On viscous resistance of a large scale tanker model

ARCHEF

ON Viscous

RESiSTANCE OF A

LARGE SCALE TANKER MODEL

This paper was presented at JSNA conference on Nov.

lo,

1977 at Tky, Tapm ¿m1 is pr'pared

or SSPA symposiut

on Sop. 1, 1978at Gothenhurg, Sweden.

Nippon Kokan Co., Ltd.

Hiroshima University

Ship Research Institute

Technsche Hogeschoo

Deift

* _*

by Toshiichi Seo

_{Masayuki Yamaguchi}

*

**

Masanohu Sudo

_{Michio Nakato}

***

Shumei Narita

Yoshirou Kawakami

AUS TRACt

A large scale model ship (Lpp25m) 'DAIOtI" was constructed for the sake of filling up the gap between the tank test results and the full-scale ship trial data. In this report, the resistance test of bA1011 and her qcoin:a arc

treated. The viscous resistance component, represented by a form factor k and a ACf, is examined.

Eecently in Japan, a number of mar.oeuvring tests of large scale model ships have been carried out on the sea

_111[2J[31.

But as to the resistance and propulsion

test,

any report is not seen because of various difficurtles en-countered on the sea. And then for further atempts on this kind of experi-ment, some details of PAIOU experiment are described, especially as ta the countermeasures to natural disturbances.

In the Appendix, self-propulsion test results and propeller open test results of DAIOtf and her yaoairt:a are shown with brief comments.

INTRODUCTIOJ

The growth in size rind fullness of oli tankers and ore carriers has come to a standstill for the time, but no one will ever think it has reached its _{t niI}

]irti. In contrast to this growth, the prediction o _{full scale performance} of ships frthn model test resulte seems to have been losing its accuracy and reliability. The reacon for lt may be considered as follo.'s;

The size of model ships tested in a towing tank is remained constant, whereas the size of rea) ships have been one-ridedlv grown larger. Conse-quently, the tank test results In a lower Peynoids number have to be extra-polated to a very hig: Reynolds number with the aid of a similarity law. And

here the accuracy of the prediction depends upon both

_the

_{accuracy of tank} test results and the extrapolation method used.

The tendency adopting a fuller stern form makes the stern flow very

coni-plicated, and gives rise to 3-dimensional flow separation phenomena. _This

eauss not only decreasfng the accuracy of Lank test results but also

threat-ening the validity f similarity law widely accepted hitherto.

To overcome these dIfficult situations, various efforts have been made by many researchers. Some tried

to

imprcve the measuring instruments and the test techniques in a towing tank, some carried out

_j8O8i'n

_{tests, and some} attaLked to full-scale ship experiments. In spite of many efforts, we are riot yet given any sufficient solution for practical purposes.

tinder these circumstances an experimental research project using _{a large} scale model

ship EAIOU was

planned in order to fill up the ciap between the

test results in a towing tank and the perfuimnances of a real ship. _The pro-ject' contained many kinds of tests and experiments as shown in Tahie 1, _but here we confine ourselves to pick up the parts relating to the resistance and ptopulsion tests only.

in

scticn 1. of this report, the modei ship DAICU Is Introdt.ced in detail. In section 2. the resistance test results

_{cf DAIGH}

_{together with her gna}

are reportad.

And in section 3. the viscous resista.ce and the are dis-cussed. In sectiOn 4. the test

methods, especially

_{the countermeasures to}

the natural disturbances are stated and also measuring instruments are

de-scribed. In the appendix, the self-propulsion test results of DAIOtI and her jco8irna are presented briefly.

Scale Ratio Lpp Im 8 Im) d On) Vol. of Disp. m) W.S.A. (m")

Table. I

Summary of DAIOH series models

& experiments

SUIF' DM0)) I)M120 DM0' DM047

i

DM035 I'roportu'n aod Coefficients Kindcf TCMS Conducted od Test PIt,ce. 1/1 1/15.38 1/31.67 385.0 25025 12.000 700 4.550 2.182

23:21.513 101254

L/B =550 Cbct.g37 flid «30) Cp»O 1)39 V/)0.ILP 920

C0.997

524.4) 144.20 15.895 39,597 167.30 38.47 RT,SI'T

.

