed clearly show this slopedloop character, which neither confirms
nor precludes the
existence
of instability.
The trial
results at 15 knots
initial
speed are more difficult
to
interpret, due to the limited number of
measurements at small rudder angles, but
it is suggested that they indicate the
vessel to be marginally stable as is also
indicated by the value of the predicted
slope of the r-6 curve:
Background
The ability to predict full-scale
manoeuvres with good accuracy on the
basis of large-amplitude, low-frequency
PMM tests has been demonstrated in the
foregoing section.
However, as also -'eflected in the recommendations of the
1972 ITTC, there is still
a need for the
comparison of different captive-model
test techniques.
The foregoing PMM-tests made at 15
knots approach speed for comparison
with full-scale trials
at 15 knots, were
therefore supplemented with PMM-tests at
20 knots for comparison with the published results of Rotating Arm tests at
20 knots made at NSRDC and AEW (12,13).
These two sets of rotating-arm data were
chosen for comparison as they were made
with comparably large models and under
very similar conditions as shown in
Table 7.
All three sets of data were made with the
ship loading condition defined in Table 1
and all
three sets of results represent
hydrodynamic effects only, i.e.
mass
effects, instrument tares etc. have been
subtracted or corrected for.
Constraint in heel is one of the few1
points of difference between the three
test conditions, and this can almost
certainly be disccunted as a source of
differences, as the maximum heel angles
deg/sec/deg
= -0.567
COMPARISON OF CAPTIVE-MODEL
TEST TECHNIQUES
-.-
DEG-
-due
a+
-04
o SPIRAL
a TUhRJIN.
CIRCLE$
CIRCi
-.
0.
-(12)
-fO
Fig.
20
f0-.6D
8O
Spiral Turning
Manoeuvre.
Final
Rate versuz
Rudder Angle.
Trial Points & Predicteo Lines
turns.
The PMM tests were made at 5 and 7
cycles/min of the PMM, corresponding to
the normalized frequencies shiown in
Table
.7. As can be seen from Fig. 21,
if the measurements are frequency depenaent, the effect is negligibly small.
148
~1;I
Table 7
t
max
Speed
ship
Speed
model
knots
M/s
cpm-
20
2.06
1.64
.11
.30
.49
2.29
.15 .61
1.40
20
2.06
wl
-W-
t
No corrections have been made for
the small difference in the positions of
,-
----
Fig. 3).
3L
AW
W)
(ce) ( e
-0.5
Yro :
rG
330.6x0
Nro :NrG ::
-34".x1"
The change in
-4.0
315"xi0-5
:-25x
Nr is
negligible and
-2.
--
00
Propulsion-point
Bilge-keels
Sonar dome
Free to sink & trim
Free to heel
Origin of body axes
Model speed, kn, ship
Facility
Basin
t,
Fig.
21
ship
yes
no
yes
no
stn. 10
20
PMM
Towing
Tank
06
+1.9396r'
-2.1594r'
3
3
SL
25
6.437
149
4i
0.41
Y'xl0 3 = 3.3055r'
N'xI0 3 - -2.3452r'
Linear Ratio
Model Lpp, m
0.2
m Tests
NSRDC
24.175
6.657
fAEW
34
4.733
ship
yes
no
yes
yes
nom. CG
20
Rot.Arm
Circular
Tank
ship
yes
no'i"
yes
yes
nom.CU
20
Rot.Arm
Offset
Rect.
j,
-1r
-----
0ACW
(CO)
-{
-0.O
.-045
*~
+3.305r'
2.34Sr'
1.939r'3
.4.
sE
SE-,0.
Fig.
22
PM
.1.94r3
ottn
r Data.
Fig. 23
SideForc Dift
verus ngleTutrring-Moment
CONCLUS IONS
Smahized
iangles
iZig-Zag
14
ihave
I1972
indicating
found to be
that
for this
190
'K
REFERENCES
*;
151
H,
DISCUSSION
ALEX GOODMAN
SC
The table shows the average differences of full scale and PMM results
to be quite small with the high amplitude
The
PMM having the smaller difference.
plus sign indicates poorer maneuvering
response than is found in full scale,
while the negative sign indicates the
The comparatively larger difopposite.
ference of the free running model can be
attributed to model propeller-rudder
forces being too large, a consequence of
the hull alone having relatively more
resistance than the full scale ship.
These forces made the model turn much
better than the ship as shown by the
large negative value.
An let me date that the PMM system is a powerful e9gneering tool. When it i parly undestood and
Kiplied, it can provide Gngineering uX0ellet manwers suchas
ilustratedbythepresuntpepr.
a
R.C. UHLIq
I congratulate the authors on their
e cellent paper and the work they have
ne to advance this most useful method.
At Exxon we have found that a wide
range of tanker maneuvering can be accurately performed by the use of the
captured model PMM and computer simulation technique.
This conclusion is
based on a comparative study in which
good full scale maneuvering data for the
190 MDWT ESSO MALAYSIA class tanker have
been compared with 1:38 scale model
results from the high amplitude and the
medium amplitude PMM apparatus that the
authors refer to in their paper.
A comparison has also been made with freerunning tests using this model.
The table below summarizes
ferences found between the full
and model test maneuvering data.
full scale data is based on the
of three sets of good trials
on
ships.
the difscale
The
average
sister-
High
Medium
Amplitude Amplitude Free
PMM
PMM
Running
Average
Difference
+2.15%
+7.02%
-17.65%
11.56%
13.49%
ease.
tandard
9eviation
8.69%
152
C.C.
GLANSDORP
in the
(1)
Containership"
TNO - 186 Report 1708,
8 A R THULIM
this,
SInspired
1972.
ing paper.
by referenoe (I], I haye amlysed the static speed snd rudder angle
tests, carried out at SL on behalf oxr SSPA
tbh model d
t-to rudder *Agles by dividing
thin b3 the mean velocity (squared) over
the ruadter surf&ae.#
1 r.
A
* kuA.
+
(A
+ (A
and
0-.
A,
Pig 1.
u,,
-DIo.
U
*
dd
x'"
2.
e
Fi
of~t
S.
.-
- e -
-z
-Pr-
IA<
Q"mc
/
So-a.
.....
--
Velocity
Tnduoed
by ab
tPiT 2. iThe
aes
ap ial Tuabe
Tortioss
of Ringr
Semi-Infinite
De$terined by the
-a
of
7ig 4.
S.
a @4hot-Savart
@#
o@
non-diseneionlized with
curve corresponds to a
due to reduced hull speed
of revolution.
u- o~u.
S.
xk.D-T
0-
or
U1,+,/,
= V, +Vo
where
;, based on
-Q4.
IJUD)
+VVA+
u0
- - ,
D u-OUU.
Am
'. s (
s,
S -'
fo rce s and
aad
0
to
5Tobe able to compute the over-velocity in the p~opoller raoe, the momentume
t9 the race (F ig 3),
theo ry i8 app li1ed
see
)) +
"
+nI
+
- V
A *L[2
+ (nD)
=
2
]J"
-40
-30
-_0
-t0
$0
SO
30
40
154
Vz
,-to
ou-- OU.
o W- ou
13 a
0041
D u-O.54.
f_30 4U.0
0U
-D OU.
u0- 04U,.
.Q
--
-00
to
-to
.30
P1
-- t
b. Side-P
approi4Uh
shl
to be
S~155
,*+I,,'
AIL,
58l8;
't--,,.U8
. , -( "7e.,
Ge
-
0u -
0.6o
4
04-OLJ
oa
-
- a
o w - 0, U
,'
o....
QC--
D
. i
--
-N
L_
-40
-o
-30-20
- O,6U.
a4
30
j'
-0
doo1
__., /a.
RZFRR2NCES
1.
0u- sou.
I
D0
-,
Sq.
5o.
0-a4u.
--
Ge,&
2.
-3"o
-o
Sohiffsteohnik Bd 3 (1955)
12/I13 S 31-33
/d0,
in
der Suhraubanebone".
Heft
Performanoe of Rudder".
as
-nauloa1
--
also
1959. Abstract of report
issued
1961in Hitaohi Zonen Nevw No
,'er21,
4. Dyne,
b.
rig 6.
buildirg
Hydrody-
156
AUTHOR'S REPLY
Mr. Goodman's comments are welcomed by the
authors, whose initial interest in captive model testing was
inspired by Goodman & Gertler's application of the PMM
test method to submarines,
iti
167
(Page 158 blank)
ON A STUDY OF SHIP-CONTROLLABILITY OF A
WIDE-BEAM TANKER USING LARGE SCALE MODEL
S. Sato
HitachZ Shipbuitd-nq
6 Engineering Co., Ltd.
O4aka, Japan
M. Takagi
Hitachi Ship buitdng
S Enginee4ing Co., Ltd.
O4aka, Japan
ABSTRACT
This paper presents
r'=nondimen.ional
s=slip ratio
Tr=representative
V=ship speed
the results of
tanker
INTRODUCTION
It
3)
under
"U
Sarwant
S.A.1=rudder area
SB=ship beam
Cl=audder adjustment (deg/g/d)
C=yatr rate adjustment
CNznormal force coefficient of
rudder
dzship draft
Gr=tr.'nsfer functieof steering
geaiGj=t-anefer function of ship to rudder
a.Jic'n
Gs'=transfcz
function of ship to
wove
T2,
2,T,T1,
T3,;
taering quality indices
K',TV=rnodimensional steering quality
indicos
r=
yew rate
that,
a large wide-beam
...
certain conditions,
2)
waves
in length.
V
-,
9=helm angle
'4=rddius of gyration
=heading angle
=setting course
-=noise, response of ship caused by
yaw rate
w=wake fraction
(L/B=5.0).
T. TakaZ
Hitachi Shipbuilding
S Engineeting Co., Ltd.
Osaka, Japan
ft
Id
"j
i59
the scale
As mentioned above, if
contican be regarded to alter
effect
neously according to Reynolds number,
is reasonabC to carry out the
it
models
similar
using perfectly
tests
All tests
same Froude number.
and at
a
as large
is obvious that
to avoid
is desirable
as possible However
both from ex-
scale effect.
Table 1
4M Model
Ballast"
4.0
0.8
0.105
0.533
Full
(W
PP (m)
dT-(mT
L
(i)
da
Displacement(t)
(%)
Ar/Lxd
2
(min)
Ar
/LO
Proleller
W
Dia.
0Pitchratiof
Number
0.137
0.300
0.253
0.670
2.40
0.0242
0.2
0.1109
0.6995
66'
of models
Full
Iallast
10.0
2.0
0.632 I
0.632
10.49
2.40
I Ballast
29.9
1.915
289.5
2.40 ,
0.793
1.049
130.2
].35
0.151
-
.234
5.98
1.885
0.230
Ballast
350.0
70.0
22.15
9.12
Full
22.15
462,700
2.39
11.95
205,900
I
9.7
0.6995
o.858n/slo.9l2m/Il.355m/s[
.85ktl
455kt
16.6kt
15.6ktl
S!
STEERING
5M
AN
MAIH NEfRY
SPAC
FP
%p
Fig.
Si,160
185.0
0.260
0.828
0.6995
0.277
0.6995
ship
Actual
30M Model
IOM Model
Full
6666:1
blades
Speed
conditions.
cntn
of the
model
particulars
Principal
in large
quality
For steering
seems to
effect
amplitude motion, scale
continuously according to Reynolds
alter
indiquality
the steering
If
number.
ces can be expressed as functions of
as done
Cf just
resistance
frictional
of propulsion and rethe field
in
of ships (5), the 30M model is
sistance
enough to estimate the indices of
large
ship by extrapolation
scale
the full
This length
accuracy.
with sufficient
favorable compared with the
also
is
At
Maizuru-Bay.
area of the test,
models are needed to obtain
three
least
Thus 4M
by extrapolation.
the indices
and 10M models are chosen to provide a
extrapolation.
for
proper intervals
OF LENGTH
'not desirable.
is
models,
Accordingly three similar
length, were
4M, lOM, and 29.9M in
and many kinds of manoeuvring
selected
out paying particuetests were carried
effect.
to the scale
attention
lar
we confirmed
lBasing on these results
conin
would be no trouble
there
that
wide-beam ship.
the larV
trolling
Profile
30 m
model.
On the other hand for course keeping quality in relatively small amplitude motion, the flow field is expected to change discontinuously according
to
to Reynolds number and there seem
because
At first
be complex problems.
such
ship is
regarded
as a blunt
Using
4M Model
Iare
ii)
iii)
hui.t
)riginal rudder +
Origint.
to emphasize "unusual
Fin (fitted
phenomenon"t3))
a.
Spiral test.
b.
Zig-Zag test
(100,
t7.5O,
(78%
Spiral test.
b.
Zig-Zag
test
(100,
5o).
7.50,
50).
Ballast condition
(2)
i)
a.
b.
c.
Zig-Zag test
(t200,
100, 7.50,
50).
Test results
Steering quality
(1) Zig-Zag tests.
indices obtained from the usual K-T
analysis of the Zig-Zag tests are shown
in Figs, 2 and 3, in which the results
were nondimensionalized using approach
(Same as in IOM and 30M model).
speed.
From these results the type of
so-called "unusual phenomenon" which
by stabilization in
is
characterized
the range of small amplitude motion
can not be found.
load condition
Results of the full
with fin are more stable and those of
the small rudder are less stable than
the results of Ite original type.
,'
Ij
Turning test
!150, 100,
(40,
-350,
+250,
50).
is about 2
and in the
the ship is
b.
c
C.
(200,
150,
1non"
100,
- 30
case
for
full
of ballast
loop
load condition
condition
stable.
during
the
spiral
test
LIA
,:
i4
01
10
L
0 ORIGINAL
a WITH FIN
o
0
F
," SMALL
RUDOER
to
I/T"
00
0/~
T'/K'
100
AO a.
(9
050
00
Fig.
011
rr
Fig.
0.2
(A.
,
'
!
0 IC:AL.( RV.SPIRAL)
(SPIRAL)
A WTFIN (SPIRAL)
,o"
&IASML RFI)LR (SPIRAL)
o IVW1SED SPIRAL
bSPIRAL
"05
-40*
05'-
-~~
_:40'
-20'
-- S
I'
Fig.
SORIGINAL
t.0
o20
-0'
ZIIN
Turning characterisj{s
(4m
model, full load condition)
Fig.
162
30
4O
-os;5i'
Turning characteristics (4
model, ballast condition)
'Ii
Test results
Steering quality
(1)
Zig-Zag test.
indices obtained from the usual K-T
are shown
anai ysis of the Zig-Zag test
in Fig. 6.
of tests,
Method and I
Tests were conducted at an irrigation
reservoir i.n sou/hern part of Osaka
City.
This pond/has about 200M x 500M
area and about Ljj depth and seems exThe
tensive enough or this model.
method of tests: is the same a" the
conventionil or'e but in this case the
model was controlled by iwo persons on
board and prop-illed by a D.C. motor.
Kinds of testE are as follows;
(1)
(2)
Turning test,
spiral test and reThe results obversed spiral test.
tained from same analysis as 4M model
For the original
are shown in Fig. 7.
rudder, the "unusual phenomenon" of
having two or more equilibrium conditions in the r'--6 curve occurs more
markedly than with the other models.
The details of this phenomenon are
shown in Figs. 8 and 9 which were
obtained from analysis of the reversed
As the experivienter
spiral test.
found a change of propeller revolution
ioaI condition
Full
/
i)
rudder
a.
Turuing test
(040',
t35',
30,
l0, t5).
12(,
during
b. tst
ZS-ag200
Zis-Zag test (200,
b.
~+ ~
7.50,
+50).
10, 100,
15, l0,
Original
hull
In
Small rudder
test
was
continu-
this
phenomenon was
seen
+his
case
the change
of state
the
Epiral test,
ii)
rudder,
small
c.
the test,
o REVERSM SPIRAL
b SPIRAL
1.0
o
05-0
1.
00
I$I
0
o.W
1-10,
:140
Vo
05
-A
-l.
Fig.
derived from
Indices K' and T'
(10 m model, full
zig-zag test
Fig.
load condition)
,i
163
5"
i0
8.
ic
-_5,
o1
Z
AO
O40
t_&Q 0
INCREMENT
0 -%-
1.o%
mCRrMENT
.0 2.0%-30.%
Fig.
-22 7s-c -
Manoeuvring Tests
Fig.
,g 30M Model
system.
iii)
iv)
Type;
i)
fi*
The out-line of
shown in Fig.ll.
(2)
Steering gear.
The steering gear
io an important instrument in this
experi.nent and was selected wi
great
care.
Principal particulars are as
follows;
i)
ii)
PROP.LLER EV
o -I.5%-,j5I
0
I.S%4o%
00
A 10% ZO%
-2
electro hydrolic
+97.50
Steering
a
e
speed;
tl,
8.2
ag; see.
5
fr
350 to 300 of opposite
sif (Corresponds ',0.28 sec.
for 350M ship).
i._
cO
AUTOPILOiv)
10
Block
ytmi
system in
oe steerhig
3
30 m model
164
.~
'
$rANO
AAV
Fig
12
Aut
Fig.
13
S~amplitude
(1)
Sea surface.
Tests were carried
in Maizuru 8aj.
Water depth is 12and shallow *eter etfect can be
As the bay is surrounded by
mountains, the wind is relatively weak
and as the fetch is short, the wave
height was not over 50 cm even with
1.
0 a/sec. wields.
A condition with wind
velocity of less than 3 in/sec. was
chosen for the tests of very small
motion.
Mehdadkid
ftst.
Tssb.
i.trigcircle
i'cntnosrecord
S~mentors
Swhile
Sgyro
,ing
(2)
e
a
luton
oe
nt
load condition
a.
Turning test(37,5,l5o,5o).
b.
Spiral
spiral
c.
Zig-Zag test. *
d.
Course keeping
Tvrniz.
Spiral
espiral
c.
Zig-Zag
test
I
(Z 3 7 .cj)
(Fig. 12).
The same method was used in
the Zig-Zag test.
In the cours.e keeptest, the model ship was set %0 run
in a straight course with varous autopilot gain settings.
The same test was
also conducted with noise.
Course
14.
1be
5
h rsls
shown in Fag.
drift
by definite distance to definite
direction under constant windt6),
So the steady state loci were modified
using direction and distance of drift
which were obtained from the results
of the steady state turning test.
Modified loci are also shown in Fig.
mm
test.
()Tunn
lo
s.Oeo
of the turning tests is
test.
sse
Test results
The
0_
Ballast condition
a.
sigal of th dietinlgyoan
!sed
Fui
Salmost
cici010m
(5)
pilo
Th atopltste
S~ou
S20M4
Sneglected.
-------
sNr
to
E/ur
pilt.
~~Sr,
Auto
()~
XW
-----------..
$
:
}.
@ It
Ss
...
'
(3)
' Ifrom
obtained
Results are
theZI-Zag
usual text.
K-T analysis
shown
Fno
V(;
Yh
iFg
lt we
TercrE h
Cft Eieothe
sdIn
the ballast condition, the
indices are considerably different from
the m"pliiual
demded of
those of
phenomenon" of having stable indito
in small amplitude motion cesac to
occur.
angle was fi
Fig.
cu
d.
=he sc
ra
of t(e)
fullw
results are shown in Figs.
21 and 22 in which rudder
adjustment, rate adaustment and
ewidth of deadband were varied.
From these results a slight yawing of long period in observed.
Withou electric noise.
Sone
It must be
xamlined carefully
as to whether this
is due to
the deadband of the amplefaer
of the steering gear or due to
abnormal fluid forces acting
on the hull.
(2)
Sspe
b.
id
condition
ml
%a PIRAL
Sea 6, Swell 7,
Wind
F
rO
-1o"
.a-
166
V.ii
0:*0
p09
00
100
5r
00i
00
0
Fig.
I;
17
of
0.
0?
0.
Fig. 18
Indices K' and T' derived from
zig-zag test (30 m model, full
load condition)
*condition)
03
Cal 10
Fix
19
Reut-fcoresailt-et
(3
oe,
ulla
Fig. 20
t__
..........-..
118
1WAZ7W7WW
CI *1.0
C,-so
I=70M
/0 {t
Fig.
21
Results of course
condition,
stability
test
with electric
Without noise
0-77
With noise
0.677
i.78
the
tht
phenoenon entioed
tbove
y explain the
Two factor
trailing
vortices, which produce a yaw
damping momenttend to be generated
and to be str~ngest as the Reynolds
number decreases because of the separation of the 'low outside the boundary
'1'%
4even
il
load
clus'.ons because fundamental experiments have no- yet been carried out.
Figs.
full
noise)
layer.
But, in a wide beam ship as
this type, it can be considered that
the flow pattern has a same tendency
as a flat
plate wing aild the trailing
vortices may actually become weaker as
the Reynolds number decreases.
We can
also suppose that in a small model suchj
vortices may be weak owing to the
These
strong propel2er suction.
to not
affect
on concrete
the phenomenon, but seem
we can
draw
con-
shown in
(30 m model,
>1
.0
ODE
30"
VK' IM
I/T,/
Dr'
03r
Fig. 22
01
0
S,
Fig. 23
//M
IOWMOOM
MOD4MMOLL
L
MODEL
.I/.
--
05.
____
-30"
Fig.
-20'
-40'
cei-tc
condition)
4'~
20
-O4~
20' -10"
4dIM4M
10'
ff
3W4* UR
turning
fl
3
___
______
t4ig.
211
05
3-4e~
'
30M MODEL
0.
the turninglA
la
Scale effect oni.2
(al3
characteristics
5
(flllod
condition)Y
169
li
'
From the
culation it
Table 2
L (W
.']10(
4.0
10.0
1-w
0-37
o.406
0.456
5
350
0.543
0.747
0.709
0.662
0.488
0.331
1.80
2.11
1.454
0.400
0.503
2.44,
2.06
2.38
2.75
1.67
1.98
1.92 !2.22
0.712
2.44
2.70
can be
seen that the normal force coefficient varies according to the change of
wake fraction and the steering becomes
stable f.
t
s model length increase.
CNl
5
ARK;d
CN2 1Port
StarCN SPort
1.69
2.
29.9
2.03
2.23
"Unusual Phenomenon"
-
170
In the full
load condition, the
type of "unusual phenomenon" as noted
by Nomoto was not found, but another type
of "unu.sual phenomenon" in small ampliThe phenomenon
tude mot on was foux.d.
of having two equilibrium conditiou in
r'8 characteristics (we can not distinguish clearly but it Seems to have
two condition on the average) clan be
supposed to have the same mechanism as
But in this case, the
mentioned before.
It
,4
is
generation of vortices
characteristics
and the turning
are generated
if
such vortices
unstable
the generation
And if
and vice-versa.
is periodic
of vortices
and extinction
flow field,
in connection with the stern
durin self-exitation
the ship results
as
ing the course keeping by auto-pilot
(3).
shown in small cement carrier
first
in port
quadrant
to the direction
"I
26
As
Ai
DSI
Ag 1A:A
j4
YrvpwAs
.TAAIMITONaT
TRAILING VORTEX
Fig.
the
injure
from each
Because these periods differ
even when the flow
other considerably,
and because
periodically,
fluctuates
PORT SIDE
the increase
to this,
In addition
to
contributes
revolution
of propeller
But because more
moment.
stabilizing
is
seen with the small
scattering
one, the
rudder than with the original
seems to dominato.
former effect
STARBOAD
in
comaverage
loop is
and value
the "1unthe anfigure
with
teresis
parison
side
turni"g
bf propeller
'.,
from
of Manoeuvability
Investigation
the View-point of Design
not steady
become
Pf
r-
I
of
Schematic
diagram
mechantism
of unusual
the
~FULL
Fig.
phenomen
- W101 OF EWMhE
28
VPOAL LOOIP
Relation
between
check helm (full
171
.z
eA
Fig.27 results
the
Actual
of loop width
in.
record
clear period,
excitation
in
there is
Furthermore,
gation in
variationsof
in
SW tmom Lo Wm
no fear of self-
auto-pilot
and T'
in
1 zig-zag
test
load condition)
(full
in nondimensional value so we must examine whether or not any trouble will
control.
occur in
of control
obtained are 0.821- degree and 1.21 degree respectively from the results of
course keeping test with noise even in
very rough condition of sea=6, swell=7
and wind=15 rn/sec. As these standard
variations are not large in comparison
with conventional values, there seems
to be no trouble in this point.
Sstability
+p43
q/
=
+ (TI + T 2 ) (
+ KT3<
+
equation
of the
in the full
the results
'
.'.
So a modified imaginary
ship trials.
model haing 8 degrees widt% of hysteresis loop was also examined.
were applied.
r.-
=r
Table
if BOL
Lpp(m)
_
Ml
M2
S1
S2
29.9
29.9
350
350
Vs(kt)
_
_
Full-width
_ f _oL o o p
4.56
2.34
15.6
8.0
S'l
1350
115.6
S'2
350
8.0
The coefficients
motion are shown in
of equation
Coefficients
1.90
1.9
1.9
1.9
0.
8.0
of equation
Table 3.
(sec)
T2(Dec)
2_s
(s
e2)
K(
15.05
29.24
51.199.-'
51.17
-0.423
-0.217
-0.124
-0.064
-0.042
-309-5
4.21
8.14
14.37
28.01
14.73
1-603.4
28.72
99.76
-0.022
-19.87
0.90
3.42
-1o.46
-99.79
- 5.21
of
men.
Tr
Helmsman (A); a helmsman who controlled the 30M model ship and
has much experience controlling
medium size ships but no experience controlling very large
tankers.
Helmsman (B); a helmsman who has
much experience steering very
large tankers and controlled
the 3OM model ship for two
days.
x f .i
33
)dt
Name ly
Tr = L/V x
,K
We can not find any indication of
trouble in steering from the time history shown in Fig. 32.
The maximum turning rate shown becomes 0.25 degree/sec
even in the minimum case, which is
large enough in comparison with the
which is
value 0.12 degree/sec.(13)
the minimum value necessary to make an
other ship notice the motion of own
ship.
And this value is not less than
the above mentioned value eaen if we
consider the 50% loss of turning rate
due to shallow water effect(14).
Course control simulation wis conducted after the sequence shown in Fig.
31.
Helm angle was restricted to 150
at the beginning of course change but
not restricted after that.
Collison avoidance simulations were
carried out in the cases of avoidance of
an anchored ship and crossing the
course of other ship perpendicularly in
which helm angle was not restricted.
An shown in
Fig.
33
the value of
30
motion.
-136.7
-266.4
-466,3
-909.1
Fig.
of
173
F0
-3 ~
OW
COLM~
U
le
If
Off
to
rue
1-
1 __
ISTIAL~T
Aew
Fig 31Seering
OL
pattler
1I
~wua"WX
A %well
i0
Fig
32TIMaplMttiehitr
9C
4)
Fig. 33
'rr(Representative time of
course changing) versus 1,/V
curve
174
MW7
Il
arm
0
so
Fig.
34
will
in
nWi occur
the present
for
are
of
than that
same as or more exellent
tons type
a conventional 200,000 D.W.
(helmsman (B)).
vessel
will
occur in the
No trouble
(3)
case of "S1" and "S2" although I have
very large
no experience controlling
tasiker (helmsman (A)).
and "St2"
(4)
In the case of "S'I"'
(having 8 degrees width of hysteresis
:heck helm is needed and
loop) a large
is
slow in
to the steering
the reaction
comparison with"Sl","S2 "but even so it
trouble.
is not so bad as get into
and (B)).
(helmsman (A)
As mentioned above there is no discreof helmsmen
pancy between the feeling
and -his
of analysis
and the results
is considered to give
simulation test
results.
rational
of
If
the turning characteristics
of
same as that
ship is
the 350M actual
the 304 model in nondimensional reprebe no trouble
there will
sentation,
even we consider the effect
of L/V.
avoidance
the collision
We
was found.
trouble
conclusions from
certain
but it
test
of this
L/V increases
the helms-
ship
the 350M actual
And even if
than the 30M model
is wore unstable
loop,
with a 8 degrees wide hysteresis
will
problem in control
no particular
happen.
between
To examine the relation
of simulation and feeling
the results
of the helmsman, impressions
of control
175
. ..
. ....
These
case
of and
the 8.0
350M knots
simuknots
15.6
ship Inat the
lated (2)
is
steering
the
to
speed, the reaction
helmsman (B),
that
interesting
It
is
large
who has much experience steering
the rate-adjust
like
just
ships steers
who hes much
control and helmsman (A),
small ships, steers
experience steering
and the
control
proportional
Just like
large in this
rather
helm angle is
case.
iiz
A.,
of helm angle
of the
of control
The feeling
(1)
to
model is very similar
30M simulation
30M model ship.
of the actual
that
(he-msman (A)
and (B))
was carried
Course keeping test
the course changout before and after
of this
Because the object
ing test.
of difference
is to see the effect
teqt
of L/V, noise corresponding to a sea
not put in and the
disturbance
is
simulation corresponds to steering
Accordingly,
a calm sea.
mztion in
yewing motion and helm angle is very
small and the record is omitt3d here.
Also, in
simulation no
cannot obtain
the
seemsfewthatresultsas
so
40-
CONCLUSION
And it
is beyond question
that
we
need to make more fundamental studies
in order to clarify
of the mechanism
of the above mentioned "unusual phenomena".
ACKNOWLEDGEMENT
In executing this
study we received many instructions
and support.
Especially
Professor
Motora,
University
of Tokyo, and Professor Nomoto, Osaka
University,
directed
us from the
beginning of this
study.
Professor
Taguchi, University of Osaka Prefecture,
and members of his
staff
carried
out
the experiments about the effect
of
bilge
keels.
Dr. Kose, lecturer
of
Hiroshima University,
carried
out the
simulation
test.
Dr. Koyama, assistant
Professor
of University
of Tokyo,
gave
us a valuable advice.
Many members of
Ship Design Head Office, Maizuru Shipyard and Technical Research Laboratory of
Hitachi Shipbuilding & Eng. Co., Ltd.
supported us very earnestly
in
the
accomplishment of this
study.
The completion
of this
study owes much to
these people and the authors
wish to
thank to them heartily.
(2)
In
the full
load condition,
the "unusual phenomenon" in which the
turning
characteristics
are not defind
uniquely is
found in
the 30M and the
IOM model while it
is not found in
the 43
model.
The scattering
becomes marked
as the rudder area becomes small and is
apt
to occ.ur in
port side turning.
This phenomenon has a relation
with the
propeller
revolutions,
namely the turning characteristics
become stable
when
the revolutions
increase
and vice-versa,
(3)
In the ballast
condition, the
"unusual phenomenon" of having stable
steering
quality
indices
in the range
of small helm angle occurs in the 30M
model while it
does not occurs in the
4M model.
REFERENCES
1.
S.Sato, I.Nakamura,
M.Kano,
S.Uetake and Y.Kutomi,
"On the Study
of Optimal Design of ULCC under Reof the Society of
Draught" J.
stricted
Naval Architects
of Japan, vol.134,
1973.
ship
width
(1)
of
in
quality
follows;
The indices
the hysteresis
comparison
(2)
2.
K.Nomoto,
"Unusual scale
effect
on manoeuvrabilities
of ships with
blunt
bodies" Proceeding of 1lth
I.T.T.
C. 1966.
of the
3.
S.Motora. M.Takagi, A.Kokumai,
Il.Kato and T.Koyame,
"An Analysis of
the Maneuvrability of a Ship Associated
with Unusual Characteristics
under
Steerage" J.
of the Society of Naval
Architects
of Japan, vol. 128, 1970.
K',
"un-
(3)
No difficulty
ship could be found in
test
by helmsmen.
5.
Ti. 107 Research Committee,
The Report of the Shipbuilding Research Association of Japan, No.142,
in
the
steering
simulation
the
1972.
As
to
the scale
effect
6.
A.Ogawa,
"Calculation
on the
Steered Motion of a Ship under the
Action of External Forces" J.
os the
Society of Naval Architects
of Japan,
vol. 126, 1969.
of steering
of the
full
scale
7.
trials.
Pilot
Steering System of Ship at
Sea"
J.
of the Society of Naval Architects
of Japan, vol. 122, 1967.
176
mU
8.
A.faesaki and E.Kuramochi,
Technical Note of Transportatiri TechniNo.43, 1962.
cal Research Institute,
9.
S.Okada, "On the Results of
Experiments on Rudders Placed behind
the Ships" J. of thi Society of Naval
Architects of Japan, vol.105, 1959.
10.
K.Watanabe, K.Yokoo, T.Fujita
and H.Kitagawa, "Study on Flow Pattern
around the Stern of Full Ship Form by
Use of the Geosims" J. of tile Society
of Naval Architects of Japan, vol.131,
1972.
11,
K.Yamada, "A Method of Judging
Manoeuvrability and Rudder Area Desiga
for Large ships" J.of the Kansai Society
of Naval Architects of Japan, vol.134,
1969.
12.
K.Nouoto and K.Kose, "Some
simulator Studies on the Directional
Stability of Ships under Manual Steering" J. of the Society of Naval Architects of Japan, vol. 132, 1972.
13.
K.Yamada, Technical Note of
Hitachi Shipbuilding & Eng. (Unpublished), 1972.
14. The c8 Research Comittee, The
Report of the Shipbuilding Research
Association of Japan, No.95, 1969.
177
.1
iS
MM
h.a.W.
on the turnkngstability,
THIEME
an equivalent
i think is a reliable
More difficult
mentioned heexplanation of ti-e first
nomenon of increased turning stability
with increased model size. I would have
more appreciated , when more details
and
may be
effect.
V/(T.L'),
*217
17
7T
*H
I
--
AUTHORS REPLY
Pg 1i
!'
179'
i"
-..
1'1
S~(Page
180 Blank)
-
*.-.*
4n
MANEUVERING PERFORMANCE
ff.rda
PavLdon Labo4atooy
Stevuil
Wtitute 0 Teak"otogy
Ifobo NCM,
Ne.ae e teV
ABSTRACT
hydrodynamic coefficients because shin maneuverIng motion Is highly nonlinear. The basic
mathematical models used in there studies are
described In the Appendix.* Linear and nonlinear hydrodynamic coefficients used In the
mathematical model were determined In captive
model tests carried out at the Rotating-Arm
Facility of Davidson Laboratory, Stevens Institute of Technology.
During the past ten years significant progreos has been made In the area of ship maneuvering hydro,;ynamics stimulated by the everincreasing size of ships, such as tankers and
bulk carriers. An effective means frequently
used to examine ship dynamic response involved
digital simulations combined with captive model
data as well as the use of free-running models.
Sof
rudder rate).
c) Maneuvering safety In restricted channell,
d) Hull form design (e.g., effect of
wide besm).
nomenclature appearing in this paper follows that used in SNAME publications such as
References 1-3.
*ost
181
sow'.......--
"
11-4
~sees.
relation shown In the figure Indicates a reasonably realistic modeling of the present digital
simulations.
The 30o-300 Z response curve shows an overshoot angle (or heading amplitude) that reduces
with time, having a maximum value which is
shown In the first overshoot angle. During this
maneuver, tha speed reduction due to ,aw-rate
and sideslip reaches a substantial degree with
tire, thereby introducing greater rudder effectiveness during the later portion of this
maneuver. As a result, the overshoot angle Is
reduced with time.
j,
The figure shows that the magnitude of advance is reduced with an increase of rudder
angular rate but that the rate of reduction becomes Insignificant after rudder rate reaches a
certain value. The effect of rudder rate on advance becomes significant athigh speeds. At all
speeds examined, transfer Is very slightly in-
Figure 4 shows a comparison of turning traJectory for rudder angle of 40 degrees at approach speed of 15 knots.
Extremely encouraging
agreement Is evident In these highly nonlinear
maneuvers,
the cor-
.1
In the
hea
of trajectories (heading angle and path deviations, respectively) for a period of 900 sec-
shown bypotrl
shown by ****-k
e
control,
(1) no
shown
sh
owcontby
by .....
Figure 16 compares time histories of rodder activity. in digital simulations, yaw and
and yaw-rate gains of 3 and 1.5 were employed.
Time and yaw-rate In test results ore scaled to
Case I (i.e., simulations) in these figures. A
good correlation in behavior of yaw-rate
and rudder activity is shown In three cases.
All cases Indicate three major peaks In yaw-rat.
I,
; 8)
CASE 2.
o#ds (t
andth ea Cnl
CASE I.
th most poisin
s
posg
full-form hull
is one of
tankers It
s
charac-
In
figures
in the
thehfigureble
Iship
Inertial terms
having
adedconfigurations
(inludng added
the
erm of
nerial
of ships
hip (including
blt
a
xmnd
SHIP B:
SHIP C:
These three ships were at fully-loaded conditions (even keel) and were compared on the
basis of the same ship length of 910 feet.
ISO
in Table 3.
On the other hand, If all the roots are dotermined, more detailed characteristics of the
system can be obtained. Time constant and frequency of the system are determined from the
real and Imaginary ports of the roots, respectively. Furthermore, the solution vector can
be determined from the Initial conditions, and
the actual ship dynamic response to any disturbance can be computed readily, if required Accordingly, Instead of using Hurwitz criteria,
eigenvalues of the system were dirmctly dotermined on a digital computer for a wide range of
control gain constants for three shipt.
'+
Yaw gain
Yaw-rate gain
constant
- 8 + t'Time
r'
-yaw-rate
I.
gain
Sficient
Yaw and yaw-rate gain constants a and bl, respectl[ely, are based on nondimenslonal values
(e.g., nondimensional time t'-ship length of
travel - ttl/A).
Stability of heading angle can
be examined In the following set of solutions of
perturbation equations, which are derived from
equations o! yaw and sway motions and rudder
control :
Cotroughly
v'L V" n
n41
4
6
"2i
n-i
2.
(sideslip velocity)
(rudder angle)
3.
4+
+ paa'1
No 2++o"
Yaw
gain constant of 2 means,
for example,
(heading angle)
O't'
an n
n
. a n
aft*
Figure 17 shows directioally stable regions for three ships where the abscissa and the
ordinate represent yaw-rate and yaw gain, respectively. The figure reveals the following:
- rudder command
a - 0 to 10
bl - 0 to 5.0
t' - 0 to 2.0
that
possible limit
hoFigure
17.
14
It
Is shown by a dr:-,
I,
line in
Predictions of,,teady-Turnlnq
Conditions
Solid-line curves In Figure 18 show steadyturning rates predicted for Ships A, U, and C.
Arrows along the curves show the sequence of resuits predicted for spiral tests. Dotted lines
indicate Jump In steady-turning rate during
spiral tests of dynamically unstable Ships B and
C. In other words, an unstable ship exhibits
hysteresis loops in spIrs, test results,
*An ordinary Z-maneuver is an.complished as follows: With the ship on steady-state straight course, the
rudder Is deflected to a certain angle (e.g., 50) at maximum rudder rate and maintained at that posttion. When the change of heading reaches the same magnitude as the rudder angle, a second rudder
execution takes piece shifting the rudder to the opposite direction.
This procedure is continued.
In a modified Z-maneuver. the rudder angle Is shifted to the opposite direction when ht3ding angle
devirlon reaches to a certain amount, e.g., 10 (or when heading-rate reaches to a certain magnitude.
NI
IL::
185
tionel stability.
Evaluation of maneuvering
ACKNOWLEDGMENTS
This paper it baser on research supported
by the Naval Ship Systems Command under the
General Hydrodynamic Research Program (Contract
N00014-67-A-0202-0029, technicolly administered
by the Naval Ship Research and Development Canter), the Corps of Engineers (OACW 17-68-C-0072)
and The Society of Naval Architects and Marine
The author wishes to
Engineers (P.O. No.658).
acknowledge many valuaLle suggestions given by
Mr. J. B. Nadler of NSRDC, Dr. A. Strumpf of
Davidson Laboratory, and the members of the
$NAME H-IO Panel (Ship Controllability) during
the course of these studies.
CINCLIIDING REMARKS
REFERENCES
1.
2.
Eda,
4
*
I.
Jr.,
'..'"'ME
"Steering
Waves," TSNAME,
Vol.73,
1965.
3.
Ed*, H.,
"Directional Stability and Control of Ships In Restricted Channels,"
TSNAME, Vol.79, 1971.
4.
5.
Mandel, P.,
"Some Hydrodyoamic Aspects of
Appendage Design." TSAME, 195I .
6.
Moody, C.G.,
"Study of the Performance of
Large Bulk Cargo Ship- !n a Proposed Intercceanic Canals," Naval Ship Research & Development Center Report 374-H-01, 1971.
7.
Eda, H.,
"Dynamic Behavior of Tankers During Two-Way Traffic in Channels," Marine
Technology, Vol.10, July 1973.
8.
"Noorzeekanael,parts
I-IV," Waterloopkundig
15
~~etc.(A5
a6
(1 +k3 15),
and
s - propeller slip -
APPENDIX
Basic hathematical Models
pn
p - propeller pitch
n - propeller revolutions per second
k - constant (semi-empirical)
subscript a Indicates the value at the
equilibrium conditions
(yw)
m(4+ur) - Y
(Sway)
m(-vr) = X
(Surge)
(A-I)
c
= X'
and
N
UA/
Y
Ua
Y1
, etc.
(A-2)
whe-re
,n1,u1)
,y
e
a
(A-3)
t'=
where
TABLE 1
v',,." r
- r
Y,
o
n' m n
PRINCIPAL PARTICULARS
"e
etc.
u'
C
rl+a+aryl+asv,
3'+a3
rl+agv, r
263+a
yoa+3 1 l ri'u
1 3v
c1cvr'+cav'1
'
+i6ac,
cI+c
S=
vALCG,
1085
Oepth, ft
Draft
84
65',
5-3/4''
65',
4-3/4"1
Displacement,
Y1 - b2+bv+'ar'+b 4 6+b6o+V+bav'arI+bv'r'a
+bgv'o+bgr'
LBP, ft
Beam, ft
170
Draft, molded
SX'
(A-7)
.aeacteristics are
6d - a(*-4e) + b'*s+c""+e-+r
cient,
etc.(A6
vr
X' , propeller thrust depending on Kt, Kq
and J (;.e., ul and n').
'ower
coT:,tant characteristics - -e used
assuming a steam turbinp ,r the ship
in this study.
Hydrodynamic coefficients vary with position, attituic, rudder angle, propeller revolution, and velocity of the ship. For example,
in the case of hydrodynamic yavi moment coeffiN'
Midship coefficient
Prismatic coefficient
f i0
B k
0.995
C.834
Block coefficient
0.830
Waterline coefficient
0.909
45.4
23.4
KG, ft
forward amidships,
p=c,,(A-4)
285,944
tons
ft
23.8
0.019
,
,
,.*
TABLE 2
SHIP AND CANAL DIMENSIONS
Canal
CASE 3
Manned Model Test
CASE 2
Full-Scale Test
CASE I
Computer Simulation
Tc c
Description
CANAL I
CANAL 2
CANAL 3
810 ft
810 ft
78 ft
75m
6
1 0m
12.5m
13510
235m
15m
SHIP A
SHIP B
SHIP A
SHIP B
SHIP A
SHIP B
Tanker
250,000
DWT
Tanker
170,000
OWT
ASTYANAX
Description of Ship
WILLEM
BARENDSZ
Tanker
70,000
DWT
1/50
Tanker
70,OO6
DWT
Speed,
PATIO
ft
ft
ft
ft
965
151
58
58
ft
ft
ft
ft
137.2m
18.9m
4
.3m
5.9m
6.1 kt
9.1
kt
6.1 kt
4.0
2.45
1085
170
65
65
Ship length, L
Beam, B
Fore draft, Hf
Aft d-aft, Ha
U
iW,/B
'Dw/Hm
4.75
1.2
5.36
1.35
Length,
2 1m
4 6
3 . m
1ll.Om
mean
5.2 kt
6.1 kt
6.5 kt
2.7
1.68
3.9
1.13
3.9
1.36
1960 to 1962
1962
PRINCIPAL PARTICULARS
TABLE 3.
I , ft
910
910
910
I/B
6.95
I/H
19.56
16.2
B/H
2.81
3.24
4.03
0.613
0.820
0.810
0.625
0.823
0.813
-0.015
0.026
0.019
1/53
1/48
Block Coefficient,
Prismatic Coef.,
LCG forward
/A
Rudder Area/AZH
Cb
C
p
1/45
2 1m
4
3 .6m
13.3m
13,3m
19Om
27.6m
7.OmI
7.9m
17 Oct
Feb 1972
DATE
Scale
16.2
188
I :,
-,i'
in
..
I."
FULLY I.OADED
++
++
*6=
S8=350'
I-
+I
+"
15
+6=25
+
+
oi
* +
+*
+
+
""'*
*+
I !
COMPUTED TURNING
~189
yo=o.
0
'
TRAJECTORY
p+
0
o_ +
+
+0we
OD
+e
*+*
04
+e
LU
.0
we
we
wez
++
+:+wei
+e
weI
N
0*+
we
we
+
+
we
+e +
*+
19
U;;
XU
uj
Lu
4-I)
-. *
I.-
u*
V
*
*N
o.
04
U.A
4
'
ON1
*0-3AV
m
I
.0.I
InN0
LI
FU '.Y LOADED
X0
-xo
....
_
[,
iz=
...
"
PREDICTION
_
FULL-SCALE TRIAL
. .. ,-... 4 min
"L3
mn
ww
i 1Jmin
1
o
22
'-,,12
rain
min
V.....
min
oo'
...
S~192
"
''
" "
illl
..
,.
4) (A~
P4
-e
2W
UL.A
*l
*O
~19
AA
HEADING ANGLE,
,dog
Cb
*
C3'
/h
C)
Li.
1%.
0
a.
u.
U'
W!.
+t
:
Wj
LU+
A9/U03dS
Go
ON0
0AX~ '0
3:N I
I.
No0S
*0
441
1%0
C U3JAYsX rNV.LIU
'VNIflL~r4
l/
SI
FULLY LOADED
Approach speed
4 knots
I*
~2 2
.F
"
C2
**1 .
Pote,
=3.0 deg/sec
Rudder
Rate,
Rudder
h'ate,
-1.6
Rudder
*.'
*+
""*
2.3 deg/sec
,4
deg/sec
-9 *
4.
eeunFIGURE
,rd
8.
ENTER-A-TURN TRAJECTORY
00
~Lateral
distan~ce
traveled/ship length
I2
Lateral distance traveled/shi
FIGURE
7.
length,
yo
"Yo/L
ENTER-A-TURN TRAJECTORY
ii
loi
Imc
U
m
a
'0
"o*
U.L
QUU
4,
m4
O~O~
0
C4
-l04
6a.
Nlu
~e
*.4-4-4
4'9.
4up
3d
,,
2
m
S<
I-
deg/sec
Ad-
lb
<: P-2
_-
(Apoc
6 ,deg/see
pe
,l/~
Tb
<
'
'
.
' '
i'
I--
4! knots)'i
aAd'
2
i --
(Approach Speed
_:
FIGURE
II.
S~19"7
S2
,J
deg/se:K
(R~udder Rate)
200
1 - kts002,
SA
rFully
YAWmgm*I9OOT.~
tw
-AINL
Loaded
u u
K3000bI
200..,
0 c
10
1
8. deg/sf-c
30
20
10
0
2
8,deg/see
l0
FIGURE 12.
2Rudder
rate,
~,deg/ser-
Ise
1WO
v dIHI
0
dI9
A*
o
I.-
4ex
*9*
cc0
tz
.4
E4
th
l --
--
coo
ic0.
Ir
0,
Ln
UMI
EE-0
0
F.H
if
o
w6
4
000
rn
20
C4
YAW GAIN
2.0
_NAOI\BE
STABLE
UNACCEPTABLE
ACCEPTABLE
SHIP C
SHIP Bs
0YAW-RATE GAIN~
FIGURE 17.
YAW-RATE
I/ R
0..
0.4
044
020
2j.0
1.0
FIGURE
~DaAI~
~SAP
0`i SHIP
~
TBLIYROOU
~
m" SH9.
a,%P
SHPr
0.8
SHP
-5
-10
-15
Cn-4
FIGURE 20.
0.2
-I5
-10
- 5
10
-0.48n.
FIGURE 21.
10
202
15
I5
Li
5-5zSHIP
40-
80
40
200
SSHIP
-so-FIGURE
22. 5'-5'
10-1
00
0010
SHIP
C
Z-MANEUVER RESPONSE
I.i
AUTHOR'S REPLY
At Davidson Laboratory, we measure forces and moments acting on the model for a range of rudder angles and
propeller revolutions (including both ship-propulsion point
and model-propulsion point). Thus, we can obtain the
necessary data regarding the effect of the propeller slipstream on rudder forces.
It should be pointed out here that yaw moment and
lateral forces due to the rudder located in the propeller
stream are hydrodynamic moments and forces mainly due
to lifts acting on the rudder, and that these measurements
4'
(Page~l
206blnk
I;
1'
S205
:'
f'A
1*
INTRODUCTION
;9
time simulation.
environmental disturbances
(according to the sailing area)
computation of
ship motions
computation of
setting of
position indications
,/
actions performed
by mariners in
order to control the
simulated ship
control actions
such as:
rudder angle
propeller RPM
thruster setting
tug-boats actions
Fig. 1
simulated outside
scenery and
settings of
instruments on
the bridge
the simula,.tor.F
"209
A
It
Fig. 2
210
~**ii
11-0
Fig.
Acclimatization room
a t.v.-circuit
moving according
(duplicating all
to the ship's
so
movement.
that manoeuvres
entrance.,
can be followed in
MANOFUVRING
front of
SHIP
surface ships,
Fig.
it
situated in
";
is
common practice to
may be necessary in
the manoeuvring
it
however,
the future to
control
eight-channel
the
ship.
has
an instrument console
~211
2i1
ffAN
Fig.
a channel
212
and manoeuvre
Fig.
Fig.
6,
forces will be
_x0
water.
in
the
very
The hydrodynamic
u
imposes no
these
but if
the introduction
Fig.
tie
213
Axes of reference
4I
X0 - MRo
YO
propellers
X
Y
where m -mass
of the ship
X (uwvrrv,rvr,n,6)
(u,v,r,u,Vt,n,8)
Y
series (sAe
m Or
Iz i
in which
vr)
ur)
(2)
(m
-(Iz
-N
S-drift
S~forces
yV
1
- Yr
-(Yr-m
U) r
Nr)
(4)
angle
S- rudder angle
Y,) V
Y6
ref. Elil
S- ni (u
(3)
N (u,v,r,u,V,t,n,6)
HYDRODYNAMIC FORCES
When considering the hydrodynamic
it is assumed that all
variables (such as p:opeller RPM,
angle and waterdepth) other than
cAt ship motions are constant.
can be assumed that.
Atththe
a constant waterdapth, the hydrodynamic forces and rudder forces are
a function o! the motions of the ship,
214
It
then
(5)
+ (Iz-Nt )t = N(u,v,r)
(e .3]
).
the waterdepth is
known (as a
il
i
SThis
3F
'(I
'
j
_(7)
-F imoving ship in current=F (uj-Ujc
shipeU
speed uj
ship's speed relative
to earth
U c= current speed relative
to earth
j = number of direction
indicating surge or sway.
rc
AV
c
AC 6
+
AV
L
(8)
6t
in which:
rc
vc
in which:
217
'4,
,'
Vc
L
EXTERNAL DISTURBANCES
ii
in which: u
angle.
water:
forces F in still
v6Uc + 6uc
6t
6y
Sn
6Vc+
-c
-6
X
t
appropriate method.
Other external forces and moments
are introduced in equation (2) as
additional exciting forces. These
forces and moments depend on a lot of
- research Irograms
These training courses are used
to familiarize the mariner manoeuvring
VLCC's under conditions as d.-ferent
waterdepths, currents and wind. The
- training courEes
e[]a
2nwFrom
Vw AL
Yw =pa
w
L n1 Ywn sin
Nw= pa
V2 ALIL
Nwn sin n
in which:
Xw = steady longitudinal wind force
steady transversal wind force
Nw = steady yaw, wind moment
Pa
w =
AT
density of air
-W6
-___-___NEW
I,
___
___increases.
....
'\
ig.7
o a manoeuvre
.Jecca-plot of
.........
' i
- - -
r--"
" !iFig.
L
,%:
I
Kr
Registrat'.n on an eight-channel pen-recorder
219
continue;
new
REFERENCES
[1]
Ph.
Mandel
Architecture,
12]
[3]
G.
Report 780,
1953
manoeuvring characteristics
of ships
14]
[5]
1973
16]
the Manoeuvring
1974
I-
220,I
'I
IN
SIMULATION OF VESSEL ENCOUNTERS
CONFINED WATERS
J. ParelL
Catnegie-Metton
University
P.tt6burgh, PA
N. NoA'bin
Swedish State
Shipbuitding
Tank
Experimental
Gotcbomg, Sweden
ABSTRACT
An existing analog three-dimensional, vessel maneuvering model was modified and reprogrammed in digital form.
Results of program are compared with
The
analog runs and full-scale trials.
model is then exercised over a number
Results
of possible vessel encounters.
indicate the desirability of full forward throttle in close-in maneuvers and
of coordination of maneuvers.
1.
Objective
-Theobjective of the research
described in this report is to:
1. Develop .digital program for
simulating vessel responses to given
commands in harbor situations.
control
2
.. Exercise this program on a
number of different vessel encounters
in order to obtain insight on the
possible investments society might mtre
in vessel harbor control.
To this end, a vessel maneuvering
model developed by Norrbin to drive
the analog simulator at the Swedish
State Experimental Tank was extended,
put into digital form, and programmed
J. W. VeVnney ITT
M.I.T.
Cambtidge, MA
N. Szactz
M.I.T.
Cambridge, MA
Major Results
The vessel encounter simulator
I.
has been exercised over a wide range of
encounters, and a wide range of possible
evasive maneuvers in deep water. One
major theme runs through all the results:
once you get in trouble, the best maneuver invariably involves full forward
throttle both as a means of turning more
quickly and slowing down faster. Once
2211
,1
Seach
Smaneuver,
hydrodynamic
model is
usedthat
in the
vesselTheencounter
summations
simulation
directlymaneuvering,
connected towe the
is
what of
surveyed
vessel
known about actual collisions. Almost
all vessel collisions occur in periods
of poor visibility in end-on encounters.
Generally, the vessels are aware of
other on radar in plenty of time
each
to initiate
collision-avoiding maneuvers.
the
occurs becauseDespite
Often the collision
maneuvers
were not coordinated.
wer
no coodinted.Desite
manever
this fact, vessels in international
waters rarely, if ever, communicate with
In extremis, the vessels
each other.
usually reduce throttle sharply or put
ththese
feeling
analyses
cost-benefit
It is our
4. While
undertaken,
were not
control
in
shoreside
that investment
W belevetime-step
ay
b prmatue.
statons
sthati n amay
bo e corli ionture.
Webe
r
ieve
that the above collision summary points
to bridge-to-b *idge communications as
a cheaper, much more comprehensive, and
much more likely to be effective alternative. Further, if identification
proves to be a problem, we think a
transponder-based system should be as
seriouslycomputations
control. Only if communication-channel
does
saturation proves to be a problem
polminestigated
shore-based control appear to offer
caplythig thand
mca
t be omprehensed mbalanced
y
cheaply and much more comprehensively
than vessel-to-vessel communication
with respect to collision.
222
-.
i
i1
Input Parameters
Parameter
Hull
Propulsion
machinery
1*
(Unit)
Length
(W)
Beam
(in
Draft
(i)
Block coefficient
Design speed
Design RPM
Design shaft horsepower
Power plant type
Number of propellers
(Kt)
(min-')
(shp)
(steam or diesel)
Propeller diameter
(i)
3.
AE/A
(n)sI
Number of rudders
Type of rudders
Rudder area
Rudder height
Depth to top of rudder
VALIDATION
CB
Vo
No
SHP
D
Symbol
(Wn)
(i)
(W)
A
br
a
.223
'a
~.
.~...
-.
Table 2
Ship
Type
Length
SSPA 1521-A
SSPA 1521-B
SSPA 1521-D
SSPA 1575-D
Mandalay
USS A0108
Esso Bernicia
Tanker
Tanker
Tanker
Tanker
Cargo liner
Fleet oiler
Tanker
335.7
335.7
335.7
328.4
135.6
160.2
304.9
Draft
Beam
m
m
m
m
m
m
m
59.4
59.4
59.4
61.6
18.9
22.9
47.2
m
m
m
m
m
m
m
19.8 m
19.8 m
19.8 m
20.6 m
7.8 m
8.00m
18.1 m
kt
kt
kt
kt
kt
kt
kt
Steam
Steam
Steam
Steam
Diesel
Steam
Steam
2
1
2
2
1
2
1
1
1
2
2
1
1
1
finer hull.
..
However,
5% of the full-scale
results.
Spiral
by
.hroi
iettings according
adl4,.+
esulit
x.
ne straight-ahead
tc
resistance tests, the desired approach
speeds for the other tests can be
obtained.
Only limited maneuvering data were
available for this vessel, namely the
tvirning circles
relative size of
zed spiral curve,
and a nondimensic
.e results indicated
Comparison with
once again the .w rate is low in hardover maneuvers by as much as 20%.
However, the program's spiral test correctly predicted a dynamically stable
In short, aside from straighthull.
ahead speed as a function of throttle
224
.1
'I
~ti
GeneraDescription
The hydrodynamic model described
in Sections 2 and 3 has been implemented
in several forms.
The basic version of
the model is tl.e Harbor Control Simulator. The Harbor Control Simulator takes
as input a description of a harbor
(water depth on an x-y array and current
speed and direction on the same grid),
the physical characteristics of the
ships where movements are to be simulated, and the initial location and
velocity of these ships. The program
is designed to accept a user-supplied
subroutine, the Traffic Controller,
which contains the harbor control logic
being studied and returns desired
heading and speed for each ship.
The Harbor Control Simulator does
not account directly for changes in
depth (bank rejection or suction effects), but rather
uses the water depth under the vessel's
center of gravity. Nor does it account
for current sheer.
The program assumes
the current at the vessel's center of
gravity is also the current affecting
the entire hull. Rapid changes in
depth or current are not modeled.
The structure of the Harbor Control
Simulator is presented in the flow chart
on the following page.
In order to
initiate the program, the operator specifies the number of ships in the
simulation, andthe number of minutes
of real time to be s1-mulcte
Iu
r
to allocate storage space.
The harbor
depth chart is loaded, and the input
dimensions and characteristics of each
vessel are stored. The coefficients of
the equations of motion are computed
and stored for each ship, and the main
simulation loop is then entered. As
indicated, the decision cycle time is
thirty seconds; that is, the simulation
is interrupted every thirty seconds and
the position, depth, speed, acceleration,
etc. of all the ships are passed to the
Traffic Controller. The Controller is
allowed to change any desired headings
or speeds, and the simulation then proceeds for ano:her thirty seconds.
The
depth is also updated every thirty
seconds.
As constructed, the program will
accept an unlimited number of ships
for an unlimited amount of time.
However, storage capacity and costs of the
computer may limit economic tests to
around three hours of simulated time.
In a sample test in which four ships
were run for thirty minutes of simulated
time, 310,000 bytes of storage space
were required.
Execution costs for this
test (excluding compilation) were approx imately $4.50.
Por a one-ship run, the
Swprogram
requires 280,000 bytes of core.
22
S0oo
hlin
whereL(m)Therefore,
- engt
V - design speed (m/sec)
The rudder angle called for is
then passed to the steering mechanism,
which is modeled by
Rudder turning rate - 2.3 deg/sac
(3)
Maximum rudder decharacteristics
The desired throttle setting is made
directly and instantaneously upon command.
"instructions
Traffic Controller
At present, the Traffic Controller
is treated as a black-box internal subroutine. Various simple maneuvers,
such as the one illustrated in Fig. 9,
have been implemented.
At each decision
interval (every thirty seconds), the
following data on all the ships in the
model is made available to the Controller:
1. Position
2.
Depth
3. Running variables (speed,
acceleration, RPM, etc.)
4.
Control variables (throttle
setting, helm setting)
5.
Last instructions received from
Controller.
On the basis of this information and its
own internal traffic control logic, the
Controller sends
the following
three
to each
ship:
7.
Throttle unchanged, rudder
hard to starboard.
8. Throttle to 50%, rudder hard
to starboard.
9. Throttle to 0%, rudder hard
to starboard.
9a. Throttle to -100%, rudder
hard to starboard.
All maneuvers are exercised under the
control of the auto-pilot described in
the last section operating in the panic
mode.
Strictly speaking, the order is
not "rudder hard over" but rather "come
to new course 110* to the right (left)
of present course."
For each maneuver, the program
determines whether or not a collision
occurs and if so, returns the particulars of that collision (who hits whom,
position of impact, relative speed at
impact, and relative angle of impact),
If no collision occurs, the program
returns the closest point of approach.
In order to execute the above
orders involving astern throttle, a
modification of the auto-pilot was
required.
Our original auto-pilot
became quite confused by the reversal
in rudder flow in hard astern
maneuvers and began hunting wildly.
This was corrected by changing the
sign of the rudder movement when the
rudder flow went negative. Once this
change was made, the auto-pilot was
able to steer the ship in propeller
astern, ship still
going ahead situations. Needless to say, no real-world
auto-pilot has this capability, and
4'
SIMULATION OF SIMPLE
VESSEL ENCOUNTERS
Introduction
In its present forr,, the Harbor
Traffic Controlle:- does itot really
simulate collisions in the sense that
two ships could proceed right through
each other without the program's being
aware of it.
The problem of efficiently
determining whethet or not a collision
has occurred is not completely trivial,
Further, it was judoed that, at the
present stage of the game, more insight
could be obtained by working in the
226
Pt
,-
...!U
, ....- ....,"
L.'--I ...
-.
_..........
- ---
Multi-Turn Maneuvers
In the above-analysis, each ship
was allowed at most one maneuver,
Especially in end-on situations, the
possibility arises that the ships could
do better if they were allowed a double
maneuver, i.e. first turn away and then
turn back toward each other in order to
swing their sterns out of the way.
To
investigate this possibility, a variant
of the encounter simulator was concocted in which two ships meeting end-on
both turned to starboard and then, after
a time, turned back to the original
course.
Some of the results are shown
in Tables 3 through 7.
These tables are
based on two 200,000-ton tankers each at
228
',q.I
to hold thj
't
insightu.'
We performed the same analysis for
the case of 5 %not approach speeda. In
this situation, the differences between
the alternitive throttle maneuvers
becomes even more striking. Once again,
the optimal maneuver is full ahead and
hold the first turn for two halfminutes.
The resulting minimum separation at which the maneuver can be initiated is something over 700 m, barely
two ship-lengths.
Dropping the throttle
setting to 48% increase3 minimum
separation distance only about 100 m.
But dropping the throttle to 0% increases
the minimum separation distance to over
130 m and throwing the throttle astern
increases the distance to over 1600 m,
at which point the ships are practically
stopped.
Under the sharply decreased
throttle settings, the optimum time to
hold the first maneuver increases, as
might be expected given the more
gradual turn.
1974.
ACKNOWLEDGEMFNTS
SREFERENCES
Smnoser
1.
Norrbin, N4ls H., "Theory and
Observations on the Use of a Mathematical Model for Ship Manc4uvering in Deep
and Confined Waters," Publication of the
Swedish State Shipbuilding Experimantal
Tank, No. 68, G6teborg, Sweden, 1971.
2.
Patull, J., "Preliminary
Report on Vessel Maneuvering Project,"
MIT C.ommodity Transport Lab Report
-MITCTL 72-2, Cambridge, Mass., 1972.
3. Norrbin, N., "300,000 TDW
Tanklartyg-Styrning Segenskaper Progoch Jamf6rande Simulaterstudier
coinoidence, the underestimated
deepwater yaw rates are alout equal to
the observed shallow-water rates 'or
the tanker being axercised.
SAlso theI bow
to midsection
in
of these
tables areresults
undoubtedSBy
Tcolun
Table 3
SEPARATION
Win
30
60
1000
1100
1200
1300
1400
20.BB179
20.M81179
20.14B179
?O.MB179
CPA-51
19.SB179
CPA-70
CPA-93
CPA-118
CPA-143
Table 4
SEPARATION
C)30
1000
1100
1200
1300
1400
1500
60
19.B5179
18.MS179
CPA-98
CPA-133
CPA-172
19.85179
18.145179
18.145179
17.SS179
CPAwl7O
19.B5179
18.M.S179
1S.MS179
l7.SS179
CRA170
19.85179
18.MS179
18.MS179
17.SS179
CPA-170
Table 5
Speeds 10 knots,
Double Maneuver, Initial
Stop Engines Throughout Maneuver
30
60
1000
1100
1200
1300
1400
1500
1600
19.88179
19.BB179
19.88179
19.88179
18.MB179
18.SS179
CPA-60
19.88179
19.BB179
19.143179
18.145179
CPA-64
CPA-77
CrA-92
-Table
19.88179
19.BS179
18.SM179
18.145179
CPA-113
CPA-143
19.89179
19.B5179
18.S14179
18.143179
17.SS179
CPA-142
19.BB179
19.SB179
CPA-63
CPA-80
CPA-98
CIPA-116
SEPARATION
(Wn
19.BB179
19.SB179
18.MS179
Cg'A-88
CPA-113
CPA-141
19.BB179
19.B8179
18.514179
10.MS179
17.SS179
CPA-142
19.88179
19.88179
19.B8179
19.MB179
CPA-48
CPA-53
19.88179
19.38179
18.148179
18.146179
18.145179
CPA-85
CPA-104
19.88179
19.BB179
18.143179
18.mS179
18.MS179
CPA-85
CPA-104
19.BS179
18.145179
18.M4S179
17.SS179
CPA-170
240
19.35179
16.MS179
18.MS179
17.SS179
CPA-170
210
240
19.BB179
19.B8179
18.SM179
18.14S09
17.S8179
CPA-142
19.38179
19.85179
18.514179
18.14S179
17.SS179
CPA-142
Both Ships
210
19.98179
19.98179
18.143179
18.148179
18.145179
CPA-85
CPA-104
210
19.BB179
19.BB179
18.143179
18.145179
10.148179
CPA-85
CPA-]04
240
19.89179
19.88179
18.149179
18.143179
18.148179
CPA-85
CPA-104
SEPARATION
(Wn
30
60
1000
1l0O
1200
1300
140C
1500
1600
1700
1800
19.11B1-79
19.BB179
19.88179
19.88179
18.98179
18.88179
17.145179
16.S5179
CPA-.64
19.88179
19.138179
19.88179
19.88179
18.149179
17.514179
17'.SS179
CPA-72
CPA-84
(SECONDS)
180
19.88179
19.88179
19.BB179
18.BB179
13.148179
17.S14179
17.58179
CPA-76
CPA-90
19.85179
19.88179
19.38179
18.88179
18.148179
17.SM179
17.S5179
CPA-76
CPA-90
19.83179
19.88179
19.88179
18.BB179
1.8.148179
17.MS179
17.SS175
CPA-75
CPA-88
19.BB179
19.BB179
19.88179
18.88179
18.14B179
17.14S179
17.SS179
CPA-76
CPA-89
210
19.88179
19.89179
19.88179
18.BB179
18.143179
17.S14179
17.SS179
CPA-76
CPA-90
240
19.89179
19.88179
19.BBI79
18.88179
18.143179
17.SM179
17.SS179
CPA-76
CPA-90
~Oil
."
230
.4
Table I
SEPARATION
1000
1100
1200
1300
1400
1500
1600
1700
1800
30
60
19.BB179
19.BB179
19.BB179
19.BB179
19.BBI.79
19.BB179
20.BB179
20.BB179
20.BB179
19.B13179
19.BB179
19.BB179
19.BBJ.79
18.MB179
CPA=50
CPA-58
CPA=65
CPA=72
(in)
,"alE
SPA
19.BB179
19.BB179
19.BB179
18.BB179
18.MB179
18.MS179
CPA-64
CPA=75
CPA=87
19.BB179
19.BB179
19.BB179
18.BB179
18.MB179
18.MS179
CPA=64
CPA=76
CPA=89
1$11-0
19.BB179
19.BB179
19.BB179
18.BB179
18.MB179
17.SM179
17.SS179
CPA=i6
CPA=90
ECONDS)
180
19.BB179
19.BB179
19.BB179
18.BB179
18.MB179
17.S14179
17.SS179
CPA=76
CPA=90
210
240
19.BB179
19.BB179
19.BB179
18.BB179
18.MB179
17.SM179
17.SS179
CPA=76
CPA=90
19.BB179
19.BB179
19.BB179
l8.PB179
18.MB179
17.SM1'19
l7.SS179
CPA=76
CPA=9n
ttW$UV T1W40TYLL
K1ill
01.00_
$6-
"LE.00
-0
~~'~.---
T--
--
--
__-4
-------------in. _
__
Fig
1_
Strigh-Aha
g o
--
-------
--
'
--
anc-
-Sta-St
23
-e
Spe
Throttle
-I
JMSbe
?MlIEl
WA
till I.
IWfO
v*
eU
APi
U...
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.,
Iii
:-
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o 40
...
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____;
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TIN
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R
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17
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Fig.
.-
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233
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.--
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-.
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0.0.%1
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Fig.
Forward Velocity,
fee....
234
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'17I
16.0
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I,
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19
41,
..
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Fig. 7
7(:0
if~
1I
input:j
STORAGE BLOCK
ship dimensions,
running variables,
c-.ntrol variables,
J-33ition, depth___
running var.
var.
u
control
position
depth
COEFFICIENT
COMPUTATION1
~TRAPFIC
SI
SAND STORAGE-
ON
running vat.
control var.
LE
position
depth
desire
desire
heading
speed
do all ships
call
lHYDRODYNAMIC
SIMULATION
return
posit~ion
........
h UTOPL-T
o for 30 sec
running var.
piicontrol var.
I position
STORED CHAR~T
OF HARBOR
-'
-
depth
~1
DISPLAY
Fig.
288
q4T&F'C| Mln
tl4
*~J419114
QSi
act
Op WEO
.5p
.WATAI
t II~A
I
Ip
II
600.0,
VB
J'.Fig.
*,
Holm Code
I1 full ahead
.5 haalf ahead
0
-1
stop
full astern
289
p
a
maintain course
00t
4J.1144
-
!Ica
t4
_________
____
to
t~
______
________
________________
____I____
______
_______
____,_
______
_______
l~
it'_____
_____
_____
_______________
I0240
}: !IFig.
10
in Fig.9
'i
Desired Heading'
*40 a
____
__________
______
______is
______
'I
____
___
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P.
J. Payman4
Etgonomicz Society
Nethetlandz
of Engineee.6
Royat 7titution
NezthetLands
SUMMARY
In the present paper 3hip
manoeuvres are considered as the output of a stochastic process. The main
reason for the process being stochastic
is the fact that the ship is steered by
a human contrcller. A mathematical
description of manoeuvres is derived
which shows resemblance with the
description of other irregular signals.
The analysis is applied to an experiment
excecuted on the manoeuvring simulator
of the Neth- lands Ship Model Basin.
Results of these experiments are presented, showing the large influence the
mariner has on handling capabilities of
the steered ship.
Fig. I
INTRODUCTION
-*
usually
t
Fig.
245
J. . . . . ...... . ..... . . ..
i, ; . - -''.:,
i.... i ''"
PROJECTION
OUSD
IWa
SYSTEMwhich
CONTROL OBRDEOn
ratos
(ruder&
ngie orer)The
COMPUTERthe
(processing of input
Fig.
I.
registration)
icua blcdiga
the simulator
the
the input is
ofto
4 have an in-
HYBRI
beput.
ORDER
4ERROR
INUT(IUMNOUjT
CONTROLLER
MANOUVR)
TPUT (0)
(ACTUAL
MAOEURE)with
vres.
246
'
DESCRIPTION OF MANOEUVRES
Consider
corded,
a canal.
are re-
ship's trajectory,
which the
performed
is
Fig.
4.
Fig.
This output is
a stochastic signal,
unable to
the
individual trajectories
average trajectory
100
z
-J
Y-
0
0.
z
100
IN
i.,
34
= Si~i Yij,
1.. .1
224'4
0 .
........................
of Y
average
j.
section
at cross ve'ue
1k
Gaussian distribution.
manoeuvres
average signal.
is
Particularly important
according to the
The fact that
set of
trajectories
The average
is
standard deviation.
In
the canal,
Fig.
6 an example is
given of the
In
0.999
0.001
0.990 -
0010
0.950-
0.050
W
W
Wx
W
z
-J
z
W
-J
S0.750-
O.250
I.-U
normal distribution
U)
U
J co
04
z
,-
-0.750
0.250-
0
Sdistribution
0.500
4W
a
w
0.500:-
0.050-
0.950
z
S.
/--0.990
0.010
>/
0
a. -
0.001-.
3/
-2
-1
II0.999
1
1
3
Fig.
DEVIATION
248
.. I
"4i
U
normal,
the distribution
If
satisfied.
piers)
follows.
Take for
around it
Fig.
This can be
...
(1)
7.
"% 100
piers B
(imaginary)
piers A
(imaginary)
>-
U0
W"
righ line
Sextreme
i.
2 * standard
deviation
reference
<Q:
extreme
~z
100-
249
*,
following properties:
intersects section A. The probability
that this trajectory passes between
a
h
vrg
ftesga
szr
piers B depends on the nature of thean
isdtrbed codngoth
oscillation around the average track.Gusindtrbioaondhs
aeae
If the number of oscillations per unit
length is high, it will be less certain
that this trajectory passes betweenb.Tesgaisrgdc
piers B. So the ca.lculation of the
c. If the signal is thought tc L.. upossibility that a track will pass
posed of sine functions, the phase
differences between the sine functions
between sets of piers or in the case of
an infinite nuuber of piers (a channel)
should be random.
requires knowledge about the distribuKnowing these properties, the
tion of the amplitudes of the oscilladistribution of the extremes of the
tions around the average track and the
number of oscillations per unit length.
signals is known; see Rice (1).
In Fig. 7 the track of a run is
Condition (a) is satisfied if we deduct
given, together with a reference line,
from the individual trajectcries the
The track oscillates more or less
average trajectory. When enough
around this line if this line is the
manoeuvring space is available the
average track of a number of runs.
trajectories are distributed according
to the Gaussian distribution. Condition
In the trajectory left snd right
*unit
experiment.
Some indications led to the
conclusion that this condition may not
be entirely satisfied when in a particular point of the manoeuvre the
situation is different, such as near a
location where the channel is narrowi.ng,
another ship is meeting or when a
250
4<
the extremes is
Fig.