RT (TSP) SPT POT SF.l POT TT, Z \VS t ACT (TSP)

LAPGE SCALE MODEf SHIt' DAIOU AND SEA AEUA

DAXO) is a 1/15 scale model of

i

460,000 Lfl'JT. VLCC, whose construction is

un-fortunately suspended due to the

'oil

shock.'

The

paticulars of ítAlO)) are

urnrnarized in Table 2, and the generai arrangement, the

lines,

and her

photo-graph are shown In Fig.

1, Fia. 2, and in

Fig. 3

respectively.

The length

(Lp) of it is decided to 25 ni,

takinq

into account of the maritime

regula-tions, buliding and maintenance

costs,

the

width and the water depth of

the

sea area, and the size of

goaima

tested in a towing tank. For tue sake of securing the stability and the working space for the crew, the freeboad

and the

bridge

of DAIOII are

comparatively

large and not

similar

to those of the real ship.

The main propeller is driven by an electrIc motor which is

easy to be

con-trolled and excites scaice vibratIon. As shown In Fig. 4, motor driven outboard thrusters are equipped on both sides of the

stern and they are used

in the

resistance

arid propulsion test. OtherwIse in

an ordinary run, the

outboard thrusters are pulled up and folded under the truss. The'main propeller which is similar to that of the real ship and thruster piopeilers are tested in a towing tank previously.

Tite selected sea area for DM011 experiments Is

a harbour situated near tuìe

Nippon Kokan Tsu shipyard. The water &'pth in the harbour is about 8 ro, and

the tidal difference Is 2 ro In maximum arid 0.8 ro In minimum. Early morning in June,

wind seldom b,ows,

so the experiments were carrIed out in those

tires. Usually DM011 Is moored to a landing

stage at the west corner

of

the harbour Lut, if necessary, lifted and put on the keel blocks by a crane. RESiSTANCE TEST OF DAIOH AND HER GEOsIt/:

2.1 Iesistance l'est of DM011

Resistance and propulsion tests of DM0)! were carried out first time in .iuly

and August 1975, but the expccod fine data were scarcaiv obtained. lIte tiidAfl reasons of the failure were considered as follows:

The

ofEcts of natural disturbances on the

tcsts were more severer tii.mn

previ ously expected and, especially,

the

irregular current in the h.ir}, 'ir

i,tt&

the measured results much scatter.

Fouling effects of hull surface by sea plants or micro-sea-lives wece so (SRII 1/55 7.000 1.273 0.4231 1/81.6 l/llO 4.714 3.500 0.857 0.636 0.285 0.2116 Cw fl.W9() Icb -3.28 ° Lpp

'-'

13.09 5.935 3.273

irr

(UO)

töi

'Vs

_j

SPi' NR!' T lUft TT,Z I POT RZetç ACT (UHI

NOTE Kindof'jest-RTZr l')r'istanct' test. ST'T SeI(proptikiiin Test. PoT }'rop Open test. \VS = \VakesurveY

TT= Tuiningtest, Z=Ztesl. \RZ=\'wrate Ziest. ACT Accel.!Deçel. test.

E'iace.TSU= NN

Tu

Shipyard. SRI=Ship Research Institute.

TABLE Z

PARTICULARS OF' 'DAIOII"

GENI;RAL

SUIT' TYPE : Fith deckrr G T./L.W. :77.25 GT/49.2 tons YEAR BLT. : JUNE, 1974

M..ENGINE

DilEl,tric(AC-AC

FLAG/OWNER: JAPAN ¡NU'I'ON KOKAN CO.

1)IENSTONS ptc.

Lo 26.33rn C 0,837 C, 0.89

L,r 23.(U.5m 0.890 Ic

-[4 450rn L!B=5.5 Bd=3.0I

D 2.300m Dsplacment I4.8 ton

d., 1.513m W«. S. Area 167.3 Z

PROPULSION flACIJINERY MAIN DIESEL Sspsx l80urprnx Iset (;ENFRATOR AC3X60HZ. 40k VAx 220

MA IN PROPULSION MOTOR(Inducncr)

3. IIk\V2?fl\

1740rpm PROP. MOTOR FOR O. R TIIRUSI l'R

(Iriductinn 3. 7.5 x22OV> I740rpm2

P P\1 ('ONT ROLLER...Induct in K och RIM REDUCTION R. GF:AR .I K.

KAN(;E OF RPM MAIN PRO1 O- 4urpm

O. B PROP. (i- 800rpm

renlarkdble. in Fig. 5 the examples of resistance increase due to foulicj ac shown. Durir'. the period of experiments, the hull surface was washed on the

keel block twice on July 9 and 19. It is found from the figure that the

total resistance increased about. 30 percent in a week, hut the rte of ii'-creasing seemed to be rather irregular.

3) Because of improper mechanism, the oufhoard thrusters often troubled. In the next June (1976), the tests were again carried out atter very c.irefui preparatic.rts which wehe learned from the valuablo experiences of the previous

year. The details of countermeasures applied will b explained later.

Now, all the results of resistance tests in full loaded condition are shown

In Fig. 6. The resistance values plotted in the fIgure have already been

corrected according to the methods to he described later. The resistance of DAIOH was obtained in two ways, one is directly measured wi .h thrus Lmeiers

inst-ailed in t:he outboard thrusters, ar,d another is indirectly calculated

using the open characterIstic curves of the outboard propellers. The meas-ured results in two ways are in good coincidence as shown in the figure. From Fig. 6, it is saId that the test results seem to be reliable and repc.it-able and also seen, to be almost excluded the effects of various disturbances. DurIng the period r-f tests, comparatively fine weather and calm sea conditinn continued and the high tide carne on June 10, and the low tide on June

22.

2.2 Resistance Test of the gcooms

1. PROPF.LLF.RS MAI N O. BOARD BLADE NO. S 3 DIAMETER 627mm 360mm PITCh 386mm 360mm EA. R ATtO 0.605 0.600 BOSS RATIO 0.1506 0.124

BLADE SECTION MAU OGI VA L

5. RUDDER & STEERING GEAR

TV t'E Balanced RectanguIar Rudder xl AREA,/AREA/L.d 0.744m2/ 1/49 AST'. RATIO/BAL RATIo 1.32 / 0.219 STEF.RING GEAR HYDRAULIC-MOTOR

DRIVEN. Max. Torque 0.Stonm NAVIGATiON INSTRUMENT JYRO

COMPASS AND AUTO PILOT SYSTEM . MISCELLkNEOUS

DIMENSION OF BRIDGE HOUSE:

Lx 13 x H = 32m x 30m x ZUm

BALLAST TANKS AND CAPACITY: FORE PEAK TAN}

15m

NO. BWTO". Ñ 2x25.Om

NO.2.1 R\VT(P.S 425.2ms ELECTRICITY FOR MEASURIN(

INS1RUMENT : 3. AC. 60Hz 100V;. 2M

7. OUT.W)ARD THRUSTER A1'ARAT US

BRIDGE STRUCTURE: Si EEL TRUSS

BRIDGE DIMENSION : LO mx B9.6m. 1115m

TOTAL WEJC;IT about 4 tOfl

PROPELLER IMMEPSIONIDESIGNt 1.20m MAXIMUM TIIRUSTia 4 ktl 100kg Shaft

In order to investigate the foriii factor and the scale effect of seif-propul-sien factors of the iip form,

gensim

of

_{four sizes (Lpp=3.5 n, 4.7 n, 7.11 n,} 12.0 n) were tested

in

the three towing tanks. 'ihe principal diniennions of

them, the kinds of tests carried out, and the towing tanks used are listed in

Table 1.

In Fig. 7, the total resistance curves of ;aosinis are drawn tociether with the

schenherr's frIction

line.

In Fig. 8, the residual resist;nces, by sub-structing the Schöcnherr's CFO from total resistance C'r, are shown. All of

the results are in the full loadci condition. At a first sight of Fig. 7,

it is found that the discrepancy among the resistance curves of each model are very serious and one may think they contain sorne errors. Of course, staffs of each tow&ng tank

eagerly

pursued the causes by re-analysing the

t»asured

data

or by repeating the towing tests. Ilut the situations did not Lake a turn for the better.

Examining detail data and discussing many times, the following reasons were deduced.