8 in
the
If
frequency, c equals zero and the distribution of the size of the extremes
equals the Rayleigh distribution
to permit interpretation.
function.
e. It
parameter
the
In
In
frequencied are
present.
out so far it
parameter e is
a given magnitude.
the
10-4
10
10
'.4
4W4
j 1.00
10~
:.4
.98
.80
iI
1104.2
3.8
Fig.
5.0
4.6
5.4
5.8
larger than n
is
this case
251
givel value.
lity
SP =-(,-p)l
probability
given magnitude
termined.
n
It
of .60
is
required that no
number of extremes
concerned,
an illustration
of the method
given
----
, 0
is
~10~9r
300..10,000
O0d10
lo
X
S.
Fig.
9.
....
..
...
In
heiurlines
the
THE 'A..-'-:RIMENT
RESULTS
Fig. 11 shows the average
trajectories and the standard deviations
for the conditions of the line to be
followed and first eight runs of each
subject and his last eight runs. It
shows some very interesting results.
With regard to the average
trajectory in all conditions the
reference line was followed very well
with deviations not larger than 20
meters. The standard deviation shows,
however, that individual runs deviated
much more than 20 mneter~s from the
reference line. At the start of the
manoeuvre the standard deviation is
zero, since all manoeuvres started
precisely on the reference lines.
CANAL WIDTH
Fig. 10
T =65'
D >3 times T
Canal width z400
~r.
258
AVERAGE TRAJECTORMES
0
first eight runs
last eight runs
Ix1
w
u
U S 100
_. _-
,_
--
---
--
6
DISTANCE COVERED (kin)
12
S03
t
'12
W-
0 0
12
254
D.
respond.
is
the manoeuvre
completely "developed",
had to be followed.
not influenced
is
that in
line.
first
the
factor with which the performance improves depending on which reference line
Also one
which
available,
case the
With some
-J
unsafe
0/
1
marginal
S~W
Sw
0.
safe
;"
CW2
I*
____
-i0
I1
Iii
w1
W2
ACTUAL CHANNEL WIDTH
Pig.
12
teeted,
the
be small.
285
__
it
An illustration
is
1.41
-J~
1.,00
H.--..-~---VELOCITY
16
12
(knots)
a-
with banksuction'
U0
W
3.12
J
0
'5,
-i
-VELOCITY
(knots)
on
Influence of forward speed and bank suction
lane.
the computed width of
bank suction
The condition forward speed and no
has been set at 1.00
Fig. 13
256
;2B6
is
firs hecoditon
equredchanelpercet atThis
knosadatg
12 if
Highspee
disdvanagemarks.
is
when sailing through a channel,
especially when bank effect is
experienced. This finding is in
ra
~~~~width
was more than 100 percent.
Fwisrmnsgvn
Hthe
P
g
speed
tHe
kuesn
-Disturbing
vraind~igtemnevea
thdgre
mrnri
rfre
owic
bu
te
t
hsppramteaia
of cnsderd
Fg. is aginthegiven.
elements which have the greatest
influence on ship's trajectories arechne
presntedwitha
doble ine.Thethis
human controller and the external
disturbances working on the ship are
conducted in
man,euvres made in
cases.
presented in
further.
reality.
At present an experiment is
25,8
25
LIST OF REFERENCES
Rice,
S.D.; Mathematica.
2.
Bindel,
Vols.
23 a-d 24.
in
[1
25
1~1
S259
'
'[1
TABLE 1.
200.000 DWT
Displacement
290 m
47 m
Length
Breadth
Draft
65 ft.
Number of propellers
1 (right turning)
Number of rudders
TABLE 2
Levels
Remarks
Bank suction
Learning period
Reference line to
be followed
Speed
2
2
2
first
8/last 8 runs
centre line/line 100 m to
starboard of centre line
12/16 knots
Subjects
Erropoort pilots
4I!
,I
II
260
-~~
.-.
.
...-
overlap
parameter
0bo
(ship
A)
ABSTRACT
Y
Yu
transverse Lagally force
s
Yu
Y
a
b
Yo
a
6
6
CN
that in question
3
angle between directions of U and UB
i
o
water density
Nu
a.
Ns
N
Ob
4j
4
6s
time
6t
time increment
NOMENCLATURE
2
longitudinal force coefficient X/pbU
Cx
2
C,~ transverse force coefficient Y/pbU
Y
h
water depth
I
1
LA, LB
Su, v
-_s
X
u
and
x+x
X
.....
longitudinal
would
Lagnl~y force
wol
occur.
ocr
26 1
A.'
INTRODUCTION
UR
ULI.
of ship A
1
UA, UB
velocities of ships A and B
UvyAsea
-- ,X
(snip length
A)
pprojected
of source panel on
xbow (ship B)
Ii
atX ASSUMED
THN TO
Sproblem
in
EQUAL.6
TV
PANEL
SORE
-oNCEST..TE
likelihood of a collision.
2
2.1
GENERALViEWt
..
General
SE
1o5
pndeep
or shallow water, some measure of hydrodynamic
both
which from
may cause
one or posinteraction
of the ships occurs
to deviate
her course,
'V
SQU EIIN
FEES SURFACE
SEAL SHIP
CEoS,
SCTION
UCUEL
HULL REPRESENTATION
Ur
S
--
LINEAR
<h>
UA
TIME NO SANEKRPNESET
TRAJECTORY
Fig. 1
2.2
REPRESINTATION
Theoretical Approach
2.2.1 Assumptions.
In the calculation
method, which isoutlined briefly below, the
following assumptions are made or implied (see
Fig 1):
i)
The flow is everywhere two-dimensional,
irrotational and possesses a velocity potential.
ii) Free surface effects are negligible.
iii)
Interaction forces may be represented
by the potential flow field alone, ie frictional
forces aRd the effect of the wake and propeller
slipstream are neglected.
iv) The ship may be represented by a strut
whose plan form is the same as the load waterplane of the ship, but whose body sections are
everywhere rectangular.
This implies that the
water is very shallow indeed.
v) The ships move at constant, but not
necessarily equal, speeds on linear trajectories
which need not be parallel.
A computer program has been written to compute forces and moments according to these
assumptions, but at its present stage of development it incorporates two further limitations:
vi) The ships are sufficiently far away
from any channel bank so that bank suction
effects are negligible.
vii) The hull surface slopes are small
enough to permit linearisation of the basic
This limitation is at
hydrodynamic equations.
present dictated by limits of computer size and
speed and it is intended to lift this limitation
at a later stage of program development.
262
equation (3)
is given by
oj
- (in r
2ff an
-..
an
(5)
6s.
S"distributions.
,9,L__.
Fig. 2
Axis Systems
UR
with a direction
ABcos
a
a
r
6
0Aj (n rjAA) sA +
2ffj-1
anA
I
m
a
j
oBj (in rjBA) 'sB = UAn
2t p1
anA
I
OAi
(6)
Bi
(22
(1)
m
aoj
+ -
27 j=l
SUA
ssin
UR
(2)
an
6s = 6x;
as
Dy
--
ax
()r
(x - t)2 + (y
a(m r)
(y
(7)
0
Ai
-X
2
(yA
hA)
A
Aj
2i j-1
iN
r2
ay
,I
2w j=
0
2
3j
2i)
3
where rj is the distance from the jth source
panel to the centre of the panel under consideration (see Fig 2),
The normal component of
velocity to be added or subt.acted from
Bi
7+
'
(YA
nB)
6x8
(YB
M
j1
_Bj
yoAy
- xA
U.
A
1
nB)
BB
2 2BjB
7
3-1
1 a
2rJj IAB
263
Iil
,B"B
Un.
sB +
0 +
sin
(in r.BB)
Aj
-.
a=
anB
(YB
-nA
A
2
aA 8
B
Ba
where
,y0
-
Syo
(Yo i +l
Yoi)/16x
Ai
a
IxA
aYAAjl |
OBj
[
where
a(m r
nBA)
XA
xA "&E
(XA
N
n)2
'B
a(In rBA)
YA
-nB
ayA
U.
Ut
(xA
+ (YA
-B
adyL
A.oUUnILs
arise from the variation with time of the singularity distributions representing the flow.
a ship moving at constant speed with no
the unsteady forces are given by
For
'rotation
'*~>m
xu
Xu
-P
i-1
aGAi
-- ~
at
-A
\\3
(11)
M BuAi
0Yu
_m.
Fig. 3
ift0)U0....
J
aci
at
(9a)
ao (xv - yu) ds
- p
s
s
which in our simplified scheme become
m
X5 oi ui 6x
a
Si=l
m
oa v
(9b)
6x
t-t
Ol(Xli
vi
(12)
2 6t
Nu
Ns
Ns
St)
s a u ds
is a v ds
-.
at
= -XP
>'AiSXA
at
Yi ui) 6x
264
----
III *X%a
-31# w
*j
*1
9
00
O COW"$I
PANALLIL
u-u
y
,ooE
ay
as
asxds
'
(14)
at
MOMMENT
x dx
at
_s:o~-.,so
or
at
where 0
.1 .
flow
as ~bwhere
at at
Values Of Obwere :.alculated at the hull sur-
-x
It
ax
inx+2~u+In
Jo
f)lJx
i
.~
2:1
N
2- 2
p w water density.
jl
contibuionto
te vlocty ptenialat
distributedn sources veoncheith sourenta of the
ouce onth ih oucepanel and
disriutd
stumation represents the contribution from
the other source panels (J0 1)
~all
Y
*-bU
*
-2
CN
pbU2,bU2pb
b - maxima bear.of ship
U - velocity Of ship
aIfc
x
JI
~L
teshm
fo
*the
5.
8t
_17ooc
..---
i.1
Obi
~"To.I
WRIA
S'oI
ItSIDIFOACK
at[ax
IN
-.
3.0
~~265
Ji
2.3.2
2.3
Model EH.eriments
To investigate interaction between ships
Swere
".,.".
"
.
......
Fig. 5
Experimental Arrangement
made
wood,
were 1.524
m and 1.817
m
2.3.1 ofThe
Models.
The models
themselves
between perpendiculars
er ech
Thycoefficients
.7 block
ad had
.7 and
of
-esecivey.
of 0.70 and 0.76 respectively.
They were each
powered by printed circuit motors running from
Two channels of
volt lead acid batteries.
radio-control were provided, or.e enabling the
drive motor to be set at any one of three speeds,
the
clset
le
posi
models
to the
close
weepossible
run where
were ru
moel were
longitudiftal centreline of the tank to minimise
bank suction effects.
We o di
two ollis
itto
which were measured when the smaller, faster
model was allowed to overtake the larger.
Both
mode's were on approximately parallel courses
and we show how the theory outlined in 2.2 above
can be used 1o explain some of the features of
the trajectories of each model.
Interaction effects are more likely to predominate in the overtaking-type of collision for
"6
260
ThE 'OVERTAKING'
TAIS
COLLISION
due
and
given by
to interaction
may build up slowly
then vepidly magnify.
Zo
IP B
SNIP
and L, is
Atl?.
Al,. 1i7
I0U
It
TIIJRT,cV
Sen
the length of
ship 3.
ducing X /LW.
to overtlk:
of
t
bow (ship A)
hbow 'shlp 3) -
an the faster
the interaction
ship begins
force@
PoINT
> 0.78
and then change sign to cages an attraction
between the two vessels
for
-0.65 < X /L.
< 0.78 with the maximum
attractioR
force occurring when the
bow@ of each vessel
are very nearly
level.
In company with this
the interaction
moments initially attain large
positive
values, particularly
for ship
B, then change sign for both
ships in
ithe region of X /L
- 0, subsequently
attain
largt
nefatlve
values anO then
decrease as t;he overtaking ship moves
clear
of its
neighbour.
The effects
of
lateral
separation are shown in Fig 8
which indicates
the reduction in force
1o
L
P-P
OINTQ
SHIP.
courses.
o
Therefore if
Figs 7 and 8 can be
taken to give a general picture
of the
and moments
an overtakingforces
manoeuvre,
it
nay during
be seen
II
'P
SI Ainteraction
Stattraction
that
3wCthe
Collision
S3.1
The 'Bow-to-Stern'
Collision
The first
type of overtaking collision occurred whea the bow of the
overtaking model collided
with the stern
or aftbody of the slower model.
As
shown in fig 6 the trajectories
of both
models are approximately parallel
apart
from a slight
tendency to turn to starboard prior
to collision
which is
discussed in section 4 below,
It was quite apparent when observing the behaviour of the models that,
as the fester
began to overhaul the
slower, -; suddenly sheered into its
neighbou- and a collision
occurred at
point P.
Both rudders remained amidships for the duration of the experiment.
It
is also of interest
to note
that
the models apparently experienced
helm amidships.
.26
the
L SCollisin
Stern'
the
trajectories
This is
prior
apparent in
to collision.
3.2
cal method outlined above using as input data the load water lines
of each
ship, each represented by 20 source
panels.
In the Figures the smaller,
faster
ship is designated ship A.
Calculated force and moment coefficients
rise
to a collision,
it
appears that
both ships will
begin to turn in
the
same direction
with the result
that
The
Further
their trajectories may diverge.
calculations have shown that, when the
trajectories diverge, the attraction
forces botoeen the ships diminish and
the positive turning moment of ship A
becomes negative before that of ship
3 indicating that she rill turn away
0oreove- the
from her nelshbour.
inertia of ship 3 may be such that it
continues the turn to port Initiated by
the large positive interaction moment
of the earlier eta&e* of ovsztaking
regardless of any subsequent smaller
interaction moments applied as the
Such an occurrence
courses diverge.
is shown in Fig a where the models
were seen to diverge violently from
each other, with the possibility of 4
stein-to-stern collision at point R.
The behaviour of both models during
the run shown in Fig 9 was similar to
SHIPS ON PARALLEL
U,%IUN
COUJRSRS
02303
C, - SHIP S
V.
C,
S-1.0
-SH IP
Fig. 7
-CS
"-I--
REPULSION
C-
0OS
-0-1
1.0
C,
ATTR.,CTION
I02
-SHIP
RIPULMIQN
268
IHIPS ON PARALLL
COURSIIS
CV
"I
i!
H -SHIP
CN - SHIPA
SHIP A
-IPUL.SO:4
Fig. S
.V-SHIP
11i
[
RIEPULSION
ATTRACTtON
. a,.~a~s.'~
--.
26 9
II
M"&4
Au
4)
em0
POI*T 01
so w
GINIP
111PS
A
Fig. 9
~1
Overtaking Collision
'Stern to Stem'
Collision
4i
270
2..
....
4
..
A manoeuvre which may feature in same potential collision situations in crowded and confined waters is the crash stop.
Simulated crash
stops were run on each model and the track of one
for the larger, fuller model is shown in Fig 10.
During this manoeuvre, at a depth/draft
ratio of 1.1, the model was brought up to speed
on a straight course, the drive motor was stopped
and, after a short interval, put astern.
Throughout the whole manoeuivre, the helm remained
amidships.
It is seen from Fig 10 that the results were
quite dramatic.
The ship's head falls away to
starboard with the stern simultaneously moving
to port, causing change of heading of about 600
in th( example shown.
Clearly if such a
manoeuvre were used to avoid a head-on collision,
it would make matters worse by exposing mist of
the ship's side to the oncoming ship.
Further crash-ston cxperiments were carried
out with this model, whereby attempts were made
to reduce the change in head3.ng with appropriate
use of helm before the model had lost all headway.
The results showed that use of the helm
did little to alter the trajectory shown in
Fig 10.
6
SC.MANI
SI
9.
UOOf
AIT_ Ioo
. 0,
0 U..*1 0
NCT
4Go
+,:bwtheory,
Im
SHIP
AeToR
:ROF HEAINOG
%G-o
STEAIR"
SHIPLtNGTH
occur when two ships interact, whilh one overtakes the other.
Discussion has centred on the overtaking
type of collision for this is perhaps the one
which builds up most slowly and inevitably.
To the ship'- officer, problems of perception
arise when overhauling ar cher ship, due to the
distance off.
of 8assessing
difficulty
as
Figs 7 and
show, interaction
forces Further,
act
i
...
STOP-P"D
low
10
It
ACKNOWLEDGEMENTS
REFERENCES
Cockcroft, A.N., "A Radar-assisted
1.
Collision," Safety at Sea International,
Sept 1973, pp. 18-2J.
Weinblum, G., "Theoretische
2.
Untersuchungen der Stromunjsbeeinflussung
zweier Schiffe aufeinandor beim gegenseitigen
Begegnen und ueberholen auf tiefem und
beschranktem Wasser,' Schiffbau, Vol 34, 1933,
pp. 113.
Robb, A.M., "Interaction between
3.
A record of some experiments and
Ships.
evidence on wall effect," Trans RINA, Vol. 91,
1949, pp. 324.
Moody, C.C., "The handling of ships
4.
through a widened and asymmetrically, deepened
section of Gaillard Cut in the Panama Canal,"
DTMB (now NSRDC) Report 1705, Aug. 1964.
Eda, H., "Ship control during two-way
S.
(Case of large full-form
+affic in channels.
ships)," 3rd Ship Control Symposium, paper
IX B-1, Bath, 1972.
Eda, H., and Savitsky, D., "Experi6.
mental and analytical studies of ship controllability in canals," 12th ITTC, Rome 1970.
Eda, H., "1)ynamic behaviour of tankers
during two-way traffic in channels," Marine
Technology, Vol. 70, 1973 July, pp. 254.
Havelock, T.H., "Wave resistance:
8.
the mutual action .f two bodies," Collected
Works, ONR/ACR 193, pp. 408.
Silv.rstein, 8.L., "Linearised theory
9.
of the interac-lo- of ships," University of
California Re:prt 3, 3eries 82, 1957.
10. Collatz, G., "Potentialtheoretische
Wechselwirkung
Untersuchmig der hydredynamischen
zweier Schiffskorper," Jahr der Schiffbautechnischen Gesellschaft, Band 57, 1963, pp. 281.
11. Cummins, W.E., "The forces and moments
acting on a body moving in an arbitrary potential stream," DTMB (now NSRDC) Report 780,
June 1953.
Fujino, M., "Experimental studies on
12.
Ship manoeuvrability in restricted waters,"
International Shipbuilding Progress, Vol. 15,
No. 168, August 1968, pp. 279.
Hollingdale, S.H., "The mathematical
13.
principles of collision avoidance,' Joint
RINA/RIN Conference on Marine Traffic Engineering,
London 1973, pp. 141.
27Z
-.-.............
DISCUSSION
E. 0. TUCK
PETER OLTMANN
-0.69(PK2 /L)
'qhe value of F at
K = 0
corresponds
to the type of force to be expected
from the Collatz or !,and approaches
and for thin bouies will vary like the
square of body thickness.
On the other
hand, the circulation-dependent terms
are numerially much larger, depending
only on the first
power of body thickness for thin bodies.
For such bodies
the circulation can be determined by
satisfying a Kutta condition, as in
the luck-Newman paper, and gives in
general a very much increased value for
the side force, but less effect on the
nioent.
Reference:
1. Oltmann, P.: Experimentelle Untersuchung der hydrodynamischen Wechselwirkung schiffsihnlicher Korper.
Schiff und Hafen, 22. Jahrg. (1970), S. 701-709
M. SCHMIECHEN
Similar tests as those mentioned by Dr. Dand and Dr.
Muller have previously oeen carried out in the Berlin Model
Basin to establish limits for the size of passing ships in the
Kiel canal (1). These tests have been successfully simulated on analogue computers using the simple relative
motion concept mentioned in the contribution to Prof.
Tuck's and Prof. Newman's paper presented earlier at this
Symposium, and including bank effects (2). Some corrections found necessary in the general theory of relative
motions as developed in the last reference will be published
shortly together with a contribution to the theory of
centrifuges (3).
273
'
Schlfftkorper.
STG 67 (1963) S. 281/329.
STG 57 (1963) S. 368/370.
2.
3.
other, it 14conceivable that viscous effects may be important, especially if the overtaken ship is of full form,
with a boundary layer flow in the stern region close to
separation. Then the additional pressure gradients induced
by the overtaking ship may give rise to an aymmetrical
separation over the stem of the overtaken one. It would
be of interest to look at the flow with tufts to see if any
such effects take place.
G. E. GADD
Regarding the interaction which occurs in the over.
taking case, when the bow of one ship comea close to the
Z74I
'Ii
[!
z274
AUTHORS REPLY
'The author is particularly grateful to Professor Tuck
for his contribution to the discussion which contains much
useful and constructive criticism. It is fully appreciated
that the computational method outlined in the paper is deficlent in that circulation around the bodies is ignored and
steps are now being taken to include the effects of this in
the computer program.
Mr. Oltmann also mentions circulatory flow and refers to his interesting ezperiments using ellipses. The asymmetry in the for-es and momenta to which he refers has
been noted and we intend to investigate this so well as any
possible Froude number effects in the experimnts at NPL
referred to above.
I am grateful to Dr. Schmiechen for providing some
useful additions to the references given in the paper and
look forward to the publication of his paper on the general
theory of relative motions and centrifuges.
It
2.75
(Page 276 blank)
ABSTRACT
The motions of a large super tanker
in response to varLous maneuvering commands is computed using the non-linear
hydrodynamic coefficients presented by
The
van Berlekom and Goddard (18).
results
of thethesimulations
were analyzed
to determine
critical range
(the
range at which collision is unavoidable)
and the simple maneuvers necessary to
The study shows
minimize this range.
that the critical range depends strongly
on the two ships' headings and speeds,
The
and on the permissible maneuvers.
effect of design features, such as rudder size and radar accuracy does not
The effect of
appear very significant.
operating procedures such as "Rules of
the Road" or the "Right Turn Rule" does
seem significant,
INTRODUCTION
The collision of ships at sea has
recently and justly become a topic of
A study by the Committee
great interest.
on Oceanography of the National Academy
of Science predicted the potential world
losses from strandings and collisions
during the mid-nineteen seventies at
In 1970,
around $500 million a ycar (1).
one out of every fourteen ships of 500
gross tons or more was involved in a
collision. Of these involved in collision, one out of twenty-five result.d in
That is, in 1970, one
total loss (2).
out of 350 large ships sailing the ocean
was conpletely lost. When one considers
all of the ships at sea, it is easy to
appreciate the magnitude of the problem.
Hydrodynamics.
The ability of a
a collision, once a colship to avo
lision course has inadvertently been
attained, depends on its ability to
This ability
change course and speed.
is determined by the hull size and form,
!~i"
instructive to examine this ancient rule
as well in order to see the impact of
operating procedures on the collision
performance.
THU OBJUCTIVX
The objective here is to dufine the
boundary between situations in which
collision is avoidable and when it is
not. This boundary has significance to
many aspects of the ship collision
problem mentioned in the Introduction.
When collision does become inevitable both masters should abandon all
attempts at avoidance and join in to
make the collision as gentle as possible.
This normally means a set of maneuvers
approaching the ideal bow-to-bow
collision, where each vessel exposes
only the best damage-sustaining part of
Determination by the master
the hull.
that collision is unavoidable is rarely
early enough for him to introduce the
Again, the
proper collision maneuvers.
master currently has no information on
this subject to guide him and it is
hoped that the critical range information developed in this study will at
least lead to some insights J ,to this
The variation of
decision process.
-ritical range with the bearing of the
ouher ship delineates the bearings
which involve the greatest danger, that
is, the bearings with the greatest
critical range.
4!
form was a flat oval, a reotangle with
a semicircular closure bow and stern
(see Figure 1).
Figure 1.
N - max [(min{d~p1-R -R
First,
it
),0.0]
where
d
min {D(IJ)},
subject to the
p - min {P(IJ)},
requirement that the intersection
is within the line connecting the
bow and stern centers..
Definition of Coordinates
280
1.
Figure ;.
SShip's
The Ships
The ship assumed for this study is
a relatively conventional super tanker
with the following specifications given
by van Berlekom (18):
1000
Length between perps. (ft.)
Beam (ft.)
154. 7
Draft (ft.)
60.56
tons) 222,000
Total displacement
16
speed (knots)(long
hoip's sropeled (kno)
16
Nominal propeller RPM
80
It is assuned that both ships involved
in this collision have the same overall
dimensions as above.
Of course,
it
was executed.
it
was matntip1injn
No
77.625 ft.
Tge Maneuvers
It was awumed that both ships were
proceeding along a given course at a
fixed speed. At time equal to zero,one
or both of the ships' masters perform a
The
collision avoidance maneuver.
maneuver consists of two parts: a udder
It is
command, and a speed command.
ssumed that the rudder commuand could
be any of the seven following commands:
turn to starboard rudder angle - +120, +240 or +360
no turn rudder angle
00 &
turn to port rudder angle
-12*, -24* or -36*
281
..
Coordination of Maneuvers.
in a collisioWi-E-tion we can
consider many possible groups of
maneuver.
For instance, only one ship
might perform a maneuver while the
other does not.
In another case, both
ships might simultaneously perform a
maneuver. The choice could, if selected
properly, improve the situation (decrease the critical range) or worsen the
situation (increase the critical range)
over that which would occur if only one
ship maneuvered.
The study presented
her" presents fiva basic watiations.
These are:
ithe
THE RESULTS
1.
The bert maneuver of both ships.
The critical ranges for each possible
maneuver pair are examined. Selection
of the minimum critical range amongst
these determines the best set of coordinaced maneuvers,
2.
The best maneuver of one ship
coupled with the worst maneuver of the
other. The purpose here is to determine the maneuver that one ship master
must make in order that there will not
be a collision, irrespective of the
choice of maneuver of the other ship.
For this situation, for each maneuver
of Ship 1 the maneuver of Ship 2 which
maximizes the critical range is datermined.
The minimization of Lhese
maximum critical ranges deteimines the
best maneuver of Ship 1. The corresponding maneuver of Ship 2 represents
its roles
most disastrous
maneuver.
of Ship 1 and
Ship 2 Again,
can be
reversed to obtain the best maneuvering
of Ship 2 coupled with the worst
maneuver of Ship 1.
Unrestricted turning.
3.
The best maneuver of just one ship.
if it is assumed that.Ship 1 maintains
course arnd heading, then selection of
the minimum critical range for the range
of possible maneuvers of Sh. 2 determines its best maneuver.
By reversing
the roles of Ship 1 and Ship 2, one can
BEARING
BEARING
N
TIME
COMMAND-SHIP I COMMAND-SHIP2NONA
HEADING OF SHIP 2 OF SHIP 1 CRITICAL
M
S..OTIME
UNTILM
SHIP
RuDDER SPEED RUDDEROBEFORE
SEEN BY
RANGE
ED
SHIP 2
SEEN BY
DEGREES SHIP I
I SHIP 2
COLLISION TOUCHES
a.
b.
c.
d.
e.
f.
16
16
16
13
16
16
--
36
36
36
-36
-36
-36
16
16
16
16
16
16
36
36
36
+36
+26
+36
--
--
--
5602
4415
4121
3978
2731
1176
0
16
16
16
16
16
16
--
77.2
77.2
87.5
90.5
81.2
78.3
95.7
94.5
87.5
145.4
118.6
91.1
167.9
163.9
176.6
145.4
162.7
188.8
274.8
273.0
271.3
184.8
182.3
163.5
0
0
0
0
0
0
103.8
84.7
88.2
102.6
100.9
84.1
107.2
99.1
85.9
96.5
148.4
106.9
77.2
77.2
87.5
102.0
100.9
84.1
95.7
94..5
87.5
96.9
148.4
106.9
;24
+12
+12
-12
-J 2
-24
--..
36
+36
+36
+36
-36
-36
16
16
16
16
16
16
--
--
+36
+36
+36
+36
0
0
16
16
16
16
16
8
+36
+36
+36
+24
+36
+36
---
--.-
---
300
S330
4164
4037
4107
3464
2200
1095
60
75
300
285
3591
2702
16
16
+36
+36
8
8
0
0
132.7
192.8
0
0
0
0
0
0
0
0
0
0
0
84.1
100.9
131.2
171.4
128.6
103.8
84.7
88.1
104.1
128.7
184.2
163.5
182.3
184.8
186.6
140.1
107.2
103.4
90.6
100.8
114.1
126.9
270
285
300
315
330
345
0
15
30
45
60
75
0
30
60
90
120
150
180
210
240
270
300
330
Table
1.
0
1176
273L
5017
8032
6709
5602
4415
4121
3978
3478
2576
Critical Ranges
--
---
--
16
16
16
16
16
16
16
16
16
16
16
+'6
+36
+36
+12
+36
+36
+36
+3r
+j6
+36
+36
16
16
16
16
16
16
16
16
16
16
16
---
106.9
148.4
202.3
186.6
140.1
107.2
99.1
85.9
96.6
108.9
120.1
Tankers at 16 Knots.
283
.1.
. ...
Il
45
-4-
-Ji
Figure 3.
Figure 4.
1-i
"
Olt"
t
,y.
lf
284
'I .
285
.,
.. ,..,., ...
..
.....
':
.,,
_L,
-
--
,, '' .'
:,%'
'
'--i5
.. .
,,
L5 ,
-.
%,!
BEARING
DEARINGNOIA
HEADING OF SHIP 2 OF SHIP 1 CRITICAL
SHIP 2
SEEN BY
SEEN BY
RANGE
SPEED
DEGREES
SHIP 1
SHIP 2
S
a.
b.
c.
e.
f.
16
16
16
16
16
16
36
36
+36
-36
-36
-36
--
--
16
16
16
16
16
16
36
36
+12
+36
+36
0
TOIM-SI
BEFORE
SHIP
C)LLISIO4 TOUCHES
119.1
119.7
122.5
124.3
119.7
122.0
148.2
149.6
161.1
179.5
146.0
125.9
223.7
220.3
255.1
211.0
241.1
340.5
329.4
326.4
320.2
305.7
202.0
268.0
170.5
130.7
122.5
143.4
131.2
122.0
165.5
146.0
118.3
120.7
173.2
L25.9
119.1
119.7
122.5
146.3
131.2
122.0
148.2
148.6
116.3
123.4
173.2
125.9
--
--
;a4
+12
0
0
-12
-12
--
d.
3219
3117
2876
2370
1614
856
MO-IP2N
RuDDER SPEED RUDDER
0
15
30
45
60
75
90
0
345
330
315
300
285
270
4617
3411
2876
2741
1770
856
0
16
16
16
16
16
16
..
8
8
8
8
8
8
36
+36
+36
+36
-36
-36
...
..
+36
+36
+36
+36
0
0
...
16
16
16
16
16
16
..
0
0
0
0
0
0
.....
+36
+36
+ 8
+ 8
+36
+36
...
Right
0
30
60
90
123
150
180
210
240
270
300
330
Right
0
30
60
90
120
150
180
210
240
270
300
330
Table 2.
S288
168.0
202.0
305.7
320.2
205.2
161.5
146.0
140.2
136.4
152.8
172.0
p
--
---
8
8
8
8
8
8
8
8
8
8
8
0
0
0
0
0
0
0
0
0
0
0
123.0
131.2
169.4
255.1
215.6
170.5
130.7
122.5
143.4
10l.0
269.4
Tankers at 8 Knots.
125.9
173.2
236.4
320.2
205.2
161.5
146.0
136.3
120.7
134.7
148.3
-4
HEADING
S2I
SHIP 2
a.
b.
v.
BEARING
OF SHIP 2
SEEN BY
I
SHIPE
16
16
16
16
8
16
16
36
-36
-36
+36
0
+36
36
1527
1457
2469
8
8
8
0
0
0
16
16
16
36
-36
-36
90
297
27
120
150
180
3013
319
340
0
19
10
0
3090
3375
4301
16
8
8
8
+36
0
0
0
16
16
16
+36
+36
+36
0
24
2941
2174
16
16
+12
+36
16
16
0
0
00
60
90
120
270
297
319
30
27
19
2970
4585
4279
16
16
16
+36
-36
-36
16
16
160
150
180
340
0
100
5137
6516
16
16
-36
+36
16
16
+ 0
+36
+36
+36ktl
i
!ii330
0
30
24
1430
2469
1457
16
88
+36
00
16
16
16
SH90297
319
5150340
0
27
19
0
0
3642
3751
3512
3551
16
16
+36
16
8
DU +36
+36
+36
+36
16
16
90
270
300
Table 4.
-14
COMN-HP
+36OCCC
+36
-3
+36
16
IN CRITICAL
COANGE
COTAOHP
DUEADSHP
SHIP 2SPE
270
Only Ship
0 1 M0nlre(Shipb.
0
15
30
45
60
75
90
16
"'240
180
270
234
SHIP 1
360
Ships Maneuvering
BEARING
360
,180
-Both
;DEGREES
SL210
RUDDER
SPE
RUDDER
36
+12
+36
-36
-24
-12
36
Table 3.
a.
SPEED
2
2
COMMAND-SHIP
16
16
16
16
16
8
8
180
COMMAND-SHIP 1
1430
1447
2063
2804
2883
3352
3551
HEDNO
120
SBEARING
~
~
CRITICAL
RANGE
0
24
30
27
19
10
0
0
6030
BEARING
OF SHIP 1
HI2RIIA
SEEN BY
SHIP 2
d.
1
345
330
3 15
300
285
270
4117
3895
3864
3354
2153
1131
0
5539
4339
3864
3741
2528
1119
0
16
16
16
16
16
16
36
+36
+36
-36
-36
-36
16
16
16
16
16
16
..
...
..---
16
16
16
16
16
16
..
36
+36
+36
+36
-36
-- 6
...
16
16
16
16
16
16
287
36
+36
+12
+36
+36
+24
-47
-147
-243
-230
-47
-14
----
0
0
0
0
0
0
.....
-63
-73
-257
-237
-203
-57
---
Tankers at 16 Knots.
-1.1
-3.5
-5.9
-3.2
-2.1
-1.3
0
-1.1
-1.8
-6.2
-6.0
-7.4
-4.8
'
Si
*this
reduction
in
critical
a
a.
range is
hn
g
Both Ships Maneuvering:
s~ft
beaingcritcalchange
bearing critical
a
error
range
K,0,2001
very marginal and probably is not
worth the added cost of the larger
rudder and steering machinery in this
case.
It should be emr..asized,howevsr,
that the decrease in critical range
does give the naval architect here a
useful metric to make this decision
of rudder size.
0
0,100'
0,200'
0,3001
b.
The paths of
It
is well known
1.
13.90
0
56
89
122
Optimal Commands.
In a collision situation a typical
command issued by a master might be:
C It
2.60
3464
3506
3520
3553
3586
rangeft.
0
0
0
3968
0,100'
1.0"
4083
115
204
4172
2.00
0,200'
234
4200
3.00
0,300'
Table 5. Effect of Radar Inaccuracy
(Ship 2 Heading
ccuracy)
(Ship 2 Heading
270")
0
1.60
1.30
i
critical
range,ft.
CONCLUSIONS
288
'IA
F,
Coordinated Maneuvers
It is appealing-to think that if
both endangered ships were in communication and co'ld thus coordinate their
maneuvers that collision would be
significantly reduced. The calculations
presented here do not bear this out.
The improvement in critical
range when
both ships execute the best maneuver
is not large compared to the case when
just one ship executes its
best
maneuver.
Further, if both ships
maneuver, it is possible that one will
execute a disastrous maneuver and the
calculations show that this will lead
to a doubling of the critical
range.
In other words, there is a lot more to
be lost by both ships maneuvering than
there is to be gained,
Radar Information.
The uncertainty in detecting the
exact nature of the collision situation
does not greatly affect the critical
range.
"Righ"t
urn Rule" .
"Right Turn Rule" has significant advantages.
In a collision
situation if the ships may not turn to
port and if the "burdened" ship is the
one facing the port side :f the other
ship then the possibility for a disastrous combination of maneuvers is
greatly reduced.
With such a rule it
would be possible to codify the
for instance,
requirements explicitly.
"end-on or nearly end-on" could safely
be interpreted as bearings less than
10".
For all
the removal
above
apply. The
would headings
rule other
burdnin
woldrul
aply
Theremval
of half of the possible maneuvers not
only easeL the master's choice but
does not substantially increase the
critical range.
L S"INCASShip Speed.
The study shows that if the two
ships are both travelling at the same
speed, the slower this speed, the
smaller the critical
range.
However,
an
require that
the slower speed
evasve bships
mneuvr
exeuteda
logerWorld
evasive maneuver be executed a longerTrn.
time before the impending collision.
BIBLIOGRAPHIC REFERENCES
Speed Commands.
-It appears that a commanded
increase in speed is more often than
not t-h-e- best strategy.
The increase19
in controllability with increases in
water velocity in the propeller race,
e
i
n
r7.
leads to this conclusion.
6.
Pansmith, Jack, "The Navigational on True Radar Plot for Collision
Prevention", Navigation, Journal of the
,p.33-4. of Navigation,
Institute
vol. 16, no. 4,
1969, pp. 333345.
Fast Ships
The calculations indicate that the
faster of the two ships involved will
be the last This
ship capable
of avoiding
be
result should
collsideredon. T y
resl shisoud be sCollisions
considered only for ships of the same
It would be an
size as studied here.
appropriate extension of this current
work to see if this conclusion also
to ships of different sizes
apistshpofdfeetszs
Optimum Commands.
The optimuim command is
the maximum command.
ACKNOWLEDGEMENT
"The
Sburdening
Sa
Scollision.
not always
1.
Christopher, Nicholas S.
"Marine Integrated Navigation Systems",
Navigation, Journal of the Institute
of
vol. 16, no. 4, 1969,
4191&,
pp. Naviyation,
2. Glen.
"Ship Collisions - What's
Being Done to Prevent Them", Ocean
6 no. 12
Dec.l1971
Industry vol.
pp. 19-37.
"
t
Aspec
ofrMerchant
chant Marine
Marine
of
Aspects
"Practical
Navigation", Navigation, Journal of the
Institute of Navigation, volfTrinaofth,
1968, pp.
1968, pp. 16-21.
4.
Chase, K. H., Tiblin, D. V.
Integrated Navigation and
Collision Avoidance System'!,Navigation,
Journal of the Institute of Naviqation,
vol. 18, no. 2, 1971, pp. 205214.
5
16,
Rudder Size.
It does not appear that moderate
increases in rudder size will lead to
large, changes in critical
range.
215-220.
289
no. 2, 1971,
"tion,
.8,
p.
H]
i~
290
DISCUSSION
"(a)
J.C. CARD
I wish to thank the organizers of the Symposium and
Professo, Webster for the opportunity to comment on this
paper aoout collisions. The topic is one of great concern to
those of us in the business of promoting maritime safety
and environmental protection. While I find Professor
Webster's paper thought provoking and I feel that he has
presented a method which could help evaluate the effects
of vessel design on collision situations, I think the paper is
weak in practical marine application. I do not agree with
some of the assumptions made or conclusions drawn. My
comments will be limited to the areas of "Rules of the
Road" and communications between vessels.
.
~ ~ ~~~~n
tdof texs anoathe accodnl,
~~
od)aeoeitl
~ with
~ the
~ impression
~ rn ~ elthat~ Ota ~ atSa(uesoph
Professor Webstersions
leaves
us
the International Regulations for the Prevention of Collishall assume
exists
sion
te Rad)areof
atSea(Rues fitte o nohel tothat
it does
exist and
act she
accordingly."
a situation
er such
the mariner in avoiding collisions and that there is little
The Rules
these
hope for improvingforc
1972 Rules will come into force on 1 January
heydo inep-The
owevr,presently
maRules.
inallares.
no beclea
not
be
clear
in
all
areas.
However,
they
do rep1976 provided 15 major maritime nations ratify the convenforce
may
by
an Internationally agreed upon set of regulations
resent
which ships can safely navigate when in proximity of other
ships. Without the Rules, or if they did not have the force
Professor
that corr
of law, safe navigation into and out of ports would be
between
ships Webster's
would notconclusion
reduce collisions
is munication
not supported
greatly impaired.
The Rules came into acceptance in 1895 and were
changed in 1948, 1960 and most recently in 1972. This
latest change took place at a special international conference of recognized experts in the maritime field. At the
ciheaded
conference consideration was given to the signicant changes
that have occurred in marine transportation since 1960 and
to the deficiencies in the 1960 Rules. The result of the
conference was an extensive rewrite of the Rules. The
opinion of those experts associated with the rewrite of thd
Rules is that they are substantially superior to the 1960had
s tim ll
perrto the:
Rules. Ptisatrthey areaso
SRules. Particular areas of improvement are:
a. Simplification of the individual rules which removed
extraneous information and moved detailed technical
t ananne.
nfomatin Te nw laguae ~
mioremeasiyounderstoo
a a y xThemariner thangthat
found in the present Rules.
b. Recognition
wsgiven t
l
,c.
-;
hi
esl r etitdi dresulted
Putting
to maneuver
to to
operational
constraints.
t n aa quantitative
q a ti t veevaluation
v l aio on
onthe
he effectiveness
f ec v n ssoff
w asdue
given
vessels restricted
inPu
~ability
~~~~~~~~Also
recognition
iong wecausgven tof veselsstricd ibridge-to-bridge radio telephone requirements is aot an easy
malsovere
maneuvering because of draft limitations,
task because of the complexity of the collision situation.
cviHowever,
several studies conducted for the Coast Guard put
Recognition of vessel maneuverability when deterthe effectiveness in reducing collisions no lower than 25%
mining safe speed.
and maybe as higL as 75%. In addition, the Great Lakes
and the Delaware Bay and River systems have had bridgeto-bridgecommunications in effect since 1954 and 1960
d. Incorporation of traffic separation schemes.
e. Clarification of old Rule 18 the "meeting situation."
The new Rule 14 "Head-on-Situation" is:
IV
S.D. SHARMA
The discusser considers this to be a paper of fundamental importance both for its underlying philosophy and the
results obtained. Within the framework of a "Special
Research Pool" a smill group at Hamburg and Hanover has
been working for some time on a similarly motivated project entitled "Safety of Ships against Collisions" as part of a
broader effort to rationalize and reconcile the concepts of
economy and safety in shipping and shipbuilding. If safety
is understood as the probability of avoiding the occurrence
of certain undesirable events in the life of a ship of given
physical properties in .mnessentially stochastic environment,
it becomes evident that absolute safety cannot be achieved.
In fact an optimum level of finite safety can be determined
either from considerations of economy, if only material
Ang a basic concept for their causes. Here we have found the
Author's "critical range" under which collision becomes unavoidable between ships at steady bearing quite useful. However, in the ultimate analysis only human error and machine
failure seem to be the true causes of collisions. Poor maneuverability and evwn instrument errors can be overcome, at
least in the open sea, by an alpropriate strategy of anticollision maneuvers. Thus collisions are caused not so much
by poor hardware as by a poor assessment of the true maneuverability by the ship's master. Hence significant gains will
accrue from a better training of the ship's command and
from improved software rather than from better ship design,
a somewhat disappointing result from the naval architect's
point of view!
Refegre
Krappinger, 0.: Die Kollisionsrate als Element des
Systemansatzes im Schiffbau. IfS-Bericht Nr. 289, Hamburg,
January 1972.
292
LI
AUTHOR'S REPLY
I
ii
4
I.
fr
II
~I
293
(Page 294 Blank)
'
OTHER
SESSION IV
Tuesday, June 25, 1974
2:00 P.M. -
Chairman:
5:10 P.M.
ADM A. Castera
Director, Paris Model Basin
France
297
Design Acceleration and Ship Motions For LNG Cargo Tanks ...........................
A.E. Baitis, S.L. Bales, and W.G. Meyers, NSRDC
Bethesda, Maryland
351
371
............
389
421
295
>
J. R. Pautting
Untveu6ity o6 CaLtioua
aeketeg, Catio&inia
P. V. Wood
Univex4ity od Cati oxia
Beketey, Calidorhia
ABSTRACT
Even though traditional empirical
methods have apparently baen successful
ininsuring adequate stability of conventional ships built in the past, it is
expected that the future will see more
rapid evolution in ship size, speed,
geometry, and performance requirements.
Some of the new, high performance ship
types may be expected to experience
motion, control, and even stability
problems when operating in severe seas
which are not susceptible to prediction
or remedy by traditional empirical
The more general goal of our
methods.
study, therefore, is to establish a
basis of understanding of phenomena
associated with the operation of ships
in severe seas and to relate these ship
behavior phenomena to the geometrical1
aid operational characteristics of the
ship.
INTRODUCTION
297
IV-1
!A
"
J
298
applicability
of the
of theTests
linear
ship range
motionof technique
(1I-1)
(
)
X
where D and R are the damping and
restoring moments respectively.
Let us
I
299
~, I
(11-2)
The equivalent linear damping coefficient, C , for this case has been
derived iy Blagoveshchensky and is
a7"
OCq
(11-6)
(11-3)
8 Cj
L 3no-q
where *a is the amplitude, and w the
This
frequency of the rolling motion.
expression is obtained by requiring
linear damping results in the
that the
same
dissipation of energy per cycle
of motion as the quadratic resisting
moment.
[14
(11-4)
We
C. be ofselected
suchshall
that require
the timethat
averige
the mean
square of the error term, E,will be a
minimum.
la!
(11-5)
r
adcoefficients
For
casetheof quadratic damping
this leads to the following expression
(II-7)
(11-a)
CE-C +3C a2 +15C U
1
By introducing equivalent linear forces
and momentb for the "exact" nonlinear
an
oetfrth"xc"nnler
is
300
noted
tt
4,
is sinusoidal
heave
case,
and is the
*given
by motion
y coo wt.
Equation
a
(11-10) then becomes
In
such an
d2
with changes in
where
6
aV
the
a,
(11-12)
C
I,/_w
(wqn
-C7T
- natural frequency in roll.
-;
+(6+CooOT)4.O
T!
(-
Scoefficier
at)WO
I+K # YooO
I X+1'L+
9/4,...
-(n/2)
,n-1,2,3...
starting from
Ssinusoidal
302
I,
1-
%.
tU
changes
that the wave induced stability
and resulting parametrically induced
"rollplay an important role in extreme
described
The examples just
the point that contemporary
illustrate
linear and nonlinear ship motion theory
can reveal many features of ship
behavior of interest to a study of
short of
capsizing, but it falls
aspects of the problem.
describing all
This suggests that experiments, conducted in conditions which are as
as possible, offer the best
realistic
study of
possibility for an initial
-he primary objective will
capsizing.
be to gain insight and ouderstanding of
A second purpose
the basic phenomena,
will be to gather some data upon which
to base conclusions and to be used as
calibration for a possible later
theoretical study.
As noted in the Introduction,
experiments utilizing radio-controlled
free running ship models have been
conducted several times in the past to
study aspects of ship behavior and
THE EXPERIMENTS
_
__
:.,,
303
so
A para[Hasselmann, et al (1973)].
meterized one-dimensional spectrum was
The spectrum
used to fit that data.
was given as the product of a PiersnnMoskowitz (1964) type spectrum with
parameters a and f.
On one occasion,
S PM
and a "peak
enhancement"
[_(f
y exp
whe for f
(l1-1)
factor:
2
)a/2o f1 2]
'
-m
(111-2)
w e for f >
zfispectral peak
changes in
(f 5 )
fetch and U1 0
o3
is the wind
using
u =0.076 x- 0.2All
(10122)
(111-3)
and
(JONSWAP) estimates of y, oa,
swhich
scatter but were assumed
-7showed much
blength
to be approximately 3.3, 0.07, and 0.05,
The fetch derived from
respectively.
Equation (III-3), given the spectral
peak f~l and the measured wind velocity
the
! L
characteristics, it is therefore
probably reasonable to interpolate
between consecutive measurements for an
estimate of intermediate sea conditions.
At a scale ratio of X=30, the two
buoy.
The peak direction and relative
narrowness agree very well with observation.
The narrowest peak corresponds
to a cosine spreading function raised
to the 6.8 power. Resolution appears
to be acceptable for wave lengths up
to an order of magnitude longer than
the average distance between gage pairs.
Resolution is not unlimited, however,
with four gages. The filter is only
able to resolve a pair of sine waves
unambiguously if they are separated by
at least 15 or more degrees in azimuth.
Since the spectral estimate is given
by the inverse of a trigonometric series,
there is a tendency to spread energy
into all directions. The amount of
spreading increases with a decrease in
frequency or the number of gages.
Spreading also increases with the
amplitude of the peak of the distribution with such a small array. Care
must therefore be taken in applying the
results.
Small amounts of spurious
energy, relative to the peak, going in
the wrong direction may show up in the
prediction of ship accelerations, for
example.
Improved resolution is possible
using9 a linear programming approach
[Oakley (1973)].
This technique
attempts to minimize the largest
deviation between the measured cross
to use.
The frequency-wavemaker
spectrum estimate is given by
S(k,f)=
t.(f)exp(-ik.X.~V
F,
j,1=
where
Nil (P]
k
K
=the
= wave number
(directional)
age air
beteen
= ditanc
etengaepi
itac
j-1 in an array of K gages.
Model Experiments
The experiments were conducted
using two models of the same length.
The first
was a medium speed, full form
hull (X-= 30 American Challenger Class)
of wood construction (Haddara, et al,
1971).
The second model repres tedj a
high speed, narrower hull form (X-55,
(Chou, et
Sealand-? Container Class).
was most fully
The latter
al 1973).
instrumented and will be described
below, but comparisons will be made on
the basis of a X =30 scale ratio,
CONDITION
17.12 ft
16.36 ft
23.125 in.
13.375 in.
7.000 in.
630 lb
Length Overall
Length Between Perpendiculars
Beam
Depth
Draft
Displacement
.535
.940
.669
Block Coeff.
Midship Section Coeff.
Water Plane Coeff.
S9.827
in.
0.113 in.
(.44%B)
0.102 in.
(1.
0.328 in.
(
0.554 in.
4.65 fps
(0.iopFn)
(0.240Fn)
6.00 fps
(0.298Fn)
7.45 fps
6ZR(Six Steps)
SPosition 2
C Position 4
U- Position 6
Speed Setting 1
Speed Setting 2
Speed Setting 3
yaw,
pitch, roll,
angles (gyros)
Sb.)
8.49 in.
814 lb
306
.570
.950
.719
9.796 in.
0.091 in.
0.090 m. ( .39%B)
0.272 in. (1.18%B)
(1.97%B)
0.453 in.
(.l8lFn)
4.53 fps
(.244Fn)
6.10 fps
(.303Fn)
7.58 fps
a.)
HEAVY
number of occasions was unable to recover for long periods and wallowed
in beam seas until a long lull
arrived,
The spectral analysis of these runs
generally show very lar-ge values at low
frequencies in the yaw and rudder
angles.
ingpricthe
one
oarsee decrease is presumably due o to the large
At the completion
of the day's
ing the onboard model tape recordertestwas
rudder deflections required to keep the
removed and the analog signal inspected
model on course in the following and
on a strip chart recorder.
The data
quartering seas.
A plot of the RMS
were digitized each week and the results
rudder deflections versus significant
preserved in both analog and digitel
wave height, speed, and headings showed
form.
a large amount of scatter.
This points
to the need for some further experiments
Many runs were too short to make
expressly to evaluate the speed decreeither a statistical
or spectral
ment due to rudder motions.
analysis meaningful.
Only runs over
seven minutes have been selected for
Motor RPM was not recorded due to
statistical
analysis, the majority being
channel limitations.
It was checked,
over ten minutes.
Many of these involve
however, and found to be sufficiently
rather violent motions, especially in
constant.
roll,
yaw, and rudder deflections.
These are necessary conditions for a
The heave and sway accelerometers
capsize to be likely, but this makes
(+1.0g) were adjusted
to have gains of
a comparison with a linear theory
approximately two-thirds of a g.
Subanalysis rather difficult,
sequent analysis suggests inadequate
resolution may be a problem in the low
SThe mean relative speed between the
seastates where the accelerations are
model and water was measured on numerous
only a small percentage of full scale
runs using a paddle wheel type speedoreadings.
The surge accelerometer
meter.
Figure
7
is a plot of the
(+0. 5 g) had a higher gain factor and is
mean speed versus significant wave
believed to have worked well.
height (interpolated to the time of the
run)
for the various headings.
The
Pitch and roll
angle measurements
measured speed is seen to decrease with
appear to be accurate.
Since full scale
increasing significant wave height, even
yaw range needs to be large, it should
in following seas.
If there were signibe remembered that very small yaw motions
ficant surge motions, the speedometer
are only a small percentage of the
would be expected to read a lower value
calibration figure.
due to the decrease relative velocity
between the model and water velocity on
Observations
the face of the wave.
Computations
All capsizes observed in the course
were made with a linear ship motions
of our experiments occurred in following
307
Sthe
iI
[
V
{cos
f
=
+
(k x
(k x
w t)
:1
t)}.
"
k I-+.k
2(k - k
1
N[x=O]
f(
2(
)1
309
Ali.:
q
IV.
W}
)Ucoax-(w -o
1
fe=((k +k )UcosX2
"8
1
which is
zero when
WI+W2
U08X =(k +k
1
As note
high spL_,
sufficien
ratio of
at forwarL
at any one
Strip
particularly good agreement.
theory requires the input wavelength
The
be of the order of the beam.
nglrfrteuetrd
solution is singular for the unrestored
e
in thearerighting
important variations above
not
discussed
curve since
arm
only linearized hydroincluded
statics are available.
U ov-+yIi(
+k)
1
t
U008X(k-k
(k I-k 2
U
SNo
been included in the following calculations. The linear predictions for yaw
have in general been low.
The lack of
a rudder is probably not too sexious
since the rudder-auto-pilot combination
acts as a course stabilizing device,
311
... .....
.....
..
. ..
. . ......
. . ..
...
.. . ..
Swave
*
.polation
..
i
TABLE II
CHARACTERISTICS OF THE
AMERICAN
DOMAIN SIMULATION
5
L, for
5
or
ordes
5.0
B,molded
75.0
Depth molded
to main deck
42.5
at side
Depth molded a
totoaid
main deck 33.5
46.5
33.5
Draft,fwd
19652.5
Speed52.7
27.7
Speed
Metacentric
Heights:
GM pos.1
GM pos.3
f8
ft
ft
248 ft
2.484
ft
ft
16.894 in.
ft
ft
ft
tons
t/s
ft/sec
18.484 in.
13.48
in.
13.318 inL.
1600 lbs
2.99 f/e
2.99 ftIsec
0.257 ft
0.558 ft
0.102 in.
0.222 in.
313
V.
II
Sthe
d
d- m u-
V-l)
!and
_d
(-)
d
where
t -tecoordinate
timeter,
F - force vector,
-
inertia
matrix,
Lnd
YG
s"
XG.
.r
{E}aV3
(V-3)d
Cf-
it cc a 0 Ov a + Ptsin 0
d XG
48
d ]d
below.
These angles are similar to the
ones given by Blagoveshchen.ky (1962),
the ones used by Euler.
but
The differ
angles from
are defined
as fol lows.,0
Consider the ship coordinates in a
position before rotation with the x,_y,
and a-axes parallel to the fixed x, y,
;-axes.
This is the orientation of
Gx y a in Figure
19.
Rotate the
triad about the y axis to the yaw angle
*. This positions the frame as Gx Y a
Next, rotate about the
in
the figure.
a -axis
to the pitch angle *J. The figure
shows the yawed and pitched orientation
as Gxy a 2 - The final rotation is about
the x-axis to the roll angle 0. The
orientation of the ship coordinates,
Gxya, is indicated in the figure.
The Eulerian angles *,
and O are
6
CV-5)
I
B
(V-7)
1I
ain
0
sinOe
coojeoo0
-sinOcos
V
(V-8)
CosOJ
(V-9)
then (quations
by
da
B
(V-10)
IaI
Sr
6 col
tsin
t os 0
(V-6)
re-
,~
Xx
-r
-
ra
815
z,
YY
- YX
sa
(V-11)
(y2
m'
2),
E M,' (a 2 + X2),
(V-12)
YY
and
I
zs
++ y2),
m'
rY
m'x y,
E M, X'z,
(V-13)
and
I
YZ
Z'Yz.
EM
(V-15)
where
the y coordinate of the surface,
TF
- I
IW
x IU,
and
(V-14)
N -
ni
(iki.
oo
is:
6,
-0ot)
where
A.
wave,
ai -
S7,
- initial
phase angle,
2!
wvnb
wave number,
-i
ki
816
the gravitational
acceleration,
the ship.
Each time the sectional
Froude-Krylov forces are computed by
integrating the pressure gradient over
a station of the ship, average values
of vertical, horizontal and "roll"
water velocities and accelerations are
The
also evaluated for the station.
"roll" velocity and acceleration comand second time
ponents are the first
derivatives of the slopes of constant
pressure lines in the plane of the
station.
The products of the average
velocities and accelerations with
appropriate coeffients yield twodimensionnl diffraction forces which
are added to the two-dimentional FroudeKrylov forces before the longitudinal
integrations are performed.
and
6. = the direction of the wave
t
propagation.
The wave pressure is
N
p(t4x,yJ2)
= -pqy
Pi(tX.Y,Z)
(V-16)
pge iY Iii
where
pg
The Froude-Kyrlov
force and moment
TheFrode-yrlv
frceandmomnt_
may be obtained by integrating the pressure over the entire wetted surface of
By applying Gauss' Theorem
the ship.
the force and moment are, given by
integrals of the pressure gradient over
The
the submerged volume of the ship.
components of the force and moment in
the ship coordinate system, Oxys, are
F
FY
ax dVrelative
f/f
Sdover
as
/f f
?' dV
- yaa)
(V-17)
dV
dV
dV
with realistic
y,
and z
slopes.
axes.
The integrals are taken over all
volume up to the instantaneous sea
surface within the envelope of the ship.
f(x)
317
(ki'n)]
where
V'
(pgy)
where
P'
wave
- vL -vlvIQ
as
of
cne each
equation
There
y, form
and z
(V-20) is for
of theif x,the
direction.. in the ship coordinate
system.
After the forces are computed
by equation
(V-"O)
they are resolved
into the Newtonian coordinate directions
x, g, and z for integration of the
linear romentum equation (V-15).
(V-19)
where
The position
of the ship's
by the center
linear
of gravity
is determined
d V
(V-21)
an d
and
Q
d
x =
(V-22)
,:
_d
dt
1-1
(M
(V-23)
x XIW]
..
seas are
and
_d
dt
shown in
Figures
22 through
30.
-Q
To initiate
rolling, the waves appreach the ship from the direction of
ten degrees to starboard of dead astern.
The amplitude of each component wave is
five feet making a twenty foot maximum
The first
wave height in the group.
simulation begins with the two wave
components in phase rt the position of
To decrease
the ships center of gravity.
the effect of starting transients caused
conditions, all
by the choice of initial
forces applied to the ship are multipled
by a ramp function which increases linearly with time from zero to one for the
Figure 21
60 seconds of the run.
first
shows the wave amplitude at the position
of the center of gravity of the ship.
The roll record is displayed in Figure
After about 120 seconds the rolling
22.
begins to take place at one half of the
As the
frequency of wave encounter.
wave amplitude builds, the rolling becomps erratic rollin, alternately with
the encounter frequen y and one half of
Figure 23 shows the
that frequence.
The ramp
pitch record for this run.
function used for startiug the simulation
ar
pitchthat
of the Note
the attenuation
caused
of the record.
the begining
the pitch angle gives good indication of
(V-21),
The vector equations
(V-23), and (V-24) form a
(V-22),
system of twelve simultaneous first
order ordinary differential equations
which may be integrated by standard
The current
numerical procedures.
version of the program uses a fifth-order
Adams type predictor-corrector algorithm
developed by Glauz (1960).
Example3 of Numerical Simulations
Several examples of motions simulated by the numerical time domain
These
integration are presented here.
computations were performed for the
American ChaZlengar class of cargo
ship for which a model was previously
Details
tested on San Francisco Bay.
of the experiments with this vessel are
given in the reports by Haddara, et al
al (1972).
(1971) and Paulling,
and its
of theat ve5;sel
Characteristics
displacement condition for the simu-
which and
are
these waves
slope
the wavethan
The pitch
shipforlength.
in Table
lations
VlongerII, located
gi
pen
atiohs are
aren given
The motion
at the end of Chapter IV.
calcula'ions were carried out at ship
example,
following seas,
shows The
the last
wave, roll andfor
pitch records in
Figures 27,28 and 29.
The initial
conditosaetesm
for the previous
tions are the same assfrtepeiu
roll angle
example except that an initial
..
319
.
.....
i!
S_
_ _~~ .~..a............. .
.. .. ..
VI.
CON,.US.fONS
In Summar
1. Linear ship motion can only
broadly outline areas of speed, heading,
and ship characteristics which may lead
to trouble.
The first
quartering example is
for a metacentric height of 0.257 ft
(GM position 2).
The wave record for
this run is shown in Figure 31.
The
starting ramp was 60 seconds in length,
and ended near the end of the first
wave group.
Roll and pitch records are
in Figures 32 and 33.
Atabout forty
seconds from the start
a wave crest comes
amidship and the vessel
takes a 14 degree roll
to port.
The next wave crest
comes amidships at about sixty seconds
and a starboard roll into the wave of
. degrees is reached.
The next roll
is 22 degrees to port just after the
next crest passes.
The ship rolls to
starboard as the waves begin to build
in the second wave group.
The mraximum
rtarboard roll of 23 degrees is reached
as the next crest moves away.
The roll
momentum imparted the ship by the i ncreaaed righting arm of the next trough
coming amidship together with the reduced
stability
in the crest that follows
causes the ship to capsize to port,
clearly
an example of low cycle resonance,
Figure 34 shows the last
two and a half
minutes of a model run corresponding to
the same speed, heading relative to the
The experiment
waves and GM condition.
also ended with a capsize to port caused
by low cycle resonance.
2.
Classical ship motion theor!'_s
which are augmented by some nonlinear
terms may reveal phenomena, not apparent
in results of linear theory, which may
lead to severe motion.
The ability
to
predict capsizing is still
not available
through such theories.
3.
The open water experiments
mentioned above yield great insight into
the mechanics of capsizing.
The phenomenon is a "rare event" in the
statistical
sense, however, and very
extensive experimental programs would be
required to adequately describe the
probability of capsize of just one ship
configuration.
4.
An important side benefit of
thes, experiments has been the development of methods of deducing the directional properties of wind generated waves
from measurements made by a sparse gage
array.
These measurements show that
good similarity exists between the wave
conditions in the model test
area and
full scale storm waves at sea.
320
5.
The knowledge gained in the
experiments has led to the development
of a time-domain numerical simulation
of the large amplitude motion of a ship
in following and quartering seas.
Records of severe motions including
capsizes have been computed by this
technique, and the computed motions
resemble, in general, the motions of
the model under similar sea conditions.
REFERENCES
Blagoveshchensky,S.N.,"Theory of Ship
Motions," Translation ed. by L. Landweber,
Dover, Vol.l,pp 140-143, 1962.
Capon,J.,"High-Resolution Frequency
Wave Number Spectrum Analysis," Proc.
IEEE, Vol.57, No.8, Aug. 1969.
Chou, S.J., et al, "Capsizing Experiments in San Francisco Bay -- Annual Report 1973," Dept. of Naval Architecture,
Univ. of Calif. Berkeley, June, 1973.
6.
The characteristics of wave
groups encountered by the model have
considerable influence on the tendency
to capsize.
Some of these characteristics are discussed here, and it is
expected that the statistical
nature
of wave groups is a fruitful
subject
for future study.
Stabil1952.
ACKNOWLEDGMENT
A large number of individuals have
participated in this project at various
stages.
Especial mention should be
made of the contributions of Dr.
Siqismund Kastner who brought much
valuable experience from Hamburg when
he joined the projei:ct in its
early
Several graduate ,Zudents.
stages.
especially Shian-Jiun Chou, Robert J. VanSlyke, and
Peter F. Zink. have assisted greatly, particularly in
the conducting of experiments and in processing of
experimental data. The patience and assistance of
Marylou Newby in typing the manuscript is also
greatfully acknowledged.
Sacramento,
Calif.,
May 12,
1960.
Kerwin,
J.E.,
"Notes on Rolling in
I
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I
DISCUSSION
C.M. LEE
L.L. MARTIN
349
'I5
AUTHOR'S REPLY
Lee and
'a
'.
2 .
850
E. 8Baiti
NSRIC
Maxytand
S.
L. Batea
NSR*C
Bgehezda,
20034
W. G.
MeyezA
NSRVC
Matgyaed
ABSTRACT
Sethe~da, Magetand
20034
20034
-1
The first
RT
=w
/m m
INTRODUCTION
design rules.
factor
w Sponse
i4
,
-4
K# m roll
radius of gyration
L - ship length
OELTEAlaska
B - maximum waterline beam
i si ent
CT - confidence
(wrd
(USCG)
aships,
wave spectrum
ST a ship exposure time to extreme
sea
351
PROCEDURE
10
b)
c)
Stage two consists of the determination uf the extreme seas on the different trade routes of interest in the deThe extreme accelerations are
sign.
zomputed by using a sLa representation
based on visual wave heights and periods
collected over a period of many years.
The extreme sea conditions are used to
compute the extreme cargo tank acceleraticns that may be expected over the life
The short-term Rayleigh
of the ship.
amplitude distribution is then used to
V
a!
WTI, fir -
Ig
"W7AS
.0
the longitudinal,
"
--
lateral,
.Now"
P.
WITW.AW,,WIFIAWNSAPAC, 4
SIAO_2.
,
1. ,,011
,
,N,,,:NOMAITPA,,Pofe
..
- ----
*Y404 F0132
TU~tALIIU
_______
".'n,
,*
6101,1,1
l"',*
ure
- D*V
(sP,
ou
882
jv
:.1,
j1
that the USCO bears the final responsibility for the selection of the design
values.
The extreme ship cargo accelerationi experienced in a ship's life
are
regarded as being significantly influenced by the operating procedures for
using
the Program
NSRDC Ship
Sea Ir-Load
NSRDC
(3] Motion
and the and
Computer
regular Sea Response Prediction Computer
x ".C.h.
&779
7w,(mou.0
O'
mthe
0.70 all
\tload,
iwo',
Program [4].
0...so
c:
......
t00G~
*'.which
'1
1ODALWVE
PRIOD.
,/
Strials.
ISECND$
flfwre
The use of the rms ship unit response surface presupposes that the ship
lb-
8582
70
-IN&
with
ulsaersl.frteUSGA
measured
results
for USS
SHIPGUAM
D
and full
scale model
results
for the
..50
LUMIS
11107,CORRLATIO
60
'50
(LPH-9).
-f
AERMAMUI4N
1967
CORRELATION
Pp .
CARWRGH
WCORRILATIOO
W~ .~ge.
4n
RX"M
.Mso
s0
l -- OBSERVED
13
II
MODELWAVEPERIOD.T. SECONDS
MY OP NISCAY
U.S. EUROPE
Extreme Seas
k*A=
kmV
TERSADI...
AIR-AI
1.
120[a
Webb [9].
The distribution of extrome
sea conditions for the trade route .n
AREA2
9 RA
OUTE
II 7
ASDRT
6i
WAS
COLECTEDTIN
1,940i
a LUND
IAT1W
T..3
Isos
3 which is
pendix B.
3,.
.-
COASTAL I*D.OrAN
,&k
"I#&ww,,
ao.
-.
;E
S
s s
O0AE
THER
TARRI
A n072
6
YEAR
Figure 3
assumed.
Neither
Sthe
,,,
,,
a fixed height/
figure
trates that only for modal wave periods
ranging from 14 to 16 seconds will the
height/period relationship indicated by
single-parameter Pierson-Moskowitz
spectra agree with observations.
__
NODAL
WAYSKNRIOO.,
tS.
7igure 2
follow, as expected,
.llus-
,,
CQ0110
S(.)=
27he significant wave height i F
2 should be 49.5 rather
than32.1 feet. (Hogben and Lumb). Accordingly, Figure la
(Stage 2), 1b, 3, and 6 should have values plotted at T, 11.3
seconds increased by a factor of 49.5/32.1 1.5.
w- exp [-B/w
(1)
where
83"
5356.7
1f4
(2)
:and
T/
the wave spectrum
(3
2w m_
- ( 6 .5
(5)
where
ftrade
WI S (,)dw
mi
(6)
v)
(13)
+ 0.
8 Tobs)
(9)
The procedure for the selection of
sea conditions, on the trade routes
specified by the USCO, the validity of
the Bretschneider spectral representation
for extreme seas, the variability in
extreuie seas due to the correlation uncertainties between observed and actual
wave heights, the variability in extreme
seas due to geography constraints of
routes, as well as the long-term
(18 years) variability in extreme seas
for the North Atlantic Trade Route are
all treated in Appendix B.
C
Confidence Level and Exposure Time
(4)
/ m
+ 0.32 Tobs
so that
2.5 m.
(12)
i dillt
ship
In oextrense
extreme
seas which
willthe
not
be motionse
exceeded at various levels of probability,
two elements are required.
The first is
the expected length of time that the
ship will be exposed to the seas, i.e.,
the ship exposure time; and the second
is the probebility distribution function
of the wave heights.
(w)I
meters (8)
and
TO - 6.58 + 0.448 Tobs seconds
(9)
FT
/0-83
(11)
365
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[2 Un n])
(15)
C
T
(16)
and
T
T
ahere
U
[2 tn
CT
(17)
for the extreme vplue, IT, having a probability a (where a is small) of being
exceeded, see Reference 16.
n is defined
as the number of observations.
It should
be noted that Ochi [16] extended this
concept to include the more realistic
case of wide-banded processes, i.e.,
< 0.9, where
2
NTI
CT=
T-3
Therefore,
[60
((A.-)(2
1)'4
]n
(20)
CCT
-
a-,w'x-'
Figure 4
-4
{2 Zn [(60)2
(1)
4]
(21)
,,'
XT -
CT a
(22)
(23)
motions in sttsial
nchanging sa,
syY
ihaa005(95pretlvl
say XT with ci
0.005 (99.5 percent level)
causes approximately a 24 percent increase
in predicted extreme accelerations.
The relative significance of various
i
levels in comparison to variations due
856
~
hree figures summarize the main
reu~s of this work. Figure 1 presents
the Iediction process in graphical form;
Figue 5 preosents the significance 0of
spat .al variations along the ship on predicted extreme responses; and Figure 6
presents a coiliparison between the predicted extreme accelerations for two
different selection strategies and the
OTIAC proposed rules of 1 October 1972.
r'
QSTANCL
Fir
1XITAMCt
Fell
I..
o
01
LAmMLACCELFATON
ACCLKNT
LONOIGAUOIN
2-4.
j. 01
FgrS.?ltV.riatift
in Vertical DIT.ttim.
OA
44-3
ACCIUMADON
CTDI
VtiIUAL ACCSLRlkTWM
1"0
m.IAN
MANWM04"
aM0.2
I
3I
IcomoupaL
k
Fi". A
ta
I"u
maccunNAIOLCUAIQ
Z,-*
O.
.....
.
I.
*.*4
1`
-01
Figure 5
Pg,,o
pon
er&
Q 0~
A
in Lo4iudsl
~C
40S
Diecio
-Variations
and2.0SenondSipsg10DreMolWvePid
4value
RESULI S
0
AP
#tion
I,"
ran
IUIMI ACCRIN,IOS 0. FR
be considered to be
____
....
"
\
"
Ji1P
fj
"
,
,_
___
Figure 6
N!
..
,,
these predictions, the captain will consider these storms as seas which significantly endanger his ship. As a consequence, it is expected that the tried
and true "head directly into the wind
and sea" will be followed.
It is similarly considered unlikely that the
visual estimate of the sea will be off
from the true predominant sea direction
by more than 30 degrees.
The "Most
Likely heading" strategy thus consists
of selecting the largest predicted
response for headings between 180 and
150 degrees at each modal wave period.
It should be noted at this time that
both surategies select the largest values
for a particular acceleration, such as
lateral or vertical, independently.
Thus, the longitudinal, lateral, and
vertical accelerations shown do not
correspond to the same identical heading.
In this connection, the realism introduced by the use of spreading function
for the waves is evident in the realism
diuplayed in the results.
Clearly,
extreme wind driven seas are not long
crested.
Unlike the unrealistic case of
long crested seas, longitudinal accelerations do not go to zero in beam seas,
It
in respDnse with modal wave period.
is evident that at modal periods somewhat
above 11 seconds, both strategies result
in essentially the samp extreme values,
Below 1I seconds the :sore realnetic
"Most Likely Heading" strategy results
in substantially jower predicted exapproximately 20 percent,
tremes, i.e.,
In
than the "Worst Heading" strategy.
general, the predicted extreme vertical
acceleraticns vary above and below the
The predicted
proposed CTIAC rule value.
extreme longitudinal accelerations are
much less sensit ve to the variations
in che extreme seas with modal period,
The agreement between both strategies
and the proposed CTIAC 2ule for longitudinal acceleration is very good.
S'dent.
.4..
This
discrei:icn of the owner/designer.
process should be preferred over the one
which specifies the design accelerations
by very simple rules which do not take
ship geometry or trade route into account.
speed limit'ing
to adopt a realistic
e-crategy In the determination of LNG
One such speed
cargFo tank design values.
.Imiting criterlon accually employed by
the operators of the present LNG tankers
POLAR ALASKA anA ARCTZ3 TOKYO [17) limits
speed by avoiding pitch angles In excess
rhis ts considered a volof 3 degrees.
Another
ur.xary speed liss criterion.
speed limitiag criterion considers cnly
the added drag (resistance) in extreme
seas.
This Is considered an involuntary
speed loss,
Although ideally a combfna';ion of veluntnr and involuntary sp,:ed
limiting 3riteria might be used, it is
considered that a more conservative ant
safe approach is to use only the involuntary speed loss.
This involuntary
speed loss due to the added drag in
waves is less than the voluntary speed
In addition,
reductions in extreme seas.
ACKNOWLEDGMENTS
The authors wish to express their
app: ;ctation to Mr Joseph 2. Ricci, Jr.
o: NSRDC, for his assistance in the cornputation of load response variations and
the validity checrs of two-parairuter
spectrum representation, an6 to ir.
Terrence Applebee and Mrs. Paula Thorn-zon,
both of NSRDC, for tleir
assistance in
preparation of the manuscript.
It
359
-I
17.
Department of Transportation,
USCO ltr OCMI, Marine Inspection Office
Alaska, Ser 5923 dated 30 Nov 1972 to
USCO (GMMT),
Washington, D.C.
18.
Dommershuijzen, R.J., "Seakeeing Model Experiments for a 120,000 m3
L.N.G. Tanker," Netherlands Ship Model
Basin, Wageningen, Holland, Report No.