OrigInally the resistance of

Luis

ship seems to he changeable,

because

the

rneaured records with a specia4 resistance dynamometer show considerable f

luc-tuation of resistance as shown in Fig. 9. t'he range of the fluctuation is about I).0 percent of the total resistance.

ExaminIng in dtaIla of resistance tests, the recorded curves of trim and

sinkage ara found to e not the same in dIfferent days, in spite of the same running speed and the same water temperature. And this means the pressure distributions around the hul i arid accordingly the resistance are not the same

in the two tests.

Eecause of low

tese speed, fairly large area of laminar flow remains _0,i the

bow part of the model, even if the turbulent stirnulators (studs) are fitted. Furthermore, the laminar peLt may change ils area sensitively with the sur-rounding water condition.

In this connection, the difference o turbulent stimulation methods also cause to scatter the test results. However, each method was allowed Lo fol-low the practices of each towing tank.

3. ViSCOUS F..ESISTItNCE AND OF DAICH

After all, the foris factor of the geoains were not be able to he determined

by making use of the diagram of C0 ' CT relation as usually done. So the form factor was simply deterrsind as k+0.38 (based on the Schöer.herr friction line), making much account of the data of 12m model (DM120) in Fig. 7. It is

considered the largest model might supply more accurate result. The mean

resistanc<' curve of D!.TC!1 is also shown in Fig. 7. ì.ssurnin the above men-tioned form factor k40.38 is correct, the CF of DATO!! is estimated at 0.0003 in Fig. 7.

Now, let us inquire the ACF, roughness effect of hull surface, from another

point of view. Fig. 10 shows three examples of painted DM0!! hull surface. Photograph (a) in the figure represents a quite smooth part of the hul I and

it is said to he a standard surface condition of newy built ships in Japan.

The

roughness Is wavy

pe and height of roughness is 5070 by eye

mcasurc-rient. The area occupied wIth this roughness is estimated about l0l5 percent

by eye inspection. From reference [4], corresponding CF is estimated at the order of 0.0001.

Photograph(b) of Fig. 10 shows a normal smooth part of the hull surface arid the roughness type i.s also wavy in general, but the deterlorations are f'unI in several places. The ear .eight of this roughness Is estimated about 100

by eye and photograph InspectIon. This roughness may occupy about 80 per-cent of the total wetted surface area. _{lt is very difficult to estimate the} ¿CF cf this degree of roughness. Referring to the experimental report of NSRDC[51, the report of PENELOPE6} and also the reference [4], tC.' of this type of roughness is estimated about 0.0003.

A comparatively deteriorated part of hull surface is shown in Photograph Cc) of Fig. 10, but It exists only 15 very small portion of the hull surface. The

height of roughness is estimated about 200300u and the type of roughness is

not. perfectly wavy. The ACE of this roughness is supposed to be not small but owing to smallness of its occupied at'a, its ACF Is ignored here. I'rom

the bovo mentioned facts, eventually the ACF of DM011 is estimated at 0.0003.

The augmentation of resistance due to the most smooth part of roughness and that of the most rough part seemed to be cancelled each other, and only normal smooth part is responsible to the ACF.

Now the ACE' the estimated In two ways and the results of them arc coincident with each other, so this value of ACF is perhaps very close to the true valuo.

4 DETAIL 0F DM01! EXPERIMENTS

4.1 Countermeasures for Distrubances

-Experiments of DAICH were carried out In nelecting a calm sea condition, but

thò completo excluion of the natural disturbances could not be realized,

In steady running, a low Frouda number shIp such as DATO!! is easy to be

dis-turbeci by currents, winds etc. And to measure the forces acting on tLe hull is very difficult, because the forces to be measured are very small quanti-ties in corrparisr.n with her own displacement. The small disturbances in run-ning velocity causes the large fluctuation of measuring forces. Therefore, the countermeasures to disturbances are indispensable to these experiments.

Current

The currents in the harbour were investigated by buoys and the outline of measured results is shown in rIg. 11. Avoiding the area of comilex currents, the trial course was selected so as to he along the direction of the current. In fact, when DAIC crossed the circulating current,

her

speed or the heading angles were changed abruptly. The current speed is nearly proportional to the tide range, and sometimes it reaches to 0.15 rn/sec. As the cur-rent changes its direction after two or three hours later from the high tide, the favourable time for experrnent Is close to that time at the neap.