70-351-ZT, 1972.
19.
Baitis, A.E. and Wermter, R.,
"A Summary of Oblique Sea Experiments
Conducted at the Naval Ship Research and
Development Center," Appendix 8 of the
Seakeeping Committee Report, 13th International Towing Tank Conference, 1972.
20.
Cragin, J.O., "Ship Response
Instrumentation Aboard the Container
Vessel SS Boston:
Results from Two
Operational Seasons in North Atlantic
Service," Report SSC-214, Ship Structure
Committee, 1970.
21.
Yamanouchi, Y. and Ogawa, A.,
"Statistical
Diagrams of the Winds and
Waves on the North Pacific Ocean," Ship
Research Institute, Tokyo, Japan, 1970.
22.
Report of 4th International
Ship Structures Congress-Committee 1,
"Environmental Conditions," 1970.
23.
Report of 2nd International
Ship Structures Congress-Committee 1,
"Environmental Conditions," 1964.
24.
"Wave Spectra Estimated from a
Stratified
Sample
of 323
Atlantic
Wave Records,"
Minut.as
of North
Meeting
No.
53 of The Society of Naval Architects
and Marine Engineers Panel H-7, November
1969.
REFERFNCES
2. Department of Transportation,
USCG ltr 73350 Ser 743S, dtd April 1972
to Department of Defense, NSRDC.
2.
"Rules and Regulations for Tank
Vessels - Subchapter D," Department of
Transportation. United States Coast Guard,
May 1, 1969.
3.
Salvesen, Nils et al., "Ship
Motions and Sea Loads," Transactions of
The Society of Naval Architects and
KMarine Engineers, Vol. 78, 1970, pp.
250-287.
4.
Meyers, William G. and Bales,
Susan Lee, "Manual-NSRDC Irregular Sea
Response Prediction Computer Program,"
NSRDC, Bethesda, Maryland, Report 4011
(in preparation).
5.
Estuary and Coastline Hydrodynamics, Edited by Arthur T. Ippen,
c6aw-Hill, Inc., 1966, "Wave Generation
by Wind, Deep and Shallow Water," (C.L.
Bretschneider), pp. 133-196.
6. CTIAC/LNG-LPG Group Proposed
Draft to 46-Code Federal Regulations
Part 38, 1 October 1972 Revision.
7.
Abrahamsen, Egil, "Recent Developments in the Practical Philosophy of
Ship Structural Design," The Society of
Naval Architects and Marine Engineers,
Sprin
Meeting, Montreal, Canada, 1967.
. Concepts
Mansour,in Alaa
"Probabilistic
Design
Ship E.,
Structural
Safety
and Reliability," Transactions of The
crsyof Naval Architects and Marine
,___Vol. 80, 1972, pp. 64-97.
Lewis, E.V., "Predicting Long9.
Term Distributions of Wave-Induced Bendiag Moment on Ship Hulls," The Society
Ai'PENDIX A
EVALUATION (VALIDITY) OF RESULTS
360
RESPONSE VARIATIONS
A pilot study has been conducted
to investigate the proc-dure outlined
in this paper.
The ship selected for
the pilot study is a large LNG tanker,
SHIP D.
Figure 7 shows the important
particulars of SHIP D.
The pilot study
included investigations into variations
of ship parameters which mig.ht affect
extremr
acceleration predictions as well
as investigatioits into the validity of
the computer programs used to predict
the ship responses.
Effect of Load Variation
Two types of load variations were
examined.
The first
considered changes
in roll radius of gyration, or effec-period; and the
tively the natural roll
second considered draft changes and the
related displacement change.
The effect
of roll on acceleration was obtained by
varying the roll radius of gyration, Kt,
by 10 percent of the base value (0.40
Beam).
These gyradli variations were
examined for a realistic
range of sea
conditions.
RMS accelerations were
computed for KX/B = 0.32, 0.36, 0.40,
a d 0.44, and are given in Table 1.
AAX
M DSAAT*
83t."
VETCAEOWK
~ ~
07
1T
LCO/LFNOTH
. ST.4
2lthough
.12O
AV#P
04.1FE E
W*$
1240SO. FEET
ILOPIOITUD.
Cr'
LOG
A.C"
CI
V
ESTOICP**
ics
LCI
wn0.FEET01
_02 PEET
17.89 FEET
CH/ISINGTH
ICF/IONOTHH
KE/1ElA#
METACENTER
EM
59.40 FEET
KN/HA.M
SCIONCOWP.
CR
X
COUPF.
PRSMCTIOC
SOHA.
FSATC
CX
C.0
AWP/[LMN
.124
"133
.441
~
T
LOADISODYPLAN
(FULL
.0
.$
..
*response
.*
20
:.
30
-2 34
so
,o
1.
STATIONSPACING.42.0 FETto
70
70
30
40DO4
20
10
Figue
FiFull
10
W0
40
30
artiulas
7Sip
o
Lohi
ad)claso
'06
Effect of Location
In o,7der to Ixamine the acceleration
variations that may be expected
when location is changed in the longitudinal, lateral, or vertical direction
......
-. 02
FT.OF MIDSHIPS
IA
is
SWS/J S
.99
SHIPD
COPTRP
P
.
1lT
WATIERPAFI
AREA
20
effect on
accelerations is shdfwn in Table 2.
rms roll increased up to0fr
the light draft condition, the largest
difference in rms acceleration due to
realistic draft changes dis 0.005 g's. It
.0
PRoLEO/HA
YOL~OH
ROLL
kA
09.2
'a~I~~
520.7 FEET
Poo
JIS.me
6.
AM
DE4AFA
P12
I
PITCHOYRADIUS
LINON4/6RAM
34.37 PERT
ILOPIGITIJ
o..LO..
SHP0(UL
FIT
0tance
SHP Dpoint,
SI
(FullLoad)Reference
:1.
Roll (Deg)
Sea
Condition
K.
.046
.046
.047
.045
.044
.044
.044
.061
.061
.061
.061
.041
.0)40.040
.056
.056
.001
.001
.001
.001
.001
.001
.001
.001
1.1 .0.001
.001
.001 1.056,.054
___
.001
23.9 12.24
.9
.4
.3
.2
23.8 13.9
2.7
2.0
1*.3
.8
3.7
12.8
11. 8
.........
.046
.050
.2
13.9
.048
.001
.2
L- 32_
.349
.001
.3
32,4
.049
.001
.3
7.3
I...
361
.401 .44
.32
.32
.44
___
.44
_.44
.40
.36'
.36 1.40
.321 .36'[.40
.36
23.8
F4 /B
A/B
.32
(P) (SEC)
___________
___________
.054
-
I=
TABLE 2 -EFFECT
OF DRAFT VARIATION ON ROOT MEAN SQUARE
ACCELERATIONS, SHIP D, POINT 1, 20 KNOTS,
LONG CRESTED SEAS
Codiio
Roll (Deg)
Head
Longitudinal Acc.
Beam
Lt
Full
Lt
Full
Lt
Full
Lt
Full
.001
.001
.046
.049
.020
.015
.056
.046
o011 .001
.001
.040
.044
.094
.090
.065
.061
. 001
.001
.036
.001
.001
Full
Lt
.2
.2
.001
3.0
.3
.o10
23.8 139
4.4
1.3
.013
.014
32.4
5.9
1.8
.017
.018
23.8
7.3
23.9
12.24
139
Beam
Full
Lt
_Lt
Head
Lt
Full
Full
(SEC)
_____
(ga)
Beam
Head
.001
_______________________________Displacement
Load
K&/B
GM/B
Draft (rFr)
Li ght
.44
.14
32.2
75159
Full
.40
.06
34.4
83667
(Ions)
W~
~Ot
I
P*
.1
0-1O
IAV .
PEOlE
O~S
1
P
OOVIY
PE
111l M1
.1
0*
.P
POWOE
::1
tin*~.
This experi-
PE
Ii
I- A~~0OEP40
Holland [18].
.1 ..."...A.Wageningen,
,,*I
I-A.
"~ship
"ogiven
Figure 7.
C..O
CPEOOO~f
*IPPP.0
.
C."
I.
~PI
Figure 8
*1
"--- ...
... -.......
il
lateral accelerations.
APPENDIX R~
REPRESENTATION AND VARIABILITY OF
EXTREME SEA CONDITIONS
SOURCES OF EXTREME SEA CONDITIONS
developed
""
-
''
WAVE
EREOJ5*Y,
-, ROO4AVWCO$OI.
Figure 9
WAVEFRQUElNCY.
R, D
OIANSISICOND
t i.... Im
.
Experimentel
-verification
for the
.1
were examined.
Figure 11 shows a conparison of the relative magn1 tudes of
longitudinal, iatezal, and vertical
-sh
WAVEFRIu.CY.
,0,
,,ANS/SCOND
Figure 10 - Comparison of Predicted (Theory) and Measured (Pxp.)
Responses in Regular Waves of SHIP D, Full Load
accelerations.
These accelerations were
all leferenced to the vertical accelera-.
tion. It should be noted that rather
large lateral accelerations were obtained.
Both measured and predicted lateral to
363
-,.-
'--- - '~.rC!-.-.,----
MSAMJ5,O
e4CTO
PS
2000
Sow
HEAD
ADVOCOASONOFML
It
BEAM
O oNGIP"N"t
1.0
0.5
10W
""MAISN
SI
HII
o120
40
40
WOTESI
I
70
90
|ATH 'SH
of
i.
20
?a N4
W1EATHERSI
SHIP HEADING
COFAlFASONCIFP
MEASUIAIAND FONDICIED
LAJEAt AND
VmWiCAL
ACCELERATION
MAGNITUDES/
Figure 11
61
-Comnparison
40
~40
30
30
WATHERSHIP
K
WFATHERSHI
E
20
-
20
10
30
30
20
40S
0L
sow
"I'j
N
-50
the Atlantic.
40
40
20
,
,o
20
A0/
.0
.
.
W4
Ru
Figure 12
364
,0
30
10
_.
20
Ii..
10
30
.. y
A.shaded
40
Figure 127.
observnaed
rmasuTrede
octea 1 dat
for thgue
designated
as Trade
Route
in Figure
12a.
The USCG
specified the areas
in
40
so
in
40
Of particular interest
been conducted.
was the joint compilation of wave heights
20
IM
.
. _
in
0l
Nor* Ped,
38
"
Truk Rmit d
d
(P4)
w
COND
flouts 1o
-,,;,=;
.
0.625 (iw)z,/3
;,,:, :
Longitudinal,
and
accelerations
were computed
in head
using
ship locations
beam seas at three
Dif-
The
ISSUIMI SEAS~dp~~.SNO
8tIPttIINIATflN Dr SIIKCSIO
PIOUII 533.SEITSCHI'WIOII
r
Figure 13
COMPAP14SON
OF
RESULTING
RESPONSE
OF
-
Extreme
PREDICTIONS
SCOMPARISON
FOR
SULLILOAP,
PEVITEO
Sea Conditions
1EASPECIRA
I
,
Joint wave
extreme
since far too little data
have been colheight/wave period
lected or located and reduced in a
suitable format for the North Pacific.
;It can only be concluded at his time
that more suitablY reduced oceanographic
data for the Pacific are required.
REPRESENTATION OF EXTREME
POINT
M
INDI I
(AT,
26 F-To.
["~~
20KNOTS
"
,ms a'.
.02
10.82
0.
)00
To
26.6 FT.
HEASEA
HEAD6
Ms4
SE
12.03 SEC.
SEAS
;,adequacy
Sof
PO T
POINT
37.7FT.
"
400 -
16.-31 SEC
To
..,.,
"-
05m"
a
>
.02
200
"
g0
0.5
1.0
to these
1.5
2.0
WAVE FREQUEICY,
w,
1.0
0.5
PADIANS/SECOHDS
0
1.5
2.0
Representaion
The effect of assuming a more real-
were examined to establish to some extent, the validity of the extreme accel-
zero in
Heights
'everal different wave height cor-
beam seas;
b) the short
iration is
following
seas than
eral acceleration;
c)
whereas
and
17
_
__
SVIobservations
".........
,I(.I,..
,. ,
....
SO.......
The visually
also shown in
. ,. ,
cft....
heights.
t.
It
is
...
N
._' .....
'
I ...
,-o-,.
,,,....
- .0,
..
..
.11
""'"voluntarily
WG
366
I."
than 10 feet,
it
is
(areas 4,
8,
12,
therefore,
be
15 and 9,
contain the
route.
The
question
the applicability
reported
sea of
conditions
extreme
of the
by Hogben and Lumb [10), for use in
lifetime extreme or design determination
mined
8.92
9.45
10.53
11.61
12.69
10.78
3.29
0.19
0.32
0.34
0.25
0,17
3.88
9.23
14.28
6.17
1.56
0,i9
14.86
15.94
17.02
18.10
19.19
0.12
0.10
0.05
0,A6
0.02
0,01
- 0.01
20.27
21- 35
22.43
23.53
24.57
25.65
26.73
27.81
28.89
32.13
_ 34.29
_ :
38.61
Totl
S*Less
*
*
*
*
*
*(22)
>1.
Toa
14.7-
15.5
>15.0
Total
13.3
14.1
15.1
16.0
*
*
10.2-
11.1 -
11.9
-112.9
9.7
10.6
11.5
12.5
4.-
S.63
2.84
0.04
0.20
1.19
3.11
4.02
3.15
0.02
0.08
0.35
0.82
1.28
1.54
0.01
0.03
0.13
0.26
0.33
0.46
0.01
0.05
0.09
3.09
0.15
0.21
0.M 2
0.05
0.04
0.01
0
1.29
0.71
0.36
0.27
0.03
0.03
1.95
1.28
0
1
0. -5
0.10
0,08
1.26
0.97
0.63
0.56
0.10
0.15
0.16
0.14
0.15
0.02
0,03
0.04
0.05
0.05
0.06
0,01
*
*
0.01
0.06
0.12
0.10
0.15
0.33
0.48
0.35
0.31
0.66
0.06
0.10
0.04
0.01
0.01
0.05
0.01
0.02
0.01
0.I0
0.05
0.04
0.03
0.14
0.05
0.06
0.04
0.08
0.03
0.04
0.04
0.04
0.01
0.02
0.02
0.01
*
*
*
*
*(3)
*(2)
*(1)
.9
1.
13.7-
137
9.2 -
0.11
0.,1
1.77
',.32
3.17
25.42
0,01
0.
0.01
0.02
*(2)
16.75
00
0. 02
0.04
*(2)
8(1)
.4
0.02
0.02
0.03
*(3)
*(3)
*(4)
0.01
*
0.02
*(1)
*
*
*
*
*'-
*
*
7.47
11.01
22.28
18.17
13.19
.95-9s
5.35
3.89
2.34
2.02
0.94
0*.
*
*
*
*
0.50
*
*
*
*
*
*
*
*
*
*
*
*
0.43
0.15
0.18
0.14
0.07
*(7)
0.05
0.12
*
D.01(45)
0.02
0.01
0.02
0.05
0.34
0.13
0.02
*(26)
*(1)
1.20
37
0.01
0.01
*
0.01
0.07
U.02
0.03
*
*
0.02
0.03
0.03
0.04
0.6
.0
0.12
[05
75
than 0. 01%
Number of observations listed for the highest wave height for each range of periods and for wave heights 19.9 feet
Total number of observations 373,952.
or greater.
367
DISCUSSION
EDWARD V. LEWIS
There are two approaches to tho probl" of predicting extreme ship responses
to ocean waves.
One is to developa
mathematical model covering the ship's
response to all sea conditions and hence
to obtain a cumulative distribution of
all responses.
The value to be exceeded
in the lifetime of the ship -- or of a
fleet of ships -- can then be read off.
The other approach is to deal only with
the extreme values of response, which are
presumably associated with the most severe wave conditions.
The first approach has advantages
in simplicity and easy full-scale
verification. The second -- which is used in
this paper -- is appealing because it is
not encumbered with a large quantity of
low-value data.
reasons:
siderably,
(a)
and (b)
a
order
to suitable
obtain a distribution
more reliablefunction
maximum inheight
for each period group.
A more ri orous
procedure should then be
to determine the ',ighest expected accelera-
data obtained by the Sea Use Council under MarAd sponsorship for Station Ppap
in the North Pacific.
This work sn-ouTd
help to fill
in some of our gaps in
knowledge of the Pacific Ocean.
:k.
A
4
2,
4."
D.L. FOIUSCM
The authors of
th beilcongratlaeforkkadtecieiarcmntdb
buicongatlock
tedevelopment
aoe th
theue
f o fthis
budeingn
ckl.
procedure for dete
amining sign cea
tionby
itdsentfjthod stagies aof withe
proeaduewiy
identify the stages of the poceduire n
will require further study and decisions by
369
AUTHOR'S REPLY
CT aMd (jw)i43 in our building block
approach to the prediction of design
accelerations.
and observa-
responses.
It has been concluded that results
bethconservative when exposare times
"i
greater than the ones for a single storm
are usad along with the associated assumption that a single Rayleigh distribution
is valid over this entire exposure time
Results
at a constant wave condition.
indicate that predictions of extreme
wave heights, and thus ship responses,
based on the above, assumptions may be as
much as 20 percert larger than values
that may he expected f,'m measuremerits
based on a large series of 1/2 hour wave
height me,,surements.
In raspoese to LCDR Folaom's questie regarding our opinion of the present
IAX and CTIAC ac:eleration combination
rule, le, me state that we have as yet
However, we are
not formed on opinion.
presently examining the validity of the
present aule by us ng predicted, correlated time histories of all three acceleration components, i.e., vertical,
lateral, and longi tudinal.
370
%'V,
I'
R. L. 8a4
Southweht
0. Fattim~en
Vet No'Ake V.titah
e6eakeh Tn4.titte
San Antonio, TexaA
061o,
ABSTRACT
NvAway
H. A. OLen
Pet Nouke Vektt4a
Oto,
No4~wY
371
.4,
(h P DESCARTES
b PY1HIAGORE
W
(P
Ri
.. a...4
JULES VERNE!'E
1KI(d)
F'
12D0O0OcumKVAERNER-MOSS SHIP
~1i)
(f) POLAR ALASKA
WITH FRE-STANDING
cu m SHIP TANKS
PROJECTED 1,W0,O00
OR MEMBRANE
ELn.)
g )EUCLIDES
Fig.
I LNG Carriers:
Smentally
Samplitude
S.
Ssloshing
(
I
space applications, both analytically and experi(Z). The nature of slosh loading in
these types of tat,ks and its prediction Is probtanks.
ably better understood than for prismatic
but analytical techniques fo.' p-eealcting large
sloshiag -re still not fully developed,
and such loads are extremely important in designing the tank support structure and internal
tank components. In addition, much of the
technology developed for space applications is not useful because emphasis was
placed on frequencies and total forces an they
relatc I to control system requirements and,
therefore, the effects of local peak impact
-V
372
t.l
1-
Insulating Box
Water Ballast
I
Tenon
Pin
Ins ulatlon
Insulation
BlhdI
Bulkheador
A
CARGO TANK
mfilled
or Liner
Hull
WooenRecorded
We
r=Frame
GAZ-TRANSPORT
MEMBRANE TANK
Plating
asank
DETAIL "A"
-Primary
Insulating
Box
Secondary
Barrier
,Primary
rier
SSln
In ulatin
i alig
Box
Fixed Tongue
On
Primary
Insulating
Fixed
Tongue
3Slidieam
Sheets
Welded
Box
DETAIL "B"
Fig. Za
Non-Freestanding (Membrane)
Tank Design
Polyurethane Foam
Tank Shell-were
Insulation
CARGO
TANK
9% Nickel I
Steel rank
Support Skirt
Tn
e.
Spray Shield
DETAIL "A"
-insulation
Water Ballast
Drip Tray
KVAERNER-MOSS
SPHERICAL TANK
Fig. 2b
"373
surface tension
EL
Es
AP
Po
Pv, where
P0
S,:
gravitational acceleration
liquid height
S1
Se
Xo
excitation amplitude
excitation period
liquid viscosity
liquid density
LF
2(L/f L
,
TY5
X
o
L ,
p(L/T)
EL
ti
Ta
T1
ry
9
5
PL (LIT)
F [
P
p(L/F7
gram is
AP
,
TO7
rs
,(LI77
-P(L/,
T010
S,
h
L,
(1)
Li
The first pi term represents a pressure coefficient (Euler number) which is a function of the
remaining pi terms. Pi terms 2 - 6 represent
Froude, Reynolds, Weber, Cauchy and cavitation number, respectively. Pi term 7 accounts
for wall elasticity with the remaining pi terms
accounting for geometric similitude.
In all model testing to date, only Froude
and geometric scaling have been considered important. Therefore, no attempt to simulate pi
terms 3 - 7 has been uwdertaken. Since for any
free surface condition Froude scaling is always
important, considering this pi term is a must.
The importance of the remaining terms is now
evaluated by comparing magnitudes of each
dimensionless group using typical model and
prototype values for the parameters. A sumof comparisons is given in Table I.
.
374
Tabie I.
Prototype - p
30
Length (meters)
1.0
Scale (Lm/Lp)
1/30
Liquid
1-120
LNG
1000
474
1.0
0. 139
0.01
0.00290
72.8
496*
Density - P (kg/m
Viscosity -L (CP)
Kinematic Viscosity
v (cmz/sec)
1700
1505
20.6 x 10
1.0
8.0
8.3 x 108
I x 10
Re
oL L3/Zgl1/Z/I
3. 1 x i0
Bo
0 CV/g
AP/
4.75 x 10-
(kg/cm )
o RL
1.7 x 109
8.4ix
1.35x 105
g L Z/a
og L/EL
Ca
13.8 x l09
0VL//
Re
106
101 x 10-6
15.3
65.7
10
viscous Effects
The viscosity of the fluid appears in the
z PV L / u
(3 )
Re
(4)
p L312gl IZ/,
Lr
P
375
ImV
vJ
LR-L
for
p
(5)
'e
S...
"--
,,
then
L_
L
(7)
tionality constant, K, assumes a maximum value of I at the stagnation point, but numerous
factors in actual situation result in K being
much smaller, usually on the order of 0. 1 to 1.
The final value of K is dependent on tlee relative
slope of the impact surface, the amount of gas
entrapped between the impacting liquid and sur_
P P
0m C m
Cavitation Effects
Since the vapor pressure of LNG is
approximately equal to the tank static pressure,
cavitation parameter, w6- has a value near
(6 PaLthe
(6)
zero. Model testing of HZO at P = I atm has a
much larger value of the cavitation parameter
"_
Compressibility Effects
"The Cauchy or T5 term accounts for the
compressibility of the liquid. After introducing Froude scaling, the Cauchy number is
given by
-E
L~
=
p
Wall Elasticity
Another potentially important parameter
modeling liquid sloshing is the rigidity of the
_in
liquid container.
'
terms can be neglected a,4 that the scaling prob1gm ntay be simrified. Ones the important
terms ^re established then the test can be performed to account for the important parameters
and allow data to be converted to full-scale.
Such testing in currently underway at SwRI and
DnV and some of the initial tent results are
presented herein.
0.3
Fa
.LP ,
pgl ,
Fig. 4
IWO
Background
The liquid motion inside a tank has an
infinite number of natural periods, but it is the
lowest mode that is most likely to be excited by
the motions of a ship, Studies have therefore
concentrated on investigating forced harmonic
EL
Geometry
0.,
.1.1
/LS
1,-
IQ
"0.
(8)
indicates,
Two-Dimensional
Tanks with Flow
two dimensional flow are
divided into two cases; shallow and non-shallow
liquid depbns. The shallow depth case is represented by h/b 0. Zwhere h is the still liquid
depth and b is the tank lengthinthediruction of
moion. The shallow depth case is characterized
by the formation of hydraulic jumps and traveling waves for excitation periods around the
877
-Y~~~~
..
..
natural period. OChthe other hand, in the nonshallow depth came large standing waves are
formed in the resonance frequency range,
The natural periods for any two-dimensional tank-shape can be determined by u~e of
a modified Frank close-fit method (7). This
method has been shown to give very good results
for tank shapes with trapezoidal cross sections
(8).
The method consists of finding a Green's
function G [X, Z; F(s), n(s), t) for the
problem and writing the velocity potential as
X
]The
0
Q(s) G [X, Z; '(),1n(s) t] ds
(9)
1(I-
(14)
(10)
en and van Wijngaarden (9) derived an analytical solution for forced harmonic roll oscillation
of small amplitude 6 and with frequency w near
the lowest resonance frequency. The case of
forced harmonic sway oscillation can easily be
obtained by letting the distance H between the
axis of roll and mean liquid level go to infinity
and 6 go to zero, so that 6 multiplied by H
approaches the fnrced sway amplitude. This
theory is based on the nonlinear "shallow liquid
theory" [Wehausenand Laitone (10', Stoker
]7
690
b-380
Fig. 5 Prismatic Tank Model for LNG
Slosh Studies
S(1W)
(13)
jump.
(12)
shown in Figure 5.
)l
11
(It)
<1
b
j
0 1
where n is the forced sway amplitude.
C2)_
378
"
joIDMxUDAlec MTAtPIFI
.oP|0
04
Fig. 8 Distribution (P. D. F.) of
Impact Pressure Peaks
Experimental values for the ton percent exceedance level of impact pressures as a
function of excitation period, are shown in
Fipureo 9 and 10 for excitation amplitudes
= 0.01 and 0.1. respectively, and Rhallow fill deptls of h/b = 0. 12. The pressures
are nondimensionalized by yb where y = Pg.
Several liquids (fresh water, 63% glycerol/water,
85% glycerol/water and reginol oil) were used
S/b
03
ItFU[NCEOFVISCOSITY
tOSYMSOLS
to
FRESHIY WATER ,
t
0.7
TST C - DOITION L
TRANSDUCR
JICMYCERLIWA11R
IOO(
'14' -. 0T0
OtNISOLID iTMOW0S.APPROACH
/SHtORT0 ROT
DS
iFROM
L
0.1
379
2.0
SAVE
Z?
ST~~g
2.4
TRATLIMG
SLOSH
2.6
T
TMII
//
in the exp3riments.
The excitation periods
were approached both by starting at high periods
and at low periods with no effect on the results
14.0.r
atSW~
lowEHWAE
(see Figure 9) which is contrary to theory for
the case of non-shallow liquid depth (Faltinsen (12)).
The test results show that the fre-
NonSLA
A'
FKsEI
WAS
OM,
SMnd
[
VA...IA..
12,0
"as%
10.0
2.0 -
TEST
C0011(W
hI,,,
,.Il
",.
~I~01
2.00'
1i-
TEoST
CONDITION.
0iS0.1?
-'s
f0
Fig. I I
WAVE
PROFILE:
2.o
2.4
SLOSHKNIrt.
2.1
T(w:)
HYORAULIC
JUMP
1.2
3.6
o
0
IAVILLINGSTANDINP
K YIy
TO SYMBOLS.
FRESH
WA TER ,ZC
0 85%GLYCEROL
IWA3R,it C
0. a
0 REGINOOL
aN00-c
,Ac
(aEINAGEN61
- 0.10
This is opposite
When
____
to
-n /b = 0. 1 all the liquids seem to give approximately the same rnaximum value for the 10%
exceedance limit. For a full scale ship with
tankbreadth b = 40 m, this maximum value
would correspond to a pressure of approximately 8 atmospheres, which is the same order of
magnitude as in ship slamming.
!: .
21S!.-'
$LOS"IPERIOD.
TI $aI
W-*0.1o
1.o-
"1.6
I NP
UIF
LI( W OFVISCOSI TY
LOCATIONOF4
PMESIJKTM3
TOSM%
KEY~
0 FRESH
WATER
.2eC
&I 0C02,YEMIWTR
0 4-5 CAYCEC*
IIN
Alt0, IfC
0 P!lka11 OIL
ofC
G0YtPaIWAIER.
C
,WC
KINO. Olt
X O YV-KCTANGULAR
TANK
I WVS
.,400IAND
VANIWAAROLOI
'
3.1
IWARA,PC
A 0SCULM
43
0
"
S0LSHFE0IO. 01Iw I
Fig.
12
impact
For n /b = 0.01 the maximum
pressure value for fresh water and 63% glycerol/
water is approximately 1/10 of the maximum
value for -n /b = 0. 1. But the maximum val-es
for 85% glycerol/water and reginol oil, for
/b
lb 0. 01, are approximately 1/20 of their
maximum values for 1 /b =0. 1. An explanation
might be due to differences in wave-forms be:ause of viscous effects. When 1 /b = 0. 1 the
rave or shock has maximum steepness for all
liquids. However, whea n /b r 0.01 the steepness is not large and appears to be influenced
~by
the viscosity of the fluid.
btvssyfhfiTheze
'
r.
*.~
AM
MAXIMUM WAVE
AMPLITUDE
with a high irequency and decrease., the mathematical solution vdill follow the upper branch.
There are obviousiy limitations (provided by
damping) on how large a response can be, and
in reality the solution will jump down from Y6
to Y7 ior some frequency a . Due to the potential flow assumptions in theltheory one cannot
predict CH. This kind of jump phenomena has
been observed in experiments. The jump fre.71 will depend on the excitation ampliThe higher the excitation amplitude, the
)ower the jump frequency, C 1, which wil
"always be lower than the natural frequency.
When h/b<O. 34 the response characteristics
are similar to a hard spring response. There-
Y6
Y3Y3
5
1Y2
I
,,
[
Fig. 13a
Jquency
i
Ytude.
~y~l
u( EX(
iTATION
FREQUENCY)
' l
0.7
0.6 -
0.5-
0.4 <max
b
0.3
T/T0
0
0.2
0.1
0.1
0.2
0.3
0.4
0.5
0.6
hlb
Fig.
381
..
Lo ..
.2.0
11MMNC
OF....
1.0
I tUI3, t 0VISv.osfY
2.0
TV;T C0AMITION,2,
0.01
0 USMYCEOLIWAEIR, CfC
sio-
MRO
0 L OIL
of.,
,pec
It
3.8
~0.1
~o~r
i
S_.uI
tc 0 I
SI
o_
oLEVEL
20.520
I ,
PRSSR TRNDC
1.4
113
__________
...
1.5
WSmPERIOD.
k
I ISK
W AV 'ILU:
0.2
J T'1NS
71
t-P,5
e->
,,____
1.?7.
__
1.6
WAVE
,ING
STA
h/b -- 1.
01 10
,./0.0.10
T 1.48 sec
0.70
-1.0
0.80
6.0I
,I
4.0
...
UR, IWATIe^0.C
- . ....
10.0
4.0 6.0
10 x P/yb
2.0
1.0
TRANSDUCEI
PRESSURE
3.0
0.40
0.50
0.0b
Fig.
1.0
%EXCE DA C
IPRESSURE,
dC
a 6I %GLYC[ROLIWATTR,
TEST
CiONglgc%.
_hlboS
V -0.10
0 PI
. arc
S0
T
__
01 --S.AWHI
SCoe.fficient
_ _ _ _II
Fe
WAVE
CAM MON.
4.0
01 1.2
Z
WAVEPWIL,
,.5
1:6
1 .n
.
SLOSH
PlOD,
TIs% I
STANDINGWAV
s5
s S"!V n inTheF:igmeasured
u r e s 17 anhorizontal
d 18 fo r ?i forces
/ b = 0. are
01an i
,/b = 0. 1, respectively. For 71/b = 0. 01
. 2
.......
O(T):exp(-(
rnction
1.l0 0. 85
.
)
MSTCOI!IM
,,.A.,
(15)
.iA
W
so
OFRESH
.#cC
oA3% WARAR
IwATR. dc
[3CE0
45%IMUICERWAkt.if c
,_LTNS
IO
014,-IaCTAIIAI
I
,I
.
"'J-mia.
,
E.-
K1100,TIM)
SLOW
Fig. 17
382
----
---
1.
~h.-..tA,~
A~k
<>,..SAA.,&
The most common LNG tank with threedimensional flow is the spherical tank.
InI C401,
m es.,s
For a
M
of which
the lateral
Rotsi a myucom~ponent
C
tional motion
of tlt is
liquid
occurs force.
readily so
awclAtirnr,
ofr
there is In general a forcti component normal
"IIM 00L
if
Abramson,
Chu
.------.
I.,
,-.suppress
The experi-
mental results show the Jump phenomena discussed earlier for rectangular tanks with nonshallow liquid depth. Further, the larger the
excitation amplitude, the larger the period of
maximum response.
1.4
used by Abramson, Chu and Kana (14) for vertical cylindrical tanks. The integration was performed over the actual wetted rurface of the
tank. As long as the wave does not hit the tank
top there is good agreement between theory and
experiment.
Howe',er, when T = 1.5 sec the
exporlment revealed wave impact on the tank
top and the theoretical soltlon is more than
twice the experimental vaLte. One reason for
t Id i =
e.0278, 0.
p5 and
r 0. 167 where d is
the diameter od the sphere.
Th/ maxi9u.n
still water depths were h/d = 0.ar89,p 0.5 nd
0.65.
Representative results are presented in
Figures 19 and ZO for the transverse and longitudinal force components. The swirling prevents
.,
I --
NEO-Y
EXPERIMENT
TRANSVERSE SWAY EXCITATION
AMPLo
aThI 11)
AID111d-0.161
d.
150
Three-Dimensional Flow
To determine the natural pcriods for
any three-dimensional tank, one may generalize the procedure used for two-dimentional
Faltinsen and Michelsen (15) have detanks.
veloped a computer program to compute added
mass and dawping coefficients for threedimensional bodins oscillating in a fluid. The
procedu~re which is a generalization of the
Frank close-fit method (7) for two-dimensional
-0d - 0.0)55
.
100
t. - 0. 0278
v0 - 002
soLINEAR
NATURALPERIO
4.0
3.0
Fig.
19
to
6.0
Direction
SHowever,
Moiseyev (13).
Abramson, Chu and Kana
have shown good agreement between theoretical
and experimental values of horizontal force for
small excitation amplitudes of a vertical cylinder using an extension of Hutton's method,
3N3
mr
r
es pon
suppressed.
m
u
se
se is
ex
pete
d whe
rling
'
FILLNGMIGHT, hId.O.30
(RAJtS"IRSE WAY AMPtlI101.,,
)id- 0.161
1d.- 0.039
-Iid,.0ttIS
model (scale I : 30), and the pressLres at corresponding locations measured. Extremely
high imp,~tt pressures were recorded at the
underside of the top wingtank. Generally it
was found that fewer impacts occurred in the
ti
,
1,similarly
100-
\\
SC
20
6
0IMENSIONLESS SLOSHPERIOD,
TN-97'
Spherical Tank Horizontal Force
in Longitudinal Direction
PRESSURE
(ATM)
86.0
h/b - 0.215
12
13.6
10.0
Random rolling
18
3.1
2.5
18 -
24
1.5
0 - 6
6
12
Table IT
SM
scale pressures exceeded corresponding highesi aressures measured on the model. How..
Mev.r,
ore recently (197 2) som e m easure-a
q u sFigure
i n o ZI
d taindicates
m
pl this
s ze perhaps is more
a question of data sample size.
:experiments
Besides
peak prerma
e
s the
tbcoemagnitude
magnitimportantof the
parameter.
sure, the width of duration of the pressure
pulse may becomre an important parameter.
A
pul
pressure
""water
--
Comparison of Model to
Prototype 0O0 Impact
Pressures
-
-
Tabu-
384
..
on
1.O
-1.e
-0.2111
0.010 F
0
t 104
0 KPaSCA IIATA
STA
0I`ITIj.
ga
AEROL 4100AITp*-9. 5 M
-2.0
I , i'
0.11L 0.4 0.6
10
Fig. ZI
2.0
4.0
6.0
1W0
J30O
IL
h iR,
0.4
Wingtank
0.2
GAUGE
h0U6AU
0.6
./."0'O
75
T RtT
/
0 -0 5O .W5
.1R
,,,,
S/
0
SAs
the average roll period TR and the (theoretinatural piriod of liquid motions (TO) has
In reading Figure 23. attentio.i
been used.
should be given to the fact that the change in
0cal)
0'
/T
P/
--
I-.-At0 -4
Finally it is admitted that the simulations made are by no meano complete. For
example, they include only one mode of motion
1.0
00.5
of a reso-
0.
TIME, AUtmsK)
Fig. 22
"IMPACT
PRiSSURE, ( atm I
0\
10
2|
AIMS..d
P-AtO
- 10
- Ms.Z.RqR
Mi
ROLL
t 10 dq i 3S-?0qd .
l OdlL,.S'
Fig.
I
,.lT
ROLL
PRANDIN
FULL
SCALE MEASUREMENTS,
MESSURES RECORDED AT
1MERSIK OFTOP WINGTANK
0.2
adopted,
O,
2.ImT
(rolling) which for the present case was believed to govern the response to be studied.
386
DESIGN IMPLICATIONS
General
DMENSIONS
L- 20m
d- 40M
CO.0.7
WAVE
APPEARED
T: AVERAGE
OFSEASPECTRUM T'-9$
PERIOD
1 7s
T-5s~
10
12
I<
16
18
T{so)
Fig. 24a
STANK
DIME.NSIONS
F
-b40m
.M
blb.204
._._____O____
10
8
6
be relevant:
i",
slostooccu
prblem ca
be
-.
the
Therefore,
chiveddepths
detrs
geomretry.
386
e.g.,
'8___.___
18
T(sec)
16
,,1
14
12
designth designloa
estatinhes
the
In estimating
these loads
V.
S.
T.
K.
M.
Tank Geometry
The cver-all geometry of a tank will be
selected primarily on other criteria than the
prevention of liquid slosh. However, it may
well be advantageous to adjust tank shape and
dimensions to improve tank characteristics
with respect to slosh prevention, at least in
some range of fill depth. This will normally
mean designing for high natural slosh frequencies. Locally, the tank boundary should, if
practicable, be designed with curved surfaces
in order to prevent structural damages in areas
where liquid impacts may be expected.
Hernandez
Hyden
Hysing
Rygg Johnsen
Sissung
REFERENCES
1.
Bailey, M. S., Repirt prepared
for the U. S. Maritime Administration, National Maritime Research Center-Galveston, Dec.
1972.
2.
Abramson, H. N., The Dynamic
Behavior of Liquids in Moving Containers,
NASA SP-106, 1966.
Olsen, Harald, "Slack LNG Tank
3.
Study--3-Dimensional Model Liquid Responses
Caused by Surge and Pitch motione, "1 Det norske
Veritas Report No. 71-35-0, May 1971.
4.
Bureau Veritas Technical Note BM. 1
at 27 Gas-Tra,'s'ort Study (Confidential Report).
5.
Bass, R. L. , III, "Liquid Impact
Loads in LNG Carriers, " Tech. Report No. 1,
Aug. 1972, Ei Paso Natural Gas Company,
Southwest Research Institute.
b.
Gerlach, C. R. and Astlef, rd, W.J.,
"Investigation of Water Impact of Blunt Bodies,
Final Report, Contract N.o. N00014-67-C-0213,
SwRI Project No. 02-2036, Southwest Research
Institute, Dec. 1970.
7.
Frank, W., "Oscillation c. Cylinders
In or Below the Free Surface of Deep Fluids,"
U. S. Naval Ship R&D Center Report 2357,
1967, Washington, D.C.
8.
Aalen, A.S. and Olsen, H. , "Natural Frequencies of Liquid Motion in Tanks oi
Different Shapes, " Report No. 72-16-S, 1972,
Det norske Veritas.
9.
Verhagen, J. H. G., and Van
Wijngaarden, L. , "Nonlinear Oscillations of
Fluid in a Container,' Journal of Fluid Mechanics, Vol. 22, Part 4, 1965.
10. Wehausen, J. V. and Laitone, E.V.,
"Surface Waves," Article in Encyclopedia of
(ed. S. Fliigge), Vol. IX, Berlin:
Springer-Verlag, 1960, p. 446.
11. Stoker, J. J. , Water Waves, New
York: Interscience, 1957.
12. Faltinsen, 0., "A Nonlinear Theory
oi Sloshing in Rectangular Tanks, " accepted
for publication in Journal of Ship Research.
13. Moiseyev, N. N,, "On the Theory
of Nonlinear Vibrations of a Liquid of Finite
Volume," Appl. Math. Mech. (PMM), Vol. 22,
No. 5, 1958.
14. Abramson, H. N., Chu, W. H.,
and Kana, D. D., "Some Studies of Nonlintar
Lateral Sloshing in Rigid Containers, " Journal
of Applied Mechanics, Vol. 33, No. 4, Dec. 1966,
"387
pp. 777-784.
15. Falineen, 0. and Miche'sen, F.,
"Motions of Large Structures in Waves at
Zero Froude Number," Presented at the International Symposium on the Dynamics of Marine
Vehicles and Structures in Waves, University
College London, April 1974.
16. Hutton, R. E., "An Investigation
of Resonant, Nonlinear, Nonplanar Free Surface Oscillations of a Fluid," NASA TN D-1870,
31963.
Ii
fr
a,
~388
ABSTRACT
The nonlinear behavior of an aircushion vehicle (ACV) during coupled
heave and pitch motion over a sinusoidal
The vehicle is of the
wave is studied.
plenum-chamber type with a transverse
stability skirt, which greatly contributes to the nonlinearity of the response.
Nonlinearity also results from the contact of the flexible skirt with the water
Linearized potential flow
surface.
theory is used to compute the elevation
o0 the free surface induced by the pressure distribution under the air cushion.
The air flow is considered to be incompressible.
Numerical computations were made for
the craft response in regular head seas.
The compliance of the water is found to
increasc the damping of the heave motion
and it greatly modifies the effective
However, as the motion
mass of the ACV.
is strongly damped, the heave amplitude
is only increased by up to 1-en percent
when the effect of the wate.r is considerOn the other hand, it increases the
ed.
pitch motion by as much as one third, and
is therefore an important feature of ACV
motion.
NOMENCLATURE
A = discharge area
Subscripts
a = air
C
e
P
g
c = out-of-phase
d = discharge
= coefficient
= skirt hem clearance
e = escape
f = fan
= acceleration of gravity
g = center of gravity
h = height
h =
i =
k =
max=
min=
rms=
horizontal
inlet
skirt
maximum
minimum
root mean square
r = craft
w = mass of craft
M = moment
"t =
(cosine) component
time
389
,7"
Superscripts
average
INTRODUCTION
about 0.25.
Some results were also given for a craft fitted with finger skirts.
These indicated a higher damping ratio
(of the order of 0.75) compared to the
annular-jet-skirt
case.
Thus the craft
motion was measurably
improved
y the
fitting of finger skirts.
Jones also
noted that the unit response was less in
higher waves, and that this would be a
measure of the nonlinearity in the system.
Previous Work
p
ntal Results.
The motion
of an air-cushion vehicie (ACV) was studied by Swaan and Wahab [1].
They conducted towing-tank tests on a peripheraljet model and tested it both with, and
without, flexible skirts.
The model was
run in regular waves of various direction.
The curves which displayed craft heave
and pitch response as a function of forward speed (for a particular wavelength)
were fairly flat indicating a high level
of damping.
Results were also presented
for waveheights varying up to about one
tenth of the craft length, and these indicated some nonlinearity in that the
response was not proportional to the
height of the waves,
Dyne [2] restricted his model tests
(also on a peripheral-jet craft) to regular head seas.
The air cushion was compartmented into six sectiond.
The model
was excited on a flat surface and the
stiffness and damping factors were measured and found to be in agreement with
his theory.
From these rebults, a prediction for the motion over a regular
wavy surface was made, using a linear
theory.
Van den Brug and Van Staveren [3,4]
also perforned model tests on an essentially plenum-chamber design.
Forced
oscillation tests in heave, pitch and
roll above ground without forward velocity, and above water with forward velocity were carried out with a view to determine the coefficients in the linearized
equations oi motion.
The manner in which
these coefficients vary with forward speed
and encounter frequency was displayed
graphically.
In particular, the added
mass of the water was found to be negative - in sharp contradistinction to a
ship, where it is positive, and of the
order of the ship mass.
A method of "equivalent linearization" was suggested by Murthy [5] for the
determination of the response spectrum
of an ACV travelling in an irregular windgenerated seaway.
He gave an example of
the technique which requires a knowledge
of the craft response to a regular wave.
The practical operation of ACVs in
realistic waves has been entirely due to
the development of the flexible skirt,
oad a review of the history of this work
war given by Jones [6].
Jones quoted
model tests on a skirted annular-jet craft
which indicated that the damping ratio in
heave was approximately 0.5, and for the
pitch moti'rn was somewhat lower, being
Theoretical Work.
In the theoretical field, Lin [7] computed the dynamic
heave and pitch behavior of an unskirted
annular-jet craft fitted with a transverse
stability jet.
The equations of motion
were linearized.
Comparisons were made
with model tests and good agreement was
found, particularly as the natural frequencies and general magnitudes of the
pitch and heave response were well predicted.
The spring constants for both
the static and dynamic cases for a peripheral-jet ACV executing a simple heaving motion were calculated by Ozawa [8],
and then used to predict the linear heave
motion due to a sinusoidal input.
Hogben [9], in his review of the
behavior of ACVs over water, also gave
the basic theories for simple heave motion,
and linearized these for both annular-jet
and plenum-chamber craft.
In addition,
he covered various empirical approaches
in his article.
The heaving response of an ACV moving over regular waves was studied by
Reynolds [10], and later extended to include pitching by Reynolds, West and
Brooks [11].
The vehicle considered is
shown in Fig. 1.
In both cases the
equations of motion were linearized.
In the latter paper, the plenum-chamber
vehicle considered had a single lift
fan
feeding an intermediate chamber (corresponding to the ducting and flexible supply
bag utilized by many ACVs).
The air was
then fed to the fore and aft compartments
of the cushion, which had a transverse
stability skirt.
The incompressible
Bernoulli equation and the usual equations of continuity were used in this analysis, and the coupled heave and pitch
motion for a particular vehicle was computed as a function of the ratio of craft
length to wavelength.
One aspect of the problem which renders this linearization questionable is
that the daylight clearance under the
skirt is usually quite small, so that
skirt contact and deflection occur in
most situations, and this is ignored as pointed out by Reynolds et alia.
This would be a very strong nonlinear
effect.
A second point of concern is
related to the crossflow under the transverse stability skirt.
The pressure
drop across the skirt is proportional to
the square of the flow and has the same
sign.
Consequently, the linearization
process is only valid, if there is a
crossflow in the equilibrium condition,
and if the changes during motion are
a/at
390
...
a constant value
.L
.arity),
but the unit pitch response became unbounded (thus indicating nonlinearity).
Yamamoto (13] studied nonlinear
pure heaving motion of a plenum-chamber
ACV, including the effect of air compressibility.
A ..
"a1
Other workers
C~ornressibilit
who have considered the compressibility
of air for simple heaving motion include
Leatherwood, Dixon and Stephens (14],
[15], Leatherwood [16' and Genin,
All of these
Ginsberg and Ting (17].
employed linearized equations, which
would be valid, since their main interest
lies in the application to high-speed
tracked ACVs and no contact with the
Incidenttrack will then be permitted.
ally,
all
of
these
reports
except
last, while assuming the air withinthethe
cushion obeys the polytropic process,
the ncompressibe Bernoulli equatfor the disc-arge of the
Sioncushion air
_Guienne
Xg
Z
hk
02 fp,
(a suggestit,. of line-
0.2used
to atmospheric conditions.
Fig- 1. General
Layout of
Notation
Datum
- w--
Croft
and
on a model ACV,
These objections to
Nonlinearity.
linearized theory were considered recently by Doctors [12], who used the various
nonlinear equations describing the air
He also took into account the
flow.
effect of skirt contact with the wave
This was found to be of major
surface.
importance, since the usual air clearance
under the skirt is a fraction of both the
encountered waveheights and the skirt
The equations were solved iterdepth.
atively.
It was found that both the heave
and pitch response per unit waveheight
at low frequencies %ere essentially independent of waveheight, and the harmonic
However,
content of the motion was low.
at higher frequencies, the unit response
was a strong function of wavehaight, being either an increasing, or a decreasing
function, depending on the craft speed,
Only cases in
skirt configuration, etc.
which the equilibrium cross flow was zero
The calculations showwere considered.
ed that for asymptotically snqall waveheights, the unit heave response approached
3911
In fact, the
small compared to it.
equilibrium crossflow itself is usually
very small in practice (the equilibrium
pressures in the fore and aft compartHence
ments are virtually identical).
the changes in crossflow during the heave
and pitch cycle swamp it entirely, so
that this physical mechanism is essentially nonlinear to the first order.
The effect
Hydrodynamic Influence.
of the ACV on the water can be most logically represented by a pressure distriIf
bution acting on the free surface.
we consider periodic coupled heave and
pitch motion of angular speed w, over
regular waves, then this pressure can be
Furdecomposed into a Fourlr series.
thermore, if one linea: izes the hydrodynamic aspect of the problem, it is only
necessary to consider the effect of a
pressure patch with a simple-harmonic
This problem is
timewise variation.
very simi"ar to that for the disturbance
created by an oscillating point source,
studied by Brard [22,23], Haski~d [24],
Hanaoka [25], Sretenskii [26], Eggers
[27], Becker [28,29] and Wehausen and
These all pointed out the
Laitone [30].
singularity in the solution for the flow
when the parameter Xo = 40c/g = 1, where
a is the radian frequency of the source,
c its speed of translation and g is
As a
the acceleration due to gravity.
consequence, the damping of a ship, for
example, also changes markedly at this
point, as pointed out by Havelock [31]
and Newman [32].
The problem of the oscillating pressure appears to have been examined in two
Kaplan [33] and Wu
dimensions only.
[34] considered the forward motion of
twodimensional oscillatury pressure disDebnath
tributions over deep water.
'
L
0.
(4)
I
The combined free-surface condition is
obtained from Eqs (2) and (3) by eliminating 4:
0,
c,
C4 x +
z +
+ I' (ot - Cox) = (CPx - pt)/P on z-0. (5)
to a captured
t+
Present Work
This paper is directed at computing
the effect of the compliance of the water
surface - as opposed to a solid one - on
the coupled heave and pitch motion of an
ACV.
We shall assume the water to be1
inviscid and incompressible so that the
potential function, o , may be used.
First the problem of a travelling
oscillating pressure distribution will
be solved.
This is just a generalization to three dimensions of the results
From the resulting
given by Wu (34].
free-surface elevation, the added mass,
damping and spring constant due to the
water may be found.
Then these resalts will be applied
to a rectangular ACV, and its response
over a sinusoidal wave will be det-:rmined.
These results will be compared to
those in a previous paper by the writer
[12], in which the hydrodynamic effect
was neglected.
Cxt
#(w,u;z,t) =-jj
.exp[-i(wx+uy)]dx dy
(6)
and
o(x,y,z,t)
.exp[i(wx+uy)]dw du
Here w and u are the longitudinal and
transverse wavenumbers and are. related to
the circular wavenumber k and the wave
angle e by
w = k cose
u = k sin 0
(7)
HYDRODYNAMIC REPRESENTATION
and
,,
+ oyy + ozz = 0,
2cw
oz=0 + p/p + gC
+ A(gk
c2w 2
icw)
+ p(A-icwA)
(icwcos at + a sinat),
(9)
i
+
s
where P is the Fourier transform of .
This may be simplified by the substitution
A
X exp[iws(t)],
(10)
(1)
0.
(8)
]1j~
+ gk X
D0
"exp[-iws(t)].
is then
in
which A satisfies
free-surfac.
condition the
(5): transformed
Lzlz~~~o
and (4)
@ = A(w,u;t)"ckz
D (w,u;z,t)
(3)
L(x)
X exp(-qt) dt.
(ii}
392
(q
+ pq + gk) L(X)
L{exp(-iwct)
A<
"exp[(-p + Xig-k + iwc) (t
)]
dt
k3
0r
t
T= T 'P'w- 4pi to) " 0 exp[mioar
L,m=l
r)] d.L>
exp(miot)
(p
!)
kg) x
Fig. 2.
d]
p+
FCr large values of
t,
one is
Path
of
Integration
k Plane
4.
L
f'
ads'
dO
and
dk
where
[I
rl
'e+ 1
"(i"
and
+ e~tL
where
01
el)t+ 1
W4?
cw
"and
"The i
w=
"ion is
required as
cw +
ig+
k3 = 1 kosec'0 11
k0
g/c
T
+
,rl/
-
= 4 c.
1)2
X-)-2
(14)
(15)
0Ac
0 cos
1A,(7
0,,
(16)
csi
Cos
(13)
a + ip
(1/ +-
(12)
:i
(7
be deformed.
g
oThe
The integration t'f the peak pressure,
p(x',y')
is taken over the surface on
which it acts, namely S'.
Finally, the limit of this expressions of the four poles in the
If
X0 > 1, then for part of the 0
integration, namely 0 < 6 < 61, where
ii
S3
0.
ki = 1 kosec 2
(6):
1671ip
Fig. 2, as
pi
fore given by
exp(miot),
Zm=+l
in the
left
r.
exp[(icw-P+1iVg k)t]
i~=l4ip79KXk
mm
consequence of this path selection is that the integrals of the expressions containing the exp(iWot), exp(iWzt),
etc. factors contribute nothing in the
limit as t
.
Thus
The locat-
inte393
'mom
!If
-
*(xfyrzft)
Jf.
16TrZiP
dSu
dO
Tr
dk
+ kz].
Jdk.
Pe
k2]
tk-k2LR--VR
k3
kwise
R - 4 [W
in the
plane.
(19)
and
in Eq.(21)
3-
We make
and
Pc = Qe ' 00 = 0
(20)
where
dO
cosrn
Cos at + Cs
Cs sinOt,
sin(wx)
=c
(xy)
cos
(The subscripts on
(23)
=J
e-it
sin(Uy) dS
0o
+
2
) cos(uy)
sin(WX)
and
dk
(22
P0
SPe
Tr
,eiat(
cos
o,
-
sec 2 O dO
UO) dO,
Free-Surface Response
+ k2
dk kU"
f(z)
si
t + z dt
(25)
.-
_k
k7
,L--X -k"
'' i T12
-
"'-X.k-k
Vi
k2 V2)
and
dO -
The results for the in-phase and out-ofphase components of the free-surface
elevation are
7/2
-(k,
kU)dO
UU, d
1]/ -s9
(cont.)
se
Jsec 0 cosec 3.
+ 4 __cosec
g
,~ "
2 )1 +
(cont.)
394r
4P
4Tr
g ,m,n i
n -[yv 11-g2-ri-1f15t2+9'VTr(Si-S
-12
TMP._
20
-~~~
c
(21)
a 1r2 pg0
dt .:
L 0
Cos
1
=
-and,.
and g(z)
ik
p.,
A7
-A
V3
A3
As
etc.,
firki , f2 = firkl,
=
f
gi glrkil, etc.,
ci = cosirkil, etc.,
(27)
- sinirkil, etc.,
and
v - sgn(r),
where r - (a + x) cos 0 + ,(b + my) sin e.
The underlined terms in Eq. (26) should
be omitted for 0 < 0,, as given by
Eq. (17).
The case of a nonvarying pressure
distribution, corresponding to a + 0,
may be recovered from Eq. (26).
We use
the fact that
V2
A,
V,
n/2
=--.P--_
[ sec 0 cosec 02pg t,m,n=l0Voue
n[-glrkoseC 2 0j+ff(l-iv, sin rkosec
1
Lcsc0
2w~pg ,m,n=i
and
Jm
11]
inrk~s:28
dO,
where
A+c
(30)
(31)
sin ot,
ff/2
2AT
2Popg
sec
, ,=
CoSe,_. a.
11+
-d
1
+
n(ci/ki
IhC3-fc-ir/2
cz/k2)1
-/2___
_c___
k
+7(3k
*, -
AcOS Ot + A
P=
and
The
areas
(for
both
result
for
these
three
sides) is
0.
fsgn(z) flzldz
Areas
(29)
Sas
for Escape
7T/2and
Fig. 3. Notation
4k)
and
A
(32)
=
Cs
i22
.P
sec 2 cosecO0
27Tpg i,,n i f
i0
FL+
kI
1k
L+x
+ vin(s,/kl-
gizj + lnlzIJ(cont.)
sB
2 /k)
1
;
395
1f
r3
9+L4-Vs4
+ n(cs/k
-vir(ss/k3 + s4/k])
in which M, - Irkil,
and r is given by Eq.
dO
Li = lnlrkil, L2 - inirkal,
as wel l. as tnat given in Eq.
the changes:
my - b,
(34)
F i
Tsi-gi-Li-IMi
k,
k22
+
82/k?)
-Trs3-9-L3-2M3
Ws4-g4-L4-2M4
k?
k4'
+
+ /k~)
vs/k
1r2
29_[[
+-
d@Results
'sRe
sec 20 Cosec20,
1f+L
-f+M2L
l~ca-f
i~~f
_
-for
2
)i(c
- c2/k
2 1
1/k
c s-f a+M3 L
rc~fTr M
'
Calculations were.performed
1.2(0.2)2.0(0.5)3.0(1.0)6.0.
+fiequency
k32
(they
aticn.
Zi~p
ii~~nl0
1-
but with
x - x4
apressure
Irkaj,etc.
ns2-g2-L?- 2M2
-(s,/k,
".ilr{.
=
i[ m n
sec 28 cosec 28
V;c 2 2pg i9,,m,n=l f
71-_
(37)
8' - sin 8/cos 28
was also made.
This results in a fairly
uniform
oscillation in the
various
intauiomoclaini
h
aiu
ue
grals, instead of an infinite accumulation
na
r2
h
ag
fte8
range of the wa
0/2.
i
near a
0 Theto -, but it was
is
found that less t8',
than 1% error
was involved
bytuctn
4(o
)
64 (for 0 < Xo < 6).
by truncating at 61For X0 - 0, the steady-state case, 512
points were needed, but for 0.2 < Xo < 6,
only 256 points were required.
For the supercritical part of the
integral
6 < 0,), which
intgra U0cos0> 11h or
orangewic
only occurs if
X0 >
the underlined
terms are to be omitt ,
Furthermore,
the remaining terms _ich are functions
of k3 and k4 become complex.
It was
n/2
(27),
where
I+HX
M2 -
)J
Numerical Evaluation
ilm|..
and
+ c 4 /k,,
etc.,
(33)
(27) with
where
xi and under
x2 are
the endpoints of
the interval
consideration,
In a similar way, one can obtain the
areas along sides 4, 5, 6 and 7, by inteThe
grating Eq. (26) with respect to y.
result is the same as that in Eq. (32),
replaced by an
but
i e "i"andsumnation
"m" with
summation,
with an additional
at sunsatio4nan d with anaedi
idthiona
factor "iRlmn
cotdifferent
6" placed isinside
the integral.
Also
r, which
is
tegrae. Also differet
wish
r,
= whihei
now given by Eq. (27) with x - xi (the
transverse side) and with
position of ythe.integration
y
b.The v
volume between the datum plane
c(x'yt)
z
0 and the free urface
z
may be obtained by a double integratio
2
3
parameter
Xo.
The steady
k2
396
'
1*
-0'5-
6]
2A
-10
6
3-4
F :05
LA
0.9 4
y/b 1
Value,
-1
01
20
-33
10
05
11
- 6"
"-'566
2
S6
-..
,i
Component
B/L
F =0-5
: 05
\ 2
0-9
0.4
1./a
VlouGs of
indicated
l,
o
on curves
Fz,
095\.1" 0.94
4c
0
,
-2409
- Phase
0.-95
-1
X/o
'.0 5
}:
?1
0.,-
0.9509
4,11
0"'0
-.
".2
Cx
(x-3oa)
- -"
10
((x:--)
I(x: a)
1,0
-__"_I___-..
--1.5
1-4*
I
__,____
0_4I
(x-3a)
x
....
1,0
iiy/b
Cx
(:-a)
J Ix :o)
1,0
y/b.'
(a) In-Phase Compoe
397
,,
of N 0
33I
indicated an curves
05-1\1
15
15.
4
= 05
Values
095
-1
Fig. 4. Induced
0.5
L/o
indicated on
curves
1'1
-1?2
0s
y/b
,,
1--F
L /a
095
Values (ifA
on
S~~curves
3x/C
:05
2F
of A"
Sindicated
005
2h
Phase
Cox'panent
Ix='
];
'I
Lon g it ud in aL
Transverse
--
0-2
p0 L 0
p0
3/3
\2
L
0o
on li ern e
2,L
22
Cre
0'iot4oncrvsidiaedO
-05/
-0-08F ,
."
B/L =0'5
=0-5
B!L =0-5,
0,
0,5\5
LF
-0,75
aL/o
pin downstream(e4
wh
tumbmermr0
th aaek
-/")In
seoNohumc
Copnn"(),sa
A Ph
sAmea
-1,
Pae
-160
2
0
teo
0.1
'
p L
po
"'
222
r.
0Et
'
-...-
4j
0ck/
\,
are so small.
As in Fig. 4, t.he character of the in-phase components (Fig. 5a)
gill-
""
ing to
opnn
indicated on curves
4
2
7A 0
pha .e (V._)
I-of-Phs
-0-tI
2
B/L a0"5
0 5
F
VoLume Number
indicated on curves
-.
A0
Fig. 7. Induced
Froi - Surface
VoLumes
iI
can
of the water surface compliance 0
be obtained if the vehicle motion in periodic (with angular frequency w) and the
n
Fourier series cosine and sine
(an and bn, say) of the two cushion
Since
pressures pt and p, are known.
a linear theory for the water flow is amployed,
may sum the eZfect of each
fretquencywe component
using Eq. (36).
One
must als,) consider the interference beThe result is
tween the t-to cushions.
iwhere
N-1
n-l
V
(nw) + b ni V4ca (n) +
ni ts2
+ an2 V s(nw) + bn VCc (nw)) cos(nwt) +
.L{a
+ {bnV sl(nw)
+ b
po
SQil
p =
A C
gn (Pf-P,) Ai Cdl /2
agn(p,) A
can clear-
and
Q12
- On2 + Or-w:
--w.
Q1
SS
% i
(47)
frequency, and
u isin the
where
substitute
Eq. encounter
(46) to give
hwBW
= -
- Qc,
^ (~42)
(48)
--
Q 2"
- hw cos[kw,(xw - ct),
zw c
where hw, kw and cw are respectively
the amplitude, wavenumber and velocity of
the wave, and Xw is measured in a statWe reexpress
ionary referonce frame.
this as
i!.
-JoC
'
C[a
n
(40)
ly haveareeither
sign.positive,
The other
fourpointbut as
normally
eoubyDcos12
ca
,
e eatv
fequncie.
Tese
Sforhig
These
encounter frequencies.
for high enountr
flows
are interrelated, by continuity,
as follows:
/zw
Pa"V a
beam
(constant
the local
which here)
B is and
zw iscraft
the forcing
e 2=
-l
agn(pf-p I) Ail Cdii Ailpf-p I /pa,
iain
-
an V ca(nw) +
differences:
propriate
1i
V
(nw)
n2 ta,
is the same,
The expression for OQC
but with the subscipts of VCc and VCs
the firstby N1.termsHere
in we
the are
Fourier
series:
reduced
considering
i:flowsQ
(44)
nw'
[Lo
{sin(kw)
+ sin(ckwL)}
ets
sin(t)]
Uo
Sn=0
ez zh
w
(49)
- bn i~
si(nw)
(57)
-b
2 (nw)} cos(nwt) +
(nw) +
bnici
+
(nw)
p i
C2(nw)
anisl
+ n2 S2n)
+
(nw) +n2
The escape area along the appropriate segment of the skirt is ottained by
integration with respect to the distance
Ae = f e H(e)
M=
Z:
d,
n{x
p
p [(z
e H(e),
(52)
at
= x
and
CL.
+
(57)
w.)]eH(-e)
(58)
di.
pISI + P2S2 + Rv
(59)
PIS(xI-x ) + P 2 S 2 -x)-X
g
g
p
)(z + (
+ M +
defl.ec-
where
tion is
p r eH(-e) dZ.
16
R = v
+ hk + el sinO
Xg + (Zg+hk+e)
m(z 4 g)
e being eva'ated
Equations of Motion
Newton's laws of motion for hea
and pitch give
simply
=
(51)
bow-up
and the
the
center
of moment
gravityon the vehicle about
C2()}snnt
(
(56)
and
anO its second moment about the transverse axis through the center of gravity,
respectively.
(53)
"face,
zw + Az)/ex ,
(55)
S.
,"reduce
and p it the equivalent coefficient of
friction, a concept admittedly rather
tenuous in our situation, considering
Numerical Solution
The motion of the ACV was computed
numerically from initial conditions of
z=Zg
=
+ h
(61)
and
8=8=0
0,
z = z
38)
to (42).
It
is
possible to
Eqs (53),
(57) and (58) can then be obtained, leading to values of the acceleration from Eqs (59) and (66).
The vehicle was run over a sufficient number of cycles until a stable periodic motion resulted.
Details of the
procedure and numerical information pertaining to the computer program may be
found in Doctors 112], where the hydrodynamic effect (namely the calculation
of z; in Eq. (50) and Q in Eq. (44))
was neglected.
The technique implies
that the values of z and Q will alto the previcorresponding
ways be those
ous cycle, since a Fourier analysis of a
complete cycle is required for their
evaluation.
This possibly explains why
the number of periods required for a
repetitive motion to result typically increased from 3 to 4 or 5.
where
Lw is the wavelength.
If the
craft Froude number is
F = c/g/gL- , then
the wave speed mav be found for a particular frequency w:
[-
Fw =
/A
+ 4F (wV"/L7g)]/2(w,'L/g).
(63)
In general, there are four possible values of Fw satisfying Eq. (63), if positive or negative values of w are allowed.
If
= 4 wF > 1, there are oi.ly
two possible wave speeds.
In this paper we shall restrict
our
interest to head waves (Fw < 0), for
which there is always just one solution,
R
0.5
C
m/pL3
0.0
0.006
I/pL5
3.25x10
x /L
z /L
hkil/L
hk 2 /L
0.0
=
0.1
0.08
0.08
0.08
hk3!L
n=
1.0
1.0
CfV/ pgL
Cf
Encounter Frequency
kw = 21r/Lw = I/L.Fw2 ,
1/L
C2 4/p
C
Ai./Lt
0.0
0.0
0.04
0.0
Ai2 /L2
Cdii
30.0
3
0.005
0.005
1.0
Cdei
0.55
Cde2
C=
0.55
Cdi2
Pa/__=
Table 1.
1.0
0.6
0.00125
Craft Particulars
S~401
1.3
.1k
=1 0-08
*.1"0
hw/L -0.03
N=05
1N
0-02
-0.9
1"2
-0"01
hw/L= 001
=0008N =2
1.1
0.02/
0.0
00018
05-7
0.02
"
F.
i;
ra
0 -6
003330
O'
0.O1 "f
a0. 0a
o
0
"
= 0008 h/hk3
=F0'5
F
0 5 1
0
.8
1
1.
1
0 .8
1
2
4"
Of
3
of
a Function
Pitch
92 "
4"
0' 02
82hw L = 01
6 h3 =08"/I.Y
,0
O-2 -8
080 280-0
0.03
--------------------------------------------------,
hw /L= 0501
0.02 -
2~
U-03.-
S84
N:
Nz O
002
,.
;Fig.
"0
-N=21
N223
/[-.
,'L/g
8. Croft
as
Response
iFrequen:"
a Function of
(c) Heave
.. ............
;.
,.A
~~~~~~0 .
, ...
....
Phase
.
...
Angte
..01:. .
-4022
0'
Fig. 8.
. .......
Craft
Response
Frequency (d)
.t
r ......82
GJ=
,0~.;,
_-.
as
Pitch
......
a Function
of
Phase Angte
...
:.
..
. . .
I3
F7'
2,5
1.0
C
hk3
F
2.0
-4
=0
0-08
0"5
64'
hk3
F
3.0
N= 2
0.8 -,'g
=0
N=2
:0,08
005
------
= 30
N 1
/N
0
r_
15
W
N =---20,
--.---------
0'
,,
1
/"
--
0.01
002
p2
---------
003
h__L
004
005
002
0.03
hw /L
00,
005
In
the vicinity of
= 1
in Fig. l0b,
the hydrodynamic effect results in a substantial reduction of the pitch motion.
It may be, coincidentally, that the singular effect near A0 = 1 i.s such as to
oppose the aerodynamic forcing,
The acceleration response for heave
and pitch again appears in Fig. 11, as a
function of waveheight.
Here, a compar-
waveheights over a solid wave, the opposite is true when the water compliance
is considered.
Finally, the skirt contact forces
and moment are shown in Fig. 13.
The
i7L/
to
1).
pothed inrm
Fig.
typically by
a factor of 2,
included.
In
S~occurs
001
Sfirst
tahesailityve
oiridNevertheles
this
depression of the water is almost independent of waveheight (i.e. it is basically a steady effect) and becomes less
A relatively much
ic-
thegibehavion
of the air
~due
hr to
picsn
per
krtcnatfl
only affects pitch stability.
flow
f!/ under
It
is
404
0-006
0010
N=2
= 0
hk3
-------
= 0
hw/L
00-------N=2
0-5
0.02
0
00004
005-
3'0
rLc-LIg
=
Mrrs
0
0-006
\(
02,F
rmsh\r,,
F4
.0-003
hk3' = 0"0B
= 0"5
0'008
N=0
6=0
, ...
0.004
V
-ii
Fv,
0'002
h, rmst
r0-002.
rms--
'0
1'f
0 '001
-LA
0'01
0'02
-/g
0'03
hw/L
0.04
0,05
[3 + (0.00400Ar
e}
mAe
S[
___epQ
emLV
s3
PgBQ
+ I~ew
Oe
em em.Nc
c
~pgB-
'g
2
[B cos (kwL)
]
+
w2
0.00400 A
- 0.00166V
V
respectively.
iniQ
(64)
Ac = A(64)+
A
B+Lw9
= As+
so that
A.
7
X
P.i
-S
t2il
2e B sin (kwL)
Q k
hwsin (wt)
sin (wt+fl
+ Kwsin(kwL)]
Wh + --hcos(wt)
3]
(65)
[-0"0692tw+
+3
mACs(A
and
zcos(wt+4)
+
0.002744)W2
+ 0.00166V
-
(66)
3
V
ew
+v
CC
il
Here e
is the clearance urder the skirt
3
and p0
is the slope of the fan curve,
anc
V
= V
2s+
Vsi
both evaluated at the equilibrium ccni
dition, and k is the skirt
perimeter.
The damping term is the second one
The amplitude of the heave motion is
i,
in Eq. (65).
One must extract the facand this is ahead of the encountered wave
tor "-w" to determine the effect on the
by the phase angle '
purely aerodynamic heave damping of
The equilibrium clearance
e/L may
0.0692 (corresponding to a dampin_9 ratio
ai
be shown to be 0.003844 for the craft
of 0.660).
In the range 0 < wL/g < 3
studied.
From this one may evaluate the
(see Figs 5 to 7) both A~s and V~c
Thus the area effect inare negative.
coefficients of the cosine and sine terms
are negathe
on the left-hand side of Eq. (64).
ecreaees
the damping, but the volume
are0
4These
o
~405
The magnitude of
effect decreases it.
the former is larger than the second here,
so that one may conclude that water compliance increases the heave damping of
At w/L/g = 1, 2 and 3 the
this ACV.
percentage increase of damping is respectively 3.8, 7.1 and 11.7.
The first
term in Eq. (65) actually
combines the added mass and spring constant effect due to the water, and could
be split
into these two components by
studying the compliance of the air/water
system at zero frequency - assuming the
second component to be frequency indepenInstead, we shall just consider
dent.
A~c and VCs, both of which are negative
for the range of frequency examined except that the former does become posiEq. (65)
tive just before w-L/g = 3.
has been nondimensionalized so that,
without the water, the added mass is represented by the "0.002744" term, and the
spring constant by the "i".
If one arbitrarily considered the
hydrodynamics to modify only the effective mass part of the in-phase term, then
this is increased by 274% at zero fre/L/--g = 3.
quency and decreased by 44% at
ACKNOWLEDGEMENTS
The writer is very grateful to the
Australian Research Grants Committee
which partially supported the costs of
computing for this work during 1973 and
1974, under project number 71/17726.
In addition, he would like to express his appreciation to Mr J. Fein of
the Naval Ship Research and Development
Center, Washington, for providing data
typical of ACVs.
CONCLUSIONS
Present Work
Comparisons between the motion of an
ACV over water, and over a solid wave,
show considerable differences in some inParticularly with regard to
stances.
the pitch motion, we see that this can be
increased by up to one third, for the
particular craft studied, and for the
It is
range of conditions examined.
clear that the compliance of the water
should be included in calculations of
this nature.
However, it is noteworthy that the
major hydrodynamic effect is due simply
to the steady depression of the water
surface (at X0 = 0), resulting from the
Nevertheless,
average cushion pressure.
it is seen that the water increases the
heave damping by up to 12% in the range
of frequency studied, and it considerably changes the effective mass of the
Due to the high damping in the
ACV.
system, the virtual mass of the water is
such as to increase the motion of the
vehicle only slightly.
The usual singularity in ship-motion
theory which occurs at X0 = 1 (w/LVFg= 0.5
for F = 0.5) was not detected in the
numerical results, so is presumably a
One must
very localized phenomenon.
assume that the aerodynamic connection
between the water and the craft smooths
the singularity.
Future Work
The present work can be logically
The first
extended in two directions.
encompasses an increase in the range of
frequencies covered by the computation.
encounter freqi.encies
For more realistic
greater than
L/L/g= 3 - it should be
BIBLIOGRAPHY
1. Swaan, W.A. and Wahab, R.: "The
Behaviour of a Ground Effect Machine over
Smooth Water and over Waves", Hovering
Craft and Hydrofoil, 4, 8, pp 18-24 (1965)
2.
Dyne, G.: "An Investigation Concerning the Motions of a Hovercraft in
Regular Head Seas", Trans. Royal Inst.,
Naval Architects, 110, 4, pp 465-477,
(1968)
3.
Van den Brug, J.B.: "The Dynamic
Stability of a Ground Effect Machine
Model, Determined by Static- and ForcedOscillation Tests", Proc. Seventh Symposium on Naval Hydrodyncmics, Office of
Naval Research, Washington, 4 pp (1968)
4.
Van den Brug, J.B. and Van Staveren, P.: "An Experimental Study on the
Dynamic Stability of a Ground Effect Machine Model in Heave, Pitch and Roll",
Int. Shipbuilding Progress, 16, 181,
pp 277-297 (1969)
5.