Ship Speed Relative to Water

Current speed varies with the water depth and accordingly the shfp speed re-lative to water also. Fig. 12 shows examples of them. The left two figures

are recorded at a spring tide and the right two are at a neap tide.

The speed of DM01-I was measured by ilS-type of pitot tubes. Two of them were fitted at the caps of the outboard thrusters. The other three were arranged in the virtical plane, asIde 3.4 m from ship center 1in', and each position of setting was 0.3, 0.9, and 1.5 rn below water surface respectively.

From the speed data of each water depth, the "representative specd" was

de-fined. It was the speed of a certain watc depth which was the vertical

centroid of the wetted s'rface area of the hull. In the DAIChI's case it was 1.1 n below the water surface. In many cases, the ceritroid of watted surface area almost coincides with that of skin friction resistance. lereafter

the representative speed is used as the shIp "peed. e) Wind Pressure flesistance

As the projected laterai area of DM011 Is rclatively large, the wind liressure resistance must be considered.

Provid!ng a 1/15 scale model of DATOII. a wlr-,d tunnel test was carried out and offered the directIonal wind pressure resistance as shown in FIg. 13.

Meas-ui-ing the relatIve wind velocity and direction and with the ad of Eiq. 13, the wind pressure resistance was estimated. The ralative hind velocities and directicns recorded during the trial are shown in Fig. 14.

d) Other Distrubances

This time, the effects of the followIng disturbances were not consIdered; small waves without accompanying ship motions, swell. and seiche, the slope of waler surface etc. Because the proper methods of correction were unknown.

4.2 Comments on Apparatus and Instruments

The propeller shaft arrangement of PA1014 Is shown in Fig. 15. As seen in the figure, a self-propulsion dynamo-meter is installed in the intermediate shaft. Merits of connecting the induction cluch is easy to control the propeller in wIde range of revolutions and also easy to keep the revolution constant. The maximum range of the self-propulsion dynamometer is 250 kg for thrust and 30 kg-rn for torque respectively, and the error range is both ±0.1 percnt of the full scale. A caution was needed that the output of magnetic strain

type pick-up was changed by its setting direction, and it was found (lue to terrestrial magnetism.

The outboard thruster is hung from both sides of board by a rudder-like sword.

The thruster propellers are selected as of rather small dimeLer and large

pitch because of stable operation In a certain rango of Its loading. Prevent-Ing the thruster propellers from lr drawing, they are set In the water dept.h of 1.28 m.

Concerning to the other instruments, it seems to need no special explanations. 4.3 Procedures of Tests and Analyses

The test course of DATOII Is shown in Fig. 11. The measurement wa carried out after a sufficient approach run and when th'e ship speed became constant. After two ways of resistance test, two ways of self-propulsion test were fol-lowed alternatively. It makes possible to obtain more ccuraie self-propul-sion factors.

The measured th:ust, torque, ship rpeed relative to water, propeller

revolu-tions etc. were continuously recorded on pen-recordrs. As far as possi-ble, a simplified calibration and a zero po't checking of main lnstrurncnt.s were carried out in every two test runs, but their characteristics were found almost constant.

In the resistance test, when DM011 i running sterly, the forces acting on the hull are balancing as follows (Fig. 16),.

(TR + TL) + Rsw) + T(l - t) - ¿R

where r:

total resistance, and TR: thrust of outboard propeller In right

and left hand side respectively, R: wind pressure :eslstance, Rs:

resist-ance of swords hanging from outboard thrusters, t: thrust deduction fraction,

T: thrust of main propeller, ¿R: some small unknown disturbanc forces, un-measurable and assumed zero.

The main propeller was not removed during the resistance tests, and it was kept rotating at a certain small revolutions so s to r,rodure no thrust and no resistance. Dut In the actual. condition, it produced a certain thrust so the term T(l-t) is added In the equatIon (1).