Murthy, T.K.S.: "Motions of Marine
Craft in a Wind Generated Seaway", Proc.
Seventh Symposium on Naval ,!ydrodynamics,
Office of Naval Research, Washington,
74 pp (1968)
6.
Stanton-Jones, R.: "Hovercraft
Skirt Development - an Engineering and
Performance Review", Trans. Royal Inst.,
Naval Architects, 110, 4, pp 499-524,
(1968)
7.
Lin, J.D.: "Dynamic Behavior of
GEMs in Motion over Waves", J. Ship Research, 6, 4, pp 1-10 (1963)
406
Prikl. Mat. Mekh., 10, pp 33-66, (in Ruesian) (1946). Translated by Soc. Naval
Architects and Marine Engineerr, Tech. and
Res. Bull., 1-12, pp 3-43 (1953)
25. Hanaoka, T.: "On the Velocity Pctential in Michell's System and the Configuration of the Wave Ridges due to a Moving
Ship", J. Zacen Kyakai, 93, pp 1-10 (1953)
26. Sretenskii, L.N.: "The Spacial
Problem of Steady Waves of Finite Amplitude", Vestnik Moskov. Univ., 9, 5,
pp 3-12 (in Russian) .(1954)
27. Eggers, K.: "Uber das Wellenbild
einer pulsierenden St6rung in Translation",
Schiff und Hafen, 9, pp 874-878 (1957)
28. Becker, E.: "Das Wellenbild einer
unter der Oberflche eines Stromes schwerer FlUssigkeit pulsierender Quelle", Z.
angew. Math. Mech., 38, pp 391-399 (1958)
29. Becker, E.: "Die pulsierende
Quelle unter der freien Oberflche eines
Stromes endlicher Tiefe", Ingenieur
Archive, 24, pp 69-76 (1956)
30. Wehausen, J.V. and Laitone, E.V.:
"Surface Waves", Encyclopedia of Physics,
9, Fluid Dynamics 3, ed. by S. Fligge,
Springer-Verlag, Berlin, pp 446-815 (1960)
31. Havelock, T.H.: "The Effect of
Speed of Advance upon the Damping of
Heave and Pitch", Trans. Inst. Naval Architects, 100, 2, pp 131-135 (1958)
32. Newman, J.N.: "The Damping and
Wave Resistance of a Pitching and Heaving
Ship", J. Ship Res,-arch, 3, 1, pp 1-19
(1959)
33. Kaplan, P.: "The Waves Generated
by the Forward Motion of Oscillatory
Pressure Distributions", Proc. Fifth Midwestern Conf. Fluid Mech., Ann Arbor,
Michigan, pp 316-329 (1957)
34. Wu, T. Yao-TSU: "Water Waves Generated by the Translatory and Oscillatory
Surface Disturbance", Eng. Div., Calif.
Inst. Tech., Rep. 85-3, 36 pp (1957)
35. Debnath, L. and Rosenblat, S.:
"The Ultimate Approach to the Steady State
in the Generation of Waves on a Running
Stream", Quart. J. Mech. and Appl. Math.,
22, Part 2, pp 221-233 (1969)
36. Ogilvie, T.F.: "Oscillating Pressure Fields on a Free Surface", Dept. of
Naval Arch. and Marine Eng., Univ. of
Michigan, Rep. 30, 52 pp (1969)
"Water Waves", Pure
37. Stoker, J.J.:
and Applied Mathematics, 4, ed. by R.
Courant et alia, Interscience, New York,
567 + xxiv pp (1957)
38. De Prima, C.R. and Wu, T. Yao-Tsu:
"On the Theory of Surface Waves in Water
Generated by Moving Disturbances", Eng.
Div., Calif. Inst. Tech., Rep. 21-23,
40 pp (1957)
39. Abramowitz, M. and Stegun, I.A.:
Handbook of Mathematical Functions, Nat.
Bureau of Standards, Applied Mathematics
Series - 55, U.S. Govt. Printing Office,
Washington, 1046 + xiv pp (1965)
40. Huang, T.T. and Wong, K.K.: "Disturbance Induced by a Pressur2 Distrii.)ution Moving over a Free Surface", J. Ship
Research, 14, 3, pp 195-203 (1970)
DISCUSSION
In the author's discussion of linearized
N. KING
Savenues
F = 0.5.
It is my experience that the induced freesurface elevations for ACV and SES traveling
over calm water, regardless of an imposed
sinusoidal wave, are highly speed dependent.
The cushion pressure region alone will change
the escaped area and volume values as a function of craft speed.
In addition, the induced
free-surface elevation is such that the magnitude of the skirt contact forces will be a
function of speed.
Thus, it is suggested that the author in
future work consider craft speeds associated
Experimental investigations of SES in regular waves have also shown strong nonlinearilresponses that are not proportional to the
height of waves -- as well as strong dampening
of the heave responses.
7
To this discusser's knowledge this is the first time
Lhe linear hydrodynamic boundary value problem (the
moving oscillatory pressure patch) has been solved in conjunction with the nonlinear craft dynamics, and for which
corresponding numerical results have been obtained for
quency.
S;
~~Higher
S-'opinions
408
tcaused
essentially the same. That is, the craft dynsro,ics is affected by the increment in cushion volume and leakage area
resuttingbyfrom
the free surface
depression,
is inThe
turn
pressure.
component
of the which
the insteady
and
;m
A(0114
QO
4
(4)
S~Doctors
ANALYSIS
OF HEAVE DYNAMICS
AV(t)
-Az
AV+
AVFS'
One may separate the dynamic variables into a constant component or mean value and a time dependent or
fluctuating component; e.g., for the cushion pressure we
write
the output or response of a system as a convolution integral containing a kernel function and the input or stimulus. In this case the response is the ,:olume chang? and
the input is the pressure fluctuation, so we may write
""
-A
AAEquation
Ap(t)
"iti
(t -
d-r,
(6)
A
Kv(T)
""0
for -r< 0.
(6) states that the response is computed by integrating the weighted past history of the pressure. The
kernel function is caesal, or zero for negative values of
the argument to ensure that the response does not anticipate the stimulus. If the pressure is impulsive, one sees
from the sifting property of the Dirac delta function that
the kernel function represents the volume change due to
(2)
1.4
pc/pA
K ('c)Ap
where
The heave motion is governed by the usual force equation and two equations describing the air cushion dynamics:
the adiabatic gas law and the continuity or flow equation.
These three equations nay he written as follows:
-nz
)AVps(t)
Ap(t).
(3)
,A
409
ii
n 2 ()
an impulsive pressure, or
AV
FS
for
ap(t) - 6(t)
One may separate
the free.
surface distrbance
Onemaysearae
te
reesurac
diturane into
itoaction
two components: the steady-state wave pattern associated
with the wavemaking drag and the time dependent diffracted wave pattern created by the cushion pressure fluctualions. For small disturbances the two components will
be independent of each other; i.e., if each wave pattern is
:insidered to have an infinitesimal amplitude the linearized potential fluid theory can be used to analyze each
component separately. From Equation (7) one sees that
the kernel function Kv(t) may be obtained by computing
the volume change due to an impulsive pressure. This
means Jiat we do not have to concern ourselves with the
steady Froude number dependent wave patterns: all one
has to do is compute the interaction volume change from
Equation (6). This, in turn, reduces to finding an exprestion for the kernel Kv(r) appearing in the convolution
integral. Since the kernel function is associated with an
impulsive surface pressure disturbance, the problem is essentially a generalization of the Cauchy-Poisson prcblem(l).
This surface disturbance or radiated wave pattern may be
calculated most congeniently in a fixed referenc- frame
due to the impulsive time dependence of the surface pressure. That is, the wave pattern will be the same regardless of whether the vessel creating the impulsive pressure is
moving or not, The craft translates relative to the fixed
Sby
rk
(9)I
iW
lThe effective time constant (re) takes into account the re.
W)
for
(8)
actiont
fco
(Wn
where cn and are the frequency dependent natural frequency and damping, respectively. The wave height is tw
and ,he fl(X) factor is a normalized function of wavelength
that describes the cushion volume pumping due to the undeformed wave train. The riJit hand side represents the
heave force excitation. Equalion (8) has the form of a
second order damped oscillator, except for the frequency
dependence of the natural frequency and damping. The
frequency
dependence
from the
free surface interthrough
Kv(w), arises
the Fourier
transform of the kernel
(7)
(W)
These
results show that the inclusion of pressure-free
surface
interaction
improves correlation with experimental
410
data. The overall behavior in similar to the simple underdamped oecillator whereby the existence of a natura: frequency is indicated by the resonant behavior of the heave
RAO. The linearised frequency kesponse function In heave
(Equation 8) takes the form of an oscillator with frequency
dependent damping and reactive components. By contrast,
the response with interaction suppressed appears to be
dominated by geometrical effeets (the volume pumping).
The generally applied assumption that dynamic free surface interaction effects are unimportant appears to be erroneous. One must include this effect to obtain even qualitative agreement with reality.
then reduces to solving a generalized Cauchy-Poisson radiation problem in order to find the kernel function in the
convolution integral. The boundary value problem has not
been solved to date, so the kernel function was estimated
using simple physical arguments. Good qualitative agreement with trial data has been obtained with the estimated
kernel functions.
REFERENCE2
1.
2.
Fein, J.A., Magnuson, A.HI. and Moran, D.D., "Dynamic Performance of an Air Cushion Vehicle in a
Marine Fnvironment,"AIAA Paper No. 74-3.3, Presented at AIAA/SNAME Advanced Marine Vehicles
Conference, San Diego, California, February 1974.
S!i
'
4i
411
ui
0
U
LI
19.
CAl
c;w
VV
U\Qj3
412
:11
4d
<.
Xo
041
1ITF~~~
Q~R
Si
.-
HE.AVE- R.A.O.
'!
FOR
50 TON A.C.V.
Ti
3.0
NO INTERACTIOON
0.3 -
<\
O*O
3"1
0l
0.0.3
1.0
qAs
2.0
10.0
co e(SEC -1)
Mr%
,
Figure 3
so
30
zo
100
!5
(F T.)
414
...........
T. T. HUANG
The author Is to be congratulated for hMs
The dynamic
cushion characteristics.
behavior of the support system has been
Sfine
Is Lpproxlmated by
ae 1 = S1.
ALe"
-,i
-j~ ; 1
Gel=
(p
""- ,I--
P.
Cd e
P)I/J
2
Abenefits
where CA(y) depends upon geometry of the
vehicle and wake pressure Pw(y) may be
*area.
slightly negative.
'
(-2),
pr
-1
+ 1
(1)
P + 1
where the subscript r denotes a prototype-to model ratio of the property,
p is the absclute cushion pressure which
is the sum of the atmospheric and cushion
gauge pressures, k is a characteristic
length scale,
and y is
the ratio of
416
I'
0,
RODERCK A. BARR
3.
Stochastic behavior of craft in
waves.
The dynamic behavior of an aircush
Ton-suporte vehic
av may
ay
cushion-supported
vehicle in
in waves
be examined statistically, independently
from other analytic considerations.
The craft response may thereby be
characterized without a knowledge of
the detailed nature of wave-eacited
motion mechanisms.
In that case compressibility will definitely be important, and the pressures must be found using differential
equation relations rather than algebraic solutions as used
here. That increases the computational complexity of the
system, demands smaller time steps in digital integration
with attendant increase in computer time, etc. Also, in
5.
Since the stiffness of the
cushion medium is the most significant
identifiable nonscalable item necessary
to characterize the dynamics of an ACV,
most experimental work has centered
Another point, perhaps of smaller significance, concerns the effect of skirt forces. The simplified representations given in the paper do not account for effects that are
known to be significant for different types of craft that
employ different types of skirt systems. Whenever a bag
417
.l
."
complicated problem with the aid of a number os simplifications. However there are some points that have been neglected and also certain effects that may have been ovciemphasized in regard to their extent of applicability. 'Nhe
major
problemwhich
in ACV
motions
over waves
is due
heave
accelerations,
affect
habitability.
Since
the to
largest
accelerations occur at high speeds, which is the intended
repine of operation of ACV craft, emphasis should be put
on that area.
4i
4.18
'
iV
AUTHOR'S REPLY
Dr. Huang suggested a modification
419
IM
N
Iii
4i
i.2
- !
lK
io
(SSACV)
T. K. S. Maxthy
Po.1thonuth Potytechnic
Port~mouth, U. K.
ABSTRACT
-short
IV- 5
--
--H
Co~rIGu,o0
PUNNINGHULL
S,-N,,IALNGtD
the small waterplane area of the surfacepiercing struts which carry the platform above_
the water.
No Zco
THELo C"
MRUTINoMcu
LM~r-fUL,,S,,
,Z2
,-,UM,-oHP
SrMI,-sUutW.miD
HULL
SMIUS"M.
----- "RUIG"1-
although there is no guarantee that the habitability, i.e. the oscillatory motions and
accelerations in various degrees of freedom,
will be within acceptable bounds. In fact, the
ride quality will invariably deteriorate with
ts.pu.
RUN.,;,SuBmAmRIN
Reference 2)
422
POWER REQUIREMENTS
If c is the proportion of,air cushion lift in
the total sustention of the ISACV above the
water surface, (1- a) denotes the proportimn of
buoyancy lift due to the immersed portion of the
side struts and the two submerged hulls.
When a = 1, the SSACV becomes simply the
"familiar amphibious ACV and when a. = 0 the
vehicle degenerates to the case of a semisubmerged ship such as that described by
In the case of a sidewall hovercruft
Lang (2).
ai takes a value slightly less than unity. Tte
buoyancy contribution in this case is only the
423
1
'
Table I
2000-ton SSACV
General Particulars
Weight, W 2000
Cushion length,
Cushioa width,
Cushion height,
Side strut length
Side strut width
Hull length
Hull diameter
DIAMETER Or HULL
ft
6
7
8
9
1O
x 10 6
x 10 6
x 106
x10 6
x10 6
CUSHION LIFT
lb
2.92
2.68
2.39
2.06
1.68
x 10 6
x 10 6
x 1O6
xlO
x 106
S~~~~~~theat....."'
S~power
=CD V
2 PNvv/
BUOYANCY
lb
1.56
1.80
2.09
2.42
2.80
12 ft along
longitudinal axis
CUSHION2 PRESSURE
lb/ft
166
152
136
117
9!
0.65
0.60
0.53
0.46
0.37
..............
" "...
"ship.
:ii
;-,
/.-r
:,
.
..
Fig. 3
2000-ton SIACV Power Requirements
Curves for Hydrofoil, Destroyer, S1 id SES
relate to 3000-ton ships and are repr duced
from Reference (2)
Even after allowing for a proper scaling
down of the ordinates of the curves for the 3000ton ships to represent the power requirements
424
AI
hulls on contact with the water will have considerable stiffness against immersion due to the
buoyancy which is developed. A steady position will, soon be reached and this position is
obviously a stable one.
causing alternatively compression and rarefaction of the air contained in the cushion.
This "wave pumping" has the effect of introducing a fluctuating component to the steady
surface, they will still provide a lateral boundary for the air cushion and the skin friction
will now be simply that due to the small area of
contact of the lower surfanes of the hulls with
the water surface. This could be less than that
of the immersed part of the sidewalls of the
effect.
The mechanisms producing
above, the
pressure fluct-
cushion along the entire side-boundaries underneath the hull si'rfaces. This will cause the
cushion pressure to drop and the vehicle will
the flexible extensions which are likely to contact and get immersed in the rough water surface.
The ideal response would be with the SSACV
However, the
42
MOTIONS IN A SEAWAY
Sair
*
calm water and the response amplitude operatc'-s for free oscillation in waves can also be
calculatediy the methods previously established,
4.,
!1'
lUsers or rudders on the submerged hulls or side
A'
structural considerations.
The side struts and submerged hulls may be
considered to be the "legs and feet" supporting
the SSACV above the water surface with the air
cushion system and the propulsion units constituting the muscular power for counteracting
undesirable motions. The immersion of theso
appendages in the water need not constitute an
embarrassment tothe unique characteristics of
an air cushion vehicle, for it may well be the
only means of enabling the vehicle to steady
itself in rough seas. It will be remembered that
it is very necessary to seek the considerable
damping of the motions available from the water
itself.
It is to be expected that the SSACV is
likely to require considerable power and be of
complex design, but it may well be the only
"answer when a high speed and habitability are
to be simultaneously satisfied as the desired
objectives for all weather operations in the
open ocean where a large draught is not z, disadvantage. The SSACV concept also poses
some very difficult structural problems, particularly in respect of a suitable strengthening
of the hulls to withstand wave impact in the
high speed configuration,
CONCLUSIONS
A new concept of a high speed marine
vehicle is presented for flexible operation in
open water with a high speed and a considerable
degree of habitability. At moderate speeds up
to 60 or 65 knots, the vehicle will be in the
normal configuration of a sidewall ACV with a
pair of submeiged hulls, the latter contributing
to the sustention of the vehicle and providing
sea-keeping ability and overall economy of
power. The "legs and feet" of the SSACV need
not constitute an embarrassment to the unique
characteristics of an air cushion vehicle but
may well be the means of steadying the vehicle
in rough seas as it is very necessary to seek
the damping of the motions from the water
itself.
In the high speed role the hulls are raised
Just above the water by depressing the hemline
of the flexible extensions at the bow and stern
and by a Judicious adjustment of lift fan speed.
427
B+
L/2t)
AC",NOWLEDGEMENTS
-L/2
L/2
Bhw
= RLH + h2
Cs ,2
-L/2
-c+B ;hw
(ico
(eL
sin
L+)Cos (t+
+ B
RM TREEiCES
= VC
APPENDIX I
2 7r
sin (-
Va
)Cos (we
force.
Ic t = (cushion area) x
BXhw Y (p. + pa)
2-=
2
-
Tr
C(t) (--)
HX
Ap
pc
sL
sin--)cos( Wt
e +
+ Pa)sin
7---- -
SZ
428
Wave Excitation
ITr-
-PCS
J)
cos
(I-
,Pd t
cos
A (0
ecos
]-NX
-2 1T D
strut due
a-.
We will now obtain an approximate expression for the heaving force on a submerged hull
analysis we may use the Froude-Krylov hypothesis mentioned above and neglecting hullwave interaction, the pressure on the hull due
-.
_.[62-bb
e-2
sin-T
J]
2 2P-",
particles
to the orbital motion of the water
the surface of the wave is in the usual
"below
2 Tz
notation
hw
pp=-g -=) e
Tr
- L/2
h
troug h (A
b_.. Yf
J
--b
4a.
--
2P
H+
L/2
Wet +
Cos(
P (x) cos
-,
e t + k )dx
e
L--)
o(x)
--.....-----
DI
p.
constant
I2P
sin
b/bX
(LL
Ti
os
-2~~~
L/2
rH
p cos
oX,)
PHf
L/2
L2
,2
n (x)cos (! !-x-
2rwghw
(D+
A 0
os
P cos
Scos
Cd
e, - 2n 22
co
_sin-lb
2
b
b
longer
42
than'P,
he heave
;
I1-~- 2"o
con,
so that
0
P
o givc'n by
>
........
t+
-L/22
-
4o-2
cos i,
:D
2P
'p-ox.ime
expression. A
This is only an a
stricter analysis would take into account the
0
-L/2
b
where
;- arc sin 2p
and settin9
we
may write
sin ()C(
sin
i,-dx
-L,_in(l~~2T
ON
W + F.
t
e
429
"
APPENDIX II
D.H = -
POTENTIAL
and
S(G
[x/
sin 0
so thmt
I
IVH
and
_ H
n-
cos 0
~Y- dx
Cs
-(
+~O
hG'
z
z
x
14+
y d,
dx
Hf
__
I VH
0,--
e]
ce.$
x^
hG)
c
'
ossn
+)+Vo
G
+ 0 (y 2
0
The expression for the normal velocity on the
port hull is identical.
G- U
5h1 (2) (x
+b
4
h
+which
d.n
FI+H2
expanding G from the hull surface to the
lniuia
xsadsbtttn
longitudinal axis
and substituting
dS =
Z')
'G in-
co6
oz+
Sn
C-cos
integral
ds
a 1n
HI+H2
is
sin
--H =
in addition
4-nj
Ydx
YP d dx'
siu
c-
+1sn
where xyz
and 0 are the small displacements
in surge. heave and pitch.
A similar boundary cordition may be
1+H 2
may be ignored in evaluating the lowest order
potential for 'P is of 0 (Y ) as is also dS so
H(xyzt =ypx)
F )zL)=0
"wh'ch may
= + b,
y/
yp
yp
sin
cos
'b
=Y '
2H
S480O
'V
dy'
d- .
..
c,
-c
sin4
cos '
sin
).
[i7
"DISCUSSION
PAUL KAPLAN
This paper is very disturbing to me, and represents
publication of a concept that has previously been discussed
with the author by the present discuasor as well as
personnel at the U.S. Navy SESPO office. In each case
the negative impressions of the concept have been provided
to the author, based upon the judgment of all the rolviewers,
but now my comments will deal with precise facts related
to the proposed vehicle. The original concept initially
looked impractical since the inclusion of simple appendages.
such as propulsion pods for use of submerged propellers,
was not considered practical for SES craft due to the
large resistence associated with appendages. If such an
addition seemed impractical, then the inclusion of the
submerged hulls, large struts, etc. of the present concept
implies a greater impracticality. Rather than discuss the
concept generally, the various analyses provided by the
author are considered with an appropriate critical engineering evaluatioi.
431
IP
of .he craft, is the ability to obtain better k, )ave motion
characteristics in a seaway. The author presents an
analysis comparing the effects of the vertical forcing
function due to the "wave pumping" action and that due
to the action of the waves on the submerged hulls. While
it is ihdicated that there is a definite range of wavelengths
wherein the vertical force on the hulls reduces the forcing
action of the pressure fluctuations, no consideration has
been given to determine their relative magnitudes, i.e.
nowhere in the paper is there any numerical evaluation of
the magnitudes of these two components.
R.A. BARR
Interest in hybrid ship concepts 's growing rapidly.
Any contribution to the meager literature in this area is
therefore welcome, although I think the present paper is
technically not well founded. I would like to make a
number of comments on the paper.
1. The use of a drag coefficient of 0.02 seems opt'nistic. Using the authors dimensions and a representative Cf
of 0.0024, the drag due to friction alone is approximately
0.02.
2. It does not appear feasible to make the hulls
non-lifting bodies or to achieve laminar flow over a large
portion of the hull length given in nature of the nearsurfice environment.
3. It seems likely that cavitation at or near the hullstrut inteisection will present a difficult problem at speeds
of 60 knots or greater.
4 Configurations with equal hull and strut lengths,
and with no stabilizing appendages, as proposed by the
author, seem likely to be directionally unstable.
5. The use of Gwiveling CRT propellers at high speeds
is not practical.
6. There is likely to be a significant drag peak or
hump associated with the hulls breaking the surface as
required to achieve the h'gh speed configuration.
7. At high speeds, with the hulls "planing", both
spray drag and frictional drag will be significant. A
significant hull "submergence" will be required to maintain
a satisfactory leakage rate and to account for the differential waterlines created by the pressure difference of about
250 pst.
8. The "lowering of the skirt of seal hemline", is
far from simple since the sals must be lowered 15 feet or
more . It is likely that such seals will not perform
adequ'-tely in waves.
43K
L.J. DOCTORS
4supply,
and
V =-ir D
4
S1
L X 2
V --2
- CD
rDL X 2,
V and not P
In addition,
in his Eq ( . 1).
author
by the
as
a assumed
e
a
na
.a
43i
433
"I,
iA
AUTHOR'S REPLY
favourable or otherwise, in the concept.
comments.
hovercraft.
(7)
Dr. Barr also queries the use of a drag coefficient of 0.02 and I would refer him to the
explanation given above. The skin friction has
been calculated from the ITTC (1957) formula and
actually works out to 0. 0016 at 20 knots for Cf to
0.0013 at 100 knots. Also, as stated above, the
wetted surface of the struts and hulls has to be
suitably calculated taking into account the depression of the water surface on the inboard side.
434
~~~
... . . ..jId
Hydrodynamic forces on the hull and the possibility of cavitation have indeed to be studied in
detail but these may be hopefully overcome,
The other points referred to by Mr. Barr also
require serious consideration and I fully agree
with him that r.odel tests and detailed engineerIng studies have to be carried out before serious
developmrnt of the concept can be considered
Dr. Doctors quer:Ies the use of the expression
Dra
=3
pwr D
This is in conformity with similar expressions
used in ship resistance studies and is strictly
correct for V has dimensions of 0 3 and V 3open
has therefore the dimensions of wetted surface
area, i.e. L2 . It should of course be remembered that CD is a function of the prismatic
coefficient, Cp, and t/D ratio, so that the
resistance of long slender hulls of similar
by using the above
shape may be compared
S4''
formula.
Referring to the query regarding Fig. 3 1
wonder whether Dr. Doctors has misinterpreted the situation.
relates to 0. 37< a
Reference 7.
Mantle, P.J. "Large High-Speed
Surface Effect Ship Technology".
Paper presented at the International Hovering
Craft, Hydrofoil and Advanced Transit Systems
< 0. 65
435
FUNDAMENTAL HYDRODYNAMICS
SESSION V
Thursday, June 27, 1974
9:00 A.M. -
Chairman:
12:10 P.M.
Mr. P. Eisenberg
President, Society of Naval Architects
and Marine Engineers
United States
439
449
463
The Force and Moment on a Twin-Hull Ship in h Steady Potential Flow ..................
Naval Ship Research and Development Center,
Wen-Chin
Bethesda, Lin,
Maryland
493
617
437
(Page 438 blank)
S"i
.4.
ABSTRACT
The flow pattern at the bow of a ship is
For a vertical
(K Z
tractible set of
A4r_____
where
and
,/.,
_4
----..-----
- -1-
92
) _
-.),/
)_4>
4t
439
with
SA).
I
l
x
+a of the ellipsoid
O hmiddle
part -,cthe
tiptigb
weon
results
c
=E the reut
b
=
Eb,
putting
we obtain,
0ontheplanez
0.Wenow
purpose,
z
"
/ 4
VC'),'o
"-
ca
Now at x
.SS.
velocity U in
the
Fig.
t
1.
require
Swe
"94
(For e tanker with length 300 m and beam 50 m
at a speed of 10 knots
slenderness parameter is
= 0,05,
5-
the
0.07 at
'
2.
~Fig.
Fig..2.
Since b -
because of I
1-fS4)
ando-dB- 11"-oc,'-1
> -1
-,
0(r).
boundary condition,
reasoning:
/.
4'
"
-e0Z
1
2-wa-.
rc41
streamline
'
.,
together with
"
potential
magnitude in/
Z
gives
O(I/1+)
F
[.
OP
'
441i
.*
/In
4'
'C
dCmensional character.
HERMANS'
;4'
c'i
In
this analysis it
is
U2_2
/;
,-j
Y ~
4z
that 2g , i.e.
(xz).
on
{47-
is o(O) if
tne oweref(A.y)
uuter solution of the
problem, as a solution of
I/7: =Then
~
.6
for which
li
"__a
band
js;,#, ty,:
ii
'
if
of order U2 . So with U
small, we retain only
vanish.
Anyhow, compared to the 'lave length'
442
F'
/g
Xis
APPENDIX A
0(/.
coordinates are
-0
,')
'Q
Xa' 0
Remark, that in ou
D'
"___ -__"___
______
I/ "" /Ile
",4 4
for x'(0
"
:z
&
e.1..c
y' <00
X '.
z,
64
7
L6/ 2
2Z
ye
and the perturbation potential is
/
in a simplified version in
and is reprod-oced
C.
Appendix
0i
a,
Appendi C. 1This
IJ.N. Newman, "Applications of slender body
1,
thLory in
8th o.-N,..
Symposium,
~~
2.&-
pv
a4
2
2
The productS
equation
443
"
Qis
a.
....
o.
4a
It
and
has one root,
: O. The result
6?
6"-'e
' l ,Q
6/y
Jequator
2C7
The behaviour
-ac
'.2 oe
7-1
We now put
or
/Ti
then
"
-gives
%nd
2
--
-.- .'
-A
approximation is
.;
_________/_____
2-o
/'+
'-t)
he equation
(61
"a{'t
no longer valid,
there is
rapid change in behaviour and the streamfol'icw the middle region, to which we
-'/ '7l:ines
"_
we assume
W
--
-,,-
<
--
>'
_-
--/
_and
Y- and
remark that
"V- -j - r-
el
,2.
44
y
KI
~..]'"~Jy/
~
hevlct-- fieldi is
,/Te
444
., ,'o . . . ...
-2
a
6-
'Y7
z axis,
i
_--
f i.,
of
- parameter
but in
Snegative
(4i
with
)-
Z Z
=/-
' Z4 / r;
of order
or order~C~
They correspond exactly to the result of the
slender body theory, except for the factor %,
which can be shown to be of order f-
2)
APPENDIX L
-izp
and
izp
vertical ellipsoid,
where9k(;x) is
'/
'
4
-J 0
'
or
with
onz 0.
i
\The
function
_~
2*
is
z
regular in
0,
hence it
the entire
is
plane and is
identically
zero and
real for
Tis the
of
445
S/_)iSuch
ell_______
singularity in a point
z
Zp
(5
0) and
=satisfies the boundary condition at z = 0.
y + iz
Consider now
,-
c-
0A
'.d&
/(
d'"
f(4)
is
2<
_of
symmetry
77
H
fence f() must also have a singularity near
= -iz
Apltlication of
where f
xp
J( p, x-p ) approaches
the ordinary slender body theory result.
is holomerphic in
i1
the complete
equation
or G
APPENDIX C
-a'-
--
d.-
.L
- 2
;V
z/
S t
We now put
with
-'
446
- ,)
(e.g.
/
,source.
-
Wehausen p.
489).
the function
-About
____/
tswe
28
_____
i.e. if
In
The function
In
g
-
__
2e
"
this is
--
k(5)
a line of
/_ed
""__
d4O
we have
firs, approximation.
calculations,
More accurate
1I
447
(Page 448 blank)
ABSTRACT
more terms.
Fortunately, both these difficulties can be
alleviatel. The labor of calculating higher t-)rms can
be delegated to a digital computer, which executes it
not only thousands of times faster than a human computer, but without error. Then analysis of a sufficiently large number of coefficients will reveal at
least the main analyti , nt ucture of the solution.
Finally, that knowledge often 8eeves to suggest one or
more of a battery of transformations that can be
applied to improve and enlrrge the convergence of the
series.
The combination of these three steps is essential:
extE. lion, analysis, and improvement - each is of
little value without the other two. Together, in
favorable problems they can produce dramatic results.
This three-step program has so far been significantly developed only for regular perturbations approximations where the solution is found as a
formal series in integral powers of the perturbation
n4
remains the
task of numerically evaluating the
symbolic
results.850216l
3x7
symblicresuts.+
+ 7. 85604240 x
Fig. 1
M<
M>I
I
-
#
J*
A
Fig. 2 Flow near throat of symmetrical nozzle
Fifty years later Martensen and von Seagbusch (10)
programmed the G,ttingen G2 computer to extend that
series (and its axisymmetric counterpart) to 23rd
order. Thus, for example, they find the axial
velocity component as
i+2j=22
u(x,y) = E Eal(8x)i( 4 y)21.
(3)
ii:
1i=0 J=O"
If for simplicity we restrict attention to the neighboxhood of the axis r = 0, Moran's computer extension
of this series gives
2
2
2 550 3 15,55 4
2q=r (l-10x-5x +--x
54+ "'")
4
75 2
6 25
+ r (5+20x+L-'x +...)4+r (--+. .. )+....
(1)
-lOx-5x
- 7. 979608x107_10
'I
stream function as
2
2
047653Xl0 x
8 1
9 12
5 10
x
- 8. 9 7 9 0 1 x
+ 8. 359180x08 x
1013
1214
+ 9. 845871040 x - 1. 098497410 x
+
...
.(2)
51 8
-8.
550
3 1
54
3 5 - 9. t;236410 3 x6
+ 1.289877 xlO0x
450
section x
(ma0o
l(n)
n-0
3
2
141
4
6453
u(0, y) = 1 + ;(4y) +6
(4y) + ,
0
An
(4y)12 +3.02114x-5(4y)14
+7y)
0183x0-6 (4y)18
+1.2155610-5 (4y)16+5.
S
(
.computer,
-6
20
-7 y)22
+
k=l
i=1, 3,...
(6)
mrn, n-2,...
n+3m+3
F(f
(4)
(71
S-2.0999X10172+.5
'lX1O1X24-....
1 2
a cos x + i a (1+cod 2x)
+
(8)
3133
q,=(7n-ji7)+
2-Rf'(5?7 -11 3+7n 57-ii )
+4
3
+ 431, 200 ff'(-1213n+ 3279q -3234T,
7
9
11
2
3
+1518n -385,1 +35n1 )+f' (2875,-8222,1
+8778)5-4488t7+1155y9-811)A. +
+
"
3) ".
(5)...
~ ~~~~~.
.f... .: .
| Here
!
R is the Reynolds number based on half the
volumetric flow rate, and i = y/f Is the fractional
..........
. . . . ....
.: . : : .'.,
.*
ft
"4
If a power series has a finite radius of convergenc.e, fixed signs Indicate that the nearest singularity Hoe. on the positive real axis, am for the model
function
1
2
3
4
1+IL+ + e + E
f
+
(10)
whereas alternating signs mean that it lies on the
negative axis, as for
'
+1
37,800
9 + 2607438
+ 2,.2515364104a
4
5.868697X103a
+ ...
71
+.
+5.4141 7 8X10,1a69
(9)
R = lira
a
f (R, E)
(R i)aenet.
logiR .E),
c n.
c
:
A great deal of information lies concealed in the
"multipledigits of the many coefficientq in each of the
preceding examples. In particular, the analytic
structure of the solution awaits unveiling. We tihow
how an analysis of the coefficients reveals that
structure to a greater or lesser extent in each
problem.For
problem
(13)
1
R
(14)
ca
o
c
Weosnal
ou four eape
u
tsd
F
e flow
ow r
f
amplosdeci
shock
i
the flow downstream of a paraboloidl shock
wave, the alternation of signs in Eq. (2) means that
singularity that limits convergence does not lie
in the region of physical interest, but rather in its
esltclcniuto
ptemtrehtesok
aulytical conUtnuation upstream
through the shock,
Toe
The d
ies
of
Fige 5. Ae
s
intia
ome
ra ome byinetar
bec
the rtos
tsi lon,
oscillation, the ratios become remarkably linear;
it seems clear that the slope corresponds to a
singularity. On that ktis the intercept is
athe
S.signs
"(Eq.
q
0,1,2...
a 0, 1, 2....
2,...
ANALYSIS OF COEFFICIENTS
:
:
(12)
ap
precise linear:
p
s
n
irrelevant, however, for the analysis and iniprovement that we discuss next.
,The Pattern o1
nc 1/C 1
*'
4E
a 11
C3
452
AL -4
.-
"
4 9 5 )"i.
velocity component.
S12
Wnl
cn-i
84.4
.3
0 .0
.2
.34
ic
found
as 13 6isto0.0O74.
three figures, so that the radius of
convergence
.2
be4en
theenvelope
writerea ofconclusion
agreelne,
with or
charaot
that a limit
(18) These
in 1958results
I
Fig.a
oontinuation
of ahead
the disturbed
flow upstream
6).
analytic
of the shock
wave In the(Fig.
teristics, lies
behavior, so that its integral the stream function
For at a limit line the velocity has square-root
Accurate
a 3/2-power
must
show solutions
In this
numerical
(19) singularity
have shown that
problem the nose of the body lies at x = 0. 09897.
Thus the shock wave is closer to the limit line than
3h
transonic nozzle
invented for double Taylor oefies. Weecan however
No analog of the Domb-Sykes plot has beenhu
ondary of
locate
theconvergence
single po
series
the fullotserieshes
(Eq. contath
3) by examining
to which it reduces along various other rays through
the origin. These contain odd as well am even powers
f/
--
Domb-Syke
!1(2_'+a,
On2
R2
i
.
(15)
"
In this way we have traced out the domain of convergence of Meyer's double series, which is bounded
by a doubly symmetric set of limit lines, as shown n
Fig. 9. This may be compared with the result of
"calculate a finite
-=i
- "
.-
i!
i"proper
continuation of disturbed flow upFig. 6 Analytic
stream through
shock wave
srmtohscwvLaminar
Tranoni"NozleLucas
nakin
,ThensofixNed
sini in Eqq.()
MT
e fixed
. (4) m
ean
thattansniczero
the nearest
sN~drit
lie signs
inthephyica
fied
fr
C-.2
52
1.0
CCL
Fig.
8vroDm-ye
lin
ltfrsi rcini
.2.
0.
01
forhigh of gravity wavesra
plotSke
trm
Fig. a1
for___uappr0oayfrmri-i~
im neacrese%
lt inge
art
DobSye
lo
square-root sinulait
1aue0
Scwrtoicdthttis
higheet
~
Fig.vestiontors
conveargnetf Mguayr's
not t
himresuion
wave
~
~
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~
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wav.
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for
Wedescibe
forein sci.
lu h
heetnt fetmtn
h
pecXn
ig
ers
eotm.
latt
tedroim dotane
n
iglay
mdsusdi
amoth near
esgt singularitywaes
or elsewenre
al l
the poitve 4toredsoal
s
morteais
whingly
thrblem
at uallywersepriesenThseanlm beyoplid
comple
losten siamoeanfetieing Elsewhereon theAn
Extraction of Singularity
When the nearest singularity has physical reality,
it can usefully be extracted from the series to
accelerate the convergence. We consider the series
(Eq. 4) for u across the throat of a transonic nozzle.
singularity,
Figure 4 shows that It has a square-root
2
corresponding to a limit line, at (4y) = (0. 495)-1.
If u vanished there, we could either st.ppress
the singularity by forming the series for u2 or
extract it by dividing out a factor [l-. 495(4y)2]Y/2,
and then examine the new series for additional
singularities. An example from boundary-layer
theory is given in reference 2. However, here the
new Domb-Sykes plots indicate a square root remain2
ing at the same location in the series for u , and an
inverse square root in the series from which the
original square root has been extracted. This means
that the square root is not the leading term, but that
near the limit line u behaves like
(17)
highest wave
- - - -be
.4
H(O
0
.2
(y
. + 7.
4xI
(18)4
(18)
Schwartz thus
-h
=h - 2
1.13x(47
o-o"
parameter
F1Vrito
perturbation waeeghwihtoe
.45
y-0254[ 9(y
6 1 7 3 19
h
33007.7 1
_h41-4-
- 302,400
line.
-19. 16197h
-70. 55874h
6 26Euler
-1. 461613410 h
-O(
)-...
...
-6. 365499X10 h
Transformation
When the nearest singularity les off the axis of
1Ohysical significance, we are not ordinarily interested
in its details. Then the simplest method of analytic
continuation is to map that singularity away to infinity.
This is easily accomplished by applying an Euler
transformation: recasting the series in cowers of the
for a singularity
new perturbation quantity e/(e+(
The range of convergaince is thus
located at e = -Eo.
extended to some other singularity - the nearest one
_.
(16)
The signs are still fixed, corresponding to a singularity on the real axis; and Schwartz has confirmed
that it now corresponds to the corner in the highest
wave.
455
2t
I
1. 73694X 1350668
-.7623273?-.
n
Th 2atr
it~
75198X
.,72482
691218
~ sosta
th boy6hsi
iglr
h ors
vdztyams
noseof hus
he ody
he urfce
t X0.54.
four60
Trom
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6802
series
sows
953
ordter
Nones
IHowever,
sapnrds
eis osfi
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Golsten's/0thannverarysympeu4,
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lcanla
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ientby
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eNo
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,1
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9
ti
ACKNOWLEDGEMENTS
This work was supported by the Air Force Office
of Scientific Research under Contract AFOSR 742649 and its predezors.
i]
iV.
,zf
141,
457
J. M. Witting
'Fenton, J.
A ninth-order solution for
the solitary wave.
J. Fluid Mech.
Q3, 257-271 (1972).
2
Longuet-iiggins,M.S. and Fenton, J.D.
On the mass, momentum, energy and
circulation of a solitary wave. II.
To appear in Proc. Roy. Soc. Lond.
A.
5
WittTng, J.
The highest solitary wave,
and others.
Presented at "Modern
developments in fluid dynamics-an international symposium in
honour of the 70th birthday of
Sydney Goldstein" (December 1973).
4
Shanks, D. Nonlinear transformations
of divergent and slowly convergent
sequences.
J. Math. Phys. 34,
1-42 (1955).5Hille, E.
Analytic Function Theor
Blaisdell Publishing Co., New
r
p. 133 and 136 (1959).
aHavelock, T.H.
Periodic irrotatienal
waves of finite height.
Proc. Roy.
noc. Lond. A 9., 38-51.
7
Gran,
.TA7.Thke slngularity at the
crest of a finite amplitude proJ. Fluid
gressive Stoke- wave.
-262 (1973).
Mech.
'
.,
7
1
M. S. Longuet -Higgins
In addition to the computations of
the solitary wave by Loitguet-Higgins
458
'.
A,
V
(l+a
u-iv
+
2+a2
'+ n
and the
.2
1qi
crest _
rou-h
0c~c
o
where q
and ttrough are the partithe crest and the trough
cle speeds at y(in
th steady flow seen
respectively
teady w
see
byHe
wave).
co denotes the speed of waves
of infinitasimal ampli.,ud . For waves
wita a sharp angle at the crest q
crest
ie
vanishes, giving a = 1 precisely.
In
general, 0 < a < 1. Moreover u can be
expanded as a power series in hl (not
h), and on reversion both h and c 2 can
k- expressed as power series in w.
Using the
,N~,i Pad6 approximant
to stur chis series I obtained excellent
h = 0.14107
45~i
0"2
0"2
0_1 ---
0.1
Figure 1.
.4
ii
A
4'.
+ ;460
- dl
Ui
+".
AUTHOR'S REPLY
The author thanks Dr. Witting and Professor Longuet-liggins for their supplementary comments.
It
461
(Page 462 blank)
P.T. Fink
University o4 New South Wales
Sydney, Australia
ABSTRACT
The numerical calculation of the
movement of free shear layers in twodimensional and quasi-three-dimensional
flow has been in vogue since Rosenhead
published his method of discretisation
of vortex sheets into elemental vortices
of constant strength in 1931.
The many
writers to use the technique in the next
42 years have met more or less severe
difficulties in applying the method to a
variety of problems involving memory
effects.
These troubles were due to
Rosenhead's incomplete consideration
of
the principal value integrals which are
implicit in the calculation.
A new method is put forward here in
which numerical error associated with
principal value integrals is much reduced.
New sets of equivalent vortices are
created at each time step in the computgiving rather better simulation
ation,
We
of the behaviour of vortex sheets.
review the most important of the earlier
papers and recalculate some of their results. Solutions for vortex sheet development for several other problems of
interest are also presented.
I.
Fig.
Introduction
T'e prafiFTl importance of
boundary-layer separation and the formation of shear layers in two and throe
dimensions is so great that approximate
calculations have been attempted by very
These cover such areas as
many workers.
the self-induced movement of sheer laythe rolling up of vortex sheecs
ers;
behind wings, propellers and other lifting bodies;
lee vortices above slender
wings, bodies and wing-body combinations;
two-dimensional starting flows past all
manner of bodies, particularly those with
sharp edges such as ships' keels, Fig.l.
Although the viscosity of the fluid
is responsible for the formation of all
the shear liyers mentioned above, it is
neglected in potential flow caliulatiors,
save indirectly by the imposition of
Kutta-type conditions on the solutions of
the Laplace equation which is always involved, at any rate for subsonic flow.
1.1
463
L:
slender three-dimensional
t-040,
C.)-
bodies.
jt-0-35
--
',
k
Fig.
Rosenhead calculation:
vorticity
Initial
density constant and
= 0. lsin2v
(n)t
of Abernathy and Kronauer was generalised by Michalke [4] to include the effect
of thickness of a shear layer - at any
rate for a simple Rayleigh type linear
velocity profile.
Michalke also began
with a linearised treatment of his problem.
This led to the discovery that the
presence of the additional dimension in
the analysis removed the arbitraryness
jL_
..
.
-I
[0384;
kW2k3
0"71o
&584; 0357i
0784;04935
:"'294; 0,,447
.
.'
Fig.
li
T'
t'
a
ooxW
wavelength.
No very great irregularity
of vortex position appears to have
466
"
_-
""eek-_
-
Sall
F
''-pair
-----
*am
"9
A_
wt.A,.r
Fig.
tial
flow model, derives from their
persistence - after all!
- with Rosenhead's
M4ichalke calculation:
Initial conditions are,
sheets parallel,
vorticity density has
sinusoidal initial
perturbation
'
_____
,
1
466
'
-I-
+,
Fig. 5
____there
Birkhoff calculation of
Helmholtz instability:
Development of half
wavelength
I i
.
u://
LI-.-I.. .....
.!i
__
r--
o,
-
"this
final conclusions are that .....
result does not necessarily exclude the
i-.
-...
...........
-------
J - -
I!
",.,
......
-------
.. "the stab-
It-
...
.-.".---------
"""".L.i.
In 1935
Westwa-er's Calculations.
Westwater I attempted to calculate the
rolling up of a trailing edge vortex
sheet using the same numerical technique
as Rosenhead.
He considered the wing to
have an elliptic span loading giving a
corresponding strength of the trailing
vortex sheet.
The effect of the bound
vorticity on the flow direction was neglected. Thus the problem was reduced to
a two-dimensional one such that the
region of interest would be a cropssection plane normal to the direction of
travel of the wing.
The time parameter
involved would be the time interval from
the instant the wing had passed this
normal plane. Initially the trace of the
vortex sheet was taken to be straight
and coincident with the wing span.
Its
vorticity density was of the well-known
cotangent form appropriate to an elliptically loaded bound vortex line.
Westwater replaced the sheet by 20
unevenly spaced discrete vortices of
equal strength in order to simulate the
...
L.L..L..A..--
Fig.
-,
Westwater calculation of
development of trailing
vortex sheet from
elliptically loaded wingi
elemental vortices
identical in strength
"
::
Yl
0*.
1 0
0
0.5
,1
1.0
1.0
Fig.
468
Takami's recalculation of
Westwatei: case;
40 elemental vortices of
identical strength.
Black spot is centroid of
vorticity for half span
"
body combinations
..
U'
but that
"
.....
the
arise ...
,.
The Shddi
of Vortex Sheets from
Two-Dimensionah
les!
.........................................................
j!
'
iBoundary
471
______
-
--
___
-- "
and,
smooththat
out-the
flow thirdly,
condition.to Itsatisfy
would aappear
pressure continuity condition was satisedge. Convergence was very satisfactory
--
such as
approximately in
vortices
Fig. 8
"
..
...
....
ence (1971).
Slines
theaving
2.1
Introduction
The use of vortex sheets to help
represent some of the effects of viscosity in otherwise inviscid flow theory is
The technique is particularwell-xnown.
ly valuable for two-dimensional situations and those many three--dimensional
cases which are quasi-two-dimensional.
It will generally be necessary to
calculata the movement of the vortex
sheets and this invariably leads to the
problem of evaluating singular integrals.
In this section we tecall and set
down the necessary complex funotions to
the point where numerical methods may -be
in Section
III in
applied.
is done scheme
which a newThat
numerical
is developed for the calculation of the movement of
vortex sheets in unsteady motion. The
distribution of pressure and the force on
nodies in the vicinity ot vortex sheets
are often of interest and the method of
calculation is then described.
Proof of
uniqueness of solution is perhaps too
much to hope for at present but some aspects of the accuracy of the approximate
method of solution proposed here, are
examined in Section 3.4.
2.2
C
Velocit Field Associated
wit a Vortex Sheet
In two-dimensional flow, a vortex
sheet is a line of discontinuity of velocity and we require a notation such as
is shown in Fig. 9.
For a free vnrtex
sheet which convects with the fluid, we
follow Helmholtz in defining the complex
as
velocity
ofaypointsonoblessheetisvs
of the complex velocity
the mean
vectors q+,q_ immediately on either side
of the
sheet at that point.
Thus
qvs
=-
(q4 + q)
(1)
473
ln(z-z )ye'
J
Za
o1
(5)
Sf
() ZZ
__qvs
aw
q(z)y(z
)e
dz1
(6)
+
Fig. 9
Notation
q(z)
Y7T-
Sb
Y(s,)dsl
z- z
I
(2)
(3)
za
Where ne assary we assume that the function ye-'I satisfies the H61der condition for the existence of a principal
value integral. When the point z lies on
the vortex sheet, the velocity is to be
interpreted in the sense of Plemelj, viz
TIT
ye-i
-:'
hS
+
(
- ('+(b)
) + !(q+l'
(7)
-qja
and continuity of pressure is assured if
the right side of (7) vanishes.
The
relevant Plemelj formula yields
+ -
=Re
(qvye ')
vs
(8)
-.
{1b ye-'4dz
?
za
a
1i
-(,-
dz(4)
I ye
7e)Z-i z?
z,
7WZ Jz-
c+(z)+q_(z)
vs
(4)
- ye+points
(z) q (z)]
(3),
the
JI
;A
-V ReI
10
(9)
n
1
k'j
-
z-Z
1
re
27nisj+ _sj1zI.
j-i
In
j-zj-i
(11)
It is understandable that much of the previous work reviewed in this paper makes
that
- perhaps
Thus assumption
it would appear
that intuitively!
sufficiently
Y
" k=l
z -kk k
()
(0)
k-j
circulation round the segment and the
3 Clearly at a fixed shedding point
A
-(t) r and
O(t+ft) = r+6r
goes
on and each of the logarithmic terms
associated
in principle with each of the
segments may become significant.
Hence
the predictud velocity at any point on the
sheet will need to include an increasing
number of logarithmic error terms as the
sth
subdivision of the initial sheet is refined. Thus the process of discretisation using Rosenhead'smultivortex representation is
4
475
2.'1
_.... .
inconsistent.
Coarse subdivision is
also undesirable - for obvious reasons but some earlier work gave the appear-vance of success by using this for short
enough times to avoid evident failure of
the calculation. Thus, the difficulties
encountered by the writers reviewed earlIt is not
ier appear to be explained.
possible to calculate the motion of a
vortex sheet from the motion of the series of discrete vortices used to represent that sheet for more than infinitesimal intervals of time.
3.2
condition and the pressure continuity condition, equation (9) wnich then becomes
rn/At
qz
(At)
3.3
(12)
vsedge
aw
2
('/As)Re
(13)
The determination of C'nfrom Kutta's condition has been found
straight forward
in all cases examined in this paper.
Although equation (13) is available,
together with the Kutta condition for all
values of n, we have to give special
attention to the manner in which the calculation is started. The single vortex
representation of the 3egment of sheet
shed initially, i.e. for n-1, is unlikely
to be satisfactory. However if the calculation converges to a solution of known
character for increasing n, we may have
some confidence in the details predicted
as n becomes large,
It will be shown
that this is the case for a number of
corner flows, including the special case
of zero included angle, viz. that of flow
past a semi-infinite flat plate in uniform motion normal to itself following on
an impulsive -tart. These all have similarity solutions for the time dependence
of the parameters describing the shed
vorticity - but for unknown constants.
These constants emerge in our calculatians
as n increases;
i.e. the present method
may also be viewed as an iteration technique for finding all the details of
such flows.
Thus, if an accurate representation of the shed vorticity is required for small times, or even at the
first time ster, we may begin with an
arbitrarily large number of elemental
vortices obtained from the appropriate
similarity
solution.
Hence, the corners
similarity solutions
for semi-infinite
z.(t) + q(zj)At
+
1 n
2W1kIl
(z()
z - Zk
.1
.
In place of the numerical equa4 (14) - neither of which apply
tions (10),
at points on vortex sheets - we then have
q(c)
r- I
_2_,Tk-1
I_ nr_ - k
(15)
aw(c)
= at
at
3
at
tlTik.,l
d~k I rk
Cck
td
1
"-la-t
rk
-T_
dr
nk
(16)
It will be noted that this pair of expressions allows the boundary to change
its geometry with time.
Evidently this
will be useful in applications of the
theory to the flow past slender wings and
bodies with non-linear force and moment
arising from vortex separation.
The calculation of the distribution
of pressure over a boundary from which
vortex sheets are shed, will require
attention for points z(;,t) close to the
shedding edges/points because a discrete
vortex representation of the segment
which is attached to the shedding point
- as suggested by equations (15), (16) must misre.present conditions in the
immediate vicinity of that point. We
improve the representa~ion by approximat-
The error in
inducad velocity q
at a
short length of sheet with constant vorticity density and, by assuming that q,,s
within the segment is (qvs) .de
ThuX,
the segment is used in
e-g place of
the nth elemental vortex referred to in
equations (ib1),
(16).
6ole rebults of
usinq this procedure are aiven later.
The force on a body may be obtained
by
direct integration
pressureforor unby
application
of Blasius'of teorem
steady motion. The latter is generally
preferred since it involves less calculation and the former 3erves as a useful
check.
The expression for force,
derived from Blasius' theorem will consist of the sum of an inertia term
associated with the added mass of the
body and of a further term associated
with the memory effect of the shed vorticity. Consider for example a flat
plate lying between z = +ih(t) moving
with velocity U(t) normal to itself. The
normal force X(t) is readily determined
by use of contour integration, when it
is found that the memory term takes the
form of line integrals along the vortex
sheets shed into the flow:
X(t)
Aqjk
d (vhU)
-21m
sheet
[ad
h t +l+h
'41
t
where
i kk
jz7zl
119)
Yrj
ds I
(17)
i2ii zj-zk
+ e ik (8
~ -'2
2 1+-ej
Yk
ik~+
(20)
477
S~,
2-
4-
Ie-iB
q1+
3
i
0[a) s
(21)
s.
where Re
is the vectorial distance of
z. from the centre of curvature, As is
tPe arc length of each of the three segments and 2aR = 3As.
The approximate
answer obtained from consideration of the
effects of the corresp3nding elemental
vortices ri', Ij+' follows readily as
r..
ri
j+l
21ZJ-1j )
S( cjk~approx
j-l
P
z
il
-j
i
e-
-i
(22)
Hence, the principal error due to discretisation in our calculations will
arise from the discrepancy in the leading
terms in the parentheses in (21), (22).
Thus, the contribution of the immediately
adjacent elements to the velocity at z.
as given in (22) must be increased by Cne
half even for small curvature of the
sheet.
The error in the time integration
may be estimated in the normal way but it
must be remembered that the velocity field
being integrated is itself in approximated
form due to discretisation of the vortex
sheets.
In fact this leads to the conclusion that sophisticated procedures of the
Runge-Kutti type are best avoided.
In a
Runge-Kutta integration the velocities of
the elemental vortex coordinates are calculated at several intermediate' times
within each time step and there are as
many additional opportunities for the
creation of further logarithmic error in
tha induced velocity field since the elemental vortices will generally deviate
more and more from their original mid'element positions, see equation (11),
The simple Euler integration (12) is
free of this severe handicap.
We should also mention the method
used to translate the unequally spaced
elemental vortex coordinates, which
occur at every time step in the calculation, into a new - and different - set
of equi-spaced elemental vortices.
The
Lagrangian interpolation formula was
For
used throughout for this purpc';e.
small steps, the error will bu small
since the deviations of the elemental
vortices from their mid-segment positions will then also remain small.
Increasingly fine segmentation of a
vortex sh.iet will evidently improve the
accuracy of the discrete vortex representation of a continuous distribution of
vorticity at the instant of subdivision.
It will also ensure that the radius of
curvature of the sheet is large cfd. the
of the segment.s.
This implies
that the time steps in the integration
need to be small in our method because
th:,* ensures that in each time step the
deviation per unit segment length from
equi-spacing
of the
equivalent
elemental
vortices is kept
small.
We explained
the vital importance of this matter
earlier.
Perhaps we should point out that,
like all other writers in the field, we
have not produced a fully satisfactory
numerical treatment of regions close to
the centres of vortex spirals. Mostly,
it is satisfactory to represent these
regions by relatively few elemental
vortices despite inaccuracy due to curvature and proximity of neighbouring
turns.
sAry,
wQ invoko
the now
ajeftc,
4.1 Introduction
soeIn this section we give a survey of
some of the results we have obtained with
our stepwise redicratisation method,
more detailed accounts to be published
elsewhere.
We thought it worthwhile to
recalculate some of the more critical
,on
includ-
.e.,
4.2
Fig. 10
__
Helmholtz instability
ions to include the effect of time variation of both velocity and dimension of the
plate itself? i.e.
we obtained recultc
which were immediately applicable for the
estimation of stirfece pressure iistrihution and normal force on small aspect ratio
lifting surfaces of arbitrary camber and
planform - at any rate within the framework of slender wing theory. At time of
writing we have not completed extensions
to include the effects of thickness for
lifting svrfaces but we present some calculations of lee vortex development
behind rectangular and other sections
which have application in ship hydrodynamics. In principle, the method lends
itself to consideration of much more
realistic boundaries and some of these
applications are the subject of current
work.
._
.P'
lAJ
".".
tiotpositio
of
votex "at
N,.120,40,
Fig. 11
479
was revealed
Thisconstancy
tip. for
nearourtheresult
density
of
by testing
the spanwise dosition of the centroid of
4.3
Press
Whadthe
=H2
(23)
d7
f
aand eq
equation (11) for the velocity of the
ith vortex point in the shed sheet ben
comes
rkk
r k
U
=
q()
3k
j
f(_)
p
- 2-.- 2
,
.
(24)
where the logarithmic error term has
taken to vanish due to use of our
bn
discretised vorticity method, the variable [ arises from the image system, the
penult mate term in parentheses arises
from distorticn of elemental lengthgq in
transformation and U,is the fluici
speed at the arbitrary point z - -iH in
steady flow with no vortex shedding.
,
i
"'j
(Ut/8):O 4tion
A
Fr
Tih"mCm
ARsult
-- -
I(Ut/
0
O-
1%of
,Ut
ito
The
from n-5 to n=70 in steps of 5.
similarity law is z/H-(Ut/H)2A for this
case.
Anton's similarity law for the I(t)
development of the total circulation
the fluid
shed
n win
C(Ut/H)
- into
is r(t)/21TUH
timethet vorticity
found that our solution converged rapidly
the value C-0.611, viz.
n 1
Fig.
,..,
12
Development of trailing
vorticity distribution
d:'
-from t-0 to
ax(-X)
t-0.4 s/U
70
55
40
25
10
0.241 0.539 0.595 0.609 0.610 0.611
tmt|w
This may be compared with values of 0.587,
0.635, 0.586 obtained respectively by
The
Anton, Wedemeyer and Blendermann.
480
AF
.......
i,
IEE .
IWedemeyer's
E=
Sr
gF,4
1.-I
- B(Ut/H).
.r
Fig.
14
We again found
69
55
40
25
10
n 1
B 0.248 0.389 0.441 0.432 0.430 0.429
This may be compared with a value of
Our
B = 0.474 obtained by Blendermann.
O"S
&
"accuracy of
also.
--
0
Fig. 15
O'.
0.
1-2
16
20
YIN
C,
so
-U--1
004
Fil.
16
,0
Fig. 17
to
24
44
14
1*0
I'
48
Li.
&to the--ry of the action of bilge keels
'span' radius.
is small compared with
when
their bilge
the local
S2.0
"U
(t) $asin t
t a 2.92S
-1.0
Fig.
18
10
+--,
U-"
00
0.2
Fig.
19
Fig.
/////Slender
I,
20
Vortex Separation cn
Delta:
a/K-1.00
...
Smith,
--
-IsNon-linear force on
oscillating plate
Present Method
Vortex Sheddirn
from Slender Lifting
Surfaces.
We have ilready stated that
our discretised vorticity method,
together with our extension of the Anton/
lit
l
and
Sacks
i
stc[30] already existed.
e
Weng___next
investigated lee vortex disposition above
"I
-%
Fig. 21
0.2
0.4
016
0a
le
483
'?i
L,
AL"-
'1
closer to Sacks
0.3-
Trailing point
0 .-
0"5
.'
SM
Fig. 23
J.
.
i3
.CWI21 at/ K
---
contracting
SSmith's
resutts-
Sacks'
risuits
Psent
resutts
S Present resulcurrent
2
kig.
24
1load
Fig.
at/
1
22
The linear-
o__
484
smonotonically
the
eB/D.
S_04"
_strong
-
....
t-ftd
---
Fig. 25
26
___
---
--
Fig.
perhaps due to
than for a
bil_ tVortexTheSheddigiShpanera
present method is applicabe to the calculation of zero-Froude
number values of non-linear force and
moment on slender ships in manoeuvre
situations.
As a start we have considered the development of bilge vortex sheets
and non-linear
T1
- .
-
-- ..
'
.4
..
*
Fig. 27
* ,
**,
,4AIL
485
S..
I.
ACKNOWLEDGEMENTS
We thank Mr Ralph D. Cooper of the
U.S. Office of Naval Research, whose
invitation to us to contribute to the
10th Symposium on Naval Hydrodynamics
One of us (W.K.S.)
produced thin paper.
vield a C S.I.R.O. studentship and, subiequently, a University of New South
Wales Postgraduate Research Award while
In the course
working on this project.
of this study one of us (P.T.F,) had the
benefit of useful discussion with a
number of workers in the field and he
would like to make special acknowledgement of Mr J.H.B. Smith of the Royal
Aircraft Establishment, Farnborough, U.K.
who also provided us with a number of
key references.
REFERENCES
Lamb, H., H drodynamics, 6th ete,
1.
Dover, New York, 1943.7
Rosenhead, L., "The Formation
2.
of Vortices from a Surface of
Discontinuity", Proceedings of the Royal
Society, London, A, Vol. 134, 1931, pp.
170-192.
Abernathy, F.H., Kronauer, R.E.,
3.
"The Formation of Vortex Streets",
Journal of Fluid Mechanics, Vol. 13, Part
1, May, 1962, pp. 1-20.
Michalks, Von A., "Zur Instabil4.
itat und nichtlinearen Entwicklung einer
gestarten Scherschic:ht", IngeniourArchiv, 33.Band, 4.Heft, 1964, pp. 2645.
5.
Birkhoff, G. and Fisher, J.,
"Do Vortex Sheets Roll Up", Circolo
Tomos
Mathematico Di Palermo RendicontI,
-M
l959,-p-. 7
W, Series 2,
Hama, F.R. and Burke, E.R., "On
6.
the Rolling-Up o0 a Vortex Sheet", TN
60-1069, Sept. 1960, U.S. Air Force
Office of Scientific Research.
Batchelor, G.K., An Introduction
7.
to Fluid Dynamics, 1st ed., Cambridge
Press, 1967, pp. 528-532.
nersity
Birkhoff, G. and Carter, D.,
8.
"Calculttion of Interface Motion",
Appendix F to Report la-1927, Sept. 1955,
Los Alamos Scientific Labocatory,
University of California.
Westwater, F.L., "The Rolling
9.
Up of the Surface of Discontinuity
behind an Aerofoil of Finite Span", R &
M 1692, Aug. 1935, Aeronautical REsearch
Council, Great Britain.
10. Kaden, H., Inenieur-Archiv,
Bd.II,
1931,
pp.
140-168.
pp.
K
F,
1-20a
'1<
486
tit
I'
S487
FA
'4
,DISCUSSION
L.
LANDWEBER
f(x--J) d~x- Ax
k
k"
k(f-f
[ k#j
dx
+ Af
].
x -x
j-e
_i_. +
x-xj
f.d
3 d , e {i,
f
x.
j+e
aa
X-x.
-
2,
even,
j odd
f(x-)dx
f
Af
k" k +
- j(+k
jXk
(3)
r
f-Aq[k n x-----k+
k~j
* k
.r. ]
(1)
3 3
where
i =
= 1, n an odd number; for other
1 n
values of k, A = 2 or 4 according as k is even
k
or odd; and P. = yAs. A proof of this rule
b
f(x)-f(c)
dxf+
f(c)
dx
(2)
= b.
we obtain
488
[I
K. WIEGHARDT
L, J. DOCTORS
The discusser would like to raise a question concerning computing eflort, as the time (t) becomes large. It
seems that the computation time will not be proportional
an edge vortex might become interesting for cavitation inception. Blendermann /1/ calculated e.g. the vortex
sheet when a thin vertical plate (2B3
breadth) is accelerated horizontally
G.E.GADD
the vortex spiral is small the pressure minimum in the core is, for time
p- Poo - 7 q (a2Bt)2/3.
a ,
t<p<
present cycle, and not on the number of previous oscillations that has taken place. Would it help to achieve such
a result numerically if an artificial damping were intro-
the force X
~rk(X~kky-NXk~k
"aXk
b
k
and Yk=-q'Zrkk1
The kinetic energy due to the vortices
is E = T ir
rlln/zk-Zl/
k1
kI
+ E,
CO,
where4
where
489
I.
AUTHOR'S
We thank our discussors for their
comments and suggestions.
The answer to Professor Landweber's
question is that the method of stepwise
rediscretisation does not involve
explicit computation of the vortic&ty
y(st).
Instead, we use the circulation of
each
/Sk+%finitesegment
ri
k
y~~.
We
s
.eform
the vortexas
Sk_
sheet is not attached to a boundary, as
3n Rosenhead/Westwater/Moore type
calculations, the discretisation proceeds
from a given initiaZ distribution of
vorticity.
The pivotal points zk move
in accordance with the equation (2) so
that Kelvin's theorem applies and the
Fk do not change with time.
To achieve
equi-spacing of pivotal points before
the next step is undertaken,rediscretisation is used and a new set of rk emerges
in an interpolation process which
conserves the partial circulation function K(s); i.e. the circulation of the
portion of the sheet of length s measured
from a reference point on the sheet,
such as the midpoint in Westwater type
calculations.
Thus
Is
k-l
im
K(sk) =
(s)ds = ::Fk +
d
m=o
a
As
T - kj
Xkyk
Z(s)-z.
3It
-
REPLY
function at the ends of the segments
whexeas our method yields information at
midpoints of segments.
Thus we would
need to extrapolate at the ends of'the
sheet in addition to interpolating within it for each time step.
We wrote the above reply after
attempting
recalculate
the 4.3
semi-inplateto case
of section
using
an adaption of Professor Landweber's
fntpltcaeosein4.uig
of Simpson's rule for evaluation of
the velocity of pivotal points.
We
immediately encountered irregularity of
shape of sheet near the shedding point
and then arrived at the above conclusions.
0.05
0.1
0.2
0.3
0.4
-4.09
-4.10
-3.99
-3.91
-3.85
0.5
-3.79
jcretisation
is seen that the form of interpolation used in our stepwise rediqthe Hamiltonian
but that
the tovariaof vorticity
leads
changes
,in
Zk-Zj
vortices and to apply obvious approximations for the effect of vortices which
have become very remote.
li
44.
Moore, D.W., "A Numerical
Study of the Roll-Up of a Finite Vortex
Sheet", Journal of Fluid Mechanics,
Vol. 63, Part 2. 1974, pp. 225-235
~~
...........
491
....
ABSTRACT
1. INTRODUCTION
Recently, there has been a considerable amount of
interest in developing a particular type of twin-hull configuration, namely, the Small-Waterplane-Area Twin-Hull
(SWATH) ship, as a new design concept for a number of
specific Navy applications. As part of the initial effort to
investigate the hydrodynamic performance of SWATH
ships, an analytical tool for predicting wave resistance was
developed. This paper presents the results of subsequent
efforts to extend the scope of analysis to include an investigation of the steady hydrodynamic force and moment on
a twin-hull ship of a more general shape.
The wave resistance problem of catamarans has been
investigated by Lunde (1951) and Eggers (1955). In both
papers, a catamaran was treated as two separate but identical thin ships, and the velocity potential of the problem
was obtained from two sheet distributions of simple sources
(or, more precisely, Havelock sources). However, since each
hull is in proximity to the other, and since each will generally experience an asymmetrical flow field around it, distributions of simple sources alone are insufficient for solving
the problem. To account for the asymmetric flow field
arounJ each hull, distributions of doublets normal to the
sheets shoulo be simultaneously considered. Fortunately,
by virtue of linearization, the effects of doublet distributions may always be superimposed to refine the results
initially obtained from source distributions without jeopardizing the initial results,
493
I
i
NOMENCLATURE
(Additional nomenclature are defined ar they appear in the text)
C(x,z)
t(x,z)
AAB
2b
Stotal
= hull-separaticn distance
velocity potential
= disturbance potential
= disturl~ance velocity
S('0)
S(,01
0"
i nv i
p o fl=
lb
qetai=tnormal component of q with respect to (O)
H
L
= ship draft
= ship length
N0
Rw
= ship beamr
A 0 B
f 4 (x~z) + f-(x,z)}
C(x,z) = _
t(x,z)
7I
f+(x,z) -f
(xZ))
(2.2a)
(2.2b)
Ihlen.
t(x,z).)
Finally, we shall assume that the draft of the ship is H and the
ship length is L, extending from -L/2 to L/2.
field.
Using this coordinate system, the ship geometry may be
described as follows:
110lull
1:
yis
f+ (x,z),,
(2.Ia)
f (x, z),
.1
=Ux*e
Y2P
Hull 2:
-f-
(x, z) + 2b,
-t*
21ship
(x, z' +
(2. 1 b)
P
(Y2 s
so that its gradient gives the total fluid velocity relative to the
as follows:
2b,
- U I+
V7.
where
= (u,v, A) = V2.5)
~
49I4
S-,t -
(2.4)
I
'
0 a20 8
+ -
Bx
+ -
BY
310
k0
2+
Bx2
20
a72
=0,
B,
0,
for
<0,
atz =0
Since both the differential equation and the boundary conditions (2.6) and (2.7) are linear, we may consider the effect of
thickness and the effect of the position of the mean cambci
line (which now includes the incidence) separately. This can be
done by assuming C(x,y) = 0 and t(x,z) - 0 in (2.7), respectively,
and superimposing the results. Thus, for example, the flow
around Hull I may be decomposed into two problems as follows:
(I) the flow around a symmetric hull (with respect to the plane
y = 0) without the presence of Hull 2, and (2) the flow around
a very thin hull (zero thicknes::), with or without camber, in the
presence of Hull 2. Subsequently, these two problems will be
referred to as the "thickness" and the "lifting" problems, respectively. The flow around Hull 2 may be similarly decomposed.
This suggests that the disturbance potential 0 may have the
following decomposition:
g/U 2 ,
where k0
/ 1
,tor x> 0
for x <
lOt),
ir
,j.Lx2
+Y2--'x0"z),T
0.
B-0y
8
ox
for
((x,O,E)ES
do (X,AZ =
, =._U Bf
L(,a t
lay"
U
-y
-(x_2h0,z)
tt0,7.leSVt~
(2.7)
80
-(x,2b+0,z)
y
(x,2b
= U
Bfor
Bt
0, z)u-
ac
-
.BC
U l-+
at
-_ L
8th
(x 2tz)CSW)
,: ,
respectively.02
Before proceeding further, let us observe the flow situation around the ship. Because each hull is now cambered and
is situated in proximity to the other, each will expe ence a
uniform flow coming from an angle. Hence, in addition to
the usual thickness effect of a sy; .,., tric monohull ship, the
so-called cross-flow effect must also be considered. This is true
even if the camber is reduced to zero since, for two identical
monohull
ships sailing
be asymmetric
around each ship will
withabreast,
respectthe
to flow
its centerplane.
still
:still
'
'
'"495
(2+)
tx,2h,z)++
=U11
ax ac
ay
8ox
=
ByBy
and
( 1 ),
By
ax
By
ay80,,
y
a)
-a
ac
a02,1a
ayx
laL- ac71 l12
a+
Z0) a0,
(x
Y
such that
az
_ay
(x+
(2.8)
for
-i
Dy
01 ,/x'y'Z)
y,z).
(2.1,)
11
-0 1 p(x,-y.z)
and
02, (x,yZ)
(x,y,z)
02 o(x, *y+4b,z),
(2.12)
21 )
.0l(x-y+4b~z).J
,2
From (2,16) and the first equation of (2.9), the local surface
density, o(x 0 ,z,), of the distribution is found to be related to the
half-thickns.ss function of a hull as follows:
t
a (x,z)- = --
o(x,y,z)
=_JJ
(2.17)
(2.13)
In a similar manner, we may conclude that
S10)
b
IT
2 1(\,y'z)
J f o(x
(o.0)
. 1/2
In this expression r L(x - xo) + (y - Y0 )2 + (L --- z,09
and H is harmonic everywhere in the lower half space. Te
explicit expression of the function G is well known (see, for
example, page 149 of Wehausen (i973)), and may be written
in the following form:
I
- +
rI
4 /2
dO
exp k(z+zo)
dkk
4k
U.-0
S"
(0
2
tI0ec 0
k k0 seC 2
cus[k(y-yo)
si 01
(2, I 5)
expiko(Z+Z
0)
2
s sec 01
~
~....
Iwhere
coslk 0 (y Y0 )
xsin 0sec 2 01,
(x - xi' + (y -- y
+ (z +
1/2 k0 g/u 2 ,
"and the integral with respect to k is a Cauchy principal-value
integral.
41/(x"y~z)
r, =
=
s1 +sl1
M(x0 ,Zo)
(;(x,y
0:xoOz
0 )dxodZo.
,.
G2.19)
):.Ax,y,(X,)
ay
S(2
1w
2ro(x, z)......
dz,,.
0
(2.20)
yd((xyjz)2b,z2)ldx
-I
(x, 0,Z)
A
6
496
It
in the wake S(t That is, M is constant along lines which are
parallel to the direction of flow inthe wake. Similarly, we ma
also set ai/ax = 0 along the keel if we assume continuity of
O,z,) = 41rP(xo~zo
-0,| (x,
|(xo),+O,z,,)
for (x 0 ,0,z 0 ) f
1(x
) = 0,
(2.28-
everywhere.
(2.21)
0 +St0)
Since gA(Xozo) is no longer related directly to the local
geometry of the ship, it is more difficult to determine 0, 4'
However, the secovd equation of (2.9) may now be used. If
we substitute expressions in (2.15), (2.18), (2.19), and (2.20)
into (2.9), we may write
and
0i(x0,2b+
rZo)--O
(x.
S
wer o
2)--0,z
)=+4nrJ(x0,z0
0
2,
ShO) + S()
forXo2bzo)e
b
w'ln
(2.22)
1'0
Mt(x0,70)
f"3Y2
Jo
a2
- (G.(x'y'z;X11o,0Zo)
Since, by (2.11) $
( G(x,y,z;x ,2b,zo)
0
e (Xp
o Zo)
-a
is
ol (x +0,zo).
fo
ktth
(2.23)
f(2.29)
}dXodz
0
sy
aled
( , )-ya
ax
s (0))
lb
I
2-/(x'2b+0
0=
z,,).
(2.24)
ss
of tkernel
x - pU
{1 + 01M + 6"a + 02M)." (2, 25
i'
prone to inaccuracy.
Hu (19ol) has shown that for a simpler case, i.e., for
y=
0 and y0 = 0, the k-integral of the double-integial term in
(2.15) may be expressed in terms of t,:: exponential integral
function. Since the exoonential integral function is well behaved
and is also extensively tabulated, the degree of numerical difficulty appears to be co.-siderably reduced.
j
_
p1'
(x,+O"z)
x, .
XP X
(2.26)
3ax
ax
/u
0, or,
2(
ID/)=
(2.27)
1.'1)
497
V.'
G~xY~z
..
...
rt
d.eLd8
e'-iZ
-rw
~i~)(2.30))
E1 (
dO In
flu's report, the computational results so obtained cornpared favorably with corresponding experimental data. Tiiere-
.- /2
where a =z+z0
P= tan-
[(Y -Y0)/(x--Xo)I,
and v=k0 .c
xo) cos 6
c= (x+(Y
Y0 )sino
,sive
(2.30).
Ssolved
procedure.
of(.0,teepninfr0sdinHnay
tdastedatt-eghai.
and (3) that the ratio between the hull separation distance and
ship length is also small and is of a comparable order of magnias the draft-to-length ratio.
be written as follows:
S(;
-G
;(0)_(1tw)}
21
G~ C(3) +
C
(2.31)
where
SI
r=
-+
r
finll
i
(Il
(2.32),
P(X0
p
[W
and
a d"(;(i(xY,
(;(w)
=4
d~oe"
2
aZ0
y2
XO ,Zx(' 0.ZoO
ay
sinjvpcos(O -0)1.
If2
=-U-'
Oac)
s(O)
2b
1,2,3.... are,
xz
"
(2.34)
498
t.
A .-..
f,
(2.38)
=f
-L12
(i
1A
o_aa
d 0
S12
dZoM(xo,zo)
dx o
( Xx)+y
+(i
(2.39)
dzO )A(..
t)r
L0
+ (z-z)
HI
f1
IL' 2
)2
(x x0)(Z-Zo)
0__x__
bXa-zt, ly' +(z +zo)2r
+ )
i+z
a2
"-1,2
L112
-- X0
,L
o(
ayx
__
+
+V x x )+y"
xX
zo)
./2
dL/
0zo
Lf
(x - xo)(z
O '-0 +y'
+
and
x(x,y,z;x,O, zo
0 )dxo dzo
N88
/j2
-IG
1(b 42
x
L/2
o o.
o'
Z OY
'z l
(ZJX'y
Yo
(- xdo + y2
if we assume
S(r
d z0
a x o. - -
I+
y
1+(z
xo) (z-ZO)
;p(Xo, Zo)
Since
.3b)t
l,'1(Xo. Zo).
+y +
X
14 - Xo)2 + y 2 + (z.zo,),
il
all
satisfies Laplace's
y(z 7d)o
+z ti,3Z
62 11 )
dzO
+(Xy)
)A (X.o(Z2))
2+
z -zo
, 2I + (z -z+))2
I~
,~~-,
S(b) + S(O); (2) ap/az, =8 08 along the bow profile and its rflec-,
t~fx -L/2; and, (3) M/ x,0 along the keel and its
Then, by making use of these assumed
reflection, z., %H.
boundary conditions, of integration by parts, and of the fact
that ap/lao
0 in the wake, the following reults may be
established:
PZ
%(xxo U-/
dz
J,1
/2
(xYlx
("xo 0
1" . -17...
z-o
(X-O)2 + Y2
+ v'*
I
z-Zi
+
,22
y2
azo
_-
-.
.--
"3l
(X -O~
.
azo
dz
(y
(2.40)
0.O It can be
L?
2b)
dx
a(z)"y
L/2
vi /A(x'.)Z)
w2e L/2
dzaa
dxe=
,H
p (
in
dxoe
dzon(Xo.Z0)
L/2
/2
+ iel i da
(y _2h)2 + (z--,0)2
,x
1Xz
'2" z
d0
dz
a.42)
equation.
satisfies
madeHuse of (2t36) andptipe fact that
have again
where weLaplace's
/rt
'A
It L2obtain
t
f( ll
12 C
a ti
0
-If
t norl
to
o duo
of2. (240 rean)
dr
L/2
x)
(-b
+zz
2b)0 + (z-- z
Note that upon taking the limit y-0, the second double
i (x xo)(z a o)
bidat
2
(z)2+
x-- 0 ) +
xt
.)2'
(2.43)
Nexv, let us derive. a similar result for the second term on,
the left of (2.34). Clearly, this term represent& the componente
Si
Hence, we shall
it
+(~
0Y2)
write
!
L/2~~~(
!,q at
P(XoZo)
v2(X'Y'Z)=-
tl2P!]
a+
o(x,
d')+'tO)
,'
z- z
"0)
dzo
L/2
a 2G(O)(x,y,z; xo,2b,zo,)
i'
-0-0~
ay 2
L/2
_dxo0
dzo #A(xO,zo)
f ,O
lx
-y(-o)(
o=
~Equation
S500
H0
,/2
(2.42) (Continued)
0 )?)
i
.
(X-,:_)
2+8l"
\{xx)
gZ0h
dz
+(z ,0)2,
1b
ZZ)}(2.44)
(x
(--'o)
dxo
"lv21(xO,z)=_
z--oZ,,
4Q2 + (z-z0)
Sv
JJ
2 0 (x,0,z) =
s(O)
2b
dI, ot(xotZ)
dxO
f L
2hb
__ __,45h<<I
3/2
z "(t70'10.')~
dxO
d
2
+ 02
and [(X-x)
I(x--xo) + (Z-Z)
(z-Zo),]1/2 may both be replaced by Ix-xol in (2.47). For
Jradicals
2t+
21)
+4b
+(z
(2.48)
That is, H/L and 2b/L are both small aad their orders ot
magnitude are comparable, so that the usual approximalions
made for low-aspect ratio wings may be applied here. Thus the
ii
\(x--x0)
and-2b
L <<
I.!i
21,
[~?(x X,)
)2)2 +4h
4 22+tz
(
)
. dx 0 dz 0.
(2.47)
1,L/2
it
olFurthermore,
.,2
(
+(o)f
zo
. 31
J/
ao) 2 + (t Z)
lx
(2.46)
(o, --Zo).
(xoZo
(x
x,)) (z 70)
(X
Xo)
Ix Xo1__4_
(x xo) (z-zo)
+ 81b2 + (z
(X
(IX x)
X0)(z
Zo)
2
-I-4b- + (z-Zo)2
2
lix x1 ) +4b"I 4h-+tz Zo)-
even function of z, i.e., symmetric with respect to the Oxyplane, so that aC(x 0 ,z0)/ax aC(xo,-Zo)/ax.
The integral equation for the doublet-distribution density
appropriate for the flow around a ship with two thin hlwls
may now be obtained by substituting the results obtained in
,(2.41), (2.44), and (2.45)into (2.34). Hence,
7z)-2
z ZO
Ix xol
(21.50)
(.)
2
4b -(z -z.)'
Jax~az(j
"I
(x -
(z
4O
z7)
8js
a-A(
'I
H dz,
z_.0
(.-Z2
(X x,)2+4b21-14b2+1z z,)21
4b2 +
\l(d
zZ1
allU
dx1 dz1
zz)]12wt
hs
.-
P(",
dzu
fn
n.f
/2
K-"
2b
k(x xo)
[(;;i-IogV4(y-77o
+4b
U
2
z0 )213?
+(z
yJ
dz(
,,
Lx
L/2
d
d
I 1tXby
~il/2
.ao
X x0
)2 + 4b
J
N 02(which
lixo
2b1)
f 1 4b2+(z Z)2
112
4h
o(X 0 .Z0 ) .
01 L12
(x x,)I
d0 dz,,
l X
01'
NOOX0(X
...
:x x
at XzD)
11
4h2 + (z Zo)2
d1 0 .
(2.52)
ai-lx'Zo))(
faz
(.z-o
4h
Zz z1
+ (z Za)
whr
=
+ 4 b -z~
(2.53a)
?2located
ax0
j2bdzo'
Zo) 2 [
x2+.
.,,2( z
xo) -+ 4 1b-
dz2bJ
at y = 0.
0(X 0 ,z0 )
(,equal
(-ix)
xI
2
4b + (Z z,)-2
Y-0....
.y
(y zo)
2+tjV Z.-)2
(log( I
2b f
-(-z-2)
Z )
d2.3)
Li
dz 0 =Fo,(x;z),
(2.54)
+U"I
ax
7.
4b
dz0.
bU "
(2.55)
(2.55)
2+(Z
,?i.
li'
502
-. jI
,.,,~
By
0(x~z0}) VH 5z l-z)
IF
a xz)az
2,j7r3/(t z)(+z)
It
+
I
I~t
+~(IN/-z)(Ht z)'!_
where
ii
'dz 0
#x
n
a~~ dz 0 .
3Z--"
0
(2.56)
F1(x~z0)--
--
d'z_,n__
dz0 .z0-
2.3
(2.64)
%
z
.5
(,)#(,-)=0
x/ -I(~)z._
27
( alK0X,z') tlxz'__)z
z'
it
\/r~2
.Recall
(2.58)
Ii
1 -t
,,i/'
4 2 +(
tJ-
3z
VF(x7z)=if
isf
But
It
(z0_z,)
zzz')
K(zz) =I
-/-!2
tl(X,Zo)
di,
interest to our investigation, namely: (I) that part of the velocity generated by a source distribution which has a jump discontinuity in its component normal to the surface, and (2) that pa-t
where
i
1 (~0 U
xz
bt'
3X
ax
dn
.50)
tw
II ,)t~xz~i)Ill
___._d__frorc____mmenacin
4b 2 + (z0 z')2
(2.60)
S~
niSwrpeettl
lsand minus sides of thle wake
shee 1,resectvel.
ofHul
Nxtconsider a volume of fluid,
Vc hc
sbounded by tile wetted surface SI and a control
surface Z2enclosing IHull 1 sand its wake shleet. Thus, part of Z
consists of the free surface and both sides of thle wake shleet.
Hence, the combinedl surface Sland Z bounds only fluid. As
before, we shall define tile positive direction of the unit nonrmal
thlis hounding surface Sl + Z to he pointing away from tile
fluid volume Ve. We sall assm thU11
ia) Vt. contains 10osinglilarities, and therefore Hull 2 lies outside of V. For a steady-state,
_____
V11ll"
~p)z
LX)to
,2-''2.(,I)
3z
tile shlip.
II..
$/*xz__)
K(z,z') li. p(i"/i
dz'1
fP~
1dV,
3.1)
+ Fixi).
. .
-, .
..
503
. . . ... .
.. . .
V
*
o(*bt0
35
i= Jjf1PQ,+Pq (,.,n,1 s.
(3.2)
F~
[pnz+pqt q.n)1jds
,tS) +,to~),
))+
(lsn
JJf
Fl
qno
[T~
n)
3.,
1
p U2 ni2ds,
q tq .n+
F=
IP ni-p q ((1.11)l da
tpnzpq(q.,nids.
n!=
13.3),l
-)
p(x,.+Ot)z),
q(j+1 =
[ffABds
(Bns d
l.8)
'l'+'"+
(-
'
')
(3.9)
S11+,(
Substituting (3.9), (3.8), and (3.7) into (3.6) and working
fIT I(B.V)A+A(V7B)],dV
expression of F as
thle fact lilat V " q =0 for an inconmpressi bilei
flid. Note
';that
aq
1"
I
--- +(17q p --)X
~~)T1 ~
IIt,
";problems
we hlave
,.
IS 1 (1 )+,
Oil
iiand
(I(x,+Oz)
'
i!!iIf
(S111
lf )
(s0)s0,
I
2.' on
(3.10)
504
where
ao
47rp
Ux + 02a + 021)
V(
(3.11)
V'
it
47rp
)1( )
(3.12)
o.
On the other hand, tile discontinuity in the tangential Lomponent will be written as
=
yt
(3.13)
(i) qI,+) qI
qM)i
)+
) (_(M'+)~
(q
"2
+'I( ))(q'IM
(ii)
M(1+
+(lII ) ((I(+'
(II) )I
(I
)l
A
qA(A
)ds
(3.15)
still
lIb
t+
IV" t + 4 ir o qt
(ii) ---(
Ads
is)
I)
)I J~q~
+ -Ttl (luI
))
r + .q i)rep
f
Sl)
II
JJ
(io/+ ( =
where
+q q)
(IN
1 A 'q
(1(+)
(IV
S(o)
- ue , + v 2 +
Y0 = V0
4 7r o I
(A )
(il"t
-2)
A
q
I
T
lt" + L( I,)
A(
}3.141
-'
p
P+
(IV
505
f JqA(VA 'YlILI.
A
(3.16)
4nfp
Jf
,
,f
dx dz
Sn
(It
0
4,rp
Pt
q` q-t
-Y
(3.17)
LA
=41Tp
-at.-.-qA
'
a_
aP A
T-,q 2
ds.
(3.18)
lb
1'J|=4rp
ds
-t(x,z)
50)
"lb
[
j4l
L,2
A
^"
t12
it
,has
ix dz
,dthere
.. 12JJ
2
0
A
(
=41rp
/,
'A./'
L2
dz 41rp
JA t-
dx dz.
3Applying
It,
For simplicity, let us consider the iIse of a thin asymmetric body making a uniform motion in an infinite fluid
(which is incompressible and inviscid). So long as the flow
field is to be generated by a distribution of singularities on the
planform of the body, both sources and normal doublets will be
required. Since in the wake the doublet density remains constant along the direction of the unifonn stream, i.e.,
= p(---L/2,z), if we assume /(x 0 ,z) = 0 for any x 0 <.-L/2,
then there will be no wake trailing the thin asymmetric body.
In this case thie induced-drag term in (3.21) vanishes. Thus the
flow problem is solved as a nonlifting potential problem which
its velocity field continuous everywhere outside the body.
Oil the other hand, if p is nonzero at the trailing edge, then
will be both a wake trailing behind the body and induced
drag due to the wake. Clearly, in this case, the flow problem
is solved as a lifting problem.
a similar analysis to tile two remaining components
of Fin (3.18), we may obtain the following results:
4i
di
dx dz,
41=-rpPj-=iz)
ay
All (
ay
y-O
(3.19)
3
alia
1/A~~)+
__10
ax
A
A
+4irpj ( pq 2 ,.Tp
ax
ax
Ah
-
by
on1
~AA
f4ro .1 (0L
that is, tile limit y-*0 is to be taken after the partial diflerentiation with respect to y, thenL/2
A
/ dz
oA,.' tI,
iI
___
Y
1.12
a2
(3.21)
But if we define
q, (x
x2 L/2 dz.
It
. 0.
47r
litt
(3.20)
3,
(3.22)
2t =0dx,
(3.23)
606
b~~J
...
..
.,i.
.QC..~~,
LAC~2t
where
((A
.-
J oqdxd/.
47rp
(3.24)
Sso)
has already been given by (3.22).
and F
3.2 Moment
To obtain formulas for the hydrodynamic moment acting
on Hull 1, we may use an analysis similar to that used for
deriving the force expression. However, moment of momentum
will be used rather than momentum. We shall use the origin
of the Oxyz frame as the point of reference for the moment
expression. Thus, in place of (3.1), the momentum, we shall
consider the moment of momentum with respect to the origin
(3.25)
K = J px.,Aqd V,
A SWATH demihull is characterized by having a combination of an elongated, slender, round body which is totally submerged, and a thin strut which joins the submerged main body
and extends above the free surface. There has been a consider-
JJ
JJ
PXAn .1(s=-41rp
+ "
stOl
IAl
0 - Q A Q) dIS
t) ds = N~o + No,
A(VA
.To
Slb
prevent the flow from going around the keel. Hence, a SWATH
demihull is less likely to behave a- a lifting surface as compared
to a conventional catamaran. Thus, in applying the theory to
SWATH ships, it was assumed that wake may be neglected in
the initial investigation. Such an approach does not represent
a serious compromise in accuracy since, as a consequence of
linearization, the effect of the wake may be superimposed on
the results of the initial investigation as a later refinement, if
necessary.
H
S7
..
4f'p
xIA/
dxdz
-ay
s ,lb
cc
JJ(/V)A dxdz
-4irp
s
+41rp
+41rp
{j/A( A^(,''0)
dz
L/2
(4.1)
{9
A (0,
12
3 ,)1}lq)dx.
(3.27)
=2(R(o
IR/,o
+RUM
R'U)
4/2
507
i
'.
where
Roo
161rpK 2
Osec20sin0)1
(4.2)
(4.8)
7r]2
Rpj+Rop=327rpK' f
=2 Ro.
t'[1oQm +I'mQ" 1
RC
1
T1"
scc30o1
I(,rp K f
do sc-3Q(
xIP 2 +Q121
(4.4)
l
(Nx,z) =
5/
'1
{~xd:o(x,:z)e
fcos',
Jsin
(Kxsec0),
(4.5)
f dxdzA(xz)
Koscc 2 0sino0
K5ZC 2o1
. Sil
C(x)
(K 0 xsuco),
dz 0 ,
(4.10)
g/2
2b
a(;110)
(x.,O,z;x 5 ,2b~z)
,\0dz0.
(b
t(x~z)1tan
x
10 H-z_____
-Z tail
I.
Idz+.))(
tan
(4.11)
f(t'
'a
2br
111,1
1
theok
The quantity R, 0 represents the wave resistance expertenced by one hull contributed by the source distribution alone,
Similarly, R PMis that due to the transverse dipole distribution
and Ro + R is due to the interaction between the
sources and the transverse doublets,Experimental
:,7,f(
Clx,z) dz
(4.6)
2
S4b + (z z)
8X
t(x,. 0 )
-
Q0)
o
{Qp
(4.q)
(4.3)
Thus, the averaged no-cross-flow camber may now be determined for each station by using (4.11).
4.2 Results of Computations and Comparison with
Data
In making wave resistance computations for SWATH ships,
we have assumed that the ship either has camber which satisfies
the no-cross-flow requirement of (4.11), or a low beam-toseparation-distance ratio. Under such an assumption, the simpliacepabl aapproximaconideed an nacceptable
fled fornula (4.9)
may
my heb considered
fiedforula(4.)
o ns
di.S
tou source distributions
si p if c ti n only the
t hi s simplification,
tion. Thus,
withethis
Th us with
are now involved. Nevertheless, as can be seen from (4.2) and
the actual computation is still quite involved foi an
arbitrarily given ship geometry.
To take
advantage
of SWATH
disdistribution
sheetsource
sum of a the
to thegeometry,
simplified
is further
tribution
and a line distribution representing
representing the thin strut,
(4.7)
)-
Ssiiil,-'-
2(Rs+RB+RsB)
(4.12)
where Rs, RB, and RsH represent the wave resistance of one
strut, one body, and the interaction between strut and body,
respectively. Furthermore, each of the three components is
now expressed as a finite sum of the products of Chebyshev
coe"
mnts and auxiliary functions. For example, Rs is given
as follows:
V1
s70s)
ff
n1Il
~~l
ii
S,
{Asm As,,
(A
5sn
+IB5 ,
I i -II
--4
TT
!i
Wsn}, (4.13)
nil
a,
i'enby
*[
~--'iq
"
---
.
-::I
'--
--&-4
[!
,
Figure 2
....
']
,,!!
,
. ,
x,
'
,: II
TABLE I
5,276
287
5,287
288
226
227
17.3
18.0
8.0
19.4
8.0
19.0
28.0
28.0
3,760.
3,960.
17,350
17,540
_
.O4.o
Length/Diameter of Body
0 oo6
0,479
LCB/LOA
('Ctlt)
SWATHZ
"
DEMIULL OP SWATH
=1""
Cp (Body)
16.55
0.758
Cw (Strut)
0.709
0.740,5,,
T/Ls (Strut)
0.035
0.035
1.0
1.12
1.06
00.6
16.02
0.758
0000
6,
..
0.6
1.0
'12
1.4
1.6
i.a
SPEED-LENGTH
32.0
32.0
Scale Ratio
20.4
20.4
NOTE: For a twin hull configuration the separation distance between demihull centerline is 3.68 tee., mndel scale. This corresponds to a beamiseparation
distance ratio of 0.106.
SWATH Z DEMIHULL
STHEO"
JR
O
EXPERIMENT
V"
SHAPE
ZMe
ATD
J"
ao
O
.
La
V/\IE
Figure 4
--
a.4
UT
Figure 5 shows the theoretical prediction and its comparison with experimentad data for SWATH IV. Data front two
model-experiment techniques, one with the model captive and
the other with the model free to trim and heave, are presented.
In contrast with SWATH Ill, SWATH IV has camber which
makes the flow field more closely satisfy the no-cross-flow
assumption of the present theory. Thus, the agreement between
theory and experiment in this case is the most striking among
uxperiments.
o4 o p 0oo 0 o
o0
0.6
9.0
RATIO V/LS
all
casesagrees
investigated.
It isthe
alsodata
evident
this figure that
from from
the captive-model
better with
the the
theory
:<
zo
..
00
o.6
1.0
1.2
1.4
1.4
.-I.6
1
Ii
2.0
2.2
RESIDUARY
RESISTANCE COEFFICIENTS FROMEXPERIMENT
0 MOODEL
FREE TOTRIMS 1EAVE
.4 .6 s260ap s4 3s
4
P. P . 22
O 2
I-OE
ATV
S.b~
2.4
RATIOV/VL`STRU;T
SPEED-LENGTH
Figure 3
T5FT,
SSMPCING
FORPROTOTYPE
tr.
(22. FT. W LENGTH
SP99DO
INKNOTS
-0. PROTOTYPE
OTT
STRUT
SHAPE
2.0
-.
SO
to
THEORETICAL
PREDICTION
Of,
*
RESISTANCE
COEFFICIENT
RSA
OPE
/
0
9
0.6
o.a
1.0
0.2'0i.
oo
2.5
IA IJ t2.o
1.4,SPEED-LENGTH
t.E
RATIOV/
0i.4
0.8
0,6
2.4
.4T
0.?
FROIJDE
NUMBER/47T,
Figure 4 shows a comparison between single- and twinhull ships. Since the demihulls of SWATH III are "straight,"
each is exactly one half of a twin-hull ship. In this figure,
the solid- and dotted-line curves show the predicted w-,v -
510..
ACKNOWLEDGMENTS
pp.
Morgan, W. B., "Theory of the Annular Airfoil and Ducted
Propeller," Sym. Nay. Hydrodyn., Washington, D. C. (1962),
lip. 151.--197.
Muskhelishvili, N. I., "Singular Integral Equations," English
t
t..
Pien, P. C. and C. M. Lee, "Motion and Resistance of .cLwWaterplane-Area Catamaran," Sym. Nay. Hydrodyn., Paris
(1972).
REFERENCES
Abramowitz, Ni. and I. A. Stegun, "Handbook of Mathematical Functions with Formulas, Graphs, and Mathematical
Tables," U. S. Goveronenit Printing Office, Washington, 1). C.
(194) xi + 106 pp.Wehauseit,
(1964) xiv + 1046 pp.___
000,ki
and
Ol h
wi-u
hp,
lated in Soc. Nay. Arehs. and Mar. Engrs. Tech, Res. Bull. No.
1-8 (1951), 126 pp.
511
APPENDIX A
"EXPONENTIAL INTEGRAL
F(w)
1
(;(x,y,.;xo0 yo)
I t
ek_
dO
4f
dkk
El(U)J =-
kl(z+z11 )iC.l
largw
adt, <i" ,
-dl
dt
t>0
}I,
(AA)
S-+I
A
nif
rdo
emaking
Kl
- dk
It
x x0 =pcos,
4
sinlv(x -Xx))cos 01
cos I (y -Y11) i
,
doe"
(to
af
z +z
<0, v
x0 ) cos 0+ (y
W= (x
=p sintl'
=(x
xt ).:os0+(y
Y,)sinO=pcos(0
0).
(A.5)
where a
y-y
y 0 ) sin 0.
(r
ekdk+iZ_)
dO 1 tk3
i'
17
ekta+ipeos(o0)]
do
A.6)
(A. 2)
v)(a+iW ).
k ldi.tpumo
k
P
where
ek(a+iw)
k
-1/2
(v(a$
)) tiw
(A.3)
if
.}
(-a),
it" =O.
t)i;
2
Since p = V(X -- x 0 )2 + (y " YO)
> 0, co; 0'
0 for
- 0' < r/2, and cos 0' ;; 0 for -w %.0' < - w/2 and
w12 < 0' < 7, correct substitutions may .naw be made fromn
(A.3) according to the values of 0'. After a straightforward but
somewhat lengthy manipulation involving a change of integration variables, tile final result becomes
"512
%I
(A.7)
I
I,
rT
~Note
7
F dO =ev+il
E (L~a+i~o))
w
n1/2
0 e'~-sin lv(x Xo)cos 01
--4dr
v(a+io)
=kosec'
1r+ro
+ilix
x0 )cos0+(Y
Yo)Sin
]1)
or,
sf21
41r21
fr/2
sin vp cos(0
dO e'"
gfl.
iwi
2
Y2++ (y yo) I
T +;x
IkoSC2 o
(A.l I)
I
I
G(
Z;
'Y "'Z ) =-(xy
r + r,
Z;xwyoz()
-
)\ ,
2
x0) 2 + (y - y0) ; L and Fn are
where r, = z + z)2 + (x
the ship length and the Froude number based on ship length,
respectively. Hence, unless r, is very small, it may generally be
said that &(a + iZ) assumes large values for low Froude numbers.
Traall'
---
dO e`
+4..-3a o2
x,
gl (x
(A.9)
No)
z+
zO)
fnf
a~
IT
where
13=tan'-
1(y -y 0 )/(x
it)r~
xO)i and
, =
'
fl
-a
all
1
d0
-17
n
(
01 W
lvtjPa+iZ)l"
+ O(Iv(a+i )i tN*I))1
(A. 12)
~~Tile
,'
I
=
ew
" E, (w)-w
I--
21
3. 21I
,I
+----
I+'"
,
(A. 13)
d0
it Da
(A. 10)
iGOI)
dO
k0 (a+ibcosO+icsin0)
+ -! + 0(Iw r -1)
(-w)n
where b =(x
variables,
y0 ). By making change of
513
,. ,,.,.....,,:m
','
....
,. ..... ..,......
,q .....+ "'"-,:
:"': .......
"-
: "
:"
>
W-
.=
--
-'
- cos0 + isin 0
C
e0
C--1e0
-.cos0
(A. 14)
isin
G(2) (;(). .
I.
(A.
-.- Ta
N')
((a +ib
I cos0. +,g2N0
dO k04~o)(ic ssin 0)N
cos2 0
k0 (a+ib cos 6 +ic sin0)
,s d
+ ta
1)2 ddr
S(t= ._L~t(.
2
(c
+ib). -I 2
-k
'0
I
i02 Ik0
.
i
A. 15)
A.I )
ib)2
6=(c
anod
yo
G (xY, Z; XIYo)
= O;
0
at
The integrand has two poles within the unit circle. The
residues at these poles are found to be
+(C+,ib)
where
I
(t)
ri
___1
+
r,-
(A.21)
(a + r ),t
(c +ib)
G(w) =4
to
cos4
G(N)
at
dO
(I)
(';2
f /2
. .+
GIN)
snv
cs(
A--
i:
22
kI
i 2ko
(I,
Substituting (A. 17) into (A. 13) and performing the partial
differentiation with respect to "a," we finally obtain
OrIa)
(;t I
(i
k) T3
'I
(b 2
c2 )
(.A. 18)
77a)
614
1.
APPENDtX B
EVALUATION OF THE WAVE RESISTANCE INTEGRAL FOR SWATH SHIPS
A typical demihull of a SWATH ship is characterizcd by
having a combination of an elongated main body and a thin
strut. The main body is totally submerged and represents the
bulk of total ship displacement. The strut extends above the
free surface and usually has a uniform thickness vertically.
Thus, we shall assume that the relationship between hull
geometry and the corresponding source strength, Equation
(2.17), may be approximated as follows:
M
I Am
A(x)=
In
B.
V.)+BBI
'f)B
..
m
M
(_A nm cos (2ni
In -
l)0++Bmsin2;0n
(B.0
(I.t. dt (x.)
.) d x)
IU)
i=
(B
dA(x)
d-
(B.2)
By making use of the orthogonality of the series, the
following inversion fornulas may be obtained:
where t(x) is the half thickness of the strut, A(x) is the crosssectional area of the main body, and the subscripts "S" and
"B" indicate the strut and body, respectively.
In principle, we may substitute Equations (B.I) and
(B.2) into Equations (4.5) and (4.2), and then find the wave
resistance from (4.9) provided the strut thickness t(x) and the
area A(x) of the main body are given analytically. In practice,
however, hull geometry is usually given in terms of offset
tables.
One way of solving this problem is by representing the
hull as a series in some fundamental set of functions. A
special foxi of Chcbyshicv series has been devised for the
present application. This series has been proven to be both
effective and efficient in reproducing a faired ship line by
making use of its usual offset table.
1 -IT
dx
r /2
dO t(sin0)cos(2n
1W)0
,
(B.7)
'rr1/2
Bs
dx
t(x)V0
In
.
(x)
1 x
&
,I
--
< I-t-3-
(B,4)
(BA)
U
U.
(x))B+ Bs.
V,
(X)]lanswers
m-t
M
2 [msmI)
--"os
UM(x)=cos(2ni
!ttX)
(
71/2
m l ,
(B.5)
(2m- 1
1,
-1)
rd
Y da
2b 2b
D
, To
(
(B.14)
W(i
(2m)(2n)
-s
Ez(g)
('6)I
J2,n-- (
(
[ J
'to P gL- 2
s (2U )
R =( - gT2 Ls's)
M
As,
= - B
(03.9)
S.... l
IIIIn
(2I.pgA,I
,1
n-1
d
d
IU
)
2-._. o_
(2m)(2n)
W
R=2pgO)
rs(Asl!"()
III
~~~~~
W~ n
(B3.16)
(B..!10))2n,
'(
1(a) J 2n
12in
H1J
J m(a) =
BsmB, lnWSBIIn)
7r
1(0) /
. 12
(B . 1I)
w here
.2 m1 (a)
=2 -
I)t ti t.(
1)
S}
s
J2.
-i(00J2n I (CO
(c) J n(B)
'
"21,
(C) J2tions,
Bj2)
'Y S
L~c
I(=
s~yj..~
L\ s/
-Es =
s/
\1 ,
Bn
(2mn l)(2n
(B.15)
e 2(l/L,)(a2/Y0 )
(B.13)
gLs
"-'.(
2=2
Rw
516
2( R s + R t+ Rs id).
( B. 18 )
by
Eddie Neal
Naval Ship Research and Developmenit Center
Bethesda, Maryland
ABSTRACT
This paper treat.s the problems of synthesizing and predieting second-order forces in hydrodynamic systems excited
by stochastic forcing functions. Immediate applications are
to second-order forces on naval vessels operating in or beneath an irregular wave system. The concept of transfer
functions for nonlinear hydrodynamic systems is outlined,
An analytical technique is developed for identifying the
transfer function from wave and force time histories. The
relative merits of tl~e identification technique are discussed,
and application to digitally simulated ship-wave systems is
shown. The probability density function for hydrodynamic
forces is derived to second order under the assumption that
the wave excitation is a stationary Gaussian stochastic
process. Statistical properties of the resulting hydrodynamic
forces are given in terms of physical characteristics of the
input wa\Q field. The notions of slowly varying and
rapidly varying components of the total second-order hydrodynamic force are introduced and the methodology
required for their synthesis and prediction is discussed.
S1.INTRODUCTION
Some ship responses are inherently nonlinear and cannot be adequately approximated by a linear model. For in-
517
NOMENCLATURE
a(t)
Co(W)
Ci
E(-)
EExpected value
Even part of cross-covariance
S5 (W)
Sx (W)
ES (WI
)
2)
FOn)
f (W)
t
V
X(t)
Excitation function
f." (W)
Xi(t)
X*(t)
Y(t)
yin)
P
6
Ganmma function
Sampling interval
Dirac delta function
5ij
%n
e(W)
r(t)
.,2)
Gravitational constant
H(w)
H(,ui ,'W2 )
h
..
hn
m
M(t)
Eigenvalue
1A
Mean value
0(7)
ir
Qu(co)
Quadrature spectrum
02
Q(w)
3.14159 ...
Variance
Phase of first-order system
Re
Real part
v(w 1 ,W2 )
R,(r)
Rx (7)
n(t)
nc)Frequency
domain eigenfunction
X and Y
Rxxy(rl,r
2)
w
wo
Radian frequency
Encounter frequency
71(t) =
an Cos (Cont
518
en).
(2.1)
"
(2.2)
77(t)
M(t) =
(2.6)
(2.3)
This 'tochastic integral can be well defined as the limit in quadratic .ean of a sequence of random partial sums. Here the
uniformly distributed phase angles on (0, 21r) are indexed over
continuous frequency, and the amplitudes are selected from a
continuous energy spectral density function, S0 (co), oefined
over the frequency interval (0, .). It should be noted that this
model represents an infinite ensemble of sea surface time histories.
Each wave surface time history represents but one realization
from this infinite collection. This model was used implicitly by
Rice (1944) and was formally introduced by Levy (1948). The
model's Gaussian structure and related statistical properties were
recently derived by Neal and Hurwitz (1974). The model may
be viewed as the real Gaussian form of the spectral representation theorem, and it may be written without the squareroot symbol as
r?(t)
J
~
Re
dZ(wo),
M(t) =
(2.7)
The question of whether ship-wave systems are causal is unresolv. J in the literature (see, e.g., Ogilvie, 1964, p. 57), or
Dalzell, 1972, p. 32). Therefore (2.6) will be used in what
follows. Of course, if a causality assumption applies, h(r) will
equal zero for r < 0 and (2.7) will be satisfied automatically.
Fo, v..: olicity we take i7(t) to be the unidirectional Gaussian
wa
.ys,, , (2.3); generalization to short-crested seas is
straightforward as indicated by St. Denis arid Pierson (1953).
For Gaussian excitation, (2.6) must then be interpreted as a
(2.4)
-oo
where Z(w) is a complex valued process with orthogonal incremerits. The model may b- written equivalently as
r7(t) =
M(t)
ecot
e
h(r) Re
-7
e(W)!
x /2 S (c) dw
dr
(2.8)
(2.5)
=
sin (cot)dV(co),
+
0
Re
H(co) e lwr
Etwfl
with
00
H(fa) =
(
eieit
h(T) e
dr.
2
(2.9)
,0
14(w) is a complex valued function called the frequency response
function or transfer function of the linear system. The latter
term is more commonly used in ship hydrodynamics. If we
denote
iJe(2
H(w)
519
IH(w)I e
(2.10)
00
M(t) =
MM
cos
t -- e(o) + (
squency
f
nate system relative tU tile mioan speed, V, of the ship. The frein the new coordinate system is called the encounter
frequency (w. ) and is relateo to the or;:'Jal frequency by
(2.11)
02
/21H(to)l
Sn(c,) do,
= (.0 +
where Ilt(co)l and 0(w) are tile amplitude and phase gain
functions of the linear system, respectively. In ship hydro2
dynamics the function IH(co)1 is cailed the response amplitude
operator (RAO). Equation (2.11) demonstrates the intimate
connection between the time-domain linear response and the
wave spectrum and transfer function which are both frequencydomain functions.
V.
(2.15)
(2.12)
IH(w)l 2 S77(w).
Thus the response process will be Gaussian, with mean zero and
variance determined by the sea spectrum and the reeponse
aml)litutde operator. The time varying motion can be determined
from (2.11) ao, requires knowledge of both the amplitude and
phase of the tIi,.: fer function as well as knowledge of the sea
spectrum. The Gaussian structure of the linear ship motion
system also simplifies the statistical analysis of extreme values
and force or wave amplitudes in a seaway. All of these
quantities can be determined as functions of the variance of the
response process as treated, for example, by Lonqutet-Higgins
(1952) and Cartwright and Longuet-fliggins (1956).
x (i7(t) - E(t))
is a function only of r. RI?(r) is defined as the covariance
fun-tion of the process. For real processes the covariance
function is real and symmetric. If Rr 7(r) is absolutely integrable, then a continuous non-negative spectral density function
ft(t) exists and satisfies
I
f17(o ) =
R(7)=
(2.14)
f
0
520
..........
dr.
(2.18)
21r
(2.14)
SlW1
S
provided S (w) :# 0.
i........
e-
(2.13)
(2.17)
eo
-o
(2.3) and
Upon comparing the spectral representations
(2.1 I) for the Gaussian wave and response processes, and upon
recalling that S17(w) is the wave energy spectrum. (spectral
density function), it follows from the uniqueness of the
spectral representation that the motion spectrum, SM (M), muIt
be given by
2
SM (W) = Ill(co)1 S 7(w)
W
(r)
(2.19)
7r
(2.20)
0
where S,2 (w) is the physically realizable spectral density
function defined over non-negative frequencies by
(2.21)
S0otherwise.
R i(t)
im I? (
tq(t +
Tfr)
IT!)dr.
(2.22)
E i1(t) M(t + a)
h(r)
i
E .q(t) r?(t + a -r)
dr
h(r) R17 (a -- r) dr
(2.25)
by (2.16) and the fact that the order of expectation and integration can be interchanged in the stochastic integr,,l. The mnan
product is then a function of a alone and wc deline
T - 17l
R (r)
"
(2,23)
R 7(r)
I f0
(2.26)
0(t) i7(t
Rn.m(- a) = R5 ,1 (a).
171)) dr.
(2.24)
(2.27)
w-()77
I
2IM
- o< Wo< ,
-
(2.28)
(2.28)
*''
-wr
f
R7 M(n) e
dr.
(2.29)
521
/*
ISnM
(w)
QU2())/2
iC(2)W =
(2.30)
H(w) S (M),
(2.37)
cross-spectrum defined
where S (wo)is the physically realizable
analogously to (2.2 1) by
Sow)
2 ftM(w) if we [0,
SM( (w) =
otherwise.
the input-output processes; thus the problem of obtaining estimators in (2.37) and (2.38) that have minimal variability and
bias remains. In fact, increased bias is introduced into the crossspectrum estimators due to the phase differences between the input and output signals, Pierson and Dalzell (1960) discovered
that improved cross-spectral estimators could be obtained by
shifting the output signal relative to the input such that the
effective phase shift would be reduced. This procedure was
E(r) = -1Ipulse
(o
2
)+R/(
)
(2.34)
1
+
+using
2 (RM(r)
(2.33)
(2.38)
(2.31)
0
tan-' (- Qu(w)/Co(wo)).
RM (r)),
M(t)=
h(kA) ?(t
-kA)
A,
(2.39)
k=-nI
S (-where
2
= 2-
(R1M(r) -- RM (rT)).
R.,(nA)
=
M(A
h(kA) - A R (k -nA).
(2.40)
kw-n
I 3.
1:(T)Cos(wr)dr
(2
7r
0
2i
Vr f
(2.36)
S0
Co(wo) - i Qu(m).
Co(co) and Qu(co) are called the cospectrum and quadraturespectrum, respectively. It then follows from (2.10), (2.32), and
(2.36) that H(w) can be written as
522
C
Y(t) = go +
order hydr-
methods
estimating
jf
g,(t'tl'
to) X(tt)
--00
"
(3.2)
dtn +'
'
X(tn) dt
The series will have some radius of convergence within which the
series will converge uniformly. If the series represents a causal
physical system, then the kernel functions satisfy
g,,(t, t1 ,
%tn)= 0. if t! > t.
(3.3)
Y(t) = h
-f
h(t
t)
X(t) dt
-'ay is given.
Computational,
test data.
.(
-00
3.1 Theory
.X(t)
h5 (t
tf,
, t -
tn) X(t 1 )
--
dt
dt.
(3.4)
4= h0 +
Ith
1 (r) X(t - r) dr +
.,-
(3.1)
.=
hn (r,
. . . drln
r,)
X(tr
71 )
(3.5)
(3.6)
-1.0
where
523
'L
FtO))(t,x)
series can then be used to analyze those ship responses that are
proportional to either the wave height or the wave height
(3.7)
squared. The term ho is a constant which denotes the d.c. or
steady-state component of the response. If ho and It, are
identically zero, the series reduces to the time-invariant linear
system (2.6) with a first-order impulse response function, It1i(7).
h0, and It, are identically z'.ro, the series represents the pure
r)second-oi-der response
(a constant)
=ho
*
and
Ftn)(t,X)
X(t
$If
00
h0 (rl
rd)dr1,(8 . . .~dip
--
rd X(t
N(21 (t)
>~
i,
'h~ 1 5 ,
*,
1271T)Xt
2
r)Xt
r)
r)dd
d 2,
~)The
~ ~
f,'
(3,9)
weeHc
H(o)1 ,c 2 )
F~S~
S,?(,,)d(JI
stescn-re
d.
rnfrdfndb
r1rl*Tl
h(r 1,-r 2 ) e
da'
1 dr2 .
(.3
00
00If
h(T) X(t
II
T) dr +
3J
h(,~)
paecmomsa
H(w 1 Mw
2
X(t
r1 ) X(t
( r1 dr2.
(3.12)
Y(t) =ho +
l1(wc.I
,"2)1 e
(3.10)
then the second-order response may he written as
(3.14)
we obtain
Y(2 )(t).
=
S
COV(yt2)(t), Y(2)(t+r))
IH( 1 ,
00
S (WS0
2 ) d 1 ow
+
0
cs[(Wt
2 )l
2 ))
2,
(3.20)
(3.15)
which can bewritten as
! ,--to2))
H(to
1 ,-to 2)I Sn(o
) S1 (o 2 ) dw 1 dw 2 .
= Rt(2) (0)
Y(2)
{0
, W2)12
(3,21)
EY(t)(t)
R( 2) (r),
S,1(w2 ) do,! dw 2 .
(3.22)
The relations (3.20) and (3.16) jointly imply that the secondorder force is stationary in the statistical sense. The physically
realizable spectral density function of the second-orJer
response is the Fourier transform of Ry (r) and is computed
2
from (2.18) and (2.21) as
(3.16)
Of
Sy ()(Wo) --.
-)
(3.23)
Htu)6(wo) dw.
Ey(2)(t) =
(3.17)
COV (Y
(2)
(2)(2
(t), Y
(t+r))
(t2)
(-----
(~
)
(2)
(0)
x Rx (t 4 -t 2 ) + Rx(t
-i
...
..
1_I
Rx(t 2 tt)
x Rx (t 4 -t 3 ) + Rx (t 3 -t 1 )
---.-
(3.18)...
00
(3.19)
Figure I
S.
. ........ 1*
-0.
9 3 32
Sw2 ) =-T
#W1
~2)=--~
(Wl,-W2)
w, 2
-0.9332
-
0 9332
2J+
)
.
I..
.)
6
.(0,26)
0.9332 w 2).(
In this chapter, we discuss a known procedure, the cross-hispectrum analysis technique, for estimating (identifying) the
second-order transfer function from irregula, (random) wave and
response time records. Dahzell (1974) applied this method to
estimate the mean added resistance in waves. The mean
response is determined by the diagonal portion, H(w,-w), of
the second order transfer function which is real for symmetric
systems. Dalzell concluded from detailed analysis of simulated
and experimental data, that the mean added resistance operator
could be identified from irregular wave da~a but that sample
lengths may have to be 10-12 times longer than those required
in linear seakeeping problems, in order to obtain comparable
accuracyA
In the present work, a prefiltering or prewhitening techniquL
is developed and applied to the cross-bi-spectral estimators in
order to improve the quality of estimation and possibly reduce
the record length required. The prefiltering technique is
526
li'A
11
4'
0
CO
,O
Figure
Free-Surface Elevation
First-Order
0
C))
Figure 2b -Rapidly
'
16
t sc
II
C))
KFigure
2c
;E
--
I4,
!'
~8
100
00
Figure 2d
.....
200
t (aec)
-- Total
300
400
Second-Order Force
52
.~.a..-.
...........................................................
iI
50
-40
6
04
.20
/
2
-10*
I
A_
0.2
0.4
0.6W 0.8
Figure 3a
1.0
1.2
1.4
0.4
0.8
o 1.2
1,6
2.0
Figure 3d
Computed Spectrum of Total
Second-Order Response,
"10
30 Minute Record
_______________________u________
Iv.^Y SPIECYNOM
Rail
'3
Vayn Resbonse
II;
0.4 0.8
A)1.
.iL
2-
F0
.4:.
..-..
30 Minute Record
0.26"A,0
0.
2
Slowly Varying Response,!
30 M inute Record
:'
=,.
fr-om
---
0"12
".
528
"
. .............. - ,*
'
fT) (uo, ,
2W,-00<CotW
H(c.. ,tW2 )
<0
h 1 (r) ?(t -)
Y(t)M=
dr +
h2 (r",r
2)
(4.1)
provided the denominator is not zero. This is Tick'- result. Because of the Gaussian assumption, the second-order transfer
function in (4.5) is independent of the first-order transfer
function. The first-order function may be obtained exactly as
in the linear case.
Note that (4.5) is deined in terms of the two-sided spectral
density function, fv (wo ,w2 ), and that all quantities in the
relation are defined over the real frequency axis. Because onesided wave spectra are usually employed in ship applications,
may be written as
H(
2 fnv?(cW1 ,IW
2)
O.
OW
S77 2 1)
,t 2 ) =
(4.6)
J *f
-2
2)(Y(t)
= 4 fmtv(w
,W2).
(4.7)
- EYtt))J
n(i)f 1 (x)
2)
| 2 (-l "2)
ll(w, ,w2 )
(4.8)
2 S-"cr( I)
2 ra)
OWr+"
dw
1 tl 2,
(4.2)
whiere f (w) and H2(cu 1 , wo2) are defined by (2.18) and (3.13),
respectively. Rmv (r,, r,) is called tile cross-bi-covailance
function.
Define the Fourier transforpt of Rv
(=
2)
....
.
(2Yr)'
i(W ir I+W272)
(t,
r1
2 ) by
dr, dr.
(4.3)
(.4.4)
"a
!529
its ourier traasform, the cross-bi-spectrum, will also be symmetric anc the transfer function in (4.8) will nccesarily satisfy
H(e
)"
i(
,2
(4.9)
00
In practice (4.6) or (4.8) becomes the basis for an identification procedure for Lstimating symmetric second-order transfer
slinctions. Samples of length T are observed for the excitation
and .esponse, and the required spectral functions are then estimated as finite Fourier transforms of moment functions.
To facilitate ccmputations, tate cross-bi-spectrum in (4,6) or
(4.8) may be expressed in terms of one-dimensional Fourier
transforms computed over the interval (0,0). Then, we'l
developed computation algorithms used for evaluating the oneariable Fourier transform (2.36) can be adapted to the calculatioit uf cioss-bi-spectra. In (4.3) let
>
G(r 2 ,w
,)
- 2i
72 ,0o0
)+
0(
0r
0
where
,- r2 ,W
(4.10)
{G~:
I-R-2)2
-rR 7=
f2
G R(r2 ,cu01)
2 R71
(I'2
sin (w 2
_i'
2) dr 2 .
(4.16)
x cos (WI r) dr 1 ,
(4.11)
2R
G
12'
22
=
1 I
)R
R)7("
The cross-bi-spectrum is now expressed in terms of onedimensional Fourier transforms involving even and odd components of the transform (4.10). These one-dimensional transforms
may be -omputed very efficiently using a suitable algorithm. In
present work, an algorithm given by Jenkins and Watts (1968,
p. 311) was adopted. This method which evaluates the transforms through the Rolution of a difference equation requires
only one cosine-sine pair computation for schh transform value,
but requires an explicit caiculation of the cross-bi-covariances.
These covariances were desired in order to gain some insight
12I
0
(4., 2)
fy(w
17
CG(r
--
w1 I )
,02),
-iw 2 r 2 d
Unfortunately, moment functions and their Fourier transforms required for estimating the second-order transfer function
must be computed from finite records. The estimators will
inevitably be subject to variability and bias errors, similar to the
situation that occurs in linear spectral analysis. To overcome
this problem or, at least to reduce its effect, a prefiltering technique for cross-bi-spectrum estimation is developed in
Appendix A.
(4.13
2.
lM Sr/.7qy(WI ,'w2),
(4.14)
where
2
Re S,,,y(0ot, o
ir
2, 1W) 1
0
00
2
cos (W2 r 2 ) dr
f
0
sin (w2
r2)
2 ,wl)
dr 2
(4.15)
and
;'
- - - -
1.0
Theory
Computed (averaged)
0.8
-0. 6
0.2
0.2
0.6
0.4
~0.8
1.2
1.0
1.4
Te
Ter
Computed (averaged)
- - --
-1.0
-r
.
08A
%n
S0.6
.08o
.06
04
.04
0.2
.02
-9
-12
-6
...
.
0.2
-i0
-3
-3 61 3
Proitability Density
Figure 5 *-Sample
for Wave, 30 Minute Record
0.4
Figure 8
12Average
___________________________
1.0
--
--
Theory
--
Computed
0.6
1.2
Theory
60
1.0
0.8
Computed
--
(averaged)
.6
0.6
0.4
40
noooo.
0.2/
0.2
0.4 W0.6
0.8
1.0
1.2
1.4
.4
.8
Fgr
1.2
1.6
1,istdPm
2.0
an
1.4
240
"200
.06
II
.0
I 120
.0
80
ii
.07
40
---- COMputecl(averaged)
.4
.8
1.2
1.6
2.0F
-48
Reasonably
tudes and phases. The raw amplitudes and phases for the individual runs are not shown, however, considerable run to run
variation was also observed in each of the components. The
error in the averaged transfer function estimates for the three
runs is of the same order of magnitude as was observed for
estimates (nct shown) of linear transfer functions based on a
30-minute time history. Thus, it would appear that roughly
six times as much data as for linear spectral analysis may be
sufficient to estimate the second order transfer function. However, more computation experience is required in order to draw
strong conclusions concerning the variability of the autoregressive cross-bi-spectrum estimates.
48
24
12
0
-24 -12
Figure 10a -- Gaussian Approximation to
Rapidly Varying Response
.07
.06
.05
.04-
.03
.0_
.0
L___
. .
...
8
16
24
32
ligiui lOb - Gaussian Approximation to
Slowly Varyiug Response
. 10
.08
.06
.04
.02
3
Alternatively, an approximation based on a Type-Ill distribution was suggested by Rice (1944, p. 92) for non-negative
532
9
15
21
27
39
Figure 10c
Gaussian Approximation to
Total Second-Order Response
p(y)=(-)
y2
e-IYlu(
YF(r),
G2
We rewrite (3.10) as
(5.2)
Y(t)
(53)
where
y 0)
(54)
h'
.12
.08
(5.5)
Y( (t)
.10
and
.06
.04
(2)
04
-.
2
.02
0
X(t-Tr2
dr1 dr 2 ,
ft
(5.6)
,,Gaussian
15
21
27
33
39
45
(2)
Figure II
Type-Ill Approximation
to Total Response
.08
.07
.06
.05
X(t)
.04
(5.7)
ywhere
03
satisfying
.02EN(t) N(t
0
1624
32
24
(T)
r-)
5 (T),
(5.8)
40
N(t-r-)
X1(t) Oi(W,
(5.9)
533
.......
..... ...
E eiy
F(k)
-oo
Yimt) =
in
fy (y) eK
(5.11)
iK2Y
dy
df
+C X M +
(5.19)
,X I(0
Hwith
wtt
f{ f
=C
=
..
where we have used the fact that the X1(t) are mutually independent. The Gaussian density function of X. is
(5.20)
fx.(X)
W
-00 -
'
and
This fact, plus the identity (Cramer, 1946, p. 99)
X'X
(t) Xjc(0
t)
N
(t)=
fx -
op)1p)
- hx2
ii=e
..
dX = I
..
K(a,) do doi,
with
'
-lt212h
I
I2
(5.21)
(5.13)
"
AI1
K(j,43)
a(cx-r7)
a(O--r
o0
-oo
e
eik Y(0)
F(k) =
(5.14)
'
2(0
2V
2ik
Cf',Xj)
(5,22)
H (l-2ikX-)
jot
hprbbitdesyfutonft)hnbeo
The
probability density function of Y(t) then becwn-ss
---"1
fy(y)
(5.15)
(t)
F(k)
e-Iky
527,i
5.23)
,0
F0 k
(5.16)
Xi Xp(t),
The kernel
so that
SY(t) = y(
Cl X1(t) +-
X X
0,(t)
M
), (5.11)
with
(5.24)
(5,18)
-
,
534
..
K(t,u) 'n(u) du =
1nin(t)'
(5.25)
with|
l (WI) *,(Wo2)
f f
K(t,u)
=)
5.mn.
(5.33)
J.
(5.26)
.
where R,
.- v;tai
'.,
,l(rl
dw, = 5,,n
(5.34)
from (5.7).
lie no:ralization relation for the eigenfunctions
in (5 ',5) is obtained from (5.10) and (5.13) as
fx(.Ol)
(5.35)
(5.27)
(5.28)
f
The integral Fquation (5.25) may be solved for eigenvalues
and cigenfunctionis subject to the normalization (5.27), provided
the time domain kernels, hj (r) and 112(TI ,r 2 ) are available.
Because these kernels are usually obtained as transfer functions
in the frequency domain, it may be convenient to obtain the
integral Equation (5.25) in the frequency domain. Let
"00
it
,( r
t)
f,
K(t.u) f
'trand
h2 (r,u) e ~l
fj(w)
dr dw 1
(5.30)
The work was performed under the Naval Ship Research and
Development Center's General Hydromechanics Research Program and was funded by the Naval Ship Systems Command
(wn(),(5.31)
w')f.(w)
f0
H(o,-c1 ').
(5.32)
535
REFERENCES
Akaike, H. (1969). "Power Spectrum Estimation through
t Autoregressive Model Fitting," Annals of the Institute of
"Statistical Mathematics, Volume 21, No. 3, 407-419.
Akaike, H., Y. Yamanouchi et al. (1964). "Studies onl the
Statistical Estimation of Frequency Response Functions," Annals
of the Institute of Statistical Mathematics, (Supplement I11).
Barrett, J.F. (1963). "The Use of Functionmils in the
Analysis of Non-Linear Physical Systems," Jo'mal of
Electronics Control, Volume 15, No. 6, 567-615.
Longuet-Higgins, M.S. (1952). "On the Statistical Distribution of the Heights of Sea Waves," Journal of Marine
Research, Volume Xl, No. 3, 245-266.
Blackman, R.B. and JW. Tukey (1958). The Measurement of Power Spectra from the Point of View of Communications Engineering, Dover Publications, New York.
Masani, P. (1966). "Reccnt Trends in Multivariate Prediction Theory," in Multivariate Analysis, Ed. P.R. Krishnaiah,
Academic Press, New Yoik, 351 -382.
Ogilvie, T.F. (1964). "Recent Progress Toward the Understanding and Predi.;tion of Ship Motions," Proceedings Fifth
Symposium on Naval Hydrodynamics, ACR-1 12, U.S. Office of
Naval Research, Washington, D.C., 3-128.
Dalzell, J.F. (1974). "Cross-Bispectral Analysis: Application to Ship Resistance in Waves," Journal of Ship
Research, Volume 18, No. 1, 62-72.
Doob, JL (1952).
Sons, New York.
S!i1
SI
Lee, C.M. (1970). "The Second-Order Theory for Nonsinusoidal Oscillations of a Cylinder in a Free Surface," Proceedings of the Eighth Symposium on Naval Hydrodynamics,
ACR-179, U.S. Office of Naval Research, 905--951.
"The Applicatio'
-f
ii
'ii
Verhagen, J.H.G. (1970). "The Drifting Force on a Floating Body in Irregular Waves," Proceedings of the Eighth
Symposium on Naval Hydrodynamics, ACR-179, U.S. Office of
Naval Research, 955-979.
Volterra, V. (1930). Theory of Functional and of
Integral and Integro Differential Equations, Blackie and Sons,
Ltd., London.
Wiener, N. (1942). "Response of a Nonlinear Device to
Noise," Report No. 129, Radiation Laboratory, Massachusetts
Institute of Technology.
Yamanouchi, Y. (1964). "Some Remazr's on the
Statistical Estimation of Response Functions of a Ship," Proceedings of the Fifth Symposium on Naval Hydrodynamics,
ACR 112, U.S. Office of Naval Research, 97-126.
Yamanouchi, Y. (1974). "Ship's Behavior on Ocean
Waves as a Stochastic Process," International Symposium of
the
Dynamics
of Marine Vehicles and Structures in Waves,
London,
178-192.
5ii
('
:537
~ESTIMATIONI
Re(r)
Rx()
R(jA)
i-I
[ .A]
Rx (r+iA) +
[ax A] [aA]
s,
J-1
J,k-I
Rx(,-('-K)A).
te J0, A, 2 A,
(A. I)
ON
(W) =
_fx
X(t)
[bgA
e(t-KA),
i-
(A.2)
I
A
SX
(rX(t)
S.....and
(A.4)
"e(t) = X(t)
(A.5)
K.'1
(A.8)
S,
[a A] X(t-KA).
[a, A] Rx(UA).
(A.3)
K-1
= X*(t) + e(t),
(A.7)
A'
N
2
ON = Rx(0) -
< W
<<
I-
-2
fa1 AJ ei(i(~~
ir
K-0
X(t) =
(A.6)
(A.9)
538
...
Ad
JaiA] R((-nA), n
Rx(nA)
By using the same assumptions and procedures as that employed for spectrum and cross-spectrum estimation above, it
follows that an autoregressive prefiltering approach to crows-bispectrum estimation is
0. 1, N.
-I"
(A. 10)
This equation may be inverted directly to obtain the
coefficients. However, in practice N may be quite large due to
the long memory of the process. In this case, it may be more
efficient to solve Equation (A.10) recursively and obtain only
those terms that contribute significantly to the quality of fit in
the relation (A.7). For this purpose the stop-wise regression
procedure of Efroymson (1960) was employed in the present
study.
Nx
-l
fxxY(0l ,w2 )
-,
(aNx
I --
AA.16)
[aA
eK 2
(A. 16)
K-1
NY~
x
1,(
'
Nx
X*(t) =
'
[aiA] X(t-jA)
(A.II)
1x1)y
For the special diagonal case used for mean ship response estimation, the transformation is real and yields
and
NX
Ny
SNy
Y*(t):
[bKA] Y(t-KA).
(A.12)
fxxv(wi,-w I)=
I -
K-1
37 bk
11K-I
R-i
(A. 13)
(A. 14)
[aKA
!~
(A.15)
!!
The filtered cross-spectrum on the right side of (A. 15) must
then be obtained by some method of cross-spectrum estimation.
The expression (A. IS) may thus Ue viewed as a prewhitening
filter applied to the original process pair.
(A.17)
[I
I= -tering
-. :' l
fexexey(
N_
539
"
. -,. .
. .
-..
FUNDAMENTAL HYDRODYNAMICS
SESSION VI
Thursday, June 27, 1974
9.00 A.M. - 12:10 P.M.
Chairman:
Dr. W. E. Cummins
Head, Ship Performance Department
Naval Ship Research and
Development Center
United States
548
549
565
573
59
I'
,iii
541
A..
Couoant !,tttUu
o6 Ma.hematiatL Sc.tenee6
oe
New Vo4k Unvveu.ty
New Yo4k, New Vo4k 10012
thin ships,
ABSTRACT
~ththesnel
are
byc~aarlon
onfr~e
Fresult
asymptotic evaluation of Michell's solution for
1.
is evaluated '..r 1.ow Frouds nmbetr [1]. Re4u-ltsfor re~listen e~tapea require similar, but
Into_utio
body flow plus a oeciUlstury flow hthic:' xeprtgants the wave motion.
To detertline the otoillatcry flow, v'efirst
observe that the tave psattoc movss with thin ship
2. .
A.aspvr.
in
onrjt,_A
jc.i
funtin
1'
Therefore we must make a more precise calculation of . near these points in order to impose
the radiatio% condition near them, and we shall now do this.
3.
- 2(
We shall seek s in the form
H'a-o.
E on B ,4.
at
o,
4 Ux at
.
In (4) B denotes the ship surface,
z
wo(o) - o.
~ ~~~Thus
the radiation
Y2[(VS)
+ 0 co
.
2]1/
Vol. r.h
VO]
we see
and (7)away
by (8),Fromhe (4)
directed
from that
the the
shir normal
14.
yright
(VPi
Wcos ye + V w sin VO)4 - ~ 2 +2
13
If tha ship is syimmet'ic about the x-axis thou a
must be symmetric ulso. This yields the bound.ry
condition
5.
6.
gVs
''
12.
p b :=
Differentiation of w
+
10.
w - (glkl)
9.
i/(i-c).
3.
..............
4.
w
To solve (2) for a we introduce the char-
we introduce f defined by
f(xyki,k 2 ) - g2 (k' + kj) - (kil-
+ k 20
)4.
17.
18.
"
fkj,
fk 2 ,
k1 -
-. fy,
kf
+ k2fh2
*
22g
k1 -
- 2g2k-
19.
4' (k 1 0x + k 2 0y)
20.
+ kaly)
21.
4 y(k,O
kt
2 a-= -
22.
yy )(k1 x + k 2 0y)3
23.
2S (ki + ki).
24.
the direction 8.
xinitial
and y are
- Ly(o.0?
slopex(o,O)
of theryiyoe/xo)
o and
ehe
f ig I
"'
[2]
546
S~*
.1
!o-
DISCUSSION
3) Double-body tests or calculations are often used
T.F. OGILVIE
Finally, I should add that I cannot see how Professor Keller can predict the most important practical effect
'ayes, namely, the diffracof the shortness of real sh
tion of bow waves by a t .- ' middle-body. In Profcssor Ursell's paper, it is shown that there is effectively a
"shadow region" asong-side a ship, the region growing
steadily toward the stem. What does a ray theory say
about wave motion in a shadow region?
546
AUTHOR'S REPLY
and comparing them with observations.
However.
This is what I hope to do.
there is every reason to expect that
This is because
the theory will work.
of the extensive and detailed agreement of the corresponding "geometrical
theory of diffraction" with numerical
calculations and with observation,
in problems involving acoustic waves,
electromagnetic waves, surface gravity
waves, etc.
547
(Page 548 blank)
T. Inui
The Uniuersity o6 Tokyo
Tokyo, 113, Japan
H. KajitanL
The U ivertity o Tokyo
Tokyo, 113, Japan
ABSTRACT
G
G
H,, H
K
K,
m(, )
p
function
=double model term of Green
function
= total head
= form factor
= g/U 2 = wave number
u,
v, w
ul, vi, w,
TJ
X,
D
n,
,
C(t,y,Z)
included
in the
wave-analysis.
The
results
analyzed
from u or w
are almost similar to those already
obtained by wave analysis.
For viscous field;
(4) The flow field analysis is useful
also tot the refinement of the
wake-survey by enabling the quantitative estimation of the disturbance velocity (uW) which is fictitiously presumed within the wake
(3)
=
=
=
=
=
tribution
components of disturbance
velocity in x,'p z direction
components of disturbance
velocity considered fictitiously in the wake zone
velocity of uniform flow
Cartesian co-ordinates for
flow field
wave elevation
tan'I{/(x-)
Cartesian co-ordinates for
source distribution
= velocity potential
= wake zone
belt.
NOMENCLATURE
A*(6)
= Green
SIn
analysis.
In
1i
__
FP
Uwave
A
X
Coordinates System
560
S.
|extent
Fig.
11=o
2L
--
I.'
0)
I
0.0
0.04
0.02
0.06
0.06
010
0.12
00
.0
002
0.Ii
0.06
11, -0.08
(-1
(3)
00,
0.0
0.12
0.
M2
M21
0.16
0.18
z,4
Fig.
661
WNW--!
Tale 1
Item
3).
method (Ref.
M21
(m)
2.001
(m)
0.2368
(m)
0.1724
(m)
0.08
()
0.0347
0.6686
01
0.1184
0.0862
S
B/L
(m )
d/L
experiment 1.
:_-
(A Exp.
3 1x 22
~0.51
"
=6 2 )
( /
Exp. 3
= 1 .0 8 , 1 . 3 5 )
aZO
ARP
FP.0
1R0
Fn
Exp. 1 (.
25x4
= 100)
M21
.1
Wake
(1.0)
0.289
.NO
Fig. 3
__
NO.A
.10
NO.20
Zone
Experiment 2.
4.
Measurements of
&
r
~"~'~'Conditions
2 . ..
*sion
i0.1
z/t = -0.02
*tical
00O ....
a
S. *
8
o.
formula
Meosured
.1
(2).
0
-0.1o
Fig.
0 with wave slope 5C/x just on this verplane, the linearity of free surthe formulas (1) and (2).
Results are
given in Fig. 5. Upper half figure relates the formula (1) and lower half the
Wove
1
Height
11.-0.0.0
0-4
-1.01W.00
4
F.
6633
"-I
A-y+ QL + 2
(4
not
(2), but
formula
the z/t
regard to
- -0.02,
w at
the measured
only With
also w at z/N = -0.04 are plotted for the
These are also to be compared
reference.
first with the wave slope Dr,/ax derived
from the numerical differentiation of
observed wave heights and second with
a(-u)/Dx f,/f-0.01 derived from the same
treatment to the measured velocity components.
Through these comparisons it is
found that linear approximations of the
both formulas (1) and (2) are well estabfished as a whole in the actual wave
field except for the first crest of bow
improvement by non-linear terms
waves.
seems little
with regard to the formula
(1), while in the formula (2), (-u)/-x
at forebody and Dr/3x at aftbody show the
better agreement with w both in phase and
amplitude,
Two important conclusions are derived from this analysis.
First, the main reasons why the present theory of wave making resistance
cannot necessLrily give the enough explanation to the actual wave making phenome-
7>
10-0
,
-004
0-012
/1-./
'A
"-0.10
0%
-0.05
is worth
mentioning that rather simple calculations of Fig. 8 based on the double model
term of Green function give a better co-
.
.
----- --------
However,
incidence with the measured.
the fact that this agreement is confined
to the neai. field of the hull side will
k-
be precisely studied in
the following
section.
Fig. 6
Flow Velocities
As mentioned before three velocity
components (u, v, w) are ruo longer independent with each other in the potential
flow field. However in the present analysis it was focused to compare the
0.15 v/u
0.10
-&o02-.
0.10
S-0.04
(10
Fig. 7
--..
--
-0.12
- -
'-012-------~-- -
0 .0
--
......
........
w
'/1.,
-04--
N-0.12-----
Fig. 8
554
.1
Originat
MAO-
from Wave
O.
-1.0
-0.5
'ftf
g.
555
measured.
3) In the intermediate range of the
both, the measured v does not
accord with any four lines.
However, it seems as if the free
surface effect reveals itself
gradually outward on the measured
v velocities delayed in phase
about half breadth at each ordinate.
Smodel
SU
V
----by N..yy.,
MOthd
I.
20
Fig.
10
30
40
60
II
70
II0.1
0.
Fig. 11
Note that analyzed source is itself obtained under each Green function.
Results are shown in Fig. 14.
I:"
10
550
20
30
40
50
60
to
s0 V
10,
,I
II.
(b)
(c)
Calculated
Doubte iodie
--riginal S.0.15
S.D.
Original
S.D.
Use All Terms
V/
0.15Analyzed
... Original
0.10",
Calculated
Doubte Model
SD5
Original
Oi~a
D
-----Analyzed SD
Use All Terms
S.D.
0,10
S.D.
00
Orgia
(w5
~
0.05
0.0
00.05
~~FItttt
tPoint "
oA
OQ a2
0.0
0 0 Q0A~l
--
V u0O5
LE
00.0
0. o01O 0.2
Y/,
Pot.
"Fted
0.
03"b
-005
31-0h5
t
34a-)~5C4,m
0.
x400.0
"/ /o,0-"
SL.
Analyzed SD.
oMeasured
o Measured
Q05
.. . .
. . . . .. ....
.I....
Pooint0.0
03 O A o0.5 /1
Po, t/ -
-o5
0.
00O1051
0-0.15.15
Fig. 12
",.
Comparison of v on Transverse
Line (1)
Fig.
11557
13
iti
Comparison of v on Transverse
Line (2)
'
the
tnlzeoprc
of sightl laforgstra
aproihtows
givearl
thatncs.o
thepreduben moelpn
mesasuredo ofear lines starti=4frm~e in absolute0.5, .1
bhemtteragremnot itthhe
equivaentssre.n 0.15co rhespesiviyat poit fro so.0
rceP
the rahelsrfaceother
to ~ ~
~ ~obemdlscion)
~ ~ a nlzduig
~it s are srefeted 21umbferiplngthrm
apBaiatos~were toe datua Mofdxel
trom
4.
isi
ooslk
h
f
aer
sngti
Thear
5rimertt N19fwer actall adpfd
aAlysisofni otherk
i. the
equialen
ic
sourceeimtf h sra
usig alloterm cofmGreent functidon was
6ie atALzSI
0? EXerMeN
trcd.orfr
thlrsoutried moe
prxwt
ie
h
ne.
ntetpo
i.3
orsra
Reterut areeen
githten in Fig.sue andtolloing
line
trom
poteti
0.00e
flow ,
copaed
hulithfce theoriuinalen
sourceaple
analysis, measure-vv
tsofj
veoct
-1o0rnfor vwstra
ietaig usnorulemdetetsion)
analysedh
the wreke cnet
e
aredro cuteig
soreb
obemdlapproximation
wherud
datiuaio
the aii,
of
the-to4
Italsees tha the outher potvaentialufiel
uisg altle afected by theen
iunerbudy
Reutsae
ie
i
ig
antoeluethicursstc.
6Tw
asrdctions
Floinghto
s "a
14he
coincides
with thewell
ormainly sourche
It
the
seems
outerto
that
il
potentia
n
o
laer
owvesein
0.5height
ore
indeail
'~manly
Alinjy(b)
0.0
1heigs.
were selecte0dEXERMET
otil
l
flgetokow
toteotrptnilfexteds
wake flow
v2ut
th
h
flcou fieald.ac
-1me0
-0.5
from v
-MI
-OM
-ISI
Fig. 15
F
-I
Fig. 16
Distribution of u in Wake
at x/j -1.08
I-
H. H
) -(factorily
R /_jpJ 2L
C.,
(3)
(4)
U)
7. CONCLUSIONS
0.67xi0 -5
0.74x10-1 at rl.35,
at'f-l.08,
0.735 x 10-
Cv: Caulddf,,fvmAu,.wd.Sahmfeuu
C'M: 00
tO.
C,. Vj I
: t
0*
0..C-a
....
OA
Y/
ZA
-~
0Y/I
-0.02
/,'
0.6
4d
0*
Twn
iH-4
-o. . _-
0.0.
(0O
*0.7
-3
-10
-0
-62
-0.
No
15'"
0.10
-.
4-0.24
Fig. 17
0.2
Distribution of u anA P in
Wake
i*o
, in
We
-011135M
Fig. 18
(6)
APPENDIX
(A.1)
(,
.Ad~d,
_ (),-.-d~d.
(A.3)
(A4)
; =
>-
47t
Cd,
(A.5)
5-2.
G =-$
C
C1=
(
C28.e .,a/(n8r4.*c96)d,
2 Kd
(A.8)
-
-______.______-__-_(__
k' +
_)_
4,9
(A.9)
"60
-4%
(A2_
(A.2)
It=
REFERENCES
'M
$(F,
ACKNOWLEDGEM4ENT
puting programs.
with
r, 1
= (x-_
r72 = (X-E)
S
y2
+ y
(Z-0)2
+ (Z+)2
(x-F)'cos9 + y-sine
=ton -{y/(x-C) }(A.1i0)
+ Bi"sin(i1T
)2
(A.11)
Unknown coe riciertts Ai and Bi were determined by the least square method.
I5
f"
..
iI
, i u:
..
....
ii
DISCUSSION
G E GADD
EGrGERS
of order O(
2
0o
(this part of G is just
anerating that
u/
is
to terms
562
_ft
nN
.n
-'5~t~.Mataa
AUTHOR'S REPLY
We sincerely appreciate the deep
interest given by Dr. Gadd.
In the lower half of Fig. 5 the
measured vertical velocity w is compared not with those deducJd from linearized theory but with the measured
wave slope 9/dz
or the other variation
a/. Both have been obtained from
the numerical differentiation of the
measured wave height Y, or the disturbance velocity u.
The intention of the
figure is also to study the linearity of
the kinematical condition at the free
surface z = (XY) ,
W
or
(U)t)
t
)X
tr
")I
t __ ._
U )
1_
_rationalized
1.0
0.8
Y/i
0
Non-Uniform Flow
Uniform Flow
0.6
0
0.4
0.2.
0!
0.2
0.8
0,4L
0 6~
0-
.....
0.2J
Fig.19
=-80.-
--
"
~.
--
KoL=12
,77 ...
flow. Here we would like to cease further discussions and follow the next
opportunity in the near future.
FURTHER REFERENCES
8. Kitazawa, T., Inui, T. and
Kajitani, H., "Flow Field Meas.urement
and Analysis a) und an Inuid Model with
Special Referei._e to Sheltering Effect,"
Jourual of the Society of Naval Architects of Japan, Vol.135, June, 1974, pp.
i
i.
9. Adachi, H., "Higher-Order ThinShip Theory by Means of the Method of
Matched Asymptotic Expansions," Report
No.137, Dec., 1972, Dept. of Naval
Arch. & Marine Eng., University of
Michigan.
10.
Ursell, F., "Steady Wave
Patterns on a Non-Uniform Steady Fluid
Flow," Journal of Fluid Mechanics, Vol.9,
1960, pp.733 3 - 346.
11. Keller, J. B., "Wave Patterns
of Non-Thin or Full-Bodied Ships,"
presented at the 10th Naval Hydrod
Massachusetts
Institute of Technology, June, 1974.
12.
Okamura, H., "Propagation of
Ship Waves on a Non-Uniform Flow,"
Master's Thesis, Dept. of Naval Arch.,
the University of Tokyo, March, 1974.