In the self-propulsion test, the balancing forces acting on the hill are writ-ten as follows,

T(1 1T - (TR + TL, + (r

+ R5) + ¿R

R' (2)

In this case, the second and the following terms correspond Lo a skin fric-tion correcfric-tion (SFC) , and R' corresponds to a real ship resistance. 0m the sea, R and ¿R are not able to be controled, so to give a correct value of SFC is quite difficult.

EquatIon (1) and (2) were used in the analyses of measured data.

It is notable that the unknown disturbance force ¿R gives severer effect to the self-propulsion test than to the resistance test, because thc quantity of

R' is about a half of P.

5. COUCLUDING REMARXS

In order to fill up the gap between tank tests and real ship performances, a large scale model ship DAIOU was built and various kinds of tests on the sea were carried out.

A part of results concerning to viscous resistance was reported here together with that of her

geoeirn8.

From the experimental point of view, the resistance test of DM0!! on the sea was successful and provides a fairly good resistance curve. flut in obtaining the viscous resistance of DAIOH from her total resistance, two difficulties arose as to the forni factor k and the ¿CF.

Initially, the form factor k had been expected to determine easily from the geaim tests, and then the ¿CF. was expected to be determined definitely with

that form factor. But as stated in section 2.2,

the geoairn

test itself had many problems to be solved.

The ¿Cp in section 3. was treted in e pure sense of roughness effcct on skin

friction end it was elght1y different from the ACp' so called the ship model correlation factor.

The ¿CF estimated by inspection was a reasonable value, even if the methcd was somewhat rouqh. The roughness effect on skin frictional resistance is another very important problem to he investigated.

The details

of

experiments on the sea were discussed in section 4. As the

test conditions on the sea were severer than hd

expected,

various

counter-meaaures to the ntural disturbances were indispensable.

in the appendix, the results of sel-propvlsion tests of PAIO!! and her 'oaina

are presented.

Also the propeller open test results of DAIOH and her geoairna are shown in the appendix.

ACKNOWlEDGEMENTS

The authers would like to express their sincere gratitude to Mr. Ichiro OC!T1M the former chief angineering director of Nippon Kkar. Co. Ltd. who supported this experimental project from the beginnIng to the end, an also would like

to

thank many related persons of Nippon KDkan Co. Ltd., Hiroshima University, Ship Research Iiatitute Ministry of Transport, and Osaka University, who co-operated with us in th6 various kind of stages of this research project. APPENDIX

The self propulsion factors of DAlOil and her poairia are shown In Fig. 17. They are analysed with the open characteristics of each propeller shown

ifl

Fig. 18. In the figuro, n Indicates relative rotative efficiency,

0:

cpen efficiency, lwr wake factor obtained by thrust identity method,

P2'inQ/ov3v2': torque coefficient, t'=T/pv2': thr'.ist coefficient.

From ¡'1g. 17, the scattering cf analysed points of DAIDFi is nearly the same

as that of her qecsir?s, and it suggests from the fact that the measuring ac-curacy in the sea experIment is almost sufficient. But as to the thrust de-duction factor, the plotted points are considerably scattering by the reason stated at the en of section 4.

The open test results of DM0!! series propellers are shown in Fig. 18. The

smallest pr'pe11er of DM035 was tested at a certain Reynolds number less than critical one, so its characteristics diffex a little from the others.

The scale effect of the self-propulsion factors and the oPen characteristics uf propellers can be seen in Fig. l and Fig. 18, but further discussions on

these problems are left in the future. REFERENCES

U. Okamoto, U. Tamai & H. Oniki: Correlaticn Studios of ranoeuvrability

of Full Ships," J. of the Society of Naval ArchItects of Japan vol. 131. l72

S. Sato, M. Takagi et ai. : "On a Study

of

Ship-Controllability of a Wide-Seam Tanker," J. of the Society of Naval Architects of Japan vol. 134,

E. Kajita, T. Yagi et al.: On the Manoeuvrabillty of Ship having ;rna1l

Length-beam Ratio (Scale Effect ad Confirnation for Application)," J. of

Naval Architects o Japan vol. 131, 1975

ii. Sasajima, T. Terao, K. Yokoo, . kato & A. Ogawa: "Experimental

in-vestigation into Roughness of hull Surface and increase of Skin Frictional Resistance," J. of Naval Architects of Japan vol. 117, 1965