(in mm)
1.0
0.8-
0.6-
5
/
Linear theo r
'
02-
i10
.w-"
i ,
0Z.8
F.
AP
0.0
Fig.20
1.4, x
564
.'
Manchestut,
1.
Swedge.
England
Introduction
In an earlier paper (Ursell 1968, hereafter
referred to as H) it was shown that head seas
cannot travel along a long cylindrical ship
without deformation.
The first
attempt to find
this deformation was made in that paper where
the deformation along a thin wedge-like ship of
great but finite length was considered.
It was
found that the amplitude of the diffracted wavy
near the wedga ultimately increases like (Kx)2
where x is the distance from the bow along the
ship; this high amplitude is confined to a
horizontal layer near the ship which increases
in width like (Kx)i.
The total wave amplitude
is the sum of the incident head sea and the
diffracted wave and depends on their relative
phase.
Arguments can be given which tend to
show that the relative phase in this case
depends on the wave motion near the bow, but
is
prescribed
while onpulsating
the semi-infinite
bow
cylinder
a wave-like
normal velocity
2.
the ship.
(The effect of forward speed was
also considered by Faltinsen, but for the sake
in
of simplicity it will not be considered
Problems 1 and 2 of the present paper.)
The arguments given in these papers were
not conclusive, either for the thin ship or for
the ship of full section, but they were
plausible.
The differences between the results
The
in the two cases remain to be reconciled.
present note describes the results of some
recent calculations which provide further
In these calculations the ship is
evidence.
replaced by an infinitely long horizontal
cylinder of constant cross-section, on which the
normal velocity in, suitably prescribed.
(The
same idea is also used to treat the refraction
a2
4+
a2
a2
+1 Z7)
0
.
___
and
w
where K
such that
on
.-
-h(.)-(e
O /g.
z - 0, r > a,
Kz iKxa
e
)on
The function
when
when
-0<
(2.2)
r,(
h(x)
$ x <
in
is
ki,
00
- ix < .
In the range Z
l
the boundary condition (2.3) corresponds
head seas
will. be described in 2.
infinity.
interval
(2.3)
x <0,
to
e xi
-e
inc
e
i
incident on a fixed semi-infinite cylinder.
There is also a suitable radiation condition at
665
4,
When x +
while y and z are kept
fixed, it is found that the principal wave cornsent of the total wave motion (inc + sI )e-iot
is
-icOt
IK(xyz)e
-radiation
1
e-I in ?e1Kx-iot
(Kx)
21J
(Kx)
where 0* is
of 3 below.
henceforth be omitted.
It is then not difficult to see that the
Fourier transform
0(k,y,z)
Problem 2.
Zero forward speed is again
assumed.
A pulsating normal velocity is prescribed over a finite part of the cylinder, and
the wave motion near the stern section is to be
found.
In mathematical terms, the velocity poten(-it
tial
* 2 (Xlylz)e
satisfy (2.1) and (2.2),
but the boundary condition on the cylinder is
now
302
.-v(x, 0)
on r - a, .< e $ Jio, (2.4)
37
where
0)
is even v(x,
in
0.
is
(x,y,z)eikXdx
-
-)5
.-
and -3
-0
on
_r v(x,0)e -kXdx
0(Ikl,y,z)
sinh lj)du,
)lcos(lkly
e-jklzcosh
cos-kK
ekIcs
22f' Jklcosh
0JkIosh t-K
K (Iklr)cos2m8
2m
and
on
v(x,
8) on r
z - 0, r > a,
Km
+ -K
(Ikjr)cos(2m-l)8
Jk! 2M-1
+ K
(Iklr)cos(2m-2)0, m - 1,2,3,.
2m-2
Thus
s(k,y,z) - po(k) 0(jkj,y,-)
-z)03 0
(2.5)
+
a,
-JT
0 <
j,
(2.6)
"
(3.4)
(k)___2m(____
K2;(Ikla)
m-1
on r-a,(3.3)
iI
=-
- V(k,0)
(3.2)
meter.
The same boundary-value problem (with
< K)
also occurs in the calculation of the
diffraction of an oblique sea by a long cylinder;
It is known that
see Bolton and Ursell (1973).
(U-
r > a,
z = 0,
2
a
ax
cos(K 0 x + r3 )
a2
K )0(Kyz) = 0
41
"where
"x2
666
I'i
'
I t...............................-...
m,,,~~...
....
t|
....
.....
!.4
"A
r
r
3z
+ KO, - 0
on
on
z - 0,
c 0
- a, -i
and thus it depends on the details of the proscribed normal velocity distribution v(x, 6),
(If the actual value of
see eqn. (2.4) above.
r 0 is needed it will be necessary to solve an
infinite system of equations in an infinite
number of unknowns.)
On substituting in (4.1) it is now found
that the dominant wave component for large x
and bounded y and z is
3
(
eKx
1
OK(xy,t)
- (2w)
2e-ia
r0
13
K2 x2
J 7r
r > a,
2nKlyle
D*(K,y,z)
*, is
yi
unbounded as
is
5.
4.
(.
; the corresnding decay along a plane vertiIn our third problem a Kelvin
x-.
cal wall is
pattern was generated by a prescribed normal
velocity travelling with constant velocity and
the transverse waves near the cylinder decayed
like x-7, whereas the Kelvin pattern near a!
plane wall (or in open water) decays like xk .
In each of these three cases the decay is more
rapid than near a planu wall, i.e.,
the wave
pattern is refracted away from the cylinder.
The width of the conparatively wave-free zone
tends t)
", as x tends to -.
These reeultii
were obtained for a cylinder of semi-circular
cross-section but can be generalized to
arbitrary (constant) cross-sections by formulating the problems in terms of integral equations,
as in H. The result for our first
problem is
consistent with the results of Faltinsen (1973)
which, as we now see, must represent the asympin
totic behavioui of the waves when x +
directions close to the ?xial direction.
We still
have to dis uss the thin-ship
result obtained in H.
It has just been noted
thit in Problem 2 the amplitude decays 'ike
x-
k-K,
'I
along a plane
x-7 along a cylinder, like x
It is reasonable to suppose that the rate
wall.
of refraction depends on the wave-length as well
as on the cross-section.
When Ka is large, it
may be conjectured that the refraction is small
and only becomes effectivu at very large
distances; when Ka is small or moderate, on
the other hand, the effect of the curvature of
even in the vicinity
the crcss-section is felt
(Similar results would be
of the source.
It would
expected in the other two problems.)
be interesting to extend our calculation to
large and to small values of Ka.
+ smaller terms
k-Kg
the factor
K
when k > K: when k
In this
itK-h.
must be replaced by
expression the function * is the potential
The multiplier
defined at the end of 3.
is the cefficient of
0/
rr)e-K2
in the
expansion
V(k,
)
v,
e
,
f
-;
*,(K,y,z)
above.
Iyl
We observe that
The potential
*,(K,y,z) plays an important part
in describing the waves in our problem, in the
region where
lyl is not large and x - +.
= 2(xyz)
where
/
r
M.112m
dOur
Kx
-Kz\
r0 e Kr r-a
K 1
.
" 2m\>
(.
561I
........
and a
H'
REFERENCES
on an infinitely long circular cylinder in an
obliue
ea, J.Fluid Nechs., 57, 1173,
0atnsn
.1. "aeforces on a restrained
Lighhil,
MJ. FouierAnalysis and
Genealie!Funtios,"Cambridge University
Press, 1958.
Ursell, F"Ohedsa trvligalong
a hoizotalcylider" J iat. Ma,h. Applicns,
4, 166,414427. Ti
-pape::
r F.srTherred tirc
as
H.)
6i
568
...
.....
* *
DISCUSSION
but it in much farther from the thin-ship prediction
T.F. OGJLVLE
(1-o.6).
Professor Ursell startec out to provide a better foundation for some important results obtained by Faltinsen several years ago. He not ondy did what he get out to do, but
he has gone much further and provided the most nearly
rigorous analysis yet of the way in which a long ship hull
diffracts the waves generated by the ship itself in steady
forward motion. This is a phenomenon that has been observed frequently over the years: The waves alongside the
hull are much smaller near the stern than predicted by
linear ideal-fluid theory. This is sometimes called "sheltering effect" by naval architects.
With respect to the first questiu., the answer is affirmative to a degree. Adachi (Ship Research Institute, Tokyo)
mesured the ship-generated wave field near a very long,
slender model. His model was a 3.5 m. "Inuid," which had
been cut in two, with 20 m. of parallel middle-body inserted
betweea the ends. Along a path I, as in the figure, he
measured the amplitude of the transverse waves and found
3 4
that they decayed approximately as x-1. ; this observation seemed to be independent of epecd. This result does
not quite agree with Profeasor Ursell's prediction (x-1,5),
I;
"
569
L5"
r~~'
cos (nx*+
-~XII
-0
1034
LONG MODEL
00
0
0
1.0
0.15
0.20
SHORT MODEL
If
0-25
0.30
0.35
F isbase
onlength of short model
Fig.I
~o
0 ~fom
dach's5est
'
AUTHORS REPLY
Professignificant.
pencles are still
sor Ogilvie's remarks point out directiona in which improvements to the t1..eory may be sought and will be helpful
to theoreticians.
Vi
-,'
671
C. C. Mi
Cambdge, M IT het,
ABSTRACT
Motivated by the Power Plant Project of
Public Service Electric and Gas Company of New
Jersey, a numerical method using finite alemeants is developed for computing waves end wave
forces inside an offshore harbor in comunication with the open sea. A mixed method is used
whereby the far field and the neighborhood of
the tip of a thin breakwater, if any, are represented analytically, and the remaining fluid
region is treated by finite element apprcximation. A comparison with analytic solutions to
problema of simple geometry is used to guide
the choice of the element size. Mean harbor
respouse and excitixg forces on the platform.
have been calculated for the case of uniform
depth where all solid objects are verticalwalled and bottom-seated, and for the case of
shallow water waves using the opproxiuakAL formulation of John.
F,
F,
fx
fy f
Y
L
,
M
p
magnitude of
fx . f
2
*
11
r
rA, rR, rD
t
u'v
xy
vertical coordinute
This method is an effective tool for diffraction problems involving complex geomaty.
SNOMENCLATURE
B
,"
:'
tF
Splatform
an, 8n
v
coefficients of eigenfunctions
CmJtb
X
ybl
bahI
incident waved
wave length
radian frequency.
vector formed by nodal potentials
total
unknown vector
MA, B,
h
i'
WD, 2
( )
stationary functional
boundaries of A, B, D, F
still
water depth under the
free surface
transpose of
of an element
o
11
Subscript_
t )
NT,
the platform
integrals
Jn* Kn
a
I!
If I. Ifyi Ifs
i'z
,9(1)
K,
H
, EIV
() D' ( )1
)R
of regions A, D, F, R
respectively
coeffi.cient ratrices
wave number
Aoutward
( )of
Ketl
fromA
the odd problem (appendix)
period.
magnitude
.. /
...
"tations
,
A//'
r~Th
.//
/
/-
\native
-.
S...
....
I/.L
-.-.
'ble
,'
.r"
mechanics and recently used in essentially twodimensional water wave diffraction problems by
khoff 13] and Bai [4].
These problems in-two-dimensional (vertical and horizontal) prob-
__.......
Ionly
It
INTRODUCTION
An is well known
Ii
iq
-!.
(3)
/
/
(5)
'L_.[-.
"
Fig
pgr
Poa(xyzt)
pg(ne
z)
it
4y
y
'
x
lim
kr-0
2
x,y in A .
Vr(
(5)
V.(E4') - 0
where H(x,y)
xy on 9B
Tr
ik)(
(9)
'
an 0
(8)
(7.b)
For the purpose of predicting exciting forces we assume the platforms to be stationary.
Because of the gap under the bottom of the
platforms the local flow should be treated
For simplicity, we invoke
three-dimensionally.
(4)
V'(hV4)
c)
(2)
)
and
cos(6 -
k - w(gh)-/2
(3)
w
with
known that
is
iga
i
q
(1)
or
Definition Sketch
the platform.
is
(6)
is
(x,y) in
(10)
etotal(x,ykztt)
= iWpO
- pgz
(11)
575
ItI
T-
omitting the
THE VARIATIONAL PRINCIPLE
(12)
In most existing examples of finite element methods, the physical region is bounded.
In the present case the fluid region is infinite and it is deoirable to limit the sub-divi-sion into elements onily in a finite region of
practical interest.
This is possible if outla-ge radius, the
region
certain
a
side
depth is constant and of
there is no solid ody
present, so that the solution for the riated
waves can be easily represented in analytical
A variational principle will now be deform.
rived which enables one to localize the numerical analysis only within this region.
The basic idea is similar to that used in fracture mechanics involving cracks, where one treats the
neighborhood of a singular point analytically
and the remaining region numerically.
Let the
.Po
]
x,y on DF
(
an
[HH 2
an
(14)
, ', t 7
(15)
.-
~+
AgaSoah
hl
(16)
00
O(x.y,O)
- - '
l(x,y)
V2+k2
V 2
+k 2
0o
(17)
(22
anA
(22)
0, xy in A
0,
with
al
gk tanh kh .
(19)
F{W
an
- )
(n
(18)
W,
(o)R'
an
0,
x,y onon
piwp
pgn
cosh k(z + h)
cosh kh
-1[h(Vo)2 "
-21
(-
{h[V(o -
-I]
I)
(*
)2
(21)
(n
h(
aA
Clearly in tha case where all solid bodies rest on the sea bottom and the depth h is
constant throughout, the boundary vAlue problems for the long and arbitrary .,avplengths
are virtually the saue (cf (5) and (13)), the
dispersicn relation (8) being a l.lmiting caso
of (19).
+ f I
2
21)2
(23)
aR
I Expert advice from Professor P. Tong
has been
invaluable to the formulation bere.
576
II"
((
-j
h(
$)A
DnA
R)
BA
+
+
[1(o
I-)R
I)' kh(
3R
JJ
(hVQ)V6
]
(1)
la3nA - - 3/3r
(2) 6Q
4hV(3)
6(o
UB
exactly since (
along 3A
we obtain
(V'4hVo)
+
60 h
BA'
A:
(24.a)
6SF-
JJ
2
SQ[V-hV$ + 9
0] +
B
JJ
V-(QhW")
-j
V(hV6Q)3
(]-
+ f
A'
(V-hVO6)
A'
(h
101A I[(h
nA
A
- -
B6~ A
A
or
n
anA
(24.b)
Oh 2a
+ f
BA'
(M)A](h
[MR -
at
3A
(25)
)R
F-
6-[V'(hV0) +
The more conventional variational priLciple would involve only the first
area integral
with A extending to infinity and the last line
integral with DR - A at infinity, cf. Eq. (23).
Our functional, however, has the advantage
that after the following transformation, no numerical calculation is needed beyond the circle
By applying Green's identity to the second
in (23) and using (9), the area integral over R becomes
2
- 0)
(6
(BA.
+
8A+aB
)integral
)A n
A
+ 0--'{.[VSQ
(0 01)] +.
O('[hV64
0
-)4{
22
{hLtQ4
-~7
64,_ )1
BA
J:
-)Rn
g (
)h
(26)
By substituting into Eq. (23) and using the radiation condition, the functional may be writan
"Aten
A
BnAR
'IA
as the naturaL
BA
57.7
, [-,
-- I1
+1
+1
F-I
01
__1_________+_1______
+Ir
+16+1
lution in
a 0 H0 (kr) +
2112
A
E
n-i
n(kr)
(an cob n8 + 8
sin ne)
(30)
3A
3A
]R
. ......
_O)]R
......
13
14
2
jh(O)A.
anA
I
t
)
]R ......
16
(27)
iga
n-0
()neighborhood,
- (,)n Jn(kr) cos n(O - a)
n
n
i-io
n (i)n J n(kr)
n
(cos na'cos nO
Ssn62clusion
where E
is
n
c
- 1;
en -
2,
n - 1, 2,
3.
(29)
578
...................
and (27)
the thickness of
a breakwater is often much smaller than the dominant wave length of interest.
A simplification which is often convenientt for analytical
purposes is to ignore the thickness of the
In a numerical approach
breakwater altogether.
however, such an assumption leads to inconveniences since the neighborhood of a sharp adge is
a singular region where fast variations occur;
In applying the
special attention is required.
finite element method to crack problems in
plans elasticity, Tong, Pion and Leery [5]
dealt with the singular behaviour nuar the edge
a crack.
Their idea is simpiy to exclude a
small neighborhood encircling the oi,
larity
iof
kr cos(a)
(22)
of Thin Tips
In many harbor problems,
Since all integrals are evaluaLed within or alongOA, the variational principle is a looaized one. We stres6 again that Eq. (27) is applicable for constant but arbitrary kh when
2
2
W /g in I is replaced by k h and Eq. (8) is
used to relate them.
I=
(31)
i 7_3_n
7Case
........
nA
.....
aA
h
+
..........15
aA
+fljhD(O
anA
H(VO)
In addition
that
a)
and
. (0
)D
) -"
[(
(37)
for
obtained by
Vj m r
1r-1/2
(38)
as r - 0
(33)
3D
Jm_3/2 (kr)
(32)
J4.i/2(kr) -
- 0, 1, 2, 3 ....
)A
on 3D
k-
The first
to the right-hand side of Eq. (23).
term can also be changed to a line integral by
using the argument leading to Eq. (26), with
the result that to the right-hand side of Eq.
(27) we must now add
h(
I8 + 19.
nA )D
18
...
3D
- h(OA (
nA )
..
9(4
in
Fig.
3.
Srbreakwater
Fig.
Fig.
"sum
.0 < r < r
Jn0/ 2 (kr)
coo
n1
(35)
2 Z E
n-0
are to be found.
, n - 0, 1, 2, ...
It should be remarked that for odd n, J,/Z may
be expressed in elementary functions, e.g.
2 (kr)
sin kr
"where y,
J1/
in J (kr)
(,)
coo na cos nO
-is
nn Hn(kr)
SnU-0
(36)
579
wig!
cosn8
(39)
easily ob(40)
II
" 27rA kh
-Vl
ai
oRe'
He
J nN a
For I# and If
DISCRETE APPROXIMATION
Sly,
It may be remarked that the present modification is particularly useful for a harbor with
protruding or detached breakwaters, for one can
simply take the semi-circle 9A large enough to
include all of them.
sin
n
D.
.
(47)
on-
The princi~le is to
sharp tips and platforms.
introduce discrete finite elements in A and along DA. Within each element the potential is
expressed in terms of its unknown nodal values
The intoat certain discrete nodal Points.
Srals In the functional Eq. (27) become summations involving matrices. On the other hand,
the coefficients 0. and 6. for the radiated
wave potential are also to bQ determined (cf.
functional contains irteThus te
Eq. 20)
I,3 14) and linear
grals both bilinear (I,
in the unknowns with the inhomogeneous
(Ii,
I,)
(forcing) terms arising from Ir- and r.t Upon
extremizing FP, r7 being a constant. drops out
and a matrix equation is obtained which is
solved numerically for all the unknowns.
-T "
2
.
{0,
(48)
SA
N.
>
L
'
-",
Line Integrals
Using Eq. (30), the line integral along
the circle aA of rauius rA can be evaluated by
using the orthogonality of trigonometric functions
r3 "
kh{2a
H He' +
0 0
+ 0 )1
n '
Z H H '(C
n
1n
n(-l
(41)
where
H H(1)(krA)
H'-
n(1n
H()
(kr)
(42)
dkr
IrA
Fir.
nl ,1 8 '
[Po
in
and KII
(Al)
(49)
/P
L - 2irt A..
a)'
Taking L to be very small, for each line element we approximate (O)A by the average of 0 at
two end nodes, replace the integration range by
L and the value of 6 in (8 - d/) 1 (cf. Eq. (30))
components:
(H
We may rewrite Eq.
Ho, H H'
kh dia0[2H
in
wtrlx torm
thus we have
khL
lT
11(5
+
which is
bilinear in
Similarly,
as5
I
16
"V
6-
the unknown p.
is
(50)
obtained
(46)
1 -T
58
-7."580
Kiv
+ 1 T T
+
K
2
(51)
'
2Ho
...
.'(cel
2':
...
(co-
O + coo nO2)
2
Kzv.
......
......
nn
kh !(52)
(p.iM)
""
2H'
H"(co
nO-D
+ coo
0, ez
in which n - 1, 2,
...
S, and
the values of 0e for the first,
line element respectively.
np)
are
....
second,.
Hn (sin nDO 1
+ sin n)
......
with
al
y2
: y:.b," y: y
Aarea
.
,iI
~ jLk~ioe0
0.1
ce(O-a
(59)
1ik
(53)
XTj~Y
x2V Y2
'2
is a row, vector (lxP)
where
a
eX
x2
X-
of element a
13(q
+ q ),
khL{(q
(qp- 1
(60)
'
+ q2 ) .
4 qp
(54)
eg ci, co
3 - 1.
uy
Sub-
cos(e
c ikr cos(b,-a)
()5)T K1
55
(61)
Dents in
A and
ij
ff
N
'X
(56)
N(xY)
--
and
Ka
N)e
+
1,
[K'
(62)
(63)
i,
,
2
- b
+ c
2-
(64)
igh
x+
Y)2A;i
1,
2,
i3
Ke
ii
bb
S,0
()2
w
(65)
58i
:.tdfibA
2,
I~~with
(a
he
2
4e',
- 3)
. (N', N2,
"with the
i,j
where
(0
Ae
work of elements.
Within the element, is
approximated by a livear combination of the interpolation functions N0, i - 1, 2, 3, ...
with
coefficients being the nodal values
at the
nodal points i.
We adopt the simple three-node
triangular element so that
we(xy) - Na
A..
YA, I a
ii
t
In
eherald
the
l band
pint width depends on the numbering of no-dl
Amsembl~ea of Matrices
Summarising all the integrals in
-i
a6 + 1
pT
Fi
K
Kt
a,
(72)
(73)
T
KV
--
4)
+9V
+ qVI V
(66)
are
(eUATI0NAL
ASPECTS
coefficient mrtrixK
The syimetric complex
openoffcetati
In
is in general large, sparse, and Landed.
~~~~~~~ten
(67)
K1
(EXE)-- (x2)
thus
determined.
diagonal matrices.
We define a global nodal
which is the union of all
potential vector
and assemble the matrices K0 to a single
may be writmatrix K so that the E term above
SO-ITesmeti
2
T
2 (lx)
Kj
+ constant
whoreK
2, ....
or
E W)I
+ 1 (T
I - 1,
the func-
tional we obtain
F_
"
E' VIb V1
2'I'
2
It I P I . (01.
(74)
storage - NX(P + M)
solve the corresponding banded system
of equations by Gaussian elimination,
ed numbeL of operations ie roughly
1N)
(l;N)
N - E + M
"2Z-
F iT K
, KV
T-
(69)
MxE
(NxN)
V-
I K V
t(XN)
lx(E-P)
, .
p Qr
V
(IxP)
)
1()T
(IXM)
(77)
from (78)
we have
(79)
II !IV)O - 2
symmetric matrix.
which is synmetrio and the total forcing vector Q* is tor~i
as
(78)
s diagonal,
is
Since KII
Q.
(70)
terms of
%7K1
- Eiv
(ixE)
K I1
1KV
(71 )
KI~V
0Q}
+ ----
Solving V in
jKxP
Mx(E-P)
-.
0o
--
dimensions o
so that
is
- -EV
+ Q 4+
constant
(75)
' N(P + M)
(68)
it
beiug the total number of unknowns.
clear that Eq. (66) can be written as
*9,
the need-
2
~
operations
with
K-
It.
IV K
to give
- -IV !II
1
K1 V KI1
KIV is
vz (80)
an ExE
Now
!IV
Now the Istorage
and operation for Gaussian elimiuation procedure are
storage
M + MxP + EP
~
for P >> 1
~NxP,
(1
:rI
582,
iL
(79))
(82)
,i.
2.0
,.0
idary.
1atot,
0.
84) it
ISO
th
~c.The
W.
itFih. sComparison of An
casoidl
and Num tecal
a
iresults
for a vertical circular cylinder . ka - 2T kL < 0.63
.
by finite
So
equao,
120
S0.1d
oree onentr
rl0.62
es
(85)
t
1.2a 1.4 and divided the lren between them into
tlaents. No advantage is taken of the circu.
of the fdemonstr
larse oonetry
By comparin results
nith eltaent rethod wlth Eq. (8A) ial
it
found
that 10 nodes in T wave lenth were usually ad1*/X < 0.1
J(a Hn kr).
th(k
r.a
0.6
DO [ Jn ( k r ) -
1,4"
L2
-% 1.0-
cylinder of radius a.
I~
2.
(85)
application
aato
ila
in
Circular Cylinder.
00
1
phase
150'
1806
1.56278
1.29659
0.99435
0.42008
0.73185
1.80289
1.55831
1.28780
0.98071
0.41399
0.71600
-1.91016
-1.923
-1.19936
-1.222
-0.05608
-9.090
1.01750
0.982
2.70732
2.658
-2.51741
-2.557
1.71092
1.71121
1.53601
1.54090
1.30972
1.21427
1.02111
1.01923
0.43010
0.43037
0.74438
0.73966
-1.93511
-1.20573
-0.02799
1.07772
2.77618
-2.43708
-1.949
-1.224
-0.052
1.054
2.745
-2.468
1.72446
1.72398
-.
120'
1.80783
-2.18380
phase
90"
1.85536
-2.15222
-2.158
"masnitude
60"
1.85853
magnitude
Angle of Incidence Ct -
30o
insensitive to it.i
195
588
first present the case of a sema-circular harbor along . straight coast (or a very long
strright breakwater), as shown in Pig. 7. Accurate anelytierl solution in possible &Ad is
given in the
t
(a I
rdr f dOl
alT
0
where 2a.
is
(86)
mi 2 11 2
breakwater
of ka
-L
lonig brookwa~sr
or coast
t0
so
Fig. 7
--
Fig.
3
ko
analytical
MNSharbor response
II
Fig.
I.
N~tericl experience from thOse two earsplea is then used "8 a guide to treat the Atlansiuplicity, all calcutic Of fshore
lations
so farHarbor.
are doneoarfor a constant depth of
i'
~c
W
(ii)
element
For each
eve-7 nodal point within the circle aA is
Nere we define a mean &Wlification
found.
over .he free surface
factor A by avoiaging !
lies between the two
which
H
A
harbor,
areai nthe
bottom
arborwithw
set
(iii)
ornaefo
In principle, the ri~ht anie
the platforms should further be treated anhassinThis, however,
bofore.
as
gular regions
not yet been done.
i'I
ofFnieElmnt
iI585
.'
tlni
Fi.10
Network o
iieEeet
i~il
596
lines flush with the endv of the straight caisson of the enclomure breekwater:
For b8>*'
revit y,oly som samle results ,or cast
(87
(87)
where the normalization factor is only a (vs.
2a o in Sq. (86). This is plotted in Fig? 11.
I
6-
4 -
A-
tthe
1.0
cated geometry.
2 0
3.0
ko
94.0
5.0
6.0
i
,--
,'sit
F.,
F
) - - Jf
dn pj
(88..)
whoroJ denotes the wetted area of a Flatform,ithe unit normal outward from the body, and
In thoe,
the position of tihe moment- center.
preseint shallow watnr approximation, the dyne-As the
pressure i8 independent of depth.
F
y
f pgao Di2
y
" pgs D
ncoo(n,
x) dy
1(89.a)
1
Sf0
F)pgoD1
f
FZ-
(f
ncb~
pa
fj
5
,
SFigl.
n dx dy
d)
(89.0)
12
Exciting8oclo
FirelfxIon
586
Platform 11
i, br.! o,
I0l
'F
4t-
I3
0'
Fig. 13
22
Fig. 14
Table 2
Total
Cae
,4
ko
no. of
elements
k
2.0
E
Nodal
unknowns
Heave
Computational Information
Coefficient
,(Ml_
uwknovnu
for D
for R
Bandwidth
Core
Storage
CPU on XM,65
(min.) for
fixed ka,
[
Arcular
cylinder
(Fig. 6)
Fig. 7
2.0
72
12
21
---
72
106K
0.113
3.5
258
179
12
59
194K
0.241
2.5
359
249
23
---
41
160K
0.206
1013
635
41
---
82
518K
1.84
Fig. I
0
587
-.
eM
ii.
It
situation associated with the first few resonReant peaks in the Atlantic Offshore He-jor.
farring to Fig. 11, four peaks clearly appear
at ko - 0.7, 2.4, 2.6 and 3.95. By examining
the instantaneous free surface over a period,
we have found that the first (ka " 0.7) corresponds to the Helmholtz mode in which the free
surface rises and falls more or less in unison,
hence f is large but f and f are small. For
higher
peaks, waves iAside Ythe basin are
partially standing with the instantaneous nodal
lines yawing about. The magnitudes of the wave
forces are associated with the free surface
variation at the time when the maximum amplitude is the greatest. In particular for ka
2.4, the free surface tilts about tha y-axis,
hence f > f . For ka - 2.6, it tilts about
an axis 1
Yparallel to the y-As, hence
f > f . For ka - 3.95, It has a ridge (or
Y trodgh) near the y-axis and is nearly 180.
out of phasq with the two corners in the directions
- n/4 and 31r/4, hence fx is very large
compared to fy.
Finially, while i fully three-dimensional
distinguishable from the valies shown in Figures 12, 13 and 14. Nevertheless, for higher
values of ka, this correction may well be nscsatiefactcry, as is evidenced by Apessary and
pendix It.
CONCLUDING REMARKS
la this paper, an effective finite element
method Is applied to two-dlmensional diffraction
of water waves.
Aside from the usual merits of
this method, an additional eaficiency is gained
by mixing analytical and numerical procedures.
This idea, which resembles that of Maot [103
for singuilarities in relaxation methods, oseantially regar3s an
enalytical region as one single element with many unknown coefficients. In
practice, one trades many nodal unknuwns for
(usually) fewer oocfficiant unknowns. The strategy is particularly avantsgeous in dealing
with the radiation condition where a very much
larger area (hence large number of elements
and larger band width of K) would otherwise be
is possible. Fr example, consider u harbor
where
kh stands for the value for arbitrary
kh and
g-st?ands for the value by
long wave approW tiou.
us the factor - accounts for the vertical variation of pressure.
For a vertical cylinder whose bottom is Flightly
above the sea bed, i.e. H << h, Eq. (90) should
be approximately valid. We therefore expect to
obtain improved results from the long wave theory by multiplying the pressure corresponding
to the latter by the correction factor taking
thie local value of h (and k) if it is variable,
Accrdingly the vertical forc3 is simply
It
cosh kH
o,- -
kh IkhF
I 0
cal problems, the ultimate problem is the solutiom of a large system of algebraic equations.
Therefore, efforto to render the coeft4ciert:
matrix symmetric (which is achieved n,.-a by a
suitable variational nrinciple), to store the
coefficients in properly packed form, and to
use external storage on discs or tapes, etc.,
are important.
i
ns
Finally, it appears that the finite element
method can be applied to many other two-dlnanmissal diffraction problems of tech ,1cal or
;)
"X,x
.b[
khk
'
[Fxf
xj
-
cosh k(z + h)
coash kh
Sd
"d co by
+)O
da
1_ sinh kh - sinh kR
(9292
kd
(2
ACKNOWLEDGEMENT
cosh
L yjkh50
wich d - h - H being the draft. For the present
-ange (0 < ka < 6) 'the values of kh are small
688
REFERENCES
1. Hwang, L.S. and Tuck, E.O., "On the oscillations of harbours of arbitrary shape",
Journal of Fluid Mechainis, Vol. 42, 1970, pp.
447-4G4.
471-490.
94(kr))
a, Emi
straight
circular
the ends
incident
6. Lai, K.J. and Yeuag, R., "Numerical solutions of free-surface and flow problems",
10th Symposium in Naval Rydrodynamics, 1974,
Office of Naval Research.
the trapping
7. Longuet-Higgins, M.S., "On
of wave energy round islands", Journal of Fluid
Mechanics, Vol. 29, 1967, pp. 781-821.
8. Stoker, J.J., "Water Waves", Interscience,
New York: 1957, p. 414 If.
9.
Zienklewicz, 0.C., The Finite Element
Me'thod in Engineering Science, McGraw-Hill, New
York: 1971, pp. 115-120 and p. 506.
10. Motz, H., "The treatment of singularities
of partial differential equatLions by relaxation
methods", Quarterly A&pl. Math., Vol. 4, 1966,
pp. 371-377.
11. Mei, C.C. & Petroni, R.P., "Waves in a
harbor with prutruding breakwaters", Journal of
Waterways, Harbors & Coastal Engrg. Div., ASCE,
May, 1973, pp. 209-229.
12. Black, J.L., Mei, C.C. and BLay, M.C.G.,
I
-11
I
I
1 + n2
(95)
15.
In view of the fact that the harbor configuration is symmetric with respect to the -- axis,
we split the spatial part of the incidenL waves
T1 into two parts: namely. even part
I
TE and odd part To,
(
I
I
I
(96)
+1
-E
"
as ahown in Figure 15, where
I
a,
ikr cos(0-n)
E "
ee
ikr cos(8-(7r-a)) +
+ e
ii
ikr cos(O+t)
ikr cos('-('+'))'
(97)
aLLCI
1
[e.kr cos(e-a) +
ikr cos(4cU)
-2ao
(93)
straight wall is
aR I
ikr cos(6+0)
a.e
2
m
::
m
Jm(kr) cog m(W - a)
where E E-.
m
a e
ae.Etm i
a
m
1973,
ikr cos(8-a)
I
ni1
ikr cos(0-(i-0))
Z.
Odd
_ ikr cos(0-(TT+a))
with Y
En
E
m-0,2,4...'
E
Odd
E
m-1,3,5 ...
The
sums in (97) and (08) are of the same form except the suimation indices are even and odd integero respectively.
"589
In sumary, !-'- shall first treat t_ harbor problem aepar- ely; each is circular
two identical open: .4s about 6 - 0 and w, but
under attack by different incident waves nz
and no. The decomposition is displayed in Fig.
15.
Through this treatment, a certain symmetry is achieved and one need only concentrate on
one half of the circular harbor. ray -n/2 < 6 <
ir/2, hence only one opening. The results are
then added to obtain the solution to the ori-
represented by
rethr
nt
I
S
R
?E
n + E + n
m
- 2a Z c im coo ma coo melJ (kr)
0 Ev m
JH(ka)
R(kr)
m(kr)) + EE B cos mO
EV
(99)
~~~~
In Eq. (99) above, the first term in the bracket is the incident waves (97), the second term
represents the wave scattered from the circle
of radius a without opening. The last term
represents the additional radiated wave due to
the presence of the openings. The coefficients
B are to be determined. The response within
m the harbor basin can be expreased by
,ojx(kr)
SnE
tfotOl problem
Y>
oplacement
0012
anE
anE
C-1(102)
-al
-0/
Fig. 15
\
,-
0x
Oo/2
ao 2
__>
Or - O) = -2 -- (- a) = !- TI ( e)
T
;r
w. v
(99)
Dr
jr-a
590
o.-.
at r - a
(103)
i.e., the fluid velocity is symmetrical about
both x- and y-sxes.
Hence, it is sufficient
to consider half the basin, say,161 < V/2
which involves only one opening.
For Eqs.
-'
(6) at r - a, I i
ar
(oF,(o
y
2
odd problem
/
I1
even problem
10
<
--
o/2
0~/2
(100)
We note that (99) and (100) satisfy the governing Helmholtz equat ion and are symmetric about
the y-axis as well as the x-axis. Eqs. (99)
and (100) also satisfy the continuity of radial
velocity at r - a
aan
00/2
, r < a
co
S-oo
Cos me k,(.----)
m kJ
E B
Ev
OO
r-a
(104)
"
II(6)
t
dO' FE(O
E--- ) GE(e, 6)
60o
B-
(110)
FE(6')
coo me'
de'
is
(105)
ka) 2 EvJ'(ka)
(0 ')
(ka)
>E - 2a
aok
m Hm(kr)
E
Ef kH'(ka)
M-E
o
J'(ka)
H'(ka)
in
<
os
-E
6 cok)
do,
(6') del
r > a
o
Now matching
-l
J (ka)
.-R(ka)]
E.
v foH(a
Ev
dO FE(O)
HE(0)
coo me
om
FE(O')
rkj' (ka)(14
-6
-6!
FE (0)"f E f(e5
dO'
E()
where f is a multiplicative parameter tind f(O)
Substituting (114) into (113) and
prescribed.
invoking dF/df,
0o
-60
CG 111'
'
nO cos
an
fE
FE(0')
dO'
(109)
dO dO'
-6
0
5911
......
JJ
.I.AL.
0 we obtain
00
fJ d6f(O) HE (6)
2i 2 E Jl(kcoB
(ITke) EV U
-e
(114)
~~~(108)
m
H'(ka) -os ma csn
Ev n
21
(113)
or
"f
-'
-6.1!
0
Sa2i
a irka
6')
0(ka)
) dO'
6
f emJm(ka)
wea)
-6 0
-6
dO ao'
FE(O
k
Ev
(112)
F{FE
(107)
-6o <6<6
2aCos
0 E
im
a cos ma cos ne
(106)
me,
.
0 Ev
Ev
a < r
6
-rof
4ia
(111)
that
(115)
(116)
f0)
an_0
()
3r233
cos m d
(117)
J (m0)
at r
Do
2dO
__a- paE
a
ajel <
-O0
2a(8)21
- E6
a
ka Ev
at r - a
(124)
J o(m~o)
m J(a)
m
J (me
ma(a
0mo
Odd
Z
(125)
H' (k%)
m
J (kr) Cos me
Odd
r < a
m
oo oa(18
COS mn H'(ka)
m
(118)
<
< +<
" E +
00
+ DO
"0%2
=2a
2i
m
M-
00)
j(6
2
Em J'(ka) H'(ka)
(Tka)2 EV
JM
O0
cc,.
icM(r)
kJ' (k)
JO
(a
Jm(kr)
E Am
cos me
2Am 0O
<
0
2a o NE
Cm Jo(O o
J ()r) cos
D
Od -TkaJ-(ka) m
No
EmJo(m80
2%
+
(126)
Summarizing,
N may be interpreted as a v asure of excitadton to the harbor basin due to the piston action at the openings, since HE(6) is propor-
dO de'
8)
J0a(mo0
im CoS !
__
(iTka)
2aN
no<" --D
<
00
f6
df fe)
an.
- !-- (n -
(-8)
Od2i
0
DE
a0
L- a O
No
we have
Eo(6)
P
(123)
Carrying out all the steps, the results are of
the same form as the even problem if the subscript E is replaced by "0" (odd), i.e.
-0o
(e)
-L
(122)
()
0-
el
Odd
me
(127)
(127)
M jm(ka)
where we define
(119)
N
DE
FE(O)
Ev
J'(ka)
if m
0
(120)0[
20
kaJ'(ka)
m
o) Jm(ka)
j (kr) Cos mI
r < a
odd
(12()
fm-ee
C Jo(m
m o
(121)
592
16a2
(2a
Ar)2
oa2
rdrdO n
A
AmA2
n
E (m + 2n +
em J (ka) n-0
mm
n2
(e
E
(ki)2 m-0
()j
12912n+(ka)
(129N,
I:
..
. .
- - -.......
2k)
J
16, 17 and 18 with the moment axis at the bottom of the dock c. H. For comparison, the exact results, taken from [13], are plotted in
solid lines. It is seen that deviation betvieen
the two theories is large for short waves (small
ka). After correcting for the vertical ",ariation in accordance with Eqs. (91) and ( ,2),
the normalized forces are shown in short daahes.
The corresponding corrected moment is given by
2 d h + H - 2c -1
[MH]h ""'
[(ka) --a
[-1 +
2a
a
ykh
sinh kH
cosh kH
k(h - c) tenh kh + k(c - H) c
+ o
cas kh
csh ;7h
z
d.2-2
k
-1(+2k(z)
t
Sk=0
...
(2
(130)
cash 1-1
+ MVh
y cosh kh
(134)
and is plotted in short dashes in Fig. 18 for
c - H. The improvement brought about by the
heuristic correction is in general remarkable.
As the three-dimensional effects due to the
edges of the dock should diminish with decreasing h/a it is reasonable to expect still
better
agreement for larger radius a. Using the same
approximation for more general shape, we believe that good results can be obtained if the
least principal dimension of t.he body is not
much smaller than the water depth.
(4/fT) d/a
ka HI(k
-
Hl (ka)
hL
-- 0.75
1.0
(131)'\!
IFkh-O
[pgao na
0.8
2i
0 Irs
H~ka)
(132)
0.6
0.4
where
is due to the horizontal pressure on
the side and MVis due to the vertical pressure
on the bottom Y of the dock
02
Sy
y
Mv
"
H02
(133.a)
Iy 1+
kh-~O
IN
0\.
.i"
"
[ao0
10
ko
h + H - 2c
4/}.
aka Hks(
H (ka)
2
Ie2]
[V
pgao
0
- . iIka Hj(ka)H,
N(ka)
"y
(133.0c)
693
S...
. ,... .. t . . .
;,
: .. ...
" ' ..
693.
. ' ?
. ,
.r'
, - , .
. .
. . . :' , . . ,
' , ..
1.0
0.5
0.8-
0.
0.0.25
0.6-
0,4
0.2
H:
H
..
6
ka
10
ka
wave theory
wave thoeory.
>.
-~-long
5~94
10
Nr
DISCUSSION
R. T. HO AND H. BOMZE (2)
The writers would like to submit a short note about an
alternative tipproach for solving the basin oscillation problem for an offshore harbor, namnly, the Green's-function
integral equation method - well known to naval architects
locating floating nuclear power plants in a breakwater enclosure approximately three miles offshore Litte Egg Inlet,
New Jersey.
(1)
(2)
(3)
This work has been sponsored by Public Service Electric and Gas Company of New Jersey in connection with
iI
:1
-"
595
.....-..
....
.i
"-- -
..'
"I
F~
"1 I
'"
'
a=760'
7RMS
a1 2
1
10
ka
(d=401)
,',
300
I
100 70
- I
50
I
40
PERIOD
I
30 27
T
I
24
I
20
14
(SEC.)
LEGEND
-
(1974)
FIGLRE I
RMS AMPLIFICAiiON FACTORS IN A CIRCULAR HARBOR
WITH INCIDENT WAVES NORMAL T0 THE BASIN OPENING
4t
:,.*
596
M. & Longuet-Hlggins
Department of Applied Mathematics and Theoretical Physics,
Siler ,Street, Cambridge, England and Institute of
OceanographicSciences, Wormley, Surrey, England.
ABSTRACT
It is therefore appropriate to consider possible methods for studying experimentally the breaking of waves in
deep water.
In the present paper we
shall describe several such methods.
INTRODUCTION
WAVF
ADVA*VINO
MAKER
VtONi
ce-
597
!
4
Method I
Storm-building.
For
small-amplitude waves in deep water we
know that the group-velocity C. (the propagation velocity for the wave energy)
is given by
faster
then the wave energy will tend to converge in the neighbourhood of a single
point 4
, building up a "storm" in
which breaking waves can occur.
A deepwater breaking wave produced in this
manner is shown in Figure 3.
The
there-
,_
/
-
-'i--
tank,
.....
the
front
and at a distance
L-
Eliminating
.-..
cotiuosi
.,,
tI*
is
7.2..2x)
= -4 -(4)
i~.
598
..................................................................................
i-,.
varied
tat
)
"13 (5)
the frequency'
(1 t -
we have
-,ivear by
..
Clearly if
F(-r)
-(X,
([3
17
t2
t,
(7
wicicb0_Squals
zero at t ie front itself;
n
and F(C)describes the wave euvelope,
in fact
F(T)w
f
L
'WA/12
(e)
F('T)
Lit)
Vo0-
__
that is
'
to 2T,
(9)
the same
roup velo-
eap-frogging
city is responsible for thc_
ffect noticed in whitecaps in deep water
(k).
It was observed from the air that
whitecaps tend to occur in sequences,
each whitecan being suceeeded by the next
further downwind, at an interval of about
two wave periods.
It
"I
.2 L.
599
1
Shown at ths Symposium
I.
1'-
00
0.01
80
.60
240
20
F120
80
40
-20
264
~i.
600
Fig.
Bow-wave
Fig. 8
the No.
T,..
For practIcal
reasons, the experimerit was transferred
to the No. 2 towing
tank at the Nat:.onal Physical Laboratory,
where moreover the experiment could be
repeated wider controlled
conditions.
Figure 8 shows the bow-wave produced by
a model ship towed at
a speed of 2 mis
parallel
to the wall, and at a distance
Physical Laboratory,
*1
in
Teddington.
601
, 4
(a)
(b).
.4-9
-4--
602
window is
,,,
assential.
Figure
10 shows a
(,u)
-I
P,
:levels
the highest
levels of turbulence begin
on the forward face of the wave just
'he
where in fact
below the mean level,
The turtoe of the whitecap is found.
bulence is then swept back, with the
mean current
(in
to-
Further to
to decay
"4s downwards.
SPlLiUlNG BREAKERS
A sequence showing the
Fig. 10
breaker (after
development of a spilling
Kjeldsen and Olsen 1971).
603
fA
the conservation
lixe eouations for
of mass and momentum can be shown to be
satisfied
by a "eimilarity
solution",
in which the thickness of the whitecap
is proportional
to the distance j
from
The down slope
the crest
of the wave.
to
iI2 .
(In
velocity
is
proportional
is
Eulerian coordinates the velocity
steady;
in Lagrangian coordinates each
particle
undergoes an acceleration
parallel
to the free surface).
Since
the velocity
in a Stokes 1200 angle is
to SV/ this
implies
also
proportional
from a small
that
such a flow can start
and propagate
disturbance with zero flux,
with u.r;tant acceleration.
of breaking waves
sequence of pictures
in shallow water, taken from a recent
The
film by Kjeldsen and Olsen (8).
from right
to left
waves are travelling
in gradually shoaling water, and the
type, in
breakers are of the spilling
and
which the motion is quasi-steady
slowly down
the whitecap spreads rather
the forward face of the wave.
A theoretical
model of spilling
bcen suggested by
breakers has recently
Longuet-Higgins and Turner (1973).
In
this
the breaker is regarded as a turbulent gravity
current
riding
down the
and retaining
forward slope of the wave,
than
its
identity
because it
is lighter
the wator below owing to the trapping of
air
bubbles (Figure 11). It
is assiumed
Solutions of this
kind are possible
only when the slope and density
difference are sufficiently
large;
otherwise
the upwards drag dominates and a selfFor a
sustaining
flow cannot form.
of the breako' 300 near the crest
greater
difference
ing wave, a density
than 8% is required to sustain
a steady
motion, at which point the downslope
velocity
is 12% of the opposing velocity
Density differences
at
the wave surface.
order have been observed
at
least
of this
in hydraulic jumps (9).
0
Vbslope
V,
CC
h
Fig.
Model
11
of a
breaker.
spilling
examination of a film
The detailed
aequence of breaking waves has shown a
very interesting
characteristic
of the
whitecaps, namely their
intermittent
behaviour.
Figure 12 (10) shows the
as a function
length of whitecap plotted
of time, as given by the frame number in
record of Kjeldsen and Olsen.
the film
from time
What evidently
happens is that
to time the wave crest
becomes rounded
and part
of the whitecap is swept over
that
across the lower boundary of the
gravity
current entrainment of heavier
fluid
takes place, at a rate
governed
by the overall
Richardson number.
The
entrainment of
ass has the effect
of
increasing the volume 3f the whitecap
and helping to produce an accelerating
flow, while the entrainment of momontum
to a drag which reduces the
gives rise
downhill acceleration,
,
3,
30 -
0/
""
/1"
/,
////X
0>
54(
20
X''
10 -
" II
I0
20
30
50
40
60
70
80
Fig.
against
12
Measurements
frame number,
showing intermittency
(from
a spilling breaker,
Longuet-Higgins
plotted
and Turner.
1974).
604
--. .
.~.i
,wzv.n.--i..-..--
REFERENCES
1. Baba, E., "Study of separation
of ship resistance components,"
M-tsubishi Technical Bulletin, No. 59,
1969,Tp
1-16p.
reference (o0)).
K.
2.
i);kgan, G., and Tulin, M., "Twodimensional free-surface gravity flow
past blunt bodies," Journal of Fluid
Mechanics, Vol. 51, 1972, pp. 529-543.
3.
Miles, J.W., "Transient gravity
wave response to an oscillating pressure,"
Journal of Fluid Mechanics, Vol. 13, 1962
pp. 145-150.
4.
Abramowitz, M., and Stegun, I.A.,
Handbook of Mathematical Functions,
WaLhington, D.C., U.S. Govt. Printing
Office, 1964, 1046 pp.
5.
1-4
--
1972,
-I
pp.
7.
M.S.,
Emotion
G.B.,
"Nonlinear
dis-
6.
Donelan, M., Longuet-Higgins,
M.S., and Turner, J .S., "Periodicity in
whitecaps," Nature, London, Vol. 239,
A -"
*1
Whitham,
(in
449-451,
Donelan,
M.,
and
Longuet-Itiggins,
.5
.7
.8
9.
Rajaratnam, N. , "An experimental study of the air entrainment
characteristics of hydraulic jump,"
Journal of the Institution of Engineers
of India, Vol. 42, 1962, pp. 247-273.
I
Fig. 13 The dimensionless energy
momentum X
of a solitary
wave, as a function of the wave amplitude
re
o. / h
, where
k
is the undisturbed depth (from Longuet-Higgins and
Fenton 1974).
Sand
10.
Longuet-Higgins, M.S., and
Turner, J.S., "An 'entraining plume'
model of a spilling breaker," Journal
of Fluid Mechanics, Vol. 63P, 1974,
of F
M
i
o1
pp. 1-20.
11.
Ippen, A.T., and Kuhn, 0.,
"Shoaling and breaking characteristics
of the solitary wave," Massachusetts
Institute of Technology, Hydrodynamics
Laboratory Technical Report No. 15, 1955
.
12.
Longuet-Iiggins, M.S
and
the
observed
intermittency.
605
(Psge 606 blank)
Li
FUNDAMENTAL HYDRODYNAMICS
SESSION VII
Friday, June 28, 1974
9:00 A.M. - 12:10 P.M.
Chairman:
609
649
667
.......................
607
(Page 608 blank)
S...............
685
................
705
Cambridge,
Mass6achusetts
Camb),.4d~e,
-eung
R..W.
M.1.T.
K. J. Bai
M. .T.
Massachusetts
Two numerical methods for solving boundary-value problems related to potential flows
Only forced motion and diffraction
with a free surface are introduced in th*s paper.
problems are considered here, although these schemes are equally applicable to any first
order time-harmonic problem of similar nature.
method, termed finite-element variational method, applies the conventional
The first
A modified variational method
variational form for this type of boundary value problems.
scheme proves to be
This latter
utilizing eigenfunctions expansions is also described.
much more efficient.
The second method, termed fundamen.tal-singularity distribution method, works with the
Green's theorem is applied using merely the source function for
fluid boundary only.
This results in an integral equation with the unknown function
an unbounded fluid.
An alternative scheme to deal with
being the potential along the entire fluid boundary.
the cace of an infinitely deep fluid is also presented.
Both methods place no restrictions o., the geometry of the body nor the bottom topography
Test results obtained by
and are valid for either two- or three-dimensional problems.
the present methods for the case of a heaving circular cylinder in water of finite or
infinite depth agree well with those obtained by others, except for the behavior of the
For three-dimensional
added-mass coefficient at low frequency in water of finite depth.
problems, test computations for a sphere in heave and sway motion by both methods agree
Results obtained by the second method for an ellipsoid also agree
well with others.
very well with existing results.
to utilize
solutions
INTRODUCTION N.
motions of an
Small oscillatory
with a
incompressible fluid
inviscid,
free
surface are described by a boundary-value problem governed by Laplace's
equation with a mixed boundary confi-
a homogeneous
Neumann
Forced-motion or
or
problems of ana floating
diffraction
additional
submerged body require
boundary condition on the body surface
that
the
stating
as well, generally
subject
on this
Here it
(1972).
the required
singularities
although
gral
equation over the body surface,
complicated kernel funcwith a rather
tion.
In
versatile methods
ented as well asas more
alternative approaches
are introduced
of literature
may be found in
finite
which are
the singularities
of the boundary-value problem
Wehausen
to the solution
of the problem.
alternative is
first
The
based on a varia-
order mulipole expansions at an interior point within the body, the strengths
aof these singularities being determined
eusoas to satisfy theddy uboundary concases it is conventional
In all
dition.
Nnsw
fi
a.of
form,
(
Souter
2.
MATHEMATICAL FORMULATION
S
z
Fig.
610
2.1
Coordinate System.
respectively,
f(i)
(nl,n
(M
Im) + l
S
2
S
f(s)
(xyz)
where j is
2)
(2.2)
waves
must be
To radial
derive horithis
condit-Qn,
we outgoing.
let R be the
zontal dist'.nce,
i.e.
R - (x2+z2)h/2
e(z(x,z)
and 0 be the polar agen
angle in the
Let also the bottom geometry,
y - h(x z)
ia(?+))e ot]I
(2.3)
2a')
y2 + i 2O(x,y,z)
wards to infinity:
(2.4)
ithfli,(x,y,z)
in the fluid,
~SF
- h(R,O)
(2.7)
an--
(2.1I
(2.1N
-plane.
42
C
For m - 7,
(t)]
-Re (a(M)+
(nxn ,n)
,n3 )
(n 4 n5 ,n 6)
where
(M)
(2.6)
,)(
,- ,7
m
ni
with
we have:
(XYV)
f(s) is given by
cosh m (y+h)
0
xH (1)m R)-
(2.5a)
-0
IW1LU
0o
(2.5b)
first
V,
f(s)
m-tanh m h 0=
(2.5c)
so
611
(2.8)
Hn
i5
thu Hdnkel function of the
kind and of order n.
mot a sep-
aration constant, is
following equation:
S
B
cos(nQ+6)
/g
(2.9)
p(x y,z t)
-T-
1/ep
2
i2+o4+
1-
4)
(mOR)
(F
(2.10)
Using
(2.1),
#(xy~zt)
m~~)
'~cosh
XP i(moR-
F.
J
(1M
2nl
4
o (Here,
0I
f(6) (2.11)
(.
_P -i0R52I
3R +2RO(RO/2)
ji
74( K - imo
given,
for
X.
a
(i)
ax(x
R
where mo,
imo
-im
Y)
XR>>
LOR
Fj
(218
an
dS ,
(2.13a)
ing at
-ip
dS
8n
So
(2.5a),
and is
-
Y(x,z,t)
(2.13b))
02/g
(x,z)
given by
-g',-4t(x,o,z,t)
Re
(xz)a)(t)](2.20)
()
(oz
(
I+ia()
m)
[
with
=
-fSo
M (t)
0dS(214
'
JJ'
dS
Xn)
So
(2.19)
F(t
W
(2.18)
R
mo are the wave numbers cor-
where dS is
element and
tained from
Bernoulli's
k_ (S
simply by
54).
For the case of a two-dimensional
problem, the radiation conditions reduce to:
-
(2.17)
p.
.((xRY)
X.ji.&(t)
SO
0.
P
fso
-.1jiUi(t)
(2.12)
+ ilm)4
(M 1 1 M 2 ,M 3 )
F 5 ,F5
P )
'(xyzt)
(2.16)
-gy
-o(2
(2.15)
3.
an infinitesimal surface
the pressure p can be obthe linearized versio'n of
equation:
(2.21)
Y(x,z,t)
ic
-Re
[Y (M(x,z)e_ c
(2.22)
.4'
as mentioned earlier.
Consider now the two-dimensional
problem of forced motion or diffraction
as formulated in 2.
The boundary conditions given by (2.5) and (2.13) correspond merely to certain specific
choices of values of a(S) and 8(S) in
(3.2),
Let S be SeUSFOSRUSLUSB as shown
in Fig. 3.1. Then the functional
associated with the problems at hand is
simply:
F{01
V 4(x,y)
in R
F{f}
(3.2)
on 5
0.
r'
-
,I
'
-V~dxdy +
df(
. C 12
~8
(3-3)
) e
-~
dSF
(3.8)
cos(nO+4)d(t)]
(3.9)
3
(2.4) reduces
- 0.
(3.10)
cosh moh
cosh
m.j(y+h)
emo
SF
11
(3.5)ISB
(3.6)
Fig. 3.1
613
P.,
(3.11)
-1--...
- RCC[(R,y)
2
f
dS + if
(3.4)
'V
+can
[~d
If
$(R,e,yt)
and integrate
an
*do
(3.1)
imf ;0 ds
2 SR
"'2R6dxdy
fS
(3.7)
ft
2
2SL
RSF
R2 .V.V~dxdy
Configuration of Boundary
Geometry.
where A is
wave. For
synmmetry,
exp(i x)
of Bes el
with. In order to overcome this disadvantage, a modification is made to further reduce the fluid domain by utilizing
known analytic solutions in certain subdomain which
will be defined
simplicity,
we shall later.
consider
in detail only the problem shown in Fig.
exp(imoX)
where
Fn
(MOR)COB(no)
o. n n
1
2
for n-o
foi n~l.
n
3.2.
SF1
R2
4)
Fig. 3.2
R2 d,
2interface
ds
domains,
iF
)Rf(,j)$
S
0
ds
(3.13)
VZZI
:solving
in Ri
ly -9l
an SFit
ln
Vn
an SO
in
on SBit
(3.14)
and
V2 $ 2
2y- v02
02n - 0
in H2 ,
0 on SF2(
on SB2'
lm (02x-img $2)-0
xR
(3.15)
on S
addition, we have
__In
ti3.2
i.e.,R
1
boundary
J. The boundary of y
subregion
is denoted ounarothe
S1
SFXU
SBIUJUS
and the boundary of R2 is
02i
oi
denoted
S2u SF2
U SR U SB 2 . Let
dt-fae
$ZR
d.
R
RO2
dRdy
SRI
R
S82
SB1
R
-
So
S~For
ln -- 2n
both an J,
(3.16)
2q
3
.4,
solutions.
Let uS assume that the most general
solutions of (3.15) are known and that
* 2 (xy) can be expressed in terms of
tsem with coefficients to be determined
later.
We shall skip the procedures of the
construction of the associated function-
6
02-2
02n
(2n
(3.22)
5
2
From the assumptions we stated on the
function t2' Equation (3.22) rduces toi
S-
SVuI S ds
a +f%(01"
di+f(
2)02.
do,
(3.17)
(3.17)
(3.23)
+Is
J
(3.18)
I
0.
+J~
)641
l~
l-2)2na
is
a {41 I,41 2 }
(3.19b )
ta(3.15)
and (.3.16).
Then
q.)641
(315)64
Tu su
(3.24)
0,
n-V n
1d
-yd
(3.l4,
this, wo note
+I(n+2)2dG
0.
(3.25)
aetn
1eihalcllthher~i.dfiieelmn
RFis
(3.24)Equations
and (3.25)(3.14)
are arbitrary,
,tain
and (3.16). weDueo -to
the asstumption on the function
stated
di +1(4ln-V)6411 di
1n
earl..er, i and *2 obtained from the
J~L~i4'a~above
func~ional method are the solutions
*,
adi
(3.6)
see di
(
(3.20)
2n)
- ( 2%2
l 2 +2n 2)J s,
( .20)
By(112
0ain of Green's,s there
(3-9b
to
V2016
dxdy
2
f
dis
)f 1 ds +
lsho
F(3.21
i'
2)4id
or
(3.20)
(3.
1 9a)
the~~~~h
functioios
ifithe
2
fsOnfn
1
the reiotatefrdorb
(3n(.
I
f
1I
the1ld
eqain
1
iJRL2of
I~~~~~~
(nt
htti;outo
(3.14),s
(3.15) and(3.16b)
2
~
aife
2n)+Ol~~~~~~~~~
~ ~ 32)
~
~ a ~trdaincniin.Teitga
2i22no262]s
obtaindwe+
S~6Th
!'I!
or
ai
.....
(3.27)
for F 1 , or by
(
-ln+
d(327b)
'
if
and
Vnl do ,
(3.29)
So
2 are the exacc solutions,
(3.30)
:i
(3.31)
WI-f
functions N, (x,y),
(-5
N
" 4ii Wj(xy)
i-I
where E is the total number of elements
and N is the total number of nodes in
the entire fluid.
In our numerical computations, an
eight-node quadrilateral element was used
in the finite-element discretization.
The trial functions for an eight-node
square element are constructed in Appendix A. A very extensive and detailed
exposition about this procedure can bo
found in Zienkiewicz (1971).
There are several choices for the
trial functions for W2(x,y) in the subregion R2 which satisfy condition (3.15).
A set of properly chosen eigenfunctions
will be used in the following procedure
even though some other representation
for the admissible trial functions can
be employed as mentioned earlier.
Let us represent the function
W
2 (x,y) in terms of the eigenfunctions
*i(xy) (i-o,..,M-1) with unknown coefficients q2* (o,..,M-1) to be determined
as part of the solution later:
M-i
('2(x,y) $2i Wi(x y) ,
(3.36)
j-l,...,n,
x).h
"(x'y) - e mcosh m.(y+h)/Xosh mb
"
M_l(x.Y)
where
[]e
a -'COB
mM-l(y+h)
m2
h
[ 0, e... .. e]
(3.38)
mitan nmjh - -i ,
In three dimensions 2 (RO,y) can be
represented by
(3.32)
[N, N ,..N]
[N]
and the set of nodal values as a column
vector
{$ie@I,12...
(3.33)
S(R,,y)
$2(ROY
1.
Sk4~
k1
R) cohh(moR)
0
- KZ(m1 R) coB m1 (y+h)
. H (
an indi-
"~
(3.39)
where
(3.37)
[N](3.34)
cos(eO+d)
cos(l6+5)
.(3.40)
When we further define the trial functions [N]o to be identically zero outside the associated element, then we can
represent the approximate solution Ol in
the entire fluid by a ium of the repre-
-k
K(k
o
(k>l)
second kind.
func-
-,
-Q2
1(OlxR-l'
+ oly
--
dxdy
C0i
cij
2x'
-- . x
dS
dSi .
(3.42b)
(node
Doi
a
DlI
N-
-01ii(TX-
ao
-,
ax
'beyond
N
Ni
iS
(xy
1'2
20
2i
S82-.
---
(-m).(x,y)
"
iil
,i
All
l
11re
[a.
"[A22
22
Vn id
(3.44)
.:,
NN
J
(3.46)
Ni~jx do
(3.43)
i.
O2_
_o2_ +
).do
(3.42a)
dS
dji
f" =
f
dS
d$
31
I
it4+
Ti
).dxdy
J)JXx''
Y)
Jso
+ N. N
SF4
into
3F0l
,l
SF
-V
. 4R(0i
2i
(3.45)
{fl}
a{$
xN
(.1)
(3.41a)
iII,..,N,
rdl
,::.
.:...:..
[
3.45)
Fig.
[b.J
10MXM
618
3.3
.........
A Typical Subdivision of
Meshes in the Fluid.
Vi11
" I
(P)
OTrN
MENTAL SOURCE AND NORMAL-DIPOLE
DISTRIBUTION
(Q)n-log r ds(Q)
SO
(M)
@
'
SB
avoid working with the complicated kei.associated with the usual wave source
i lintroducing
by
+ f(m)[I_,
This reoults in
n)(Q)
lo
"
rids
0L
rd
r]ds
n
(s)log r ds , PES
(4.2)
the
loM (l/r)
(l(/)]ds(Q)
so
log r da
(n)
S
L
4.2 Discretizatino
(4.1)
where
-&,nibeing variables of integration on S.
In order that we may apply the radiaLion
conditions (2.15), as in the case of the
variational method, SR and SL should be
located where the potential is essentially that of propagating waves.
We
observe that (4.1) consistq qf a simple
distribution of strength WmJ and a double distribution of strength $(m).
The
L
.
SF
~F
,4
SLso^
SR
SE
SN+
N +1
(
n.
J+1
a.
(Pnd
Fig. 4.1
619
Sepment S.
*J).
- (m(x
.y)
=,
i-1,....NT
PJ+
*(m
[_Ti'i +
[-r
+
-j,()
.K
where 6..
is
Q.j.
=
P
)j '
SJ=N
fo
JN
+I'.
4+I''
and
=
log[(xi-C)2
''43
Wi)(y
ds
;The
(4.6a)
Sj 3nj_[
( + y -)]2] 1/2 ds
d
[10gc14)2+cyn7)
(m) (ER
) [4nlOg
)O)evnBflog
ivlog r]
ds
- ivlog
r]
dri
(MR
(4.6b)
-.
is
(x,y)
0)
I3
it
'Wj;'+1"nj+1)
I
(Mn)
,N 5
(4.4)
0
f MKXYP
)1 00)ij
2
'yi-n) ]
+1
are defined by Eqns.
j+1)
relation:
NS
K.
>
,N2
for JN+I..
j=N 5 +1,..,N 1T
IQ~~i(-i
-'r
a( 0 j+1
q().Q
R
R
where P4" and Qi'
1,2,.. ,NT
tr
J-1....
Ns ;
for i-7
j-N 3 +1,.. ,N 4
=j
C_o
(4.7)
Q
K.
i=
+(in)
''(dn;+'dq(m).P
i(-g.,nj;-_2.+1,n+.)
) [F (7,CR'x'y)-iGR
(V'
x'Y)]
(4.8)
Again, the integrals FR and GR may be
evaluated rather expediently [see Yeung
(1973)],
Similar considerations may be applied to the finite-depth case: Using
a cosh mo(y+h)/cosh moh distribution
instead
eywe
can reduce a
func
e unknown
of of on
enY,sR
we orca reduce
sequence
of
SL to a a
unknown,
W(CR,O) or W(CL,O), on
the free-surface.
it is worthwhile to
point out that one further simplification
occurs it the fluid is of constant depth.
distributing a positive image system
about the line y--h, we can eliminate the
sequenou of unknowns on the bottom surface.
In other words :
undaries,
SE and SLy the radiation bso
Evidently,
a uiue
solution
existsnotif vanish,
the
determinant
of forfunction
the matrix
does
Ife
notvanishe
gsingle
If the geometry of both body and_
bottom is symmgtric with respect to x=0,
and if xc
,
form)(2,y) will be an even
f
i
f
fan
o
uBy
tion of x for m-1 or 6.
Such symmetry
(or anti-syminetry) allows us to deal
with, say, just the right side of the
fluid.. More specifically, the influence
coefficients Pij and Qij may be interpreted as the sum of two integrals:
620
9=71
Pj =
,T
(j ,ijT(0?
3
j+1'
+ PijT[Cj,-(2h+Y
);i+l,-
(2h+n41)]
T
QTQ.-(fn
n+)
t,
3
J ;t$
d+1
T
QiT[fJ,-(2h+nJ);fJ+
1 ,-(2h+n
Q..
tj
where Pij
the body.
Q(>0),
in general, takes a
value of 2r if P is on a planar surface,
but otherwise is the solid angle inside
the fluid in the neighborhood of point P
if P happens to be a vertex point.
f(m)(s) and mo are given by (2.6) and
(2.9),userespectively.
Note that
we have
function:
made
of the distribution
4(m)(R,y,O) = 0(m)(R,O,6)e-Y, yO(4.iO)
j+1
)]
(M
a 1
(Q)n(-)dS(Q)
an r
(n)
+
(m)
+
SF#
ra
;n
L~n r(RLm)k]RdOdtl
f()()
ER
d
r
r
PES
R
,
rJwhich
(4.9)
Z_123456
k'Y
z _4i
F~
ER
4
x6
Fig.
4.2
8
Schematic showing the Subdivision of Surfaces SoUSFuJR.
621
ER
dS - Z(
k=1 j=1
)dS
10
(4.11)
Ski
evidntlyon
hethr icorrspods t ank<=1
integrals depend
integrands
of these
The
evidently
on whether
j corresponds
to an
element lying on So,SF, or ER.
Also,
since we are only integrating one quadrant in the x-z plane, mirror images of
the integrals over Ski in the other three
Note
quadrants must be accounted for.
that j(m) will assume either an odd or
and 0yz
even behavior about the Oxy
planes depending on the mode that is
under consideration.
If
NM(k)
denotes the index of the
last
element lying on So in the
k-th
sector, and NF(k) denotes the corresponding index of the element lying on
SF, then Eqn. (4.9) may be written as:
M No(k) iFor
k1(P)
f)(s)[
k=1
=1
ski
iSk
NF(k)
+jv
k=1 j=No+l
dS
f Q))
(1) dn (
r dS(n
fS[v dS
Skr
-
lui
)
d(Q)
Ski
M NF+l
+
[(-'+iiv~
k=1 j=NF+
-f
Sk
fr[ dS
1.2
(4.12)
(k,l N
F+l)
(4.14)
i=i
(414
where P and 4 are source and normal-dipole distribution integrals over element
Skj and are defined as follows:
=
Skj
-=
(g
(gsssg)
Si2s
3)
dS,
-(-)r
(4.15)
dS.(4.16)
ISkr
n( r
[Q+(j-iv )PkNk
k=1
M No(k)
rkj
ekj) 1he
N(k)ff
ff
9
1
2'
'
L3
,umns
og".(k~j)I
()4.13)
5.
M No(k)
+ I
Qki.P(k,i)
k=1 j=1
M
Np(k)
(QvPk
k~1 j=1ik,)
i
)kj
622
.1
-. 50
-.
-. 25
0.
50
.25
.50
F~1
.75 -. 50
rrr~
-. 25
r-
0.
.25
.50
.75
h/a - 5.0
""/a -6.9796
-. 25
-.,,
"a--.25-
K4~~-0
~
0.
",,
.25
a - 1.0
-22.5'
'"'"'" "45 *
,'
"- ,
0=V2/'
o . .. .....
X2
25
112 2/PVO
142 2
.50-
.50
.75
Finite Element
Variational Method
.75
5.1
.598
.454
591
.465
Fundm'tl Singularity
Distribution Method
(Circular Cylinder in
Fig.
Green's-Function
Integral-Eqn. Method
T2 2
Heave,
K-o a/g-0.9)
623
Ii
.1
.-
1.0
P2 2-2 2 /P1Motion
\\
Amplitude-
(1969)(h-)o)
C.H. Im
0.8
Wave Amplitude
Yu & Ursell
(1961)
0.-
Yu & Ursell--,
[h/a-2.]
S0.6 G.H.
Localized F. E. M.
+,6
0.2
0.2
: Fund.
.,
0.0
1.0
Added-Mass Coefficient of a
Circular Cylinder in Heave.
Fig.
132
5.3
1.3
1;22/PV
(1966)
1103.0
//_
1.5
Va
0.9
0.5
va
Fig. 5.2
2.0
Kim (1969)\
~~C.H.
0.7
.-
1.0
a/b-l
1/ba
2
/2
X22-X22!pUV
5.4
+: Localized F. E. M.
050
0.5
1.5
1.0
,a
Damping Coefficient of a Rectangular Cylinder in Heave.
0.5
1.5
1.0
va
Added-Mass Coefficient of a
Rectangular Cylinder in Heave.
Fig.
5.5
624
'. *',
"
in
Seconds
(h--)
29
$13.38
(hO)
13.3
$ 3.68
2.6
SLocalized
14.0
$ 0.51
$ 1.85
6.5
$ 0.88
2.7
$ 0.41
22
7 22
C.P.U.
93
0.6279
0.4580
2.42
reflectedb
0.4140
2.47
y-h{cos(7T/h)--31-
97
0.6298
10
102
0.6065
0.4074
2.63
20
112
0.6060
0.4000
2.78
30
122
0.5985
0.4068
2.80
F.E.M.
492
0.5990
0.4048
0.60
0.40
a/b-2
,/
28.96
Configuration of a Sinusoidal
Hump on the Bottom.
defined
in
Eqn.
(3.11)
amplitude
Fig.
Porter
(1960)
M - Number of Eigenfunctions taken.
-
,
h/b-2,
5.6
625
1.6
1.2
0.8
0.4,
~'Il
-0.8
0.4x
-2.0
-4.o
-6.0
4.0
1.5k
2.0
0.0
4.0
6.0
8.0
Fig.
5.p7
MX
hi
-7
S0.
0
P
-t
"'R
8.0
be
-6.0
-4.0
2'5
-2.0
(5.1)
. 0.0 .
2.0
(2.5a)x('x
becomes:(X
4.0 ...-
6.0
8.0
M oX
Fig.
5.8
Maximum Wave Amplitudes of the Diffracted Waves and the Total Waves.
S(X)
Figs.
- Y(
(2.5a) becomes:sim
icf2n"
the
-":,.,I and
*(,yw
(xt and
componentsf of For(wa
tinary
)),
respectively.
x<<O,
jY(?)o I"
-a
(5.2)
+';),
im
)Y(
:'
in Fig. coef5.7,
Also plotted
ficient,
the reflection
is simply
as shown CR.
choose it,,
we willdistribution
function;
is the pressure
where p(x) presently,
for
l:
"'"It
!+++;,.
methods
dis-
triutin
th feeo
urfcein
hewhere
"absnc
ofan phsial
od, En.(2.c)
~ ~can
be discarded and if a denotes thewe
_,+:U62
0.2
0.4
ma -W/2
m a-IT/4
0
0.2
.
-.
o..S.. .
.
S~/
-0.2
/0.
-t
-0.4
,
0.0
2.0
4.0
8.0
6.0
Fund.
-0.6
0.0
12,0
10.0
dLocalized F.E.M.
2.0
Dist.
M
6.0
4.0
Sing.
_
rig. 5.9
"
Body
Our
0.4
0.9
Sphere
.. iavailable
,}
[Havelock (1955),
Wang (1966),
Mode
II
Ellisoid
ii-iiP
252-
WargS.
B(L.F.4.M.)
Y
Y( M-9 )
Surge
1.28
1.280
1.203
1.17,
1.17
1.226
1.232
1.131
1.33
1.388
1.244
1.218
1.218
0.897
0.856
0.896
0.837
1.21
0.106
0.115
0.100
0.00
0.099
0.709
0.726
0.681
0.207
0.205
0.196
0.195
0.195
0.519
0.514
0.526
0,530
0.71
Kim,W.D.
B(L.F.E.M.)
Y(Surge)
Y(sway)
(Sway)
WangS.
B(L.F.E.M.)
Y
KimW.D.
B(L.D.E.H.)
Y(SuF.E)
Y(Sway)
Y(Sway)
WangS.
B(F.E.M.)
B(L.F.E.M.)
Y
Kim,W.D.
1.190
1.11
0.172
0.164
0.71
0.648
0.115
0.109
B(L.F.E.M.)
Y
Kim,W.D.
Y
Surge
0.0137
0.0024 KimW.D.
Sr
0.0132
0.0024 y
Pitch
0.029
0.0047 Kim,W.D.
0.0265 0.0043 Y
Heave
Heave
Heave
TiiV-J
0.137
0.0114
,
i-4,5,6
3
Table
body with two planes of symmetry.
3 tabulates the computed results for
the purpose of comparison. Here, 'B'
------------------------------------, ,s.
;Si
Method
12,
0.713
0.719
0.663
0.710
Sway
,1i-.1a,~,
-p/Pa5 ,
and W. D.
IVi
1.350
1.357
1.183
1.318
Surge
1.0
1A
-
Heave
Surge
1.0
K-Va
45~--
i I if l U U
'
I-
: .
signifies values obtained by the finiteelement method, which assumes axi-symmetry; '' indicates the values obtained
by the fundamental-singularity distribution method, which used, in the present
case, only 4 sectors per quadrant to represent the body.
Such representation
is, of course, crude, but serves the
purpose of testing the program of the
second method. However, one test computation using 9 sectors was made for
K-0.4 to check the convergence of the
result.
"a" here denotes the radius of
the sphere.
Results for a 1:1/4:1/4 ellipsoid at one frequency is also given
and compared with W. D. Kim (1966). Here,
a is the half-length of the ellipsoid.
The agreement is generally very good.
The localized finite-element method
has also been applied to compute the
sway added-mass and damping coefficients
of a vertical circular cylinder in water
of finite depth. Here h/a-6 and a/b-2.0,
a and b being the radius and the draft
of the cylinder, respectively. As mentioned in 53.2, this problem was con-I
Aidered earlier by Isshiki and Hwang
In our computations, thirty
(1973).
terms in the k-series and one term in
the Z-series (Z-1 only) of Eqn. (3.39)
we.-e taker.
Our results are shown and
coi,pared with the results obtained by
M
Modei
Heave
0.15
XiI i/p'V
0.6A
0.5
u.0004
0.
(O.0)
Sway
.0346
0.
Yaw
.00615
0.
Heave
10c
1.0
1/
Surge
.00121
Pitch
Sway
(.0120)
.0361
(.00141)
.000935
,.'led
/
/
0.1
0.5
1.0
1.5
Surge
2.0
2.5
V.(.0116)
2.0
.000168
(.00018)
.00139
Yaw
0.2
.0392
(.0400)
.0629
(.0637)
(.00125)
.0115
40.3
Fig.
0.
(0
.00996
(.0100)
Pitch
0
0.4M
.0106
(.0093)
.00915
(.00796)*
.00614
.0415
(.0407)
.00114
(.0C118)
.0420
(.0433)
.000579
(.00064)
.011,
.00476
(.00513)
Pitch
Sway
Coefficients of a Circular
Yaw
Dock.
0.
.00652
0412
.00689
_
.000211
_
,__
in Fig.
5.10.
6.
I P
628
.jL
W,
Nof
ACKNOWLEDGEMYNT
The authors would like to express
their gratitude to Professors J. V.
Wehausen,
J. R. Paulling, Jr., and W. C.
Webster of the University of California
for their guidance and enthusiasm daring
the development of the methods described
in 3.1 and 4.
Thanks are also due to
Professors J. N. Newman and G. Strang of
the Massachusetts Institute of Technology
for various discussions on the subject.
Acknowledgement is made for support from
the Office of Naval Research, GHR Grant
Contract No. N00014-69-A0200-1048 and
N00014-67-A-0204-0023 for the variational
method and Contract No. N00014-69-A-02001023 for the fundamental-singularity
distribution method.
REFERENCES
1.
Bai, K. J., "A Variational Method in Potential Flows with'a. Free Surface," Univ. of Calif. Berkeley, College
of Engineering, Rep. NA 72-2, Sept. 1972,
vi + 137 pp.
2. Bai, K. J.t "Diffraction of Oblique Waves by an Infinite Cylinder,"
1975, to be published.
3.
Berkhoff, J. C. W., "Computation of Combined Refraction - Diffraction," Proceedings of the 13th Coastal
Engineering Conference, vol. 2, 1972,
pp. 471-490, A.S.C.E.
4. Bessho, Masatoshi, "Variational
plane of symmetry.
This would result in
a linear increase of matrix generation
Mass,
629
1974.
8. Frank, W.,
Cambridge,
"Oscillation of
>1
leoted
Hess,
tions," Comm.
J.
Pure AppZ.
Math.,
3,
vol.
l'o. 18,
1966.
Navire M.
Margnac,
des Mouvements
J. C. andd'un
A., 19.
"Calcul
Lebreton,
ou d'une
Houle,"
Bl.ncha,
Nov.
5,
for
an
a Fluid of Finil~e
1960.
YIcGraw-Hili,
London,
1971,
xiv + 511
pp.
APPENDIX A
illustration
Let us consider a
node square element.
nods at each
ofvorwith
at one
the mid-point
square
one node
tox
and element
,
1968.
(x 1lY)
66i
)
6
__
1957,
y
8
(xPY7)
(X-8) ?
8 -Y
8
---
(xy
4 2
23.
Interscience 1',blishers, New York,
xxviii + 567 pp.
"I
The Bydrodynamio
S.,
Omcillating Sphere in
20.
Newman, J. N., "Exciting Forces
on Fixed Bodies in Waves," J. Ship Rea.,
vol. 6, no. 3, 1962, pp. 10-19.
21.
Porter, w. R., "Pressure Distributions, Added Mass, and Damping
Coefficients for Cylinders Oscillating
in a Free Surface," Univ. of Calif
Berkeley, Inst. Engineering Res. Report
pp.
x + 181Maeda,
8216,22.July,
Hina~ki,
Sao,1960,
Kunihisa,
and Hwang, J. H, "On the Heaving Oscillation of SaKihsaeHskij_
a Circular Dock," J, Soo. Na-22
V,
Wang,
26.
602-608.
24.
Strang, G. and Fix, G., I'nAnalysis of the Finite Element Method,
Prentice-Hall, 1973, xiv + 306 pp.
25. Ursell, F., "On the Heaving Mo
tion of a Circular Cylinder in the Free
Surface of a Fluid," Quart. J. Meoh.
Appl. Math., vol. 2, 1949, pp. 218-231.
"(X
Fig.
A.1
(xz.y 6 )
1
"
__
4 Py4 )
,z6
(A.2)
O
(o, b)
Y.
1. (L)
where
OiNi.(xy),
\La
(A.3)
14
NT(X,")
x-
x-(l-x) (
N
!(1-x)
11x(2 -
Na(x~y)
(.-y
(l+-)-lx2)
2
) })-y
1
(l+y)
S3(XY
{(l-A)(l-y)-(l-X")(l-y)
(I-x)(I-Y
(xy)
--
)}
)(l-y)
(l-x 2 )(I-y)
- (l+x)(l-y))
N?(x,y)
N8(x~y)
- !(lx
)(l+y).
APPENDIX "
The Potential and Normal Derivative
Integrals of a
-ngulr
Patch ERement
We would like to evaluate the potential integral 1, and the normalderivative intcgral J over a i;riangular
patch (see Fig. B.I) as defined below:
(Cn)
(da/d,
_ (l1X 2 )(l+y)
N7(X
2
-(l+x)(1-y4distribution
)1
(B.2)
[~
0 -a)-do
+aOad /[b(d-a)]
Y
l
a
a
where Oa, *b, and *d are potentials at
l{(l+x)(l+y)
"
(xW
(da~-ad )/(d-a)
-
- (l+x)(1-ya))}
S6(x'y)
(So)
In Eqn.
a-
y)
-d,O)
Fig. B.1
12
(f)
iJ
ds,
rConsider
(3.1)
points A,
B, and D,
The
ien~ectively.
functions
g discuaxed
in
Eqn. (4.12) are
simply the
coeffic'ento
of Oa, od and Ob when (a.B,y) are sub-
Exact Solution
the potential integral,
I 1 ,0aOd-db),
we write:
)L2CT)[,--.
+ (y-n)*+ 39
i1
+ Bx + yy)I: +
-(a
where
ItI + Yi13,
r..P..j
r 1~
JJ
evaluatingr
faiitt
cr -P
c
(x-t)dS
fJ(Y-fl)ds
whSwil
(B.3)
Fbrdd
Ld
x2
(y-b)
a1,
- by ax - by + b 2,
ib
(xd
ad
a
by
y*
~ra
0
S
-'rd
(x-a) 1
(x-d)
1o
erA +
e 0 Lerb + 5
-a]
^t
ea+ zT
a[
T~
L -T-b" P ~~+
~
L
[tX0b
I.~dr
+ taT"L zb-
F-p
FL
bb
-;'g'd
i'd
Xl
or
a
+ 2b(a-d)
- Fb
a}2
_T
+
2r)
b(
br
b-P"
ac +
z2+ P,
In
+ Atad +
632
24
f2y-d(z +
writing down
iib/
,
[2yp-a(y24aa)JIl+
CI
ab + a ab
4'a
FI
+ E2yc-a(z'+ c-')ab'
[2p,-(h 4ad)(z
I+
ab
b tfz
+2'b--2
Ip
4cz
+
(B.6)
+ E2yp- d (y24z2)]1I+ i
I
t
and
,.[Pb
(B.9)
Sr
p\4e(Z2
.J*b+bl
rd(x-d)
Pbrb - Par a
bb-~r
z 2 +)d
+-
)]
cr b+Pb
x'log CaP2
(B.8)2
_____
1-2
D)]
b b
br
ra (x-a)
IF.b"]bb
1
l
- ta"0
log[(er bt d)/(er b+
FLhb
('.=/
ar
tabTL -(x-)Pa1
zbrr
I=nLan [dr d- (x-d)O
and define:
where
^
r*(x d)
atOa)/(cr
(cr
1Ib .
rcra + Pa]-IaR
+ Pcrb
l+
-d)
a
log
W+82
- r(xxa&)++
a(x
ab
11
dJ
-rda:(-
2
dx - by + b
" dx
= ax
4+
folow :
s,
inrdcaholoigntto
SV
th2se
integrals:
and
Fab/c'
02
e
Fdb
+ (-)ad
b/e }.
aj)]
(B.10),
dI~
-dlbe
(B .10)
A~
iN
4'__-_a
Sb(a-d) L
d
d
+
+b
T -
(ad+b
)zI
+ ezld
db
(ad+b 2 )Zlbd
a
+ -.
bF
bWLYT
CZlab
Discrete-sources
ar 2-(x-a)p
- y[a(y-b)+bx)
a
a
dr 2-xb
. (y-b)[d(y-b)+bx]
dr2-(x-d)Wd
+ dz
az
+ dz
Cr-a)
:-aI I x-di
where
an "='
*See,
for examp~le,
sign,
is
Approximation
a r + *d r
01
02
+b--] r
ro
01-
[(x-
i)2 +
(Y-ni)2
01
+r[n(x-)
+ ny (y-r ) + n z(0-
(1929), p.
)-1
r3
02
[n(x_
+
,
+rs
) + n (y-ni)
3
'
03
+ n (Z-C
3
jbJ
(B.15)
(x-d)
Kellogg
(z-;),1a/'
0r
Cr-a)
of an
where (,n,)
are the coordinates of
the centroid of the i-th
right pyramid
projected on the plane of the patch.
The i-th pyramid has an apex of unit
height located at the i-th vertex.
The
expression corresponding to S is:
nx(x-I ) + n (Y-1 ) + nz(z j 5'
&
,
(B.12)
instead
03
with
rd -(x-d)
de]db
J
+ az
y +z2)/IX-dI
azla
y[d(y-b)4bx]
,l(B.13)
(x-d)
y-(Y,+z
)/Ix-a
small, is a
Similar obmore versatile solution.
servations apply to Idb and lab also.
(y-b)fa(y-b)+bx]
rd -
(B.11)
omission of the sign superscript in
V'ab,'db,
or I;d implies the "plus" case.
The
vanish
when log
z=0;tarms
what inis this
left expression
then is just
the
(x-a)
dzla
Here,
arb-xPb
ra -
dz
hS-1,-
2
2
sign is used because the value of (y +z )
is simply 'lost' when added to a large
value of (x-a).
The difficulty may be
resolved if we replace lad with (-lad).
On the other hand, this does not solve
the problem completely, if d<x<a when
(y,z) are both small.
It was found that
replacing the top and bottom tn-ms separately by
1
The
identities ldb=- db and I+b=-I b.
expressions in the curly brackets are the
4uantities P1, P 2 , and P3 defined in lqn.
(4.15).
Note that the contribution due
to the arc tangent term, f, vanishes when
the observation point is in the same
plane as the patch.
For tha normal-derivative integral,
J, the corresponding expression is:
rJ(ad'%)
167.
633
I'-
DISCUSSION
NILS SALVESEN
I would like to comment on the results for the twodir'ensional case given in the paper. In (1) I extended
Grim's multipole exparsions to finite waterdepths and
showed thi-t for a-iy pnbmatic body with Lewis-form seetion heaving in shallow water the added mass remains
finite as frequency tends to zero. As to the circular cylinder
the results of the authors are in full agreement with my own.
(Fig. 1)
"S'
06
-.
0J
a
0,2
o- +
-----
0,5
Bati
Yeunr
I-eil
I-
1,0
1,5 v-a
FIQ 1
H. FEIL
(2)
Ursell, F.:
634
1,0
o+
0,8
+0+
..... .,,.,
0,6
Bi- Yeun9
. Reit
o44
0,E
1,0
0,5
1,5
Fi 9 .a
Y..
635
....
Table
i(
1313
Y(21)
1,26
B(13)
L(28) Y (21)
.01
.4349
.461
.474
.i1.72
.138
.147
.02
.4153
.422
.432
.0973
.101
.107
.0.
4045
.408
.417
.0716
.073
.077
.05
.4003
.405
.414
.0347
.035
.038
.07
.4090
.413
.422
.0140
.014
.016
.10
.4242
.428
.438
.0002
.002
.002
.15
.4396
.442
.454
.0017
.001
.001
.20
.4433
.446
.459
.0063
.005
.006
.30
.4403
.444
.457
.0091
.008
.009
Notes
1)
2)
----
--
2 .
Prom:
636
..
~LA
-
0)
I-J
cya'
<. L.
OL
U-1 Z
LW C
LI,
U-1
LI-n
Li-
<
LL)I.-
CD
b0
CU
I,'?
1,
IjI
11.t
.5
/
<I
637
'-<
o
0
1..j-
C)
<**
I-
-U
WI--x0
fcc0
'
C)
.r
.-.-
>-
CL)
00
a:
LiJ
f'.
I,') Lj
it
In
C;
-
it
I)
w0
it
Lii
~UU
cjI
CL
ej0
;:E
xl0
(Nr4.
CD
CD
638
CD
CD
C3
0
0
X o
< cc
b4
-0
Ucc
LLj 4
-L
L~Lj
V':4
CC)
CD
CD
CD
639
CDC0
LI
I-- v)
LL..
CU'
ot a:
CU
1:n.0
I-
cZ
03
U0
wz
c!a
cv
LU]
2l:
C,0
LL
U.
C)0
640
REFERENCES
1. Frank, W., "Oscillation of Cylinders in or below the
Free Surface of Deep Water", Naval Research
Center Report No. 2375
I
I
I)
01
641
-~..-
..--
----
.. URSELL
The computations by Bai and Yeung for the
semi-circle disagree with earlier computations
which moreover differ among themselves.
The
disagreement is most striking in the long-wave
region (wave-length >> depth) where they find
that the virtual-mass coefficient remains finite
as the wave-length tends to infinity, whereas it
becomes infinite in the computations of Yu and
Ursell (1961; this paper will hereafter be
referred to as Y) and in other later computations.
It has been known for some time that the
virtual-mass coefficients given in Y contain
errors; thus Rhodes-Robinson found in his
analytical treatment of the short-wave limit
that at high frequencies his results were in
agreement with unpublished computations by
W.IR, Porter but not with those in Y.
function satisfies
a
cose
on the circle,
on the bottom,
aY
but is
does
sine, a cos6) -
)oe
:tti
dO
hi-
ofpaisan Yeungs
Th imitingb
The most
expansion also tend to finite limits.)
important step in the inve[ igation was the
determination of the finite limits where they
exist.
The principal result was as follows:
Let X denote the amplitude of oscillation,
a the radius of the cylinder, and a the
angular frequency, and let <O(a sine, a cos6)>
denote the value of the potential on the circle,
It is found that for both finite and infinite
depth the quotient <>/4toa becomes infinite as
the wave-length tends to infinity, but that for
c. J.
GARRISON
The authors compare their three-dimensional results obtained by the localized finite
element method with the results of Isshiki and
Hwang (1973) for the case of a vertical circular cyli.,der floating at a draft of one-half
642
tanh(ah)
a
2
[i + sinh(2.ah)
G+
0.5
0
a
S0.3
,0.2
/0.Gr o
0.0
,W/
"'':
0.0
0.5
1.0
~Ishk
X02
0
dO
d(2)
X 2
&
11 :an ,k1 9 7 3 )
1.
2.0
2.5
u2eh
_________
02 j
0 a
region.
..,
0.0
r 2
2 giuh2(ah)
I"
where C1 denotes the i-th component of the wave
force (or moment) coefficient associated with
wave action on the fixeu cylinder and Aj denotes
the dimensionless wave amplitude at a large distance from the cylinder caused by the i-th component oscillation of the cylinder in otherwise
still water. The three-dimensional counterpart
of Eq. (3) is given by
" 2i 1A
05 ah
sinh(2ah)
2a
I
"I
I j(ri,,)
(4)
j
where *j(r,%,0) denotes the velocity potential
evaluated at e - W at some large value of r.
The subscript j - 1,2 and 6 denote the sv.rge,
heave, and pitch modes of oscillation, respectivwly.
In addition, the derivation of Eq. (4)
requirev midplane symmetry of the body.
In the
case of the Green's function method, Garrison
(1974) gives the appropriate form of Eq. (4)
involving a surface integration of the source
strength since the limit for r + 0 is taken
analytically.
The wave force coefficients given by Eqs.
(3-4) depend on the solution to the radiation
problem. They may also be obtained by a straight-
References
in R2 .
Nomenclature
a
- characteristic body dimension
*
A
. amp. of wave at infinity/X a
a
- 2r/L
iheard
Ci
g
h
.
N
r
T
X0
p
0
S-
E.O. TUCK
D.C. TOLEFSON
SNoticing
its limits, that maximum demands are aio being made upon
the intuition of the human programmer. In all of the
mnethods used or discussed by the authors the proqu~mmer
orgdisussedth
pr
oe
ond
ns
(e.g. choice of his finite eleme~nt mesi*, or of an appropriate accur.y of evaluation of Green's function integrals)
wldich vitally affect lie efficiency of the computation, &s
moasured by acciacy/second of C.P.U. time.
discussion
the eigenfunction
(3.36)This
associated
withconcerns
the -outer"
region R2 in expansion
Fig. 3.2.
that each term of the expansion with the exception
of the first
oiterm ofthe epansiont wth
the eceptionrdinate y, it is apparent that the number o. teims retained
in the expansion should bear some relationship to the
grading or fineness of the element spacing along the J
oftheThis
r estimate
boundary. Perhapsgradng
a reasonable
of this relationship
can be made if one applies the ruk.-of-thumb that a minimum -f ten elements of the isooarametric type (with
three i. des along an edge) is generally required per wavelength on the free-surface,
8m
1,
3 - 1.,teach
i - .188, m22 -. 1,M3
1.78, etc.
'4.
644
'
-'
the Havelock source potential in water-wave problems, Mmoves certain bounkdartow (e0.. the free surface) from the
domain of unknowns in tha Integral equation, and hence
enable us to work with a matrix of smaller order N. There
is thus a trade-off between the greater labor of evaluating
the integrals in the Green's function, and the lesser effort
required to inverW a smaller matrix. It seems to me that
every problem has an intrinsic amcount of difficulty and
that It is an illusion to think that use of a simpler Green's
function
this difficulty.
it simply problem
shifts it invclv,
else.
where. I remove
should guess
that any computinj
contribution.
i4
IfI
-+1
IiI
{Li
AUTHOR'S REPLY
the case of a general ti-ree-dimensional
body oscillating in water with an asymptotic depth h, the damping coefficient
Xkj, as shown in Wehausen (1970), is related to the asymptotic wave amplitude
by
P R
V.T
Y(k)(R8d
f
a
" 2o
.I2
t
Sinvolve
and left,
the rightrelation
hR and hL
depths
can
the onfollowing
respectilely,
respcw
y the
following reatonca
(1973)
(Yeung
be shown to be valid
L
12
Rk-[D(.oh
) +
h
+RL
0]
2)
(C.3)
comcalcuchecks
in
646
"AUTHOR'S REPLY
First of all,
we would like to
thank all
the discussers for their comments on our paper.
Dr. Salvesen's observation that
both methods can be easily extended to
correct.
If
a perturbation scheme is
P2,
(C.l)
( a
+ moh~l-
2(moh)
tanh (moh)]
(C.2)
approaches
cos m.(y+h) ly
S.
I
S
(ay
+by+c)
cos m.(y+h)dy
(C.4)
We concur with Dr. Garrison's comment that for extensive numerical calculations such as ours, consistency checks
should be performed.
For example, in
"646
Vic disagree with Dr. Tuck's stateelse being equal, any raieant that all
tional numerical method should be as
Take, for instance,
good as another.
the fithe example used by Dr. Tuck:
nite-element method with the sparse matrix routine will be comparable to the
singularity-distribution method if it
takes N3 /' steps for solution of the
However, in reality, the
soarse matrix.
sparse matrix will have a bandw.dch of
Furthermore, it is
approximately N.
well known that the number of operation
stes required for solving a banded ma-is prportional to N M, where M is
trix
647'
(Page 648 blank)
'
C. H.
uonKerczek
NSRVC
Btthehda, Maryland
ABSTRACT
The nonlinear free-surface effects on the
two-dimensional potential flow past a disturbance is examined by a direct numerical proceThe numerdure and a perturbation technique.
ical procedure used to solve the complete
nonlinear problem is an iterative one in which
the Laplace equation is solved by finite differences in a field bounded by an assumed freesurface shape which is systematically corrected
until it satisfies the nonlinear free-surface
boundary condition. Wave resistances and freesurface profiles are computed using first- and
second-order perturbation solutions. These are
compared to the results obtainei from the direct
numerical solution of the nonlinear problem.
1. INTRODUCTION
The main objective of this work is to
determine whether the nonlinear body-wave
problem can be solved directly by use of numerical methods.
Numerical methods have previously
been applied to solve the problem of free-running
waves and also to the linear waves generated by
disturbances; however, there presently exist no
numerical solutions to the nonlinear waves generated by a disturbance. This investigation is
restricted to two-dimensional problems.
..
Prof. Allan J. Malvick* during the years 19621964 while at the University of Notre Dame.
Malvick used this method to generate progressive
waves on a stream of uniform depth, but did not
carry his investigation to completion and did
not publish the method or any of his results,
Subsequently von Kerczek (1965) modified
Malvick's program (but not his method for generating the free surface) and made some preliminary
investigations of the flow past a vortex-like
disturbance.
problems.
For example,
2.
FORMULATION
EXACT MATHEMATICAL
(i) an
dimensional problems are treated:
infinitely long cylinder (or a line singularity
is that
The first
specific cases are chosen.
of the flow past a line vortex and the second
is the flow disturbed by a finite-length presThe
sure distribution on the free surface.
degree of nonlinearity in the free surface flow
is controlled by the strength of the circulation
perpendicular to its axis and at a fixed distance below the undisturbed free surface, and
an infinitely wide pressure distribution
(ii)
on the free surface which is moving at constant
velocity U and has finite length in .he direcThe problem is to determine the
tion of motion.
considered.
The flow is
A two-dimensional
coordinate system
turbance.
irrotational.
N
NOMEiNCLATURE
Dlepth of water
E.1 = Error in
length
p = Pressure
free-surface condition
Force on vortex
x,
N = Maximum value of j
R = Wave resistance
n = Free-surface
VFS = Free-surface
elevation
6 = Angle defined in
velocity
S=
of vortex
P, b = x and y location
complex
vortex,
c = Location of
(3.15)
Wave length
g = Gravitational acceleration
= Unit vector in
x-
and y-direction
6b0
-6=50,>t-
=&
1I
-=3
(2.1)
0(.potential-flow
y = n(x).
on
(2.2)
3.
In this Section, the exact potential problems as stated in the previous Section, are
replaced by their finite difference approximations and then direct numerical solutions of the
nonlinear problems are obtained.
lim
x-++
(.4)
= - U 1
j,
and j
is
to
= Px + X, y)
as x
tostrenion
iontoetwo parts
(3.1)
(x, y) = Y(x, y) + '(x, y)
'(x, y) is the stream function for a two-
is
where
dimensional singularity in
-.
a stationary infinite
(2,5)
fluid dompin.
= - U i,
y)
(2.6)
2T
(3.2)
and for
tion
is finite uniform deptb the bottom condi-
S=
U D at y =
D.
the
offapesr
a pressure
When considering
We
osdrn
h problem
rbe
distribution on the free surface as the sole
p.
disturbance ' is identically zero and p'
(2.7)
constant,
p'(x, n) =
(2.8)
651
Y(x,
n)
(3.4)
ST
77
1-
II
D
17
+ 1'
VT + gn+
1 0. P
'1i,j that
is designated as
is
2'(xi,
Figure 1.
and
"IIVpp12
Y.)
(3.8)
.i.
(.)1,
The boundary value problem (3.3) to (3.7) is
then replaced by a standard finite-difference
problem.
Laplace's equation (3.3) is replaced
by the finite-difference equations (Forsythe
Wasow, 1960)
VP'
M- U
(3.6)
and
i,j
'(UD -
x, -D) at y = -D.
i+i,j
i-l,j
i,j+l
(3.7)
3.1
poblmwhen
nlode
(i,
Numerical Formulation
j)
FYP'i
is
(y6
Y + aB)
',j
a'i
,j +
'i+l,]
+
(a +)aBo(3
(3.10)
)
1'xi,
ni
in
V
FSi
" a) 2 +
(n. 1 (3.11)
652
.5 ..
..
..
..
........
,,..
...
...
.,#",
'.:=
S....
i, j +
1'
S+l,1
L
ji,
1h
Figure 3.
-1
"Figure 2.
An Irregular Star
310
6yh 3
TYir
,'(xi, - D)
'3
UD
i
-
-a)
in -na)
i
+
(-
b2)2h
(4
D
(y + h)
-b)
(3.12)
2h32 (y + 2h)
dynamic
boundary condition
at the
free The
surface
is calculated
by using a(2.3)direct
+YY+h(
6h
(y + 3h)
(3.16)
Since
gni + P(ipp
=iu2
7
-llFS
T
" VFSS
tan
( di )
(3.17)
2r
The velocity VF5
free surface, it
one has
is given by
tangential to the
SFormula
is seen from (3.14) that only
ddf
T'
(W
'I i
'1
( 3 . 1 3)
odn'
(315
nT-()
(3.19)
683
Si
= 1, the free surface is assumed to be horizontal with - 0. In the cases of the submerged vortex and surface pressure disturbance,
the i'.
are respectively
given by
i~j
i,j
surface shape.
-fU yj
_2 +2
a)
7b))
(3.20)
to 21T ZI/g.
i,j
as
IU2
Vi + P p(x)
1
2
FS
J
(3.23)
where
+3(,
(N-lj - *1,
N2,j
'N-3,1
Ei
be defined
(3.21)
time at i = i*,
whereas
i < i*.
This is simply the Lagrange three-point interpolation formula (Abramowitz and Stegun,
Chapter 2S, 1964) used to extrapolate the value
1PI
from the three previous values of i' at
This simple closure condition
the same level j.
appears to work quite well in all of the calcuonsseffect (i.e.,
'Nj does
'
jWith
not satisfy the field equation 3.3) only seems
to significantly affect the flow field over a
distance of about 1/4 of a wavelength upstream.
Numerical Solution
If the free surface is knoan, then equations 3.9 (or 3.10), 3.11, 3.12, 3.20, and 3.21
(ufficetodetrmin
3.10) 3.1,
3
andity 3
odetermine the field quantity
ij
new value of Ani,+l is interpolated or extrapolated using the previous two pairs of values of
(E.*, 6bTi,).
On the first
calculaticn of
!,n)
i(n,,
l
,j
-,(n) +
ij-
station.
It is to be noted that the modification of the free surface elevation at station
.(n-1)
,(n-l)
~l,(n-l
.
i,j
(3.22)
(tolerar.ce,
654
S~Ii
'
AI
where
,
(n-1)(
i*+1 )
The sequence of sketches in Figure 4 illustrates the prnediotion process. In this figure
the dotted line is the free surface which is
being replaced by the prediction polynomial
between station i* + I and i* + 1 + X. The
solid line is the prediction polynomial (3.24).
i-7664321
+2
determine the
and rl*+ + ni
)(xh)
[4+h(xi*+l)
2i,
"
+ 3n' (xi,+)Lh
FT__
(xh)
,
+
''1(xi*+i)(9h) ]s
Figure 4.
Starting at i*
+
(3.24)
The derivatives of r(x) in formula (3.24) are
evaluaced using the finite difference
.yaproximations
!.
i..
i'
TV(xi*+l)
*5
[lln(xW*l)
~~~nf(x,+)= 3
lfn(xi*)
,l'
'-
-1,(3.26)
i*
. 9n(x1
4i
) 1-l
2n(xt,1 *'2
2 )]'i
n v ( x i *l ) = A ni *l
(3.25)
a" +(xil
xi,_l)
2n(xi*)
S~I-
655
.o
and hence, in the case of the submerged singularity, it must be assumed, in order to have
"small" free-surface disturbances, that the
submergence is "large."
"Large" here means
CORRECTED
"+
that if,
I
EXISTING, TO BE
CORRECTED
Figure 5. Free-Surface Correction
*(x, y)
(3.28)
U - u + u(i) + u
i-l,j
'i+2J
(3.29)
((2) +.
+ ...
(4.3)
12
3
(4.2)
TIM
TW - n
and th.: the uniform-stream velocity U is an
unknown of the problem with the expansion
where
-2j
Uy
PT(3.27)
()
n
where () is of 0(c ).
It should be noted that
for the submerged singularity case, this expansion is not valid in the neighborhood of the
singularity, but only at the free surface and in
the far field. However, since there is no body
boundary condition to be satisfied in the problems treated here, it is not necessary to introduce an additional expansion valid in the near
field as used by Salvesen (1969) in solving the
problem of a submerged body.
\''
(4.1)
Vv
PERTURBATION METHOD
*(l)
p(x) on y
pu
(4.5)
656
thuior.fo
are no
ne esarl
"sma L"
,.
",:
..,,:.'
,i
:.
i:.o
(2)vortex
_V
(2
(4.6)
f(x) on y - 0
(2
Perturbation Solutions
4.2
a function of the
si)oiltorerionio
thetove
Csonsidering a vortex of constant strength,
f(x)
(1)2 e
(1)
+ n (1) [V Y(1)
(1)2 )
Iyy
from
it 489)
follows
(c - a (1960,
+ ib) p.
at cLaitone
x
located and
that the
Wehausen
first-order solution is
(4.7)
(1)
From the
and v - g/u s
the wave number.
upstream and downstream conditions at infinity
(2.4) and (2.S), it follows that
lim W'(nn)
T I
iUn (z - c) + iUn (a
[-
z
+
eiziva
x + iy
i u
due
(4.14)
(4.8)
and
is
(x
"
0 at y
y
0Sat(l
D.
.(.1)T-
= -
(4.11)
can be written as
Re [-
in
(z - c) + In (z
(x
(4.16)
it
can easily
(4.12)
c)
21{iv (z - c*))J
d
(4.15)
(4.10)
= 0
u
-
(n)
Defining the
y) as x-'-.
(4.9)
lim v (n)
y._oM
c)
Here z
.
( xy)
andI
-S(2)
(2)
nIl)
*'()
((1)
0"
1)Cl)]
S(4.13)
(4.17)
and the asyqptotic expansion
1
nIlii
y0'
deriving
(4.18)
the Froude
by - gb/u 2,, is of order 1 (i.e.
Here
u/AV is also of order 1).
number, Pr.
b refers to the submergence depth of the
singularity or the length )f the pressure disStrictly speaking, therefore, this
tribution.
scheme is applicable only when the wavelength,
S- 2w/v, is of t"e same order as b. Salvesen
(1969) has shown how the perturbation solution
breaks down as the Froude number, Fr - 0 and
that O-p(x)
Fr
in fact, the expansion is singular for
4(1)
Re I {i V (z
s)).
(4.19)
"67
obtains
Second-order solution
(ii)
onst.
nl~l(x),
- 2vu
v (z - s)J
I(ivz)
--
ivi {ivzl
u2~xV2
(4.24)
0.
(1)2
(4.21)
(1)
Yu12
-u x 1)2
*
I)according
u(2)
a U
SU
"22while
[X
2w.
4 2
(4.26)
(1 + 1 V2 o2
V a
21r U2 (,
2 2)
(4.22)
1
2
n(l)
2 v P)
T(x) -
The uniform-stream velocity, U has been considered an unknown with the expansion (4.3),
1
U - , + u( ) +u(2)
+ ... , but (4.24) shows that
f(x) reduce3
where,
(1)
u
-ssecond-order
f2
(4.20)
were nC1)
a regular outgoing sinusoidal
Hence, the downstream infinity condition
wave.
it
thed
ws oncy
is only satisfied if
"
it
to
(4.23)
bLb
? 2
v 72c2
a
(4.27)
X - (2n/g)
U .
(1)
(x
(x
a)
b-
In I (iv
(x
and,(1)
for the free-surface pressure case
ri
=P Wx)
ds
(s)
ap-
and
n(1)
(-p's
3)
ds
(x - a - ib))
(4.28)
x1
I (iv
--- 'Re
Re
ds -L'p(s)
(iv (x
iO)).
(4.29)
+ v In i (iv
(x -s)
io(
ioJ
. . . ... .. .. .. .
S .t
ds f(s)
71J
Re I {iv (x - s + M)}
(4.30)
formula
The "exact"* fruafor the wave resistance as derivedJohn(199)
inain
thore
r considerations
momntu
bby thenergy
John (1949) or by the momentum t~heorem in
Salvesen (1966) is
YI(x)
[P2Y +21
.:2 f
the "exact"
(4.31)
xo denotes any
wve elevation,
0(4),41H)
(4.32)
As first pointed out by Salvesen (1966), euation (4.32) gives thc wave resistance correct
3
x dy
xo
2
(xO
n(x)
RESULTS
n-l)(
< e
Several
at all nodes (i, j), satisfy e < 0.001.
cases were computed with both E and e reduced by
a factor of 10, but this made essentially no
difference in the final results. No numerical
experiments in which the mesh lengt'i h was
varied were carried out.
__
"='!%
a starting condition a planar free surface was taken when the disturbance is weak,
IAs
!659
required that
ahis
i.e., circulation
0. ft/se2 or magnitude
of free surface pressure is less than about
[
1
2
6.0 lb/ft . For disturbances whose stregths
were greater than these values the free surface
corresponding to one previously otneatabetween
lobtained at acirculation
different value of disturbance strength was
simply scaled linearly to that corresponding to
the desired disturbance strength and used as
the initial free surface guess. This was done,
instead of simply using linear or second order
free-surface shapes as initial guess., so as to
minimize any bias towards the perturbation
moutionime avortex
2.8
I-
--
NUMERICAL
SECOND ORDER
FIRST ORDER
2.4
S/
i
"..0
m
j
.,/
Sa
Qof
edisturbance
CC
,: ,
C,
S4 1.20
//
t/
..--
mation
.,'/^f~i
Y,
0.80
.
0.70
0.90
-11
.VORTEX STRENGTH. r/2,r, FT'/SEC
t1.3
SFigure 6.
i~t,
is94.1
feet
"
S/
0.40
0.50
6vortex
"A
andthe
depthis
9.1ulfeetnforntheineericaleare
alyilresults
.)dinfit
fthat
analytical results.)
'
66i
~660
'
I,
O 0 a. 0
FIRFT ORDER
__......_ _
SECOND ORDER
NUMERICAL
-------------...
:--
o,4.
-._-_"
.4
____-
00.4
0.3'
______
*0.2
00
-0.5'
.,01
-70'
-60'
-50'
-40'
-30'
-20'
-- 10
0
a
10'
",
0.2
00
FIRST ORDER
SECOND ORDER
T...
'S
NUMERICAL
0.5'
'_
V~'ORTLx
i
i
I-*
-
0.2'
--
0.11,i
"______
-80'
-70'
-. 60,
-50'
Unifor
Pigure 7.Wv
lvtosGnrtdby
.':',,
.- 0.2'
-40'
-30'
-20'
-10'
StreF SO(U =
RT/SER Vortex (b
aO Subomerged
4.')N F'j)
+10'
inI
''
,;
:
661
.. ..
FIRST ORDER
_______
__.
SECOND ORDER
NUMERICAL
_____________
______-
x)=
..
--
0.4'
--
..
_.
su
0.3'
PESSUREB/FT 2
--
0.2'
0.1'
N--
---
0.3'
"
-0.4'
--801
-70'
Figure 8.
-60'
-50'
-40'
-30'
-20'
-10'
thin0
f/3
to do
i
oThe numerical s
,oltions
obtained are accurate for small and mioderate disturbancesu
These results are very close to second order
theory. However, as the strength of the disturbance gets larger the numerical solutions
begin to depart from second-order thseory. Part
of the difference
height mt/ be explainedor
a finite bottom effect.
i ''"Handbook
TFurher refinements of the umerieal
method would probably improve the results and
. A.,
of Mathematical
Functions."
National
Bureau of Standards,
Applied
nathemacics
Series,
No.
(1964).on
o
y
'
disturbances.
A more sophistit,.&ted
treatment
the problem
finite
turbence
field oftruncation
may ofbe the
helpful
s anddifferiprove
nds
faccuracy.
Part of the differenge betweeie1960).
the
numerical results and pemturbation-thcoay
results might be due to limitation of accuracy
i662
3.
l@ .
I
John, F.,
Bodies,
Comm.
pp.
13-57I," (1949).
I63
663
ii
DISCUSSION
H.J.
HAUSSLING
Laplace equation.
_/
0.04
We have recently obtained transient potential flow results with a numerical method which
employs the functional-expansion approach in
space and finite differencing in time. A sequence showing a free-surface time developmei.
for the surface pressure distribution problem is
presented in Fig. 1. The disturbance is accelerated impulsively from rest in initially calm
water. More general accelerations can easily be
handled.
The flow near the disturbance achieves
almost steady-state conditions quite rapidly,
but thereafter the approach to steady state is
slower. Numerical results have been obtained
for both the linear and nonlinear equations and
a comparison is given in Fig. 2. The waves
shown in this figure are considerably steeper
than those shown in the paper. Waves with about
twice the steepness of those in Fig. 2 would
break. Our linear numerical results agree with
0.06
I0
-_
r5,04
L_
.
0.04
t0 OR
n
AV
-4
--
-t
__
-V
----
0.02
-0.02
---
O.
-004-
.-
-0.06
--
*NONLINEAR
LINEA.
Fig. 2 Comparison of Surface Elevations at t=5.76 Generated by Linear and Nonlinear Numerical Schemes.
664
C. M. LEE
convergence of the higher-order analysis
could have been demonstrated more
rigorously. A shallower depth of
submergence of the vortex or an increased
vortex strength would generate larger
free surface disturbances.
I
Benjamin and Feir, "The Disintegration
of Wave Trains oCA Deep Water, Part I,"
JFm, vol. 27, Part 3, 1967.
1
666
AUHOR'S REPLY
We find the results of the transient solution to the two-dimensional pressure problem,
discussed by Dr. Haussling, extremely interesting. The initial value technique has
the adv-.ntage of being a much nore general
technique applicable to the steady-state
problems as well as the transient problems.
Furthermore, the initial value technique does
not require the "guess work" involved in our
iterative scheme. However, it may take
unreasonably long time to obtain a completely
steady-state solution by the transient
"approach. On the other hand, we note chat
"the flow near the disturbance achieves almost
steady-state conditions quite rapidly", so that
in predicting steady-state forces such as wave
resistance and lift on a body, relatively short
66
666,
H,
R. K. C. Ckart
.catZonA,Ite.
Science App
La Jotta, Catidotnia
ABSTRACT
gy
Pressure.
Time.
Velocity vector.
u2
F2
"1' ,i
Sacceleration.
&2
cylinder.
i2
6tTm
Ax
Ay
X2 2
Normalized X
022
A22
Normalized 122.
3. 14159
Fluid density.
('
Velocity potential.
...
Laplacian operator.
INTRODUCTION
Since Ursell's (1) work in 1949 on a semisubmerged circular cylinder heaving in the free
surface, the problem of forced harmonic oscillations of a rigid body in a fluid with a free
surface has received considerable attention by
research workers in naval hydrodynamics. The
subsequent development of the linearized theory
and validation by experiments have been summarized in detail by Wehausen(2). As pointed out
by Yeung(3), most of the analytic treatments
revolve around two methods of solution: the
method of multipole expansions and the method
of integral equations. The trend toward obtaining solutions for bodies of arbitrary shape
makes the integral-equation method superior to
the muLApole-expansion method. A successful
application of the integral-equation method,
however, depends on the availability of a suitable Green's function, which is in general
complicated and may not be found easily for
arbitrary-shaped bottom of the fluid. In a new
approach advanced by Yeung(3), the complicated
Green function is replaced bfan integral
equation for the velocity potential o over the
entire fluid boundary. This method has produced results in very good agreement with
earlier theories. In addition, this method can
be used to calculate the oscillatory motions of
a three-dimensional floating body with an
arbitrary shape.
.l'
un+
,J
n+l
n +A
Yii,:J ' Yi,m +
vt
i J s
(1)
refers
to the
(n)th
where
the superscript
Lagranglan
is the
in the time. nThis
increment
pha.e of the motion since the discretized comrputational elements follow the fluid motion.
Te time-centered average velocities
ue
n4
J a
Un+
n+1
i, J l . j ui,J
1, + i,n
vn+i .i*vn+1
i, J =
I
i
vn\
i+ /)
(2)
11
n+1
To calculate x .+1
) through the use
of Equation (1), the still undetermined advanced
time velocities u
, v
must be obtained
by apr*ying a set of cell equations and appropriate boundary conditions. One of the two
governing equations, shown for a typical cell
in Figure 2, requires that the volume V of the
cell remains unchanged as the calculation
proceeds from the (n)th step to tte (n+l)th step,
that is, the fluid is assumed to be incompressible. In the present problem, the flow is
(l,j+1)
(i+1,J+l)
J
,'
f
Fig. 1
it
Fig. 2
S:.,,,
66
689
' "x
S'
"i'i1<
..,4 ," ,SW..t
_+x (2p
LXg
y
+1
ba
tme
i
ncrement, so that anearly optimum
shape is always maintained for each cell. In
making such adjustment, due consideration is
(4)
ad
S~Body
Fig. 3
and x
Rigid
]-B
A
Free Surface
__
_,_
__
__
v t,)
as the
Fig. 4
670
II
The second numerical simulation tech-
equtio
-0
=0
(5)
E~(f, ad wall):
6,
(fixed bottom):
(line of symmetry):
by
b
(side of cylinder):
(8)
(9)
(
-0
17(bottom of cylinder):
T
-&
(10)
2 (t)
011)
b =0
(12)
bx
must
be satisfied,
and
normal
Cnshould
vanish on
allthe
fixed
rigid derivative
walls. At
the free surface and the boundary of the floating rigid body, we assume the dispacement of
the boundaries from their mean positions is
always small but finite. This assumption
allows us to apply perturbation expansions of
the pertinent boundary conditions aboWit the
mean boundary positions. The result is a set
of modified boundary conditions to be imposed
Conht
the
reanpiegion in which Equation (5)
classical
linearized boundary conditions for the
free surface
and the rigid-bodycreboundary
obtained, One would then expect a singlefrequency sinusoidal forcing function to excite
surface waves that are sinusoidal, and the_.J
results can be rigorously compared to linear
analytic theories. If one carries terms one
order higher in the perturbation expansion,
then the lowest-order nonlinearity shouldI
manifest itself in the solutions.
The TPF method has been described and
validated
in detail
Stuhmiller(7).
In what follows
for by
theChan
sakeand
of simplicity,
wve
Rigid
Body
XB (free surface):
''I
b_ ST
= bby
(6)
bo
/b'
(7)
-g
-y
'L
_
1---Ax
-___
-,-
"
A
-
Fig. 5
pn
10
0~
dynamic
(ufl
n-l
t
(17)
Fig. 6
(7).
n+1
n+l
01
"
0
Ax2
n+l ,n+1
n+l n+l
+,3
2
"y0
+4 3
0
Ay
(13)
~To
+At nsl
Os
sn At 9 77l
(14)
(15)
n+ 4
nnl +At
is calculated
(16)
(1)
2 (t)
n+=,
672
1<i-
(18)
took
The frequency of oscillation
T
the v.,lues 0. IS, 0.6, 1. 253, and 2.0 in a seri..
computatoris. Figure 1 shows a typical
computationg' mesh system. Note that this is
a set of Lagranglan cells which differs fromthe usual polar coordinate system., in that the
mesh lines are not necessarily orthogonal to
each other. After the cylinder has undergone
four complete oscillations the mesh system
appears as shown in Figure 7, in which the
-. i
=a cos wt
K,u
ii
n
uy/s
eA
. ,s.
7F-
(19)
;22 =2/PA)
X
Fig. 7
2'~'
"
Fig. 9
22(A
(21)
"
,after
Nare
0.8, and 1. 253. In these runs only the firstorder TPF method was used and the results on
1.53
to
()and
1. 253. It is
,
"
KJ
....
2
W
Ig
4.0
2 -(22)
In Figure 14,
tois shown as a function of time
for the heaving Arcular cylinder. It is quite
clear from this plot that T 2 (t) reaches its
asymptotic state only after one oscillation and
that r 2 (t) is indeed a sinusoidal function,
which is expected for a first-order method.
(r
./
Fig. 10
1.8
GALE Results
4 1First-order TPF Results
C3
i1.6
1.4
1
1.2 j~
fA
0.8
0.6
0.4 0.2 0.O.00
2.0
Frequency W
Fig. 11
674
2.
2.0
Linear Theolies (11, 12)
1.8
1.
C.3
GALE Results
First-order TPF Results
1.6
1.4
1.2
1.0
0.8
0.6
.6
S0.4
0.2
t
0.0 L
0.0
Frequency w
Fig. 12
P
*
--
The beam-
a/(I)
=0.2,
~Obviously,
(.2
2.5
a/ (BTB 0.2.
''
= 7.15.
2.0
1.5
1.0
0.5
= 0.
0.05
0/4
At the end of the 1st oscillation
-0.05
S0.05
0
S0
> /
-0.05
0)
'-
-0.05 -
5,0
3.0
1.0
Horizontal Distance x/(B)
Fig. 13 Free-surface Profiles for a Heaving Circulax
7.0
Cylinder with a/)
9.0
It.0
= 0. 1 and wl-
1.0
1.253
lished in this case. Thq computed wave amplitude ratio, defined as the asymptotic ,,rave
amplitude divided by the displcemetht a-tplitude,
is 1.7, the sze
as measured oy Vugts.
normalized horizontal dynamic force l) The
an
placed at x/
dmpig
ceficint
can be
other hand, the hnd
damping coefficient
determined to greater accuracy. We obtained
I1 = 0. 67 which agrees with Vugts' calculation
11
using lnear theory. Vugts' measurement shows
'11 = 0.75. This may be due to sorme
othr
th
676
0.2
0.1
"0.0
0.2
0.4
2.2
2.4
1.2
1.4
3.2
3.4
.6
1.8
2.0
-0.1
-0.2
0.2
S0.0
.6
2.8
-0.2
II
II
0.10
0.08
7-
0.06
0.04
0.02
S0.0
S-0-02
_
-0.04
S-0.06
-o.08
-0. 10
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
677
0.5
0.4
0.2
0.3
-0.3
-0.4
-0.
0.2
0.4
0.6
0.8
1.0
5 1
0.0
1.2
1.4
1.6
1.8
2.0
0.4-\
1.0
0.8
0.6
0
-0.2
-0.4
-0.6
-0. 8
-1.0
0.0
0.2
0.4
II1,
0.6
0.8
1.0
1.2
1.4
1.6
1.8
2.0
678
2.2
Horizonta Distance x(
-g -8 -7 -6 -5 -4
-3
-1
-2
0.15
0.05
0.10
0.0
-0.05
-0. 10
-0.15
__
-0. 201
4
5 67
8
Horizontal Distance x/ 41)
_M
Fig. 18. Wave Profile for a Swaying Rectangular Cylinder After Four Oucillations.
0.20
0.15
0.10
0.05
~0.0
-0.05
-0. 10
-0. 15
-0. 20 1
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
679
4.0
ACKNOWLEDGMENTS
How-
ever, we defer judgment until we use the secondThis work has been supported by the
Office of Naval Research under contract
N00014-73-C-0128. Appreciation is due Ms.
Ellin J. Fredricksen for her assistance in the
development of TPF computer codes.
Stheories
REFERENCES
4.
R..L L,
tet
n Street,
C and
hn R..KK. -C.
4 Chan,
"A Computer Study of Finite-Amplitude Water
Waves," Journal of Computational Physics,
o
,
.,
p
8
pp. O8-94.
Vol. 6, No.
mehod
Te TF bot
first-order
both fist-oderthe
4. The TPF4.method,
and second-order, possesses a great potential
in studying the motion of three-dimensional
floating vessels of complicated shape. The
motion is not restricted to the oscillatory type
considered in this paper, but It can also be used
to calculate the forward motion of ships and
related wave i-esistance.
Research, Department of
of Naval
Office1970,
Navy,
pp. 147-187.
of Computational Physics.
7.
h
R. K. -C. and Stuhmiller, J.
H., "Transient Potential-Flow Calculations of
Free Surface Flows," SAI-74-548-LJ, May
1974, Science Applications, Inc., La Jolla,
California, to be submitted to the Journal of
Ship Research.
S
R
a
8. Brennen, C. B. and Whiney, A. K.,
AK
"Unsteady, Free Surfac. Flows: Solutions
Employing the Lagramgian Description of the
Motion, " Proceedings of the 8th Symposlum on
Naval Hydroiamics, Pasadena, Calioria,
Naval
AR-19,
Ofic ofNaval Resea,
Research, DartDepartmert of the Navy, 1970, pp. 117-145.
mNp
880
',
<
JJ
Ul
l I
|L.a
mi i
tI
I"
'ii
*1
NILS SALVESEN
It Is seen In Figure 12
that For
for example,
a case with
rather small d-sturbances
the damping coefficient obtained by the complate nonliner method, the SALE method, Is
as much as 25% larger tSan predicted by
linear theory.
It Is questionable "ether
this large difference between the nonlinear
and linear results is actually caused by nonlinear free-surfaze effects or If It Is duo to
numerical Inaccuracies.
I wou'd welcome the
authors' view on this point.
k0
68
iI
iX
ii
.4
AUTI4ORI REPLY
'a
I
l~
.1
683
(Page 684 blank)
THREE-DIMENSIONAL TURBULENT
BOUNDARY LAYERS
.7.Kux
0,33TRACT
disspation length
discssin o sem-emirial
mdelng
is inclu4ed considering the generalization to the three-dimensional case. The
importance of integral methods and the
definition of integral parameters for
these raethods is stressed. The v3locity
profiles generally assumed in order to
obtain a relation between t19 integral
parameters are presented. No numerical
methods or schemes %re discussed.
"
toue
ta'~le vecoloc
ugener
,'
eliy
uwity
= mean velocity
*
surface
coordinates on surface
xJ
S=
.,
,,,
Q..,
NOMENCLATURE
constant
constant
,,
fK
system
, qunomentumi-loss
thickness inthree-
x Kxvnecker symbol
C
S=
, ,
.,
cnconstantst
e4
d'y viscositiy
M V. Aknymn oonstent
U,.J
H,"
3. visoosity
knnai
y
.,
a metrical
(ortbi coefficients
a cooordinate)
gemetrical function
At,
x constants
= mixing length
icst
dissipation
1
a outer edge of boundary
a
al
INTRODUCTION
Boundary Layers in
Naval HydrQd.Ynsmi
magnitudes,
in
L2
i1
through an approximation of a
suitable transport equation
/:
4. Simplifying assumptions,
approximations or empirical
relationships used (e.g. eddy
viscosity model)
5. the order of approximation
The third aspect is the one generally
considered first. It was indeed an
almost revoluoionary idea to integrate
the boundary layer equations along the
GEOMETRY, COORDINATES,
BASIC EQUATIONS
a tensor
contravariant components
(index in
is defined. It is the
a.V
,i
Coordinate Systems
functions of the
displacement.
687
'V
.,
!
),
y(V
688
V.
2:P'.* Z?,Y)
4"r-+!(
i---
r-)"
v+
with
"J
--c"
and
- .Z
-+
%(')C
(I
difLfusion
A=
V ,4/+ V ",,VI)
(;
convection
--
kinetic
production
energy
is
7(~.A=-
dissipation
with
u zk
and
as the turbulent variation of pressure superimposed to 4 . The dissipation 90 Las
not been written down explicitly in order
to keep the equations presented down to
a reasonable length.
689
,--..
...
"lwas'
'
is
Modeling can be done at different
levels: at the mean flow level or at the
level of the rate equations. It can be
done in integral equations as well as in
different. 1 equations.
c.
V-i
A'/
Here a
Eddy viscosity model.
relation similar to that of Newton in
laminar flow is sought:
=
H'
------
',
hypothesis.
H'
H"
20 ./
It assumes
.T
200
&.
"as turbulent
H'(R)
wt
with
RT-
i",
!LiYA
assumption ij realized,
through
--
Empirical Functions
Fig.
((
function
in
Reynolds number.
"
- _)(_..)
The latter
G
9.
is
690
..
/Q
Differential Methods
Many different methods have been
developed using certain combinations of
the basic equations just discussed. The
application of the turbulent kinetic
energy equation has been favoured first
but the information provided by the
shear-stress transport equations seems
to be estimated higher. Some methods
(17),
(18), allow for control of the
sensitivity of the alignment of the
shear stress direction in response to a
change of the main strain-rate vector.
These models, derived for two-dimensional mean flow, should extend to threedimensional flows because turbulence as
an instantaneous phenomer.on is perfectly
three-dimensional,
0.10
mOne
of the main difficulties
to day,
if one wants to assign figures of merit
to different methods, is the lack of
experimental data. So nothing decisive
1.5
0.08
.1.0
S5/
0.020
S0.06-
0.5
Fig.
1.0
x3
Empirical Functions
The dissipation is
S~C&1H"(R)).---T/
Sbeing
to
and I
a constant
an equivalent
)v,(-w/(
V"
),f4
-i -,-
or"
or
T
-A",(,)'/1
--
691
-)
. .. . . .. . . .. .
VLVJ"
2 '
S-
__1_.,nit,6
* -'
VVCov/,-
effects.
Expansions in powers of
the
kJ(Ve-VA
t,
with
f CW)'t
Agiven
cvUrJ
case,
the
-vX
and Gaussian
with mean curvature
curvature %f: . The discussion might be
of academic interest if first
order
approximations are considered to be
allowable; it will become important as
the second order is considered.
-lates to theI
x3
X1
Fig. 4
definition of integralme
boundary layer parameters
infinitesimal domain there. Due to the
curvature of the wall, the control
surface will depart more or less from
a prismatical or cylindrical shape.
In the case of momentum flow f
2
one may define the momentum loss thickness by equating the net flow of the
real fluid through the whole surface
with the net flow of the inviscid fluid
taken over a portion flZ"of the control
surface alone, down to a certain limit,
precisely the thickness one is searching
for
692
,A
Omade:
JJ y V UA V
o07'
Z=
is the .ormal
,,
o
C
,id
, (&
the momentum-loss thickness,
for
may be written (not to be summed over x )
AL
J;
curvilinear coordinates:
+VV
S--
v, -_._-.
+---
-cS SL.
Y()
Fig. 5
Ve,
~-"velocity
Three-dimensional
Velocity Profile
Mean
Velocit
Prfiles
wall
and limiting wall stream line, i.e.
shear stress direction.
proposal of Mager (23) for
profiles deserve
Thefolliwing
i
mention :
menton:The
is
= (-
The triangular
7)-- _
law:
tX- = (x./f)
with
.
velocity,
The index p
the trisa,,le:
the friction
/L
_,e
m2.
with { and ur as
with
6,1 as the
stress
direction
and
base vector
(25)
is:
7=
(--#_,+)+C)
"Prandtl:
)t
72
(wence
0,.3-.
Z
P
The model of
27'
with an universal function # satis9,U)
and 4
as the
fying
co=1,
)
angle between outer edge flow direction
F
Fig.
694
Ii.
Remarks"existing methods
Myring (26) has presented an integral calculation method with application of the power-law profile for the
component in mean flow direction and
the Mager and Johnston cross-flow-proThe assumption of orthogonal
files,
00
1.2
abandoned and the equations are formulated for a general coordinate system.
aD
A
0
0_7
( 4.
applied the
Himeno and Tanaka (27)
vectorial model of Coles for the
velocity profile to ship hull surfaces
in an integral method using the moment
of momentum equation in the direction
of the coordinate along the water lines
on the hull. The shearing stresses are
represented with a scalar eddy viscosity
Fig.
draft)
Parameters of Boundary
Layer along Potential
Streamline
CONCLUDING REMARKS
that
The state of the art is,
research work on the theoretical side has
rendered a number of quite different
methods for a thorough treatment of threedimensional boundary layers, some of them
well developed, some just appearing on
the scene. It is not possible at the
assumptions
of the empirical
and because
at all,
their merits
to evaluate
moment
S0
-01
'.involved,comparison
-0.2
0,2
04(m)
REFERENCES
Fig.
and
J.L.
11. Hess,
es
..
adSih Smith, A.M.0.,
...
of Potential Flow About
in Aeronautical
Arbitrary
ed.7Vol. 8, DProgress
K~che~mann,Sciences, Bodies",
on Ship Hull
Streamlines
Surface (Model)
ol"Calculation
ae
S
-.
taken to be a polynomial in )0 as
distribution function. The results are
interesting and encouraging. The
figures show qualitatively the limiting
streamlines found and the distribution
of boundary layer parameters along a
determined potential line. The limiting
Sine,
Vol.
S-'
-'..?
Vol.
26,-part
3,
1967,
p.
593.
696
,;1
DISCUSSION
V.C. PAEL
The author has reviewed, but not critically, some of the well-known results of
three-dimensional turbulent boundary-layers.
His principal suggestions concern the use of
non-orthogonal coordinates and the inclusion
of surface curvature terms in the definitions
The various
of the integral thicknesses.
empirical models for closure and methods of
calculation listed by the author have been described and, to some extent, evaluated elsewhere
(e.g. 12).
In this connection, it is not fair
to say, as the author implies, that the methods
have not been compared with experimental data.
The differential methods of Na-h and Patel
(18), Bradshaw (29, 3 0) 1, and P.erce and
Klinksiek '31) have indeed been compared with
availab]u data on three-dimensional turbulent
boundea.y-layers, and found to perform quite
adec.aately.
In order to increse the confidence
in such methods, however, it is necessary to
perform experiments in boundary layers over
bodies of more complex geometry, such as ship
forms.
The author and his colleagues at Hamburg have made an admirable start
in this
direction and we look forward to their results,
Apart from these general observations, I
would like to make some specific comments on
the problems associated with three-dimensional
turbulent bo1,ndary-layers.
Coordinates and Equations:
The geometry
of non-orthogonal surface coordinate systems,
and the Reynolds and boundary-layer equations
in such coordinates, have also been discussed
Such generalized coordinates
by Bradshaw (32).
will be useful when efficient numerical procedures for the solution of the appropriate
boundary-layer equations have been developed,
The author's suggestion that finite-element
methods rather than finite-difference methods
may be more suitable for this purpose is a good
one and merits further investigation.
Some
caution is,
however, required in the development of sophisticated numerical techniques so
that the physics of the problem is kept abreast
with the numerics.
(Note that there is no such
fear in the solution of potential-flow problems.)
Secondly, the possibilities of using
somewhat specialised coordinates for a
particular c ass of problems, such as the
suggestion in (9) for boundary layers on ship
forms, should not be overlooked in the effort
to develop more generally applicable methods.
The present-day use of streamline coordinates
with integral methods, and simi-le orthogonal ones
with differential methods, has beei, dictated
not only by simplicity but also by the nature
of the empirical information which is introduced to effect the closure of the equations.
of the discussion.
Whether
697
: . ...
''A
. . ... . ...
....
,..,,.,...
.K,
,:
...
, ,"' ,r_
, ."
!, *|,t-,
:," . .."
''": w
'
'l '
"
"'
''
' !
'.
ADDITICIAL REFERENCES:
(29) Bradshaw, P. 'Calculation of Doundary
layvr Development Using the Turbulent Energy
Journal
p. b23.
1973.
I"61
688
,I
T.T, HUANG
I. TANAKA
it
ifl
;,
"I-
699
......... , *-:
...,'.L
,. ;."'
.t. SA~M~.,l~ak
..~4
".
'
0.
~
I'
-4.
',I
0.2
-calculated
"
1,i
S 1.00
700i
ii
IiN
,
LI
G. E. GADD
The author cites tho work of Myring (26)..
It ukay be of interest to note that Saohdeva (31,
34) has applied this method for calculating the
flow over a double model of a tanker hull, and
has compared the results with measurements made
both in a flume and a wind tunnel. The oaloulated streamwise velooi y profile parameters
(zomentum and displacement thicknesses and skin
friction) agree quite well with experiment even
ir the stern region. Similar results are
obtained by the cruder theory of Gadd (35),
suggesting that the dominant three-dimen3ional
effect on -;he flow is the one taken account of
in the latter theory, namely the effect of
convergence or divergence of the external flow
streamlines. Neither theory however predicts
the flow directions at the wall very accurately
in the stern region, presumably due to inadequacy of the assumed Mager orossflow profiles
hergo
RYYMNCES
IS. Sachdeva, R.C. "The development of threedimensional incompressible turbulent boundary
layers"
Ph.D.Thesis, Liverpool University, 1973
701
."
701
AUTHOR'S REPLY
The discussion by Mr. Huang stresses
four prooiems which in fact did not obtain
the attention they deserve but as was
etated in the introduction only a few
problem were to be treated to a certain
degree.
methods as applied
the
finite-elemen~t.
o fluid
flow problems is just beginning
given.
i
that. must be
c
tis
t
rof. I his
congratulated for his fin work. His
discussion provides some very interesting
pictures demonatratiug that with integral
~ecluaino'wk
mtosee
for a finite-element
(36),
(37).
%o thank to were
thosenot
A have finally
whose contribution
discussors
presented in written form, which nevertheless were as valuable as those
appeari..g in these pages.
ACKNOWLEDGEMENTS
My grateful acknowled agment is due
Lu Mr. Cooper and the Office of Naval
for the kind invitation to the
svmposium.
702
j ij
ADDITIONAL REFERENCES
ow
703
(Page 704 blank)
-
THE PRED!CTION OF TRANSITION FROM LAMINAR
TO TURBULENT FLOW IN BOUNDARY LAYERS ON
BODIES OF REVOLUTION
P.
SNS
S.
C
IZD
GxanviLe
Bethesda,
Matyland
ABSTRACT
U_
Wedge angle
Amplification factor in stability
NOMENCLATURE
p
6
6*
Boundary-layer thickness
Boundary-layer displacement thickness
m
Boundary-layer shape parameter, H =
H*
Boundary-layer
energy shape parameter,
="/6
6*
Subscripts
INTRODUCTION
R
L
Time
(Tr)
V*/6
Indicating transition
the surface, the level and frequency distribution of turbulence in the incoming flow, and the
pressure gradient along the body surface, among
others.
...
29
Eichelbrenner and Michel( ) were the first to
develop a correction for axisymmetric spreading
wihout, however, explicitly recognizing the
This was done by Groth (_) in his studies
need.
of transition on bodies of revolution. However,
th3 correction proposed by Groth shows excessive
experimental scatter.
For the transition under discussion, turbulence results from the amplification of infinitesimal disturbances downstream of the neutral
stability point. The neutral stability point is
the point where all disturbances no matter what
the frequency are neither damped or amplifiede
Downstream of this point there exist some dis-
706
........
FAVORABLE
ADVERSE
The appearance of
10
h
(RO)n
102
As indicated
the contraction delays transition.
by Kuethe, (9, 10) the amplification of disturbances is increased on the nose by axisymmetric
stretching of the boundary layer.
-. 04
-. 06
-. 08
.02
0
-. 02
2
(0 /v)(dU/ds)
.04
.06
C2
POINT
NEUTRAL STABILITY
I Neutral Stability Point as Function of
Pressure Gradient (Mangler (12)
Fig.
The location of the neutral stability point
is required for some methods of predicting the
This is determined by
location of transition.
solving the classical OCt-Sommerfeld equation
for the stability of two-dimensional parallel
flows for a particular velocity profile. The
effect of pressure gradient on the neutral stability point enters indirectly by specifying the
its
shape of the velocity profile, especially
A one-parameter velocity profile
curvature.
neutral stability point determined
then
single a parameter.
by a gives
The one-parameter Pohlhausen-type
velocity
Wieghardt as
n=
nStuart
2
function of Pohlhausen parameter (6 /v)(dU/ds)
graphs,
and
and lY
6* = displacement thickness
eference
Thiede
n
as a function of H.
(U6*./tf
(15)
Schlichting afn-
(Uy/v)
lX.14
(14)).
(Figures
Here H* is
the
H* = 8*/8 where 8* is
707
-*
=aiMW~*
I.
I7
Ii
l1951 !72_
For two-imensional flows over airfoils in
a wind tunnel, Michel correlated the values of
two Reynol, numbers at transition: U0/y and
Us/u, where s is distance along the airfoil, and
obtained a mean line which may be fitted by
(UB/v),
1.535 (Us/v)044
(0 /v)(dU/ds)
,olution
(2)
(8 /)(dU/ds)
d in
0.664
'Uf-/
Existing dita for transition on airfoils in lowturbulence wind unnels and on wings in flight
tests correlated well. This correlation is
reproduced by Schlichting (11) as Figure 17.11.
Smith and Gamberoni 1956 (4)
Smith and Gamberoni developed a prediction
on the aplification
transition based
method
disturbances
8i. Frerates offorinfinitesimal
(3)
= 0.444
quencies are selected to provide maximum amplification and are integrated starting at neutral
stability to give an amplification factor
dt. Use is made of solutions of the
exp I
Orr-Sommerfeld equation obtained by Pretsch for
velocity profiles (wedge flows).
Colparison with measured transition points led to
selection of a value of e for amplification
x
5
/d
0/
s/L
(s/J
(Hartree
(4)
Here U
U/U
(6)
2
(U6 /u)
St Sn
/11/2
SU/U)
5 (
1/5 x
-
= 4/45 -
(UO/u)t
din (Us/u)
U0/l
factor exp f
d in (UO/l)
d in (Us/v)
0.5
calculations:
(5)
(7)
Body
Length
Test Facility
Northrop Low
Speed Wind
Ellipsoid
96
Modified
Sears-Haack
Surface Microphone
5
Tunnel
96
Reference
Flight Tests
Evaporation of Fjuorene in
Petrol Ether
Northrop Low
Speed Wind
Tunnel
Flight Tests
Modified
Parabnlod d
Northrop Low
Speed Wind
Tunnel
96
Flight Tests
9
7,5
ElIipsoid
96
96
30
Surface Microphone
2200
II
2000
1800
1600
MICHEL 1959
X C3 j TEST POINTS
SE0(
(SEE REFERENCE 20,
(-iC,/)
--
iij
1400
/LINAR
LAMINAR SEPARATIONI
>SEPARATION,
I1200
CRABTREE
MEAN LINI
x
S
ENLIN
0 o.,.
VAN DRIEST
AND DLUMER
1000
80 -
/
e8
800elO
600L
-.10
-. 08
-. 06
Crabtree's
-. 02
-. 04
PRESSURE GRADIENT
Fig.
FAVORABLE
ADVERSE
.02
.04
PARAMETER (0 2/v)(dU/ds)
1709
Bodies
iv,
IF
(Tr)
Crabtree decided, for the sake of computational simplicity, to correlate transition data
ustransition
2
tral stability point: Ue/v and (0 /v)(dU/ds).
As seen in Figure 2, the Crabtree "mean line"
fit is not too bad. There is large scatter but
the trend is quite definite. Favorable pressure
gradients or positive values of (2 /v)(dU/ds)
delay transition while adverse pressure gradients hasten transition.
'98602
Michel 1959 (21)
96-T
(9)
transition.
For purposes of comparison momentum thickness 6 may be substituted (Ll) for boundarylayer thickness 6 for Pohlhausen velocity profiles by the expression
It is
the experimental scatter more evident.
clear that the prediction orecision remains the
same as for Michel's original correlation.
1 62 d
1- j s
1~ L ~
=TZ-
(8)
max(8)
factr
T
ft
t y/)=
F(y2v) (du/dy
1
4
21
dtUJ2
v -s
(10)
ma
transition test
data.
The
function of B (Table 1 of Reference 18).
resulting Michel curve is shown plotted on the
Crabtree diagram in Figure 2. It is evident
that agreement with experimental data is good
for favorable pressure gradients and poor for
adverse pressure gradients, as is the case for
the Smith and Gamberoni correlation.
_n 1.585
4* <
(11)
kn (UO/v)t
34.2 H* - 46.78
H* > 1.585
(12)
-i
NI
Jaffe
log
4.27
t
+ 39.42 ('
- 1.515),
<*
lou
'U
4.556
76.87 (1.670
H*)1.S42
(13)
(oi/v)(dU/ds).
For
th
tion
log-
'sition
an averake
is
2
(0 /V)(dU/ds) but
produced an arbitrary constant for-US/v. A
tentative decision based on existing experimental data was to keep UO/V the same or an
used instead of
The correla-
v)'(dU/ds) of Granville.
itted by
1Lnt
< 1.60
(17)
I.SS
1.6435
,e
Later
more exten-
metric
correction or a change in the arbitrary
constant.,
(1.5150cosat
1.5105(1.
5150
H),1.515 <
-24.20
< 1.560
and
an
log1
I/gU__titJ
(14)
1)
U- ntwo-dimensional
3.312
,
;
equivalent s is given by
(~n
- 967.5 (1.6250
2 715
T,) .
1.560
S<H*<
1.625
rw d
12
(15)r
(19)
"where
Stcondition,
H* ds
IT*=
st Sn
(16)
711
K1/2
(./ rw
Date for
Low-Speed Wind Tunnel.
ticns are available over a range
Reynolds numbers from 3 x 106 to
A) Body in normal position
1/2
ds
(20)
/of
and
6
rw
(1B)
The body tested was an ellipsoid of revolution with a fineness ratio of 9 and a maximum
diameter of 10 1/2 inches faired into a cylindrical supporting sting. Transition was indicated by pressure measurements from taps in the
surface of the body. The criterion for the
beginning of transition was one burst of turbu.lence per second. The pressure distributions
and positions of transition for the three test
conditions are given in Figures 3 and 4.
The purpose of using the same body with
different pressure distributions to study
transition was to isolate the effect of pressure
gradient on transition. In the usual test
section, representing unbounded flow, the pressure coefficient distribution calculated from
potential theory is solely a function of body
geometry.
at the same
R 2
RL
)\
xThiede
sec a d
(23)
and
rw
(0.664)
(U
_
-Ut
of length
8 x 106:
in test section
wind tunnel
1/2
s
2dC)
three condi-
(U_
O2 dU
dU;
KRi
...
ds
Heref
Here
R.
(22)
number,
__
x'o) ~~~2
F,
Cos o.H
(24)
UloL
5t2N
R~
~ is the length Reynolds
and a is the angle between the surface
l
i
ds
ds
0,
n
drw
-.04
t)
.04
POSITION
A- ELLIPSOID IN NORMAL
A/
.12
B
.16
/Cp
20
L_ _
.20
10
40
30
50
80
70
60
PERCENT L
Fig. 3
N C
0.8
0.7
AK
\
0o.6
0.5
NORTHROP ELLIPSOID
..,I0.4
U 0L/v x 10-6
Fig. 4
718
90
100
duced a
Figure 6.
2n
If the same data are adjusted to axisvmmetric conditions by the method of Eichelbrenner and
Michel, Equation (21), and plotted in the
Michel parameters of R0 and RS in Figure 7, it
the ends.
-(
(Ro)t
A NEW CORRELATION
The positions of the neutral stability
points for the Northrop ellipsoid in pressure
conditions A, B, and C are calculated and
plotted in Figure 8. The positions are obtained
from intersections of locus lines representing
the body boundary-layer parameters with the
neutral stability line of Figure 1. The required
Ra sd (0 /v)(dU/ds) values for the locus lines
w U]rk
')y.J
F2I
0 dU
L I
(R'n
The test data to be correlated are assembled in
Table 1. The shapes of the bodies are shown in
Figure 12 and the measured pressure distributions, in terms of velocity at the edge of the
boundary layer, are shlwn in Figure 13. The
~~~~the
(I/L)t.
It
,
C
j[
(Rt)n "
VR~drw
where
i'
(26)
Si
d2
For example,
Wieghardt,
K.E.G.,
"On a Simple
CONCLUSIONS
It should be e-tident that predicting transition on bodies of revolution in axisymmetric
flow is in not too satisfactory a state. There
is definitely need for more experimental work
under carefully controlled conditions to elucidate the physical processes involved, especially
the stretching effect due to geometry which
seems peculiar to axisymmetric flow.
The proposed correlation is recommended
for predicting transition on bodies whose
geometries are similar to the test bodies.
Obviously bodies with parallel middle body
represent conditions not investigated.
REFERENCES
1. Reshotko, E., "Stability Theory as a
Guide to the Evaluation of Transition Data,"
AIAA Journal, Vol. 7, No. 6, June 1969, pp.
TI06-091.