[5) E. E. West: "The Effect of Surface Preparation and Repairing Procedures on the Frictional Resistance of Old Ship Bottom Plates as Predicted frein

NSRDC Friction Piane Model 4125," NSRDC Report No. 4084, 1973

[6] H. J. S. Canhan: "Resistance, Propulsion and Jake Tests with iris 'PENELOPE',' RINA, 1975

FUNNEL

D

WHEEL HOUSE &

MEASURING ROOM

--D.L.WL.rP

:

_{_;}

_{i--___}

I

'J ENGINE ROOM

I

7

'1 I

i I

6,t0

5,2J

_L 5,200 5,300 2,525

OUTBOARD THRUSTER MEASURING AÎ'I'ARATUS

® SWPOItT OF THRUSTER

(j MACHINERY CONTROLLER

® STEERiNG GEAR

® WHEEL STANI)

----4r--- () STEERING PUMP

LIFE RAFT

2

₍

RATTERY BOX © CURRENT ZIETER DUCT

L

FNi'iANCE OF ENG R.

F O.TANK

Fig. i

General arrangement of DAIOH

CENTER

MAS1'

Fig. 2

Lines of DAIOH

A N C! I () R

E)AVI1'

ANEMOM EIER

I

''

Ficl.

3

DAIOII

I

_1

40kg 100

to

0

o L) a R1 C Icuatr(I uiug P. . T.R12s1111 1 OU tI) UI rd pr e ers. s , 5Ç) I)ATE _,2'- 40kg _Vni/scc) i I. I I 0. 1.0 1.2 1.4 16 1.8 2.0 2.2 o

/eb

40kg 40kg n ItI tied W I h r mcl ti u R utirust nwlcr) _,- 40kg

Fig.

6

Total resistance of DM01-i vs. speed

r i' n

.lci

ii

llilICt'

Curve.i

iti'.O.

'.1 f I t J. I i L 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 V (lflis&'Ci 'i1. T)ATE W. T. Y

xj

6- 2

22.0 016 0.9914 3 22.0 1.019 0.9969 9 21.5 1.018 1.0063 II 10 23.0 1.017 0.9716 11 22.0 1.012 0.5.39 IS 21.5 I.01 1.0082 III 16 22.0 1.012 0.9453 17 22.0 1,012 0.9453 22 22.5 1.017 0.9823 r 23 24.0 1.016 0.9.89 24 23.0 1.017 0.9716 1.0 1,5 2.0 V (jul sec)

Fig.

5

Resistance increase due to fouling

V(in/ec) OES IO 1.2 1 4 1.6 1.8 2.0 2.2 2.4

-r'r''

i r i t i r C4 60 140 20 60 40 ¿0 u

5 DM047

T'

_MODEL 2 3 4 DM035 I DM070

N

/

/

DM

120/

W. Temp. DATE --r1 (S

Rvnods Number

Fig. 7

CT vs. Rn curves of DAIOR cjeosim models

DAI OH I I I 4

56

4-:ßÇJ3

DM 035

9.2C

7G 03-22 OSAKA U.

I)M 035 16.6CC

75-0514 HIROSHIMA U.

DM 035 7.0C 77-01-19 HIROSIIIMA U.

DM 07

11.3C 75-01-&3 OSAKA U. DM 070

11C

75-02 SRI(MITAKA) DM 070 25.4C 75-09 SRI(M11AKA) 1)N1 070 199CC 76-10

SRI (MITAA)

I)M 120 24.0CC 74-0g-05 SRI (MITA KA)

DM 120

118C

77-02-03 SRI (MITAKA)

DM 120

U.5C

75-03-05 SRI(M1TAKA

L)A1O}1 fiht23 0C 76-06

(AT SEA'

I L ACE N E Y 3 4 7

8 910x106

3 4 i 1 5 6 7

8 910

2 3 L) X

o

-3

CI) 1.7 1.5 1.3

1]

0.9 1.3 1.1 0.9 X 1.2 L) 1.0 OEB 1.6 1.4 1.2 2.0 1.8 1.6 IJAIOH l)M 120 1)M070 11M 035 0.09 0.10 0.11 0.12, 0.13 0.14 Fs vi

Fig.