S715
13.
abscissa [(Dirw)(dr./dt)]t the locus line obtained by varying the overall Reynolds number UL/v
19.
van Ingen, J.L., "A Suggested SemiEmpirical Method for the Calculation of the
Boundary Layer Transition Region," Delft
Technische Hogeschool, Dept. of Aero. Eng. Report
V.T.H. 74, Sep. 1956.
20. Crabtree, L.F., "Prediction of Transition in the Boundary Layer on an Aerofoil,"
Royal Aircraft Establishment (Farnborough)
Technical Note Aero 2491, Jan. 1957; also Journal
of Royal Aeronautical Society, Vol. 62, 19-"p. 525.
21.
Michel, R., "Critbre de Transition et
Amplification des Ondes d'Instabilit; Laminaire,"
La Recherche Afronautique, No. 70, May-June 1959,
pp. 25-27.
22.
Pretsch, J., "Calculation of the Limit
of Stability of Boundary Layer Profiles and of
the Amplification of Disturbances," AVA Monographs, R&T 1004, Mar. 1948.
23. van Driest, E.R. and Blumer, C.B.,
"Boundany Layer Transition Freestream and Pressure Gradient Effects," AIAA Journal, Vol. 1,
No. 6, June 1963.
24.
van Driest, E.R., "Recent Studies in
Bound ry Layer Transition," International
Journal of En,,ineering Science, Vol. 3, 1965,
pp. 341-353.
25.
Rouse, H., Engintaering Hdraulics,
John Wiley and Sons, New York, 1950 , p. 84.
26. Eppler, R., "Laminar profile fUr
6
Reyaolds-Zahlen grosser als 4 x 10 ," IngenieurArchly, Vol. 38, 1969, -2p. 232-240
Ar-v
o. 38, 1969, Omp 23a-240
a
T7. Jaffe, N.A., Okamura, T.T., and Smith,
AN.O., "Determinati.n of Spatial Amplification
Factors and Their Application to Predicting
Transition," AIMAJournal, Vol. 8, No. 2, Feb.
1970, pp. 30128. Thiede, P., "Theo-retische Untersuchungen zur Laminarhaitutig der Grenzchicht in
Rotationsklrpern durch Absaugeschlitze bei
inkompressihle Strdmung," Fortschritt-Berichte
dereVslbZeitschr
Stt-BrY
te
VD e
30.
Bolt, F.W., Kenyon, G."., and Allen,
C.Q., "Meusur(4rents of Boundary Layer Transition
at Low Speeds on Two Bodies cf Revolution in a
Low-Turbitlence Wind Tunnel," MACA Research Memo
AS6G17, Sep. 1956.
1800
1101
1400
1200
WALII
Kl1 I
-TW-IME
CRBTE
IOo
-. 08
-. 07
-_05
-. 06
Fig.
--
-. 04
l/
-. 02
-. 03
-. 01
FAOBL
ELLIPSOID
ADVERSE NORTHROP
1600 -
1400
;iI
--
1800
012-0
OOO--:: 6
y~--
V.0
-.
600
4001
-. 03
_.:~(
-. 02
-. 01
.01
.02
:(/v)(d6/ds)
Fig. 6
.03
.01
1600 -
--
--
1500-
MICHEL.
1400
//
1300
TS AND GABERONI
//
14000
1200
lzooc
,74RS4
~NORTHROP
_______~t-
ELL.IPSOID
.9/
Fig. 7
{,N/
.8
.7
TRANSITION - C
TANSITION -B
L--1111
TRANSITION
-A
RL Xl0"6
NEUTRAL
NSUTRLSTLIY
"-...
B
PPOINT
-\
.2
Fig.
Locaton
-1A
717
:I'
16001
-
1400
1400
4ORTHROP TESTS
9;1 ELLIPSOID
DISTRIBUTIONS
PRESSURE
A, B,
ANDC
S~
12001
S~~1000
8o0
,1
800
B
ANP~D
600~
600
.4
3.
.9
.7
.6
.5
.9
(t/L)t~
Fig. 9
1600C
".400
1200
SlOGO
10009;
7.5
800
NACATESTS - ELLIPSOIDS
1
600
S.
NOTE:
9:1
7.5:1
400
00
.2
Fig. 10
.3
.5
.4
.6
.7
.8
.9
1.0
1600-
AFTERBODY
FOREBODY
~X.
1400
1200
-F1000
800
NACA TESTS
ELL PS0IDS
~9:1
S7.5:1
600
NOTE:
400
,3
4.
+2
Fig. 11
.07
+1'
-.1
-. 2
-.3
--
.06
-.
ELLIPSOIC 7.5:11
~.04
-WDI.rIED
M.1
PARABOLOID
.01NOTE:
Fig. 12
719
1.06
ELPSIA~
CC
MODIFIED PARABOLOID
.98
B
C
ALISILISI
NNBILPSTO
CLISILISI
0I.INCNRCINCN
.92
.90
.86
.... MOMFOD
PARABOLOIDLOI
-O~
ELISI
AER-AC
M.DFI4
ELISI
.82
.720
i.1
ALISILULV-O
NNOMLPSTO
40_ IN
_
NCNRCINCN
_
_
-- ] -
1600[
ACAELLIPSOID
WIND/
AMES
1400 --
TUNHELTESTS
NACAELLIPSOID 7.5:1
{---
NORTHROP
"
TUNNEL
WIND
TESTS
'1200--
TET
10
-o.
9:1
ELLIPSOID
,8
9:1
MODIFIED PARABOLOID
*P
'o000
V 'NACA
ELLIPSOID 7.5:1.
6o0
800
--
ELLIPSOID A ANDB
ai
NACAELLIPSOID 9:1
- MOuIFIED SEARS
-4-ig-
r-,P-.2Y
.2I.
.5
.4
.3
.2
.1
-.1
-. 2
-,3
-.4
-.5
-. 4
-. 5
[(D/rw)(drw/dZ)] t
AFTERBODY
FORFBODY
1400
1200
1000
800
600-
400
.5
___
.3
.4
Fig.
16
.2
.0
0
[(D/rw)(drw/dZ)]t
-.1
-,2
-. 3
.~~
~~~~
t7.
DISCUSSION
_. M. 0. SMITH and K, KAUPS
F.R. GOLDSCHMIED
On one point we would like to set the recIn reference (4) the two-dimen-ord straight:
sional transition
correlation
was
applied
to axisymnetric
bodies ofviaMichel
the Mangler
transformation with L = rma
and not with the
trznsfonnation implied in reference (29), and
also repeated here. The origin of this misunderstanding is not known. !i.ifortunately, the error
has also appeared in a laper (28) which aims at
improving the correlation.
C.
S.
Wells,
Jr.
inod(.
Fron, figure 1. :*,is app5rent tbh.. the flightt,st data e:,velope h.. a (ccreasing slo.:pe opposite to the
increasing trend
wi
the wiadi-tunnn' data envelope. The
actud test da+. of the 3 bodie:- .onsidfred by thK rt0t.or
Pe sho,' n i Figures i, C r -.J D; it is quite apparani
that ip ;it three cases th.:,e musL be two dif`rcnt
722
Iw
PAIN
g: I
LIST OF SYMBOLS
D
Body length
Re
Body volume
Axial coordine e
Xt
REFERENCES
1. Carmichael, B.H., "Underwater Vehicle Drag Reduction
Through Choice of Shape", AIAA Paper 66-657, June
1966.
2. Granville, P.S., "Comparison of Existing Methods for
Predicting Transition From Laminar to Turbulent
Bj
723
i'i"
723
,.ik-
T,
tE
S
r
4
-o
ta
I\
47
11
724'
j_
Two- Dimensional
._...4.0
4.0 -
. ..
Michel/Smith
C.riterion
3.
-=
3.0 Wind-Tunnel
' /Test Data
Switchover Point
f.uFlilht Test Data
I
S2.0
*-~~~
Switc,
r
"
Switchover
Reynolds Number
0Body
725
: "-I
Jr'il-
I,
.. .
Two- Dimensional
4.0-
4.0
Michel/Smith
"Criterion
Wind-Tunnel
Test Data
3.0
T.
.Switchver Point
2 Switchover
, ..
Location
1.0-
I
1.0
2.0
3.0
4.0
Body Reynolds Number Re x 10-6
5.0
72
726
j!
I
cc
I^
.
ar
.. Y
IE
OeI
CD
CD
01
A/4X
OIP" UOIISUBa
72
-1.6
1.2
'U.
-0.
-DJ~
Two- Digarsiong
Transition Mechanism
lTran~ilon
~728I
AUTHORS REPLY
of transition.
I!
*~II
729
(Page 730 blank)
7
k
FUNDAMENTAL HYDRODYNAMICS
SESSION ViII
Friday, June 28, 1974
2:00 P.M. -
Chrirman:
5:10 P.M.
Dr. T. F. Ogilvie
Chairman, Department of Naval Architecture
and Marine Engineering
University of Michigan
United States
..................................
*ILaser-Doppler
731
733
743
763
771
779
ABSTRACT
INTRODUCTION
Fig. 1.
Fig. 2.
733
i!!
. a,
-j
;:I
,
VT APT g
- Pjg
TT
This force is the only significant effect of a
cell on the fluid. A possible additional effect
could come from accelerations in cell motion.
As an extreme acceleration case, the acceleration force ol a ceil rray be estimated under
the assumption that the swim speed U is
acquired from. rest in one body length. The
2
swim speed U = 4. 5 x 10- cm/sec, the body
so that the acceleration
length 1 5 x lU-3r,
is a = 0. 2 cm/sec , the ratio of the acceleration force, Fa, to the gravity force, F , is
a
p
therefore
Fa
PTVTa
T
P-
A T
pTa
PT a
3
With
=T
- 1. 076 gm/cm
g 10 ctn/sec 2 , one has
a PT
0. 07
grT cm ,
*
3. 2 x Io0.
g
It iP, evident that acceleration forces are unimportant compared with the gravity force. A
similar argument shows also that the arrest of
the upward motion of a cell at the surface of
the medium gives rise to forces small coinpared with gravity. This acceleration and the
corresponding locomotive force is in- agreement with the general results presented by
Brennen [5].
There is a momentum flvx from cells
entering the upper layer of the medium. This
flux exerts a force per unit volume of the
734
0. 17 CLPTVTa 22U
h
The number of cells "reflected" from the
lower boundary of the upper layer per unit area
per unit time is 0.d83 G.aU, and the vertical
momentum im
d
layer is at
unift ltZ VT a so that the vertical force per
1. 66 CpVeU
1.6CLPTTto
m
f_
g
< 4 x 10-4
'N
ncrmen
ediu. ove
Ay thunerlyng
735
.1
I....
- t
\(t)
,, -.. . .
.-..
2.0
sin kx,
.8
a,,(o)e
1.4
nt
and the analysis leads to a relationship betwEen n and k. It has been shown ['4] that a
rather simple approximation with a st-aightforward physical basis leads to an apl:ccxina-
EXACT
'
>
Sn+Zvk
-I
1.0
0.8
p' + p coth k h
n -
-APPROXIMATE
1,6\
..
0.6
a.
0.4
0.2
"I'-
,--------
0.28
Fig.
4.
"
0.20
EXC
_//'
STAB:P
0.08
S Ieasured
0.04
Fig. 3.
the wavelength
0.12
x 10-' gm/cmr n
01
311
s p_ 1.
0.16
a:
CD
0.6
0.4
:urb; ce case;
,APPROXIMATE
0.24 -
0.8
1.0
UPPER FLUID DEPTH , cm
Preferred waveleugth versus depth
for small densit, difference, fiee
0.2
0.X
0.6
0,9
WAVELENGTH , cm
Gre(,wth rate vctrsus wavelength for
the small density diffeIrence case
az
h A p
a free s.srCacr
wih
1. 2! x 10 4 grnI/cm "
C. (ceils run-1)
h (eru)
C,(cells cr-1)
'er-`)
C0
(g em-1)
ap(CUlis
3 x 101
1XI3
0
7.1
it1.21 XX 10'
2.71 x 10'
0.13
5.6 X 10'
1.4 XX 10'
10-1
1.08
IX,,1l.,
(ch
- .0
0.80
1.1
0.6155
)(x t theory)
3,o,,'.n)(approxouate theory)
,.
...
0.525
0.65
0.6
736
A remark may be
point regarding nonlinet.r
Iength, If iT
ferred "',;
the term neglected in the
interposed at this
effects on the pre.is the fluid velocity,
momentum equation
au
Tu4
u -V
Vp + cV
2 u
(2)
In the
V u.
in the linearized theory is u
range of validity of the linearized theory
a(t) -- a 0 ent, and the velocity u "aries like
a 3- na ent and the acceleration behaves like
u1 n2oaent. The first term on the left hand
like un, and the
side of Eqn. (2) varies
2
omitted term like u k so that one may expect
the linearized theory to be valid so long as
Lin
where e is a small quantity.
is equivalent to
kaoent
ak <, e.
This inequality
(3)
This last inequality indicates that, for comparable small initial amplitudes, ao, the disturbance with the longer wavelength follows the
exponential growth described by linear theory
There is then the possibilCor a longer time.
ity that disturbances with longer wavelengths
could overtake the disturbance with the preferred wavelength. If one now looks at the
experimental situation, it is immediately
evident that the falling instability fingers in a
very short time and after a very short distance
below the initial level of the interface attain
This terminal velocity of
terminal velocity.
fall is about 0. 1 cm/sec and, if one extrapolates the linear solutions to this stage of the
one finds that the amplitude of the
motion,
prefe 'rred disturbance exceeds that oi a long
where
is
cient of viscosity,
fg
I /b-
0. 78
on
If CI
The total numt;.r ,. cr.ils is N = CoAd.
odenotes the conc-.tration in the lowest region,
or
AP
(7)
r
7 ,+).'
VV7
*
9x l04
3
gm/cm3.
= C
for
the experimental case under consideration
wa have h
0. 1 cm, h
0. F cm, and d
2.0
These values pive C, = 8.6 x 104 cells/
cr.
3
cm . It sl'oull be s.. rked that a density step
does not exist ietween the middle layer and the
lowest : mion.
A rather mild continuous
grad'.at in concentration is observed.
The
effect of such a gradient is considered in the
last section of this paper.
For tne fluxes into and out of the middle
layer, one has F% = 0. 17 aUC1
and F!
aUCj. The flux ratio is
(8)
d h h)
ttu-h-h')Cm
th c
n
O
i
F
C
0. 935,
Fo
m
(11)
u AA
'
i
F
Io \,
C u AA
u
CaU(A
- A A)'
(12)
FI
With
where uo
aU is the mean vertical projection of the swim speed U, and A - AA is the
area available for the inflow.
The area of a
single jet is ib2 = 0.011 cm? and, if X is the
average distance between the falling jets, then
2
A/X
jets are present in A. Thus, we have
-0
1. 10
(13)
X = 0. 7 cm
For these cell concentrations,
which is an average separation. The ratio of
In view of the
which again is near unity.
approximations which are made in the ca'
'ations, the present model for steady state oioconvection seems quite acceptable.
are acceptable.
qhion
see
in the While there are obvious approximations
i
__u
F
A.
2A
0. 17 CuU(A
m
C
ufA
Fi
1. 29a
U = 0.045 cm/sec,
(9)
F
u
738
. ,.
.
.,1,
- =*
4.
. .
-:r
,.-,.-::
' :..:;
"..
'
EFFECTS OF MICRO-ORGANISM
DIFFUSION - RANDOM WALK
5.
41Tr
.-.
RAYLEIGH-TAYLOR INSTABILITY IN A
FLUID WITH VARIABLE DENSITY
0.75
Ca
or-
:'
2
S42 . 5 x 10-5
5
0
cm
D_0
and the mean free path, for randomly directed
motion, is
Dt
u 2 C_+ w .
at
Ox
(14)
8z
%
SC
in cm if C is the concentration of cells per
3
6
3
cm . The mean free path for C = 10 /crm
hag the value X 2 10cm and for C =
105/cm,
X
10-1 cm. The diffusion
coefficient, or the diffusivity, is
D
ap +
(pu) + -
(pw) = o,
(15)
Ou
where u is the swim speed.
For C
10io6-z
D
1. 5 x 10-4 cm-/sec, and for C
105,
2
D
1. 5 x l0-3 cm /sec.
The time required
to diifusn 1 cm is given numerically by lI/D,
and fo
C = 106, this diffusion time is
6 x 10 sec and for C = 105 it is 6 x 102 sec.
These times are very long compared with
times which characterize the cultures of T.
pyriformis. The time for a falling jet to
traverse
cm 'n 10 seconds; the time for
organisms to ewirn I cm is about 20 seconds.
It would seem clear that, not only is the motion
highly organized in a culture with taxis,but
also that diffusion times are not pertinent.
Ow
o.
(16)
739
P*
au
-a
P*"
8w
a
ax
(17)
-
:k
-dw/dz
z -" o.
g*
.p
(19)
e.
2d
+ 13ern 2.
AerMnId
P_ = 0,
(16),
(18),
()Similarly
iku + wz = o;
npu + ikp'
(22)
(i
(23)
(Mn
2 - ml)k
2
mim k
12.
k
p' one gets
-P
=npw- nz
The function p' may then be eliminated using
these last two equations to get the equation for
w:
2
Wzz
Pwz
wk (1) o,
o
z < d.
(Z4)
The quantity P3 is p /p. In the regions
z<o and z>d wenave P=: o sothatthe
vertical velocity w satisfies the equation
v
02
(25)
2
+ p)n - k (l -
)d,
d 2 (m Z2 m) 2
P4d
(31)
22d 2 + 4k 2 d(I
2
n (32 )
how the solution behaves in
a discontinuous jump in
- o while Pd is kept
that 8 then h;'s the
= kd(d coth ,
o,
(0
(30)
approximate value Pd. If we use this approximate value on the right hand side of Eqn. (31),
we can get an improved value as
(in
one finds n.
One can see
the limiting case of
density by letting d
finite. It is evident
(m 2 - ml)d
2
Szz
["n
tanh
o,
+k)e.md,
(29)
If one defines
nn-wz
k 2-
mdd
k)eml = (m' k)(in
l+k)(mi2
dp'/dz,
dciw/dz, P'z
In these equations
These
and p is a given function of z.
equations apply in the region o < z < d. The
equation for w(z) in this region is easily
obtained as follows. From Eqns. (Z2) and (22)
one gets upon elimination of u
Fr,-.rn Eqns.
(28)
k.
(21)
o;
A + m2B
(=0)
o;
+
n z=a(0A+B
+w
npt
(27)
(141)
k.
+ Bem Z.
i.s
p2 -p 1
= gk
-P2 - Pl
(26)
740
:;J
,4
.~<..~.
0.6
0.5
(33)
n
S+ 4k
n approaches the value
n
(34)
= .
I0.3-
= n/(gP)I
on k
=k/d is
shown for
,i
4
ca, e inwhish d = 1 rin, P 5.9 x 10- /cm
2
v .th g = 10 cm/sec and v = 0. 01 c,'- /sec.
'T'hio 4figure shows that nt is a maxinjn fur
k' = /cm. This k' correep. As to X = 1. 6
cm a value which is similar in magnitude to
those obtained for the density step calculations
although somewhat larger.
If one uses the numerical values appropriate for the density transition from the
to the lowest region
middle concentration C
C2 in the example consiafdered in detail above,
one finds a preferred wavelength but it does
not have significance for experimental observations, The growth rate u for this disturbance
is appreciably less than the growth rate of the
disturbance at the step density change of the
surface layer. The instability in continuous
density change is for the present case much
the weaker one, and one would not expect to
observe it.
02,
0.
l
4
WAVE NUMBER
Fig. 5.
REFERENCES
[1) Platt, J. R., Science, 133, 1766 (1961).
121 Plesset, M. S. and Win-t-, :i. , Nature,
248. 441 (1974).
[3] Plesset, M. S. and Whipple, C. G.,
Physics of Fluids, 17, 1 (1974).
[4] Winet, H, and Jahn, T. L., Biorheology,
), 87 (1972).
[5] Brennen, C., J. of Fluid Mechanics, in
press.
[6]
14,
Kii
A
......
741
(Page 742 blank)
. ...
J. H. Mitgram
M.I.T.
M.T.T.
CambriZdge,
Camb4idge,
Maaahujtt4
Mu~achuaetth
ABSTRACT
Many basic hydrodynamic problems oecome of practical interest when one attempts
to clean up an oil spill by physical means.
Three of these problems are studied in
this paper.
The first is the mass transport of oil by water waves and includes a
determination of the types of waves that can propagate through a system comprised
of an oil layer above deep water. The second problem is the stability of the oilwater interfaci between a motionless oil layer and flowing water. This is a simplified model of the situation when oil pollution is contained by a containment
barrier in a current.
The third problem examined is the determination of the
equilibrium thickness distribution of an oil pool being contained by a barrier in
a current.
NOMENCLATURE
A-U /gd, square of Froude Number
*-velocity potential
B=-p/p.,
p-density
density ratio
non-dimensional surface
tension
)i -quantity
in oil
reduced frequency
)a -quantity
in water
C )(n)=perturbation quantity of
order n
k-circular wavenumber
)'-dimensionless
quantity
1. INTRODUCTION
P-pressure
S~X.y-cartesian
coordinates
y is vertically upwards
hceagainst
-oil layer thickness
above,
surface displacement
c-interfate displacement
w-radian frequency
743
r
.1
Although some use of physical barriers has been made for a considerable
period of time in calm water, it is
six or barriers
seven years
only
in
of past
containment
the use the
that within
the presence of waves or currents has
As can be expected, the
been attempted.
barriers that were first used were far
too weak and inevitably broke up due to
In the inwave or current forces.
stances where physical integrity was
maintained, the smallest waves were
found to carry oil over or under barHowever, as the development of
riers.
barriers has gone on, barriers have
been developed which have sufficient
strength for maintaining physical integrity even in moderate storms and
which have a beakeeping abil"y which
Stion
allows them to follow waves sufficiently well so that oil does not pass directly over the barrier and so that oil
does not pass beneath the barrier by
the skirt of the barrier tempcrarily
moving higher than the bottom of the
oil
pool.
With the solution of these
relatively straight-forward problems of
adequate strength and adequate seskeening ability, more intricate causes for
failure to contain oil have been found,
A number of basic hydrodynamic problems
are associated with this containment
failure and with tne logistics of the
cleanup equipment and prouse of spill
It is impossible to cover all
cedures.
of these problems in a paper of this
Hence, three of the more importtype.
None of
ant problems will be covered.
these problems is yet completely understood although much has been learned,
and active research in these areas is
presently ongoing.
problem considered is
The first
the nature of travelling waves in the
presence of an oil slick including the
mass transport of oil by the waves.
This has two indirect influences on oil
water waves
First of all,
containment.
at sea transport oil so that when a
occurs in the presence of waves,
spill
the mass transport of the slick must be
known so the future location of the
slick can be predicted in order to be
able to intercept the slick with pollucontrol equipment at the time it
Also, skimming devices
is deployed.
requently put into an oil pool
fare
the barrier.
In the
being contained by a barrier.
presence of waves, the skimming devices
move in the waves and under some conditions, the relative motion between a
device and the oi1 is such that the oil
is driven away from the device so that
the oil slick thickness is so small
that effective collection is impossible.
The second problem deals with the
of an oil-water interface in
stability
Instabilithe presence of a current.
on this interface lead to interties
facial waves which can cause leakage
One is the case where
by two means.
the interfacial wave hits the oil bar-
744
FIGURE 1.1 AERIAL PHOTOGRAPH OF DYED SOYBEAN OIL IN A BARRIER BEING TOWED AT 0.7
Note the leakage under the barrier, especially the subsurface oil visible
KNOTS.
The leakage is due to droplat entrainment.
as faint streaks.
expansion in powers of wave slope and
and second-order problems
the firstare then solved.
746
X:0(2.9)
1.0
Y.oil-water interface
r+
'*
~ gf'~..
?'J
-0
(12
(2.11)
+ .
infinitely deep[f
0~-?*(2.10)
Vo-
boundary condi-
1) Kinematic
2)
(2.1)
'.0
(2.2)
(2.14)
DyamicThe
1) Kinematic
~2.1S)
(~
(2.3)6
2) Dynamic pressure matcig~(.6
across the oil-water interface:
Ck4h~a
46+* tv)
(2.4)
(2.17)
'
K,
(2.18)
fiornxapl, thI
e wavedslpe
(2.5 and(2.6
andwritng fee
QUsingX*(2r.5c
746
2.3
periodic in time and space, which satisfy the boundary conditions (2.13)
through (2.21) and which satisfy:
(2.22)
SV,a
(2.23)
.4be-")
eik"'Jaek,
) +
(2.34)
The other wave is called the interfacial wave and has radian frequency wt
and (2.31) gives:
ek. e-
From (2.13)
-*(a
is given by
vP, -
(2.24)
e te'(kx-,t)C ek,
(2.
33)
= w,lk = f-jl,/k
4,=
(2.32)
=(2.2S)
kis(2.35)
Will
From (2.21)
_p,t(oe.kS* bekJ) pLAce~kA
(2.haeveoit26)
+rk 1
e- l
-'-be
,,
'
-i,*(2.36)
'l;
and its group velocity is:
VgL
C =obz
(2.27)
Eq. (2.2s)yields the relationship between a and b as:
= w~L/Zk4+i'
From (2.11);
2
ui
..
j,
+
9k
(2.28)
eand
from (2.19):
The
aand first order rate of mass transport
SEqs.
(2.26),
(2.27)
dispersion relation:
t2.4
Sw2+
and (2.28)
if
give the
br-NS
(2.31)
-k
S, The
7q,,ency
S.......
'" '".......
'ii
.t
(e
I
]o(x)
'= cekicOkx-t)
(2.41)
a-~(O.Ab)1sIA.(kx-w1h)
(2.43)
'
is called
w . For this wvel
(2.31)
has thetsolution.
(3eq.
--
(2.40)
Sithe
i')solutions
+. Jt
'
747
cho"se
-n
s
ch -u.
tha,-t :. ..
....
(2.42)
.. ,
,0
S_-
k5N(kx_t)
Then (2.14)
[ ,tt
(2.44)
gives:
-],S+++'-'(2.45)
This is;
wave length.
(2.53)
M,~-k
[(~)
Define
a' - a exp (-kd)
b' - b exp (k8)
c' = c exp (-kW)
(2.46)
(2.47)
(2.48)
2.5 Calculations
.. Th'e I
en,-e'{dent variables for the
physical situation of two-dimensional
periodic waves moving through deep water
with a layer of oil on it are:
give:
r.a)
a [aj
The
The
The
The
(2.49)
oil density, p2 ;
gravitational acceleration, g;
wave radian irequency w; and
wave amplitude on the free
surface,
n.
(Alternatively,
.T
-T -6476'
he amplitude parameter
-m[
-be*
At
, (
Si
j f-Ja-exp[C(ab)-SINuvt]
:,("
(2.52
surface
'fa
w
N/
facial wave
,-b .exp[-(ci*)
~s'wt]The Sl~uut]
+b-exp [-k(-&+W4e s,
for the
wave
0i4
:!:,(2.52)
'
of oil as:
t)]
+0(.')
kWf_+)k6
pa-r
Because of the periodicity of the integrand, the time average over an infinite
interval can be replaced by a time average over one period whose time interval
is 2n/w.
Also, since x is arbitrary,
we can let x equal zero.
This gives
the second-order rate of mass transport
..
i ore
or
slw(kx(2.51)
SIN(kx-wt
-0) ,
the
could
(2.50)
7.'
t,
M,
T
6;
p,;
normalized wavenumber:
t)]J}swuot dt
748i
++,
Vw/g
o?
>
*,4e 2 /A
---A=0.20
0
04
0-2
./o+
-k' ~--FOR
"
0.
FIGURE 2.4. AMYPLITIt'E RATIO AND DISPERSION RELATION FOR !NTERFACIAL WAVES
a
S,"
44o
S)when
P>
ii
0. 2
I"
_4....
0.8
FIGURE 2.2.
)IMENSIONLESS MASS TRANSFER
.UATES FOR THE SURFACE AND INTERFACIAL
WAVES,
for t,.0
M
'A
/V
//
2
..
for A=0.2
....-
__
S0p.oil
0.0
0.2
0.4
0.6
.W,/
.The
0.8
the two
1.0
......
interfaces
VA for
VV=P.0
...
.....
750
y=d
OIL
Pi
INTERFACIAL TENSION
=4$(y)
=Rd
ei(kx-wt +=
(3.1)
where * is a wave-like velocity potential which obeys Laplace's equation.
The boundary restraints on * are then
used to determine 0(y) and the disperw = w(k), where k
sicn relaticnship
is a real quantity and w is in general
complex.
Those values of k vhich result in positive imaginary parts of w
are considered unstable wavenumbers, as
they result in infinitesimal waves whose
FIGURE 3.1.
WATER
U
42
P2
[t+
go ]-=0
ly V'0
Itt
(3.4)
].
[ k] 1
.-
u-
(3.5)
of the
where
is the
as: intercan elevation
be rewritten
face. cThis
are theory
being
waveswave
since infinitesimal
linearized water
considered,
ck
eik
't
[t-U
[(]3.6 .
_)
=
U
(3.7)
_
T+V
(3.2)
(3.3)
parts of corresponding
Physical quantities are the real
complex quantities. These assumed potentials automatically satisfy the boundary condition 02 (-00) = 0
only if Re (k)i positive. ff we allow w to take on
A=
---
B=0-/.
P,
C- kd
751
.....
.,.-
. ..
".'.
T
-2
non-dimensionalized
face tension
w d
a=
g
reduced
surdG
-1)C
2,4
+ L2C -
+ AC
1E44
+ (B - 1 tanh C
2 /A 1)
(3.8)
(1-1-2/A L)C +
(B + 1) 12) = 0
(3.9)
The first
root, C = 12, is that correspending to a normal water wave, but
which in this case exists on the oilair interface.
There are three roots
to the second expression, but only those
which have positive real parts correspond to waves on the oil-water interface
since only these waves satisfy the condition of boundedness at great depth.
Waves moving in the negative - x direction can be obtained by letting L be
negative, and solving for positive RI (C).
"no
2 3_
2+(2,2
F(C)=DL C -ALC
2/A
3
[-Dc4+AC +(B-1-2
A/L)C
+,
3)
4 +
: )C- 12
2
C-.["
] tanh C
Consider non-negatoive
since F(C) is real for real values of
C, all complex zeros of F must occur
The existence of
in conjugate pairs.
complex zeros then is associated with
an instability.
The zeros of F for which tanh C 1
correspond to solutions of eq. (3.9).
ThereThe solution C = E is stable.
fore, the existence of instabilities
for tanh C 1
(C Z3) can be determined
by examining the solutions of
+ AC
G (C)
Eq.
dG/dC is
= 0
(3.11)
752
i.....
........
(3.10)
-DC
(3.12)
is:
frequency
4-
3DC2+
ZJ
{
2
dG/dC
REAL ZEROS
POR
dG/dC1
--7
IIIi
UNSTABLE REGION
1 REAL ZERO
FOR G
-3 cST_
--
//i-.,.,,_
7
Z2 ()
\1-
ZEROS FOR G
[IREGION/
GION
40
1
dG/dC
d(;/dC
3 REAL
-2
G
1 REAL ZERO FOR G
NOTE THAT
FIGURE 3.2 FORMS OF G (C).
ONLY ONE FORM HAS THREE REAL ZEROS.
2
1
0.
UNSTABLE REGION
0
-2
2STABLE
-3 RGION
-4
0
W
CURVE OF MARGINAL STABILITY
FIGURE 3.4.
LOWERMOST CURVE
FOR B=0.95 AND D=10-.
BELOW THIS CURVE
CORRESPONDS TO Re(k)=0.
ANY WAVE WOULD GROW WITH DEPTH AND
VIOLATE THE LOWER BOUNDARY CONDITION;
THEREFORE, THE REGION IS STABLE.
753
,.-
-,o
o0
UNSTABLE REGIO
0.0
UUNSTABLE
REGION
UN-3;STABLE REGION
RLEGION'
-TfiL
UNSTABLE REGION
-2
STABLE REGION
--3
60
40
kd
FIGURE 3.6.
CURVE OF MARGINAL STABILITY FOR JONES (1972) FOR B-0.86 AND PDi.V4 10
HERE, THE WAVENUMBER, k, IS REAL AND UNSTABLE WAVES ARE THOSE WHICH GROW IN TIME.
-40
2'0
345
FIGURE 3.5.
CURVE O MARGINAL STABILITY
FOR B-0.9S AND D-10".
12
FIGURE 3.7.
CURVE OF MARGINAL STABILITY
FOR WAVES GROWING IN SPACE WITH POSITIVE 4
PHASE VELOCITY FOR B-0.86 AND D=4.74 10
4.
THE STEADY STATE CONFIGURATION OF A
CONTAINED OIL SLICK 11 A CURRENT
4.1 Introduction and Historical Back&yround
The thickness distribution of an
oil slick contained by a barrier in a
current is of paramount importance.
If
the amount of oil contained by a barrier
in a f~xed current is slowly increased,
eventually the oil pool thickness at the
barrier will be very nearly equal to the
barrier depth.
If any more oil is added
to the pool, an equal amoun, of oil will
pass beneath the barrier.
The voluie of
oil contained by the barrier in this
condition is called the holding capacity
The holding capacity
of the barrier.
depends on the current speed since the
current speed affects the thickness distribution.
Under most conditions, the observed
thickness distribution of oil contained
by a barrier in a current has a pronounced "lump" near the leading edge of
the slick as shown in Figure 4.1.
For
current speeds in excess of 0.8 feet per
second, oil droplets are usuflly observed
being torn off this "lump", called a
"headwave".
With increasing current
speed, the rate of oil droplet formation
rapidly increases.
If the slick is very
long compared to its thickness, for
current speeds between 0.8 and 1.1 feet
per second, the droplets usually rejoin
the oil slick downstream from the headwave.
At higher current speeds, however,
many of the droplets are driven deeply
enough to pass beneath the barrier and
result in oil leakage.
Because of this,
it has been impossible to contain oil in
currents without substantial leakage.
In practice, the situation is complicated by ocean waves anI interfacial
instabilities.
However, the salient
71
-,
:.. .
.....,'-.
...
"_,OIL
1
HEAD-MV
OIL DROPLETS
TORN OFF
HEADWAVE
CURRENT OF
SPEED U
4.2,
LIGHTER FLUID
'-
sidored here.
600
FIGURE 4.2
VON KARMAN
/'2-AgH
LJ
I
GRAVITY CURRENT TREATED BY
12 (Plower - Pupper).
The momentum deficiency in the wake of a breaking headwave was seen as essential for equilibrium.
It remained unclear from Benjamin's analysis, however, why frictional
forces in a relatively thin boundary
layer could not provide the balancing
force.
If this were the case, the existence of the headwave could still
be investigated using irrotational flow
theory.
There are some essential differences
between the problem of an oil slick on
the surface of a boCv of water and that
considered by von Karman and Benjamin.
One is that the oil is limited in horizontal extent, and cannot in general be
(4.1)
where V is the local velocity of the upper fluid and y is the height of the interface.
This yields:
U
U
INTRUDING LAYER OF
HEAVIER FLUID
(4.2)
755
II
One of Buckmas-.
friction is necessary.
ter's
theoretical results is that the oil
thickness distribution is blunt at the
This shows that his underleading edge.
lying boundary layer theory cannot be
correct near the leading edge since the
theory is accurate only when the thickOne
ness distribution has small slope.
of the factors which must be considered
is the pressure force in the water owing
to streamline curvature, and this is the
factor that is to be studied here.
Water Dynamics
If we assume the water to be invis.
cid, Bernoulli's equation can be written
along the interface to give:
4.2
- [IVZ-U 3 l
-pz
When the
(4.3)
(
=ZI
assumed to be constant
(as Hoult found to be the case experiwhere V is the velocity of the fluid, U
is the velocity at infinity, and the
pressure of the atmosphere is taken to be
zero.
If V is broken up into the freestream velocity and perturbation velocities, we get
p= -/qg
-/Uu
-(u'4^Ar)
(4.4)
4.1
(4.5)
-UA
P2
Oil Dgnamig
s
, the Navier-Stokes equa-
tions are:
(
(4.6)
,+-+a'
,'A
4N
+ 14
(4.7)
756
,'"[I+
. ++
, ,: +:::, +,u,+
:.:,u.....
.,:-+..
..,+:+++
,:
#+
+m
...
,,,,:++>,++
,:.,p+
+,:++
,,:+
(410
'A
0(
(4.9)
O(?u)
A--,
""-igur
ifu rt/kis
(4.13)DISTURBED
4
Hence,
if 7"and
4L
L4
SURFAC
is:
WATER
T
-p 2.Uu/'
0- ) (4.14)
o,
-(4.14)
P2
where
(4.15)
-t
the forces in
Summing
get:
we
therefore
MM,
.
- -
S(4.16)
the x-direction,
1(
If,
where k is the length of the slick.
in addition to small slope, Q is small,
can be neginertial forces in the oil
lected, and the pressure in the oil will
At the interface then,
be hydrostatic.
.l
(4.18)
=
(4.17)
To determine the typical magnitude of Q,
,onrider a typical contained slick, 100
Suppose
feet long and one foot thick.
Then
A-0.1 and VI-0.1 slugs/foot-sec.
0(At
-%
()
0
OU.o
Summing forces in
get:
(4.20)
P&%-
axI(4.21)
xA
,A
Substituting
we
the y-direction,
in
the x-equation,
WE
_-
and let-
(4.2?)
U(
'`4
757L
'1
4.5
(4.27)
.n-
M = U
(4.28)
(4.30)
,,( 2
is
where all
quantities are measured at Xn,
the location of source Qn. This approrimation to the Cauchy integral, however,
is fairly crude.
A superior approach
would be one where this integral can be
evaluated exactly for each function
.
well-known
If we make Xthe
vhariables
=4 (-cos
19) , chanle
w
id of that
the
we then define
xed(4.2S)
-1
-m
U!. !t.-+
Ix
(4.26)
,M.e
'
(4.3)
n SI.ne
Ty
4.6
Discretization
Due to the non-linear character of
Eq. (4.26), an nalytic solution cannot
be obtained.
Instead, a solution with
a finite number of degrees of freedom
cOe In
IoLO
7W8
(4.31)
SO
,j1n
-Aon
1I,
(4.34)
r-
I-
(4.3S)-
K1
Unfortunately, there is no
N+l points.
guarantee that the error will remain
small between collocation points.
An alternative techniqae is that of,
Galerkin in which the criterion for seIecting the best set of coefficients is.,
that the resulting error be orchogonal
(with res ect to a weighting function)
to each o the functions *
If the Galerkin method is used,
Eq. (4.38) becomes,
d9
f1Oand at *-i
, must be included.
Another approach which results in
the analytic solution of the Cauchy integrals is to expand interfacial slope
in terms of sines, with a cotangent term
to allow an infinite slope at the leading edge:
~=ACoTf+
Rt
A
=,AtAA
-o
G;',
, -t-e~
(4.42)
4Gj
or
I(,:
0.-&) (4.38)
-O =O
I'
tA
AA,
El
E
(4.43)
759
ALL
(4.40)
The derivative of the terms on the lefthand side of Eq. (4.40) with respect to
each of the coefficients is then computed
as follows:
=:AtL
ue
...
(4.41)
-AQ,(G)Qt1(G)~(.)
I
.--
,(0)0,()
,AtA ~~Q
+.2F-cO
or
(O)+jMOO
AYA Gt - H 0
O
f-d
(4.36)
AOINne
MAn
is ac13 TERM
.04
05
NO DYNAMIC TEb--
apprximaion:WHICH
,--fC~
rjj..f
11 TERM
EXPANSION
CONCLUDING REMARKS
Theoretical studies of three phennomena relpted to the physical containment of spilled oil have been described.
The first
is the movement of oil slicks
by water waves.
Although a unified
theory is presented here, from the operational standpoint of dealing with an oil
spill,
there are two mass transport proThese are the global mass transblems.
port problem and the local mass transport
problem.
The global problem relates to
the bulk movement of an uncontained slick
A generally held belief is
by waves.
that wind moves an oil slick, and a commonly used rule of thumb is that the
slick moves at 31 of the wind speed.
In
actuality, it seems likely that the slick
movement is only slightly related to the
and
shear force of the wind on the oil,
that most of the global mass transport
of the slick is related to the effect of
The dithe wind-generated ocean waves.
rect effect of waves passing through a
slick on the mass transport of oil is
A "back-of-theanalyzed in this paper.
envelope" calculation shows that for the
size and length of typical wind-generated
waves and for typical slick depths, the
order-of-magnitude of the direct waverelated mass transport velocity is the
same as the order-of-magnitude of 31 of
There is another wavethe wind speed.
related source of mass transport of oil
that is not considered in this paper.
This is the fact that a water wave passing through a slick loses some of its
momentum due to free boundary layer efThis
fects at the oil-water interface.
results in a force on the oil that increases the rate of mass transport in
This
the direction of wave propagation.
problem has just begun to receive analytical
study.
The "local mass transport" is an effect related to what is called the interThis effect is refacial wavy in 1 2.
lated to the fact that the group and
phase velocities of interfacial waves
Preliminary Results
simplicity,
collocation has been uned in the initial
Errors in
attempts to solve Eq. (4.38).
the equation were then checked at many
It was found
points along the slick.
that the Glauert-type representation
led to large errors between collocation
the representation of
points, whereas
depth as sines and cosines did not.
case were quite
The errors in the latter
small over the region between the first
and last collocation points, at least
in the cases where the end collocation
oints are not taken closer to the leadng or trailing edges than half the disThis
tance between collocation points.
was true for points equally spaced in e
as well as in x, so that the region interior to the end collocation points
extended (for the 13 term expansion)
An eleover 99% of the slick length.
mentary error analysis (wherein it is
postulated that all the error occurs in
the first
term of Eq. (4.26))showed
that the error in depth caused by errors
in the equation in the interior region
However, when
was of the order of 1%.
one case was run with two different sets
of collocation points, the results at
high Froude numbers would vary significantly as can be seen in Figure 4.4.
Surprisingly, the results would converge
quite well for low Froude nuuer cases,
even for those representa~ions which
rge eWors.
This
showed relatively
was evidently due it the oscillatory
nature of the errors, but indicates
that whatever errors are present at the
leading and trailing edges which prevent
the solutions from converging increase
with Froude number.
760
761
z.
1A
LI1
X
for the better.
of
X,
Bull.
Amr.Mth Sc 4,
1
of Amer. Math. Soc. 46, 615
KEULEGAN, G.H., 1958 The Motion of
Saline Fronts in Still Water. Natl.
bureau of Stds. Rept. 5831
REFERENCES
LINDENMUTH,W.T.,
MILLER,
E.R.,
and Hsu,
76
SIi
Si
762
Weihk
IsAaet D,Institute
o6 Technotogy
Ha~ia,
l4raeL
ABSTRACT
Subscripts
b
- body only (without fins).
c
- center of mass.
i
- ir.nex".
q
- defined in (4).
INTRODUCTION
The hydrodynamical aspects of fish locomotion started attracting interest in recent
years after observations of the surprising performance of various aquatic erectures.
The propulsion mechAnism of fishes has been
studied intensively and two different theories
for motion at high ReynolI-ds numbers have been
developed.
One treats fish by means of a slender
body analysis (1,2) based on the fact that most
species of fish with good swismni_,q performance
have en elongated cylindrical shape.
A different Approach (3) treats fish as two dimensional flapping ,urface!.
Such swimming analyses are of possible
relevance to naval architecture in two ways.
First~the oscillating toil (fish tail)
has been
NOMENCLATURE
a
CL
C
F
a
n
St
T
u,v
a*
6
defi-;odin
cesnei.lne.
- time,
- thruss' fo.rce.
+
- vel Icity comp-,nents in s,n directions,
__rspectively"
-- inertil
Cartesian coordinates parallel
forcep
ergyous
instant
r
length of fih(when stretched out)
-- added mass per unit length, of fian
cross sectici.
- coordinate normal to longitudinal centerline.
of tixrn.
radius
rat
e tangential
longitudinal
~y
"andnogJ.m
- a
of attack.
Sdisplacement
s
c
n thickness
h
n
*1
ob boundary
dization .ayer of
(7).
Sdensity.
cri,.ed is
783
also included.
(a,%)
y(G t)
',
Fig.
-\.
a_
2
v =
at
x
ma
a
(la)
t
-
2A 2X
(ib)
at 3a
Ff mv n da my s + mvunj
(2)
a=
dt
An
4'
1
u+
The first
term in the square brackets
describes the resultant of the pressures arising
7641
j
j
IJI
'
-7,
L'p
A characteristic feature of slender body
The momentum shedding
theory appears in (2).
effects are all concentrated at the rear end
of the body, and depend in magnitude on the
In classical
dimensions of this rear end.
slender wing theory, it is well established
(10) that only the parts of wino"l in which the
forces,
span increases contribute to the lift
and regions of lessening span are "shadowed"
and do not add or detract from the lift.
Many species of fish typically have their
maximum span at the middle of their siretched,
out length, so that according to the theory,
forces are produced only along the front part
of the fish.
In his analysis of rectilinear
swimming at constant speed, Lighthill (2) took
the effect partially into account (see his
Eq. 27) by adding a term equivalent to the
momentum shed from the dorsal fin, again
fin.
evaluated at the rear end of the tail
This type of analysis as well as that of
(5) is permissible when the curvatur of the
body is small and the quantities stuuied are
In this case the exact
total thrust forces.
point of application of the resultant is of no
Alternatively it is assumed
great importance.
that the vortex wakes from the dorsal ar' anal
fins are partially or completely absorbed into
fin.
the flow around the tail
The present analysis attempts the study of
maneuvers with time-dependent speed end direction of motion of the center of mass.
As a
However
to an inherently non-linear situation.
observation of actual fish maneuvers show that
these can be separated into distinct phases, in
which the lifting surfaces perform different
motions, sustained during each phase.
The analysis presented up to now assumed
the fluid to be inviscid.
In rapid maneuvering
this is not too bad an assumption, and the errors
may be roughly estimated from constant speed
calculations, where it is clear that the average
net force found by inviscid methods is equal and
hq~
edqesI.
X
k
F
f M.v n da E
L. t
i=l
1
[
2p6'd
fin.
results
(3)
forces Li have to be
equation
(5) Z
-d
dt
"difficult.
where
is
(6)
be written asd
1
- [MV
fmvnda
f v"
[ 1 2-5+m
s+mm l-)uvn]
vn4
2
86
(7)
S4
Equation
(2)
a- +
The advantage of the formulotion in (3) is
forces -i, one
that when calculating the lift
orienthas the actual point of applicati
On the other hand some
ation of the fin forces.
complications arise when actual fish motions are
analysed.
In (2) all quantities are measurable,
is
plate flow.
I]
765
"F'
''
''
L"
This is based on the fact that fish cross
sections are usually highly elliptical, while
the fins are approximately flat plates too.
Such estimates show that E is of the order of
a few percents.
However, the lateral motions of the fish
cross sections cause both longitudinal and
These effects
lateral separation on the body.
are being studied at present, The effect of
separation can be shown to increase
c.
The boundary layer thickness is proportional to the length of the body raised to a fractional power depending on the flow regime.
Assume now that whenever a longitudinal
boundary layer separates, a new one starts and
the separated layer remains as a distinct
momentum defect passing out of the control
volume due to the fish motion.
For demonstration, let
us now assume
laminar flow and one separation axactly halfway along Cie fish
1
2
1
htid
2(
"longitudinal
S=
(const)x(
1+6
= (const.) x
103
9
7.
5
/
tail
,
iS
) +(T)
12(8)
while for unseparated flow =(const.)tI/2
The ratio of c with and without separation
is therefore
(
12)i/2+ (L/2)1/2
(../2(.
11/2
2 + 2(L/2)1/2
Fig.
>1
(9)
FISH TURNING
cm,
The first
type of maneuver we study in
detail is the process of changing direction,
The analysis of turning was carried out by
examination of filmed sequences of fish moving
in tanks with an accurately scaled background.
The sequences chosen for analysis included horizontal turns only, of neutral buoyant
fish so that the two dimensional approach,
766
V S &thtaa
S~The
2(-
%1
I
Fig.
Ihorizontal.
c,.M.
/
2
'
Fig.
F.
"o
767
.4j
(10)
ACCELERATION
Theoretical Analysis
Another interesting and potentially useful
facet of fish locomotion is the method employed
for rapid acceleration.
Most species of fish
which have developed good lunging abilities are
elongated, and therefore the theory of slender
fish is applicable in this case also.
This theory can be used to obtained trends
in optimal motions for rapid acceleration.
Obviously the results will be approximate and
very generalized as actual fish have a great
variety of body and fin configurations.
The
optimal sequences of motion will be defined as
those producing a maximum average thrust force
for given bounded energy expenditure.
The
premise here is that when the fish has strong
enough motivation (such as extreme danger, or
hunger) it will use its available energy at the
highest possible short-term rate which is a
measurable constant.
Take for simplicity the casu of a smooth
elongated fish for which Eq. (2) is suitable,
the thrust can be written as
d
d a',
T = - I mv - da +
o
1
2 ax
+ um(l-V ) Va
+ -my
-
(11)
The kinetic energy associated with movements normal to the longitudinal axis is i/2mv
per unit length.
This energy leaves the semiinfinite control volume by convection, so that
the rate of working is
2d
21
Id2x.
ET
+T1mv u(l-*) a
+o
mv .a da
0
(12)
The last term in (12) vanishes for processes
which are periodic or start and end in the same
In any case, both the second and
configuration.
third terms in (12) are proportional to v
squared, so that a first
conclusion is that the
perpendicular velocities v should be small for
good efficiency, especially close
7
9
S
-0
10-i
to the tail.
4T
[my~
21-t
+ d
0Small
,.I
,
S
'10
Fig.
..I
80
22 x
my
mv 2
8a da
(8)
Yu]
(13)
v is advantageous here
positive contributions are dependent too, as the
on the
Also for the thrust to be
first
power of V
large Dy/3t should be large.
This implies
that the tail
should move in a line as close as ..
possible to the perpendicular to the direction
of motion, at a large velocity.
The former con-
2
-41)
dition
120
of
thet the
tail
should be moving rapidly at a small positive
angle cf incidence.
The thrust force consists
mainly therefore of the lift
force on the tail.
The first
term can then be identified as the
768
7?
6
S
5 cm
"
Head 3
I
2
Scm
Tail
Fig. 6
"I
10. Thwaites,B.,
REFERENCES
1971, pp.125-138.
9. Newman, J.J., "The Force on a Slender
Fish-liku Body", Journal of Fluid Mechanics,
Vol. 58, No. 4, 1973, pp.689-702.
----770
-"3.
J.
8kex
ABSTRACT
EXPESIMENTS
Flow Facility
INTRODUCTION
The problem of aircraft wake turbulance has stimulated many recent measuremanta of velocities in trailing vortex
wakes.
In spite of the great interest in
this problem, experiments have not yet
established the details of the role.up
and deca of vortex wakes as functions
wigsape.
of measurementsofhave
been several
attemptedtypes
so far.
Free
flight measurements much as Caiger and
Gould(l), or Chevalier(2), have not yet
produced satisfactory results because of
the difficulty in locating the vortex
cores behind a ful] scale aircraft. Wind
tunnel measurementE using total pressura
probes(3) are subject to doubt because of
vrobe ioterference effects, which will be
discussed below. There have also been
some measu~rements of vortex wakes in towing basins(4,5), but in these cases the
flow is time dependent rather than etationary, and the details of the velocity
profiles ire difficult to measure.
TN
~771
0J
V)
--
t~,4a , .,wnlat
...--..--.
...
-.
..
I.
, ,,o
Elec ran
scattering particles
_The
Fowl Vo
.
&
sa
SIlwer' Scton
doppler signal.
SIt.'
I
"%--pnident Lw Beam
Fig. 1
Most
U
. - ,
nultiplier tube.
In the photomultiplier,
the light 4rom this weak "reference beam"
is mixed with light from the brighter
beam which has been scattered from the
volume in which the two beams intersect.
The scattered light has been doppler
shifted by the motion of the scattering
particles, and thus has a slightly different frequency from that of the reference
beam. The combination of these two different light frequencies in the photomultiplier produces a beat frequency
which is proportional to one component
the fluid velocity, assuming that the
\of
Experimental Geometry
Instrumentation
The LV used for this experiment is
traversing system which
mounted on
moves the Y'aser and all of the optics
The
with respect to the water tunnel.
traverse is capable of locating the center of the LDV focal volume to within
0.002 inch of a desired position. The
LDV operates in the so-called "local
oscillator" mode, which will be described
briefly,
The square wave from the phaselocked loop is fed into a digital couhter
which averages the doppler frequency over
a ten second period.
The counter frequency is then converted to a velocity
simply by multiplying it by a known scalar constant. The square wave signal is
also fed into a frequency to voltage converter, which produces an analog signal
proportional to the doppler frequency.
TVi signal then represents the instantaneous velocity, with a bandwidth of
from 0 Hertz to about 1/50 of the doppler
frequency.
The R.M.S. value of this
signal divided by its DC average is equal
to the local turbulence level.
i}
p(-,n),
+C2 )/2a 2 2,
2
2Kx/U . We can measure the
where ay
eddy diffusivity K from the dye streak
photographs, and we find that the turbulent Prandtl number v/K lies in the
range 0.2 - 0.4.
Procedure
The measurements made to this date
include axial and tangential velocity
profiles in vortex wakes behind four
different hydrofoil models, as described
The axial velocity component was
above.
measured directly by aligning the axis
of the LDV with the direction of the free
stream flow. The tangential component
was found indirectly by measuring the
velocity component at a 45 degree angle
to the free stream and using this together with the axial component to calThe
culate the tangential component.
tangential component could not be measured directly in this case because the
mean tanqential velocity passes through
zero in the center of the vortex. The
LDV measures the magnitude but not the
sign of the velocity, so that velocity
profiles which pass through zero are
difficult to measure tunless frequency
biasing techniques, which will not be
However, the
discussed here, are used).
velocity component at 45 degrees to the
free stream is elways positive in sign,
and can be easily measured with the LDV.
Velocity surveys at each downstream
station were made in a horizontal plane,
Using this expression for the wandaring motion of the vortex, we can
write an integral equation which relates
the measured average velocity profiles
to the instantaneous profiles. From this
equation we calculate the effects of the
wandering upon the following quantities:
1) the vortex core radius, defined as
the distance from the peak in tangential
velocity to the vortex center, 2) the
maximum tangential velocity in the vortex,
and 3) the maximum axial velocity defect
in the core. These calculations were
performed by P. Saffman and G. Baker,
and are described in more deta~l in ref.
The predicted effects of wandering
12.
upon the three parameters of the vortex
are shown in figure 2. In this figure,
4b-
--,
1r,/r, is the relative change in core radius and V3 /vI is the relative change in
uper,IMpnt3al
Typical go
velocity p"olfieiow
profiles fora
rl/"lrectangular
"695/AO
both decrease.
ing motion.
TRNGENTIRL VELOCITY
-0.2
-0.4
or_
0.
Y/8
TRNGENTIRL VELOCITY
0.4
-4,4
Y/S
..-
0.2
(U_
:" x/c
.4
0.
S~
Y/B
--
-0.2OIL
60.
Riglt side
0,2.
"
HXI.L VELOCITY
x/c
0.k,
t
CU-UO)/uO U)
0.2
0.
0), U0 ( )
RXI.L VELOCITY
Fig. 3
Y/8
,ECTRNGULRR WING
-0.2
6:
x/c -
0:
x/c
15.
k*
ocity, anO3 the maximum axial velocity deThe laminar trailing vortex theory
feet.
of Moore and Saffman(13) has been appliad
to the rectangular wing to predict these
In figure 4 the theoretical
quantities.
predictions of the core radius can be
compared with the present experimental
results. Here the core radius r is normalized by the chord Reynolds nzu1ber R%
The normalized
and the chord length c.
core radius is plotted as a function of
Two theoretthe downstream distance x.
the core radius
ical curves are shown:
based on the instantaneous velocity profile(dashed line), and the core radius
as modified by the vortex wandering efThe open data points
fect(solid line).
on this plot are for the two rectangular
models.
Model 1 has the square wingtips
The
and model 2 has the rounded ones.
solid data points are for the two delta
Model 3 is the sixty degrees
planforms.
delta and model 4 is the thiety degree
delta. The data points for the rectangular models lie reasonably close to
The core
their theoretical predictions.
radii for the delta models are considerably larger, but this is not unexpected
since the delta wing vortex begins to
roll up at the leading edge of the wing.
-.
n.&
...
a,
..
.-.
K
i
70
60
600
50
h
40
Ua
-o0
0
00
I0
20---
~10
K,
A5:
Theoretical
/
1.4-/e
0
have/
Andtc
Ft.4-t
.I 2
.3
.4
.5
-1/4
.6
.7
.8
.776
yb
Symbols
J.
L. Fostea
P. V. Siogte
R. S. Rothbtum
The U&Ive..Lty
The UntveA4ity
The Univeaaitf
The UnU4Vaj
LeedALU 93.
Enotand
Leeds,
LeedA,
Leed4,
LSU 9JT
Eagtand
ABSTRACT
to the horizontal
increased
9JT
LS1 9JT
EngtUdn
LS
Engidnd
strut
ventilation
strut.
rw
angle of washout
strut.
incidence
angle.
of the
the
"-
NOMENCLATURE
aspect ratio defined as ratio of
submerged span, relative to undisturbed water surface, to chord.
CD
D
Nose ferce
non-dimensionaarea of the
strut in undisturbed water and the
dynamic head of the stream.
coefficient,
lift
Slised
by the submerged
CL
'
INTRODUCTION
BACKGROUND
im 1
n
own trailing
779
(a)
Nose Ventilation
In the friFt of the modes considered here,
nose ventilation,
the air
breaches the surface seal near the leading edge (or nose) of the strut and
spreads very rapidly until it engulfs
This
the entire low pressure face.
mode of inception is preceded by a
bubble of low pressure separated flow
which sometimes exists behind the none
A free stream
of a fairly sharp strut.
disturbance, or a local flow deformation
780
"foam!
ventilation.
was reduced.
Increased depth of submergenco of the fence was found to have
effect on ventilation angle.
little
Attempts were made to inhibit tail
ventilation by using a variety of fence
shapes.
Within practical limits the
width
, of the fence or its
overhang,
edge, whad little
or the trailing
but a significant improvement
effect
was obtained by inclining the fence to
It
781
Somewhat surqrisingly,
the horizontal.
this produced a marked change in washout
Another approach preliminarily
angle.
explored was to try to reinforce the
1surface seal by locally accelerating the
fluid using strbams of water externally
fed through horizontal or vertical slots
This procedure proved
in the fol(41).
being studied.
complex and is still
OBJECTIVES
the condition of the water surface turbulence level upstream water aeration
occurred.
and speed fluctuations all
It is therefore desirable to consider the
sepLraresults from the two facilities
tely.
RESULTS
Differences in the flow conditions
have been shown
in different facilities
to influence the ventilation phenomenon.
For these two channels, differences in
again
Fig. 2.
Table 1.
channel.
NOSE FENCES
Fence
EXPERIMENT
width
h"
both a high speed channel and a recirculating water channel(l0,ll) with the
strut at a submergence aspect ratio
of 1.9.
The fences were attached to the
strut one half chord length below the
Any gaps
undisturbed water surface.
between the fence and the strut were
carefully sealbd because even a small
hole was found to render the fence
ineffective.
In the high speed channel, a foil
rotator was used to ootain a steady rate
of turn of 2.6 sec/deg (0.385 c3g/sec),
E mal-ing the tests conditions absoluIn the recirtely delf consistett(12).
culr.ting water channel a dynamometer was
(side force) and
used to measure lift
drag and the angle was changed at a
similar rate to that in the other
channel.
A set of ten 25% chord fences of
(H.S.
Nose fences at 15 fts'each result mean rf six)
Washout
Ventilatirn
angle aw0
anglq ev
'
To
Complete
To
Fence
Fence
4.6
No.
Fence
0.015
0.026
0.030
0.070
4.3
4.0
4.1
4.5
5.5
6.0
0.0
12.1
3.5
3 3
3.6
3.4
0.12
0.20
4.3
4.3
14.4
14.5
3.5
3.6
0.30
3.9
14.5
3.5
o.40
0.50
1.O0
4.4
4.0
4.0
11.1
10.4
10.7
3.5
2.9
3.1
3.4
2.5
2.5
2.6
2.7
2.6
3.0
2.5
2.8
2.5
2.8
-'
S161
16Recircaoting
c
,/
14
hnnel
S~
1
Un- nn
foil F
Bi.h
....
'I.region
speed
channel
H.S.C
41,
"2
"I
"05
Fence width(ins.)
ventilation
fences:fence
Nose
Fig.
width.
varying
angles2. with
Figs.
and lift/drag
3,
The existence
- ------
"5
is
1%of chord.
of maxima
in
Fig.
6_rfe_ed_0
The drag
EXPERIMENT
This partial
red down to the fence.
ventilation explains the change of shape
and non-asymptotic behaviour for the
higher angles.
ratio was high for
The lift/drag
with
widths greater than 0.4", then fell
Otacreasing width to a low between 0.3"
best
and 0.18" before returning to its
The agreement of the
value at 0.1".
small fences with the unfenced case was
not very good.
DISCUSSION
It
INCLINED FENCES
A
nation, 0=30,
too large
768.
12* incidence
- -
--
,-"
.08.a
in
,3.
-0
Fig.
3.
Nose fences :
drag coefficients
s4-
.h9.
F(clj
hin)
!~
3 .1
*2
Fwce
~
a:-
1S
wi.h)ft
hgn784
12
SFig.
Sfuither
,the
2fences(shown
4.
Nose fences:
lift
coefficients
fences.
These experiments, and
lack of influence on washout of nose
in Table l,) indicated that
Fig.
5.
Nose fences:
lift/drag
ratios
ulating
channel.
sec"! in angles
all cases.
Ventilation
washout
were found
from the and
mean
Comparison of four nose fencec with unfenced case (forces from RWC)
Force Coeffisients
Force Coe ffcients
0
o
at a! 4
-=8
at
2:
Table
Fence
av
in RWC
in HSC
Unfenced
0.5
0.4
0.25
0.1
10.5
14.0
15.5
16.2
14.2
4.5
10.5
11.5
14.9
14.0
RWC
HSC
av
Width h
(inchea)
0.023
0.024
0.031
0.040
0.030
CL/CD
CL
CD
0.046
7.04
7.75
4.71
2.78
4.90
0.162
0.086
0.146
0.111
0.147
o.o45
0.055
0.067
0.053
0.331
0.180
0.205
0.191
0.212
CL/CD
7.20
4.00
3.73
2.90
4.00
Assymetric fence
b.
c. Envelope,
RESULTS
IncliionAn~le
f the inclination angle,
The ffec
washout
anglesis for
ventilation
8,
both sides
6b an
6a and and
the onfences
These show the high
shown in Fig. 7.
pressure face fence to he much less
efficient than the low pressure fence
with respect to both ventilation and
The incidence angle for tail
washout.
ventilation inception can be increased
by 4 to 5 degrees by inclining a full
chord fence.
The maximum washout angle observed
corresponded to he largest inclination
angle tested, 30
Variable Tail Geomet
-.... Te results
a.
r=0.5",
w=0.5"
f...,
d. Envejope,
1
w=l.O"
e. Envelope.
r=O.5"% w=2.0"
1f. Envelope,
r%0.25", w:0.!25"1
8 and Table 3)
washout
and the
ventilation to
that insensitive
showed were
overhang,
angles
z, except in the case of the widest
fence (Fig. 6e) where the width, w, .Iso
The influenct
chan ed significantly.
angle that
was rathar
width on ventilation
of
values
but it was clear
complicated
above i" were not desirable as may be
When considering
seen in Table 3.
washout, however, all the data for aps-given nose geometry are seen to collapse
onto a straight line which may be
expressed by
Qw = mw+n.
Fig. 6.
785
'C
i
,,,
20
*
/Vbe
tion
Table
3: Ventilation
and (all
Washout
Characteristics
of Fences
angler are
the average of four readings in reclroulating water channel).
Fence
profile
(see F
Fig 6)
to
w
(ins)
a
b
c
0.5
0.5
0.5
0.5
0.5
0
0.5
0
0
0.3
1.0
0.95
0.9
0.92
el
c2
c3
d
wr
rs
hiistion andth cn
on
pe.l
Fig. 7. Effect of inclination angle
ventilation and washout (fence type as
ig.
6b)a
c
shown in
skew
desta
f
Ssince
u.b5
c.125
Ov
aw
0.5
0.5
1.5
1.0
0.5
18.5
18.7
18.2
17.9
17.9
0.9 17
0.9
2.0
1.8
0
0
0
2.0
0.5
0"
1.0
.5
1.0
0.125
0
2.5
1.5
18.0
18.4
18.8
19.7
17.6
19.
18.6
17.1
17.16
18.8
17.8
17.4
17.3
1.7
1.6
1.0
0.5
17.1
12.4an
17 .3 12.0
1.5
17.4
2.5
0.15
2.0
2.0
19.9
17.2
14.7
6.4
0.2
1.5
17.1
6.1
0.5
16.3
16.5
5.9
6.t
0.25
relationship would be required corresp9nding to the different nose geometry.
hxisteand the change in washout angles
with incidence imply that in general m
and n are functions of the nose geometry
and the
anclination angle.
The preliminary experiments(8) ou,an asymmetrical
i
howed the amportance of ther
delta fence
vti
e se
br
er
width of the
f
face
The force coefficients are shown in
In the absence of full
Figs. 9 ard i0.
coeffiaient (Fig.
ventilation the lift
9) was not very much altered by the
existence of the fence, the maximum
it
b ofof 0%.
of the
being that
penalty
the order
fence
2"1 width
may
be noted
0
(ins)
0.3
17.6
1.0
16.8
8.5
9.5
9.9
9.8
9.8
9.2
7.9
7.3
8,5
10.1
9.9
9.9
10.
6.1
21
60.0
50.9
6-.03
1i.1
6.o
w
USSION
DISn
and Washout Ancles
f
aim ov ventilation
to indcrase the incidence angle
dfences
However, no matter how
of inception.
much care is taken to prevent ventilaunfortunate transient situation
fe
tion,
nIt may
may result in its occurrence
thus be considered desirable to maximise
the washout angle so that with the
te ntrut will
granse
of itsthe normal
passing
wetted flow condireturn to
Incep
Thehigh
the fence
bare larut
than
4" wide
(Fig. ventilated.
6e) also showed
ashoutoThe maxianchnges
degrees
a surprisingly
large the
amount.
mum washout angle observed , 15 ofor a
lift
angle by
drag
small lose,that The
e suggested
fences causing
form
(Fig. 10)
curves
786!
.o L,
. .
"i
o
00
'p
I:
"
0j
01A
.'
"
2-5
Fig. 9.
8.
10
.2
14
Incidence angle u"
16
Inclined fences:
20
lift
coefficients
.-
--
w,
FC.
Delayed VentilationInception_____
..
-
wtonod---
ii~t;upper
down
zero
in a
of a
mity
to the fence.
Even at very low or
incidences the fence is ventilated
manner analogous to the ventilatiolL
fully submerged foil in the proxiis, but
the the
the surface.
ofsurface
is fully That
aerated
air path is
/
V
This leaves a relatively stable airwater interface .treamirS from the under
This interface is
-.
"
:7
."
-,,
4'
..
'
-
strutilation is delayed.
.-
it
/1/
00
610
12
14
is
is
Pig. 10.
787
Inclined fencus:
coeficients.
drag
20
A,( erly
prpesure fece
sheetzone
capture
Unene
fence
Un'e~fedntce
Er.d on
sealing seet
ICtiy'7
Ltowel, cavity
dLi
watere
zone
SFenet
Strut with fence ventik htcn ,mi'rlert
waQthout
point
(0)
Fig.
11.
(b)
"Enhanced
The Washout
chinEge in
(b)
studied
that prevent
all
nosenose
fences
wider than
1% of chord
ventilation.
tackled
by boundary layer control and
liquid fences.
It hau been shown(14)
that blowing water from suitably positioned vertical slots can appreciably
rttard tail
ventilation on a NACA section
and nose suction in the region below the
surface can also prevent nose ventilation.
The role of a sealing sheet of liquid in
the observed washout mechanism indicates
that blowing liquid from horizontal slots
may be useful.
It is possible that the
use of liquid blowing may suppress cavitation as well as separation.
Such
techniques successfully applied could
enhance lift
and extend the possible
speed range of
craft using sub-cavitating
foils and
tiruts.
ACKNOWLEDGEMENT
The authors are indebted to the
Defence Rsearch Establishment Atlantic,
Halifax, Nova Scotia, Canada for funding
this research programme and also to the
United States' Government for funding
Mr. B.S. Rothblum as a research fellow
at Leeds.
REFERENCES
1.
McLeavy, R., ed., Jane's
Surface Skimmers Hovercraft an- ydrofoils, 7tP ed., 5t. Giles House-,Lodi
on,
T174.
2.
Swales, P.D
McGregor, R.C.,
Rothblum, R.S., and Wright, A.J.,
"The
Mechanism of Ventilation Inception on
Surface Piercing Foils",
to be published
in Journal of Mechanical Science, Institution of Mechaii cal Engineers, March
1974.
3.
Wright, A.J., Swales, P.D.,
and McGregor, R.C.,
"Inception of Ventilation
on Surface Piercing Structures",
SCALING CONSIDERATIONS
In view of the uncertainty about
the mode of ventilation on prototype
craft it is essential to retain a clear
idea of the context and limitations of
this programme.
With all tests carried
ouu at the same Reynold's number, the
same Froude number and the same cavitation number, there can be no justification for attempting to scale the values
to a full-sized craft.
Nevertheiess
physical parallels witt larger scale
struts and higher speeds may be anticipated.
It has been shown(6) that high
speed ventilation is increasingly
associated with the tail mechanism but
the position of surface rupture moves
upstream with increasing speed.
Thus
a nose fence such as that considered in
the first part of the work might be more
FUTURE WORK
It can not be claimed that the work
presented in this paper represents the
last word on fences.
Within the limitations of mechanical fences there is
scoopo for improvement of washout angles
now the mechanism is understood, and the
problems of higher speeds with associaunexplored.
ted cavitation are still
Some of thesf situations may Le better
789
chord
was most effective
suppressing
ventilation.
This fence atcarried
the
retard
ventilation
a NACA
section
and nosetailsuction
in the on
regior
below
the
4
4
ii
ACKNOWLEDGEMENT
The authors are indebted to the
Defence Research Establishment Atlantic,
Halifax, Nova Scotia, Canada for funding
this research programme and also to the
United States' Government for funding
fellow
REFEFENCES
provided
the
increased
angle,had
of the fence
sufficient
underside washout
wetted area at the nose in the post
ventilated flow state.
Explanations of the mechanisms by
which tht* various types of fences act
have been suggested in each case.
same Froude number and the same cavitation number, there can be no justification for attempting to scale the values
Nevertheless
to a full-sized craft.
physical parallels with larger scale
struts and higher speeds may be anticiIt has been shown(6) that high
pated.
speed ventilation is increasingly
mechanism but
associated with the tail
Fluid Mechanics,
1973,
SCALING CONSIDERATIONS
.01
,
Vol.
61, No.
1, Oct.
pp. ?35-97.
6.
Rothblum, R.S., McGregor, R.C.,
"A Photographic Study
and Swales, P.D.,
of Speed and Roughneas Effects on Ventilation",
Proceedings of International
foil and Advanced
.FTdr
Hovering Cra
T
4
itystems'Conference,
May 19711,
7-rightor,
England
R.
7,
McGregor, R.C., and Wright,
"Exporatory Investigation into
A.J.,
The Role of Fences",
Appendix D, TP/
DREA/7, March 1973, Dept. of Mech. Eng.,
Vick, S.M., and Foster, J.L.,
Univ. of Leeds.
FUTURE WORK
TkI
Jane's
an
dro-
ox' Leeds.
Eng., Uni
Eames, M.C., Contribution to
9.
Proceedings of the 2nd
Discussion,
oTice
symposium.
Hydrodynamics
Naval
oFNa-val
Research, 1950,
pp 4 45.
Mech.
P.D., and
10. Hunter, B., Swales
Durabnort
B.N., Channel"t,
"A High Speed
Cole,
Jourvial
of Physics
tion Water
E: Scientific Instruments.
14b.
Vol.
u,61973
Vol.
225,
1I.
Rothblum, R.S.,
"Liquid Ven-
Fence-Suppression by Boundary
tilation
Section F, TP/DREA/ll,
Layer Control",
March 1974, Dept. of Mech. Eng., Univ.
of Leeds.
790
4-'
790
4 '
DISCUSSION
E. A. JONES AND R. T. SCHMrIKE
As the authors acknowledge, the Defence Research
Establishment Atlantic has funded the Leeds ventilation
research programme from its initial stages. Our comments
therefore relate to how we view this work in the context
of full scale design.
The data presented in Figure 2 show a significant difference in the ventilation inception angle between the recirculating channel and the high speed rhannel. 11 general,
the data obtained in the two facilities are quite different..
The paper states that the differences between the two facilities and experimental methods adequately explain the
the discrepancies. However, I do not find this explanation
satisfactory because it gives no indication of which results
would be most applicable to full scale nor the physical
differences rausing the discrepancies. For instance, how
should model experiments, or can they, be performed in
either of these two facilities to predict what will happen
full scale?
The practical usefulness of the work on fences to control tail ventilation is not clear, particularly when one considert the wide range of submergence depths and incidence
angles that occur during operation in a seaway. Nevertheless the experiments have shown that an inclinel fence
significantly improves washout angles and is therefore the
first device to overcome the primary limitation of conventional fences, the fact that they do little to suppress ventilation once started.
A. BARR
Having proposed a method, based on airfoil separation data, for predicting ventilation inception on submerged
and surface piercing foils and struts, I have found the work
at Leeds in this area most interesting. The present paper
is particularly useful in its Lystematic treatment of the
problem.
791
.....
.....
AUThOR'S REPLY
Repy T Jones Andl Sch&dtce
minx you
roryour comnents on the practicality of this work. It is grstifying to find
that aponsors are keen to examine their previous
practices in the ligit of new material and tV
see model research developed along applicable
lines.
project
EFOUCE
15.
Rothblum, R.S.,
"Control of
792