8

CR vs. Fn cuives of D?IOH geosim models

DM 120(FULL) Fn 0. 118 4 r i

v\

'vJ

V DMO7O(FIJLL) Fm =0.1 19

1cc

Low 1ss HU

: 03Hz LiÂT E 1976 6-G 2,3 22, 23, 24 '74 8 5 '75 3 5 0 '76 2 25 '77 2-3. e '75 2 X '75 9 76 10 0 '76 01 6 '76 3 22 X '77 1 19 '75 5 14

Fig. 9

Fluctuation of resistance observed

on flodels DM120 and DM070

L Q , o G G Q

L

Q -G Q Q

co

.!

:

X-.1 X -A O Q G; -4 c -f r' I 0.17 G

H

F e

Iu

i Idi cg l)tcck I. ic. 1 d t vi ng. I 'it 1.1 L2 1:1 1.1

- r

T T T I 'i) \,. on .tc) ((.5 I.0 NcI1I I 1.1 1.5 I¡ 1.7 C /\Ict. 7()Ocii - ---...j

Fig. 11

Test site and current

1.4 1.5 IO 1.7

t

r

r

s

t; X - 12011

Fig. 10

Examples of painted hull surface

Is&' Uiv

Fig. 12

Examples of ship speed relative to water

measured at various depths

6(191(7 ing I ¡(It

II

1.2 1.3 1.4 (I S EX. 62-02 l.5 IO 1.5

Fig. 13

Wind resistance coefficienL of DAIOH

- hEAD W IN D

P3O_-- 8-3O

o \ 6- / P P60 O 20oØo OJ

4_/

Foftowsi'çe W!N RELATIVE WINI;

/ VEI.00TY & DIP':T.

--6.24

s

m/sec

-4S

S12O

Fig. 14

Observed relative wind velocity and direction

Rw/v2

FULL LOAD

20 150

IO

o Degrees. OFF ¡30W --0.2 WIND PESSUIIE

REs ¡STA NCE

STERN TUIlE S. I'. T. !)YNAMOMETER

\

(Weter Lub.)

THRUST SENSOR

\

Mag. Strain

\ _{rpm PICK LIP}

Pkkup)

/

LI

sw _t 'F T! TORQUE SENSOR (Strain Giuge) Spri 1<

ltsistait ni çw

l diii tu llIlkIl4,wIl dit it c

Nw : Resistaiici (lue tu iIII(l

ltsI%taIa( i:Í the ipui, iiid huy. mehr 'I' : Itirust il nain iupefler

Ii I]ithIst ut u'.ith,uii il I)iii,ulltfs

Fig. 16

Forces acting on DAIOJI

during the test

INLIUCTION C LtJTCH

MOTOR

- REDUcrtou GEAR

Fig. 15

Propeller shaft arrangement of DAIOH

P RO P ELL E R

Li

1.0 0.9 1.0 0.0 0,8 0.7 0.6 1.2 A 0.4 e 0.3

-

0.5-

0.3-LO

e

¿.

L DM070

--

-p--L L -t_L i I I

10

12 L4

FROUDE'S NUMBER

DM120

ot

S

il

OO

_I

m-.

r

i-i

c £..e14 e

----

t__

i.

OS 1.0 1.2 1.4

FROUDE'S NUMBER

DAI O H

Ito.

:c.JT

las

e

c."j

C0

___

_-.o

_' C; _-jO.4

ft-h

:'

0.3 o o I JI'

:

1.0

i

_..

_{_i 1: 0.8}

FROUDES NUMBER

Fig. 17

Self-propulsion factors of DAIOH geosim models

0.4 Ç0 0.3 1.0 0.9 0.8 o o .__J'__ -00' 1 A o

.

H e... 1' '.o... o -o L

-f-

..

-

--'iJi,.c

S:cotG

Fig. 18

Open test results of DAIOH jeosirn prope11er

03

MODEL PROPELLER : MAUM. Z5. H

D0.6155. E.A.R0.605.

DM035 DM 070

Dia S7.7mm Dia = 17fimrT

Rr0.13>l0

Rn0.406

B.R.0J606

DM120 Di8=301mm 10

Rnl.42<10

DA lU H Dia 627mm

Rn'2]5 i10