12.

4 Propulsive coefcients The propulsive coefcients of the ship performance form the essential link between the effective power required to drive the vessel, obtained from the product of resistance and ship speed, and the power delivered from the engine to the propeller.The power absorbed by and delivered to the propeller PD in order to drive the ship at a given speed VS is PD = 2nQ (12.36) where n and Q are the rotational speed and torque at the propeller. Nowthe torque required to drive the propeller Q can be expressed for a propeller working behind the vessel as Q =KQbn2D5 (12.37) Where KQb is the torque coefcient of the propeller when working in the wake eld behind the vessel at a mean advance coefcient J . By combining equations (12.36) and (12.37) the delivered power can be expressed as PD=2KQb n3D5 (12.38) If the propeller were operating in open water at the same mean advance coefcient J the open water torque coefcient KQo would be found to vary slightly from that measured behind the ship model. As such the ratio KQo/KQb is known as the relative rotative efciency r=
KQo (12.39) KQb

12.4

H s y c a ch t l ng h nh d ng t u l b n ch t gi a hi u qu n ng l ng c n thi t i u khi n t u cl yt l cc nv t c t u v n ng l ng cc pt ng c n ch n v t. C ng su t ti u th v cung c p cho ch n v t PD l i con t u t i m t t c S nh t nh l PD =2nQ (12 36) Trong n v Q l t c quay v m -men xo n c a ch n v t. L c n y y u c u m -men xo n l i ch n v t Q c th c th hi n cho m t ch n v t l m vi c ph a sau t u nh Q =KQbn2D5 KQb l h s m -men xo n c a ch n v t khi l m vi c ph m vi sau l n t u v o th i i m h s s m trung b nh J. S k t h p gi a ph ng tr nh (12.36) v (12.37) n ng l ng cung c p c th c th hi n nh sau: PD=2KQb n3D5 (12.38) N u c c ch n v t ang c ho t ng trong m t tho ng n c tr c c ng v i h s s m trung b nh J h s m -men m t tho ng n c KQo s c x y d ng t thay i t ph p o t u m u. Nh v y t l r = KQo KQb hi u qu quay t ng i r=
KQo (12.39) KQb

c bi t nh l

yl Do

nh ngh a

n u trong Ch

ng 6.

this being the denition stated in Chapter 6. Hence, equation (12.38) can then be expressed in terms of the relative rotative efciency as PD=2
KQo 3 5 n D r

ph ng tr nh (12.38) c th sau c th hi n v hi u qu quay t ng i nh

KQo 3 5 n D r

PD=2

(12.40)

(12.40)

Now the effective power PE is dened as PE=RVS=PDQPC where the QPC is termed the quasi-propulsive coefcient. Hence, from the above, in association with equation (12.40), RVS=PDQPC=2 which implies that
KQo n3D5QPC QPC r

B y gi hi u su t n ng l l

ng

nh ngh a

PE=RVS=PDQPC QPC y cg il h s y quasi ng tr nh

Do t tr n k t h p v i ph (12.40) RVS=PDQPC=2 H qu :

KQo n3D5QPC r

Now the resistance of the vessel R can be expressed in terms of the propeller thrust T as R=T(1-t),where t is the thrust deduction factor as explained later. Also from Chapter 5 the ship speed Vs can be dened in terms of the mean speed of advance Va as Va =Vs(1-wt), where wt is the mean Taylor wake fraction. Furthermore, since the open water thrust coefcient KTo is expressed as To= KTon2D4, with To being the open water propeller thrust at the mean advance coefcient J ,
To = n2D4 and the QPC can be expressed K To

B y gi l c c n R c a t u c th c th hi n trong i u ki n c a l c y ch n v t T nh R=T(1-t) trong t l h s kh u tr l c y c gi i th ch sau. C ng t Ch ng 5 t c t u S c th c x c nh trong c c i u ki n t c trung b nh c a a tr c v a = s(1-wt) trong wt l gi tr trung b nh ph n l n t u Taylor. H n n a k t khi h s l c y n c m t tho ng KTo c th 2 4 hi n nh To= KTon D v i To l l c y c c ch n v t n c m t tho ng t c ng v o h s trung b nh J
To = n2D4 v QPC c th K To

from the above as QPC

To (1 t )Va KTo r (1 wt )2K QonDTo

c th hi n t

trn nh QPC

which reduces to QPC= (

1 t ) 0r 1 wt

To (1 t )Va KTo r (1 wt )2K QonDTo

i u n y r tg n

QPC= (

1 t ) 0r 1 wt

since, from equation (6.8), 0=

j KTo 2 K Qo

t ph

ng tr nh (6.8) 0=

j KTo 2 K Qo

The quantity (1 t)/(1 wt) is termed the hull efciency h and hence the QPC is dened as QPC = h0r (12.41)

Gi tr (1-t) (1-wt) t u h v t QPC QPC= h0r

c g i l n ng su t th n c x c nh (12.41)

or, in terms of the effective and delivered powers, PE = PDQPC that is, PE=PDh0r (12.42)

Ho c trong c c i u ki n c a hi u qu v cung c p n ng l ng P E = PDQPC l PE=PDh0r 12.4.1. i u qu qua t ng (12.42) i

12.4.1 Relative rotative efcienc The relative rotative efciency (r) as dened by equation (12.39), accounts for the differences in torque absorption characteristics of a propeller when operating in mixed wake and open water ows. In many cases the value of r lies close to unity and is generally withinthe range 0.95 r 1.05 In a relatively few cases it lies outside this range. Holtrop (Reference 39) gives the following statistical relationships for its estimation: For conventional stern single-screw ships:

Hi u qu quay t ng i (r) c x c nh nh ph ng tr nh (12.39) i u kh c bi t trong m -men xo n h p th c i m c a m t ch n v t khi ho t ng trong v ng l n t u v c c d ng n c m t tho ng. Trong nhi u tr ng h p gi tr c a r l kh ng thay i v th ng trong kho ng . Trong m t s t tr ng h p n n m ngo i ph m vi n y.Holtrop(tham kh o 39) cung c p cho c c th ng k sau y nh gi n : i v i c c t u th ng th ng

For twin-screw ships i v i t u hai ch n v t If resistance and propulsion model tests are performed then the relative rotative efciency is determined at model scale from the measurements of thrust Tm and torque Qm with the propeller operating behind the model. Using the non-dimensional thrust coefcient KTm as input data the values J and KQo are read off from the open water curve of the model propeller used in the propulsion test. The torque coefcient of the propeller working behind the model is derived from

N u s c c n v m h nh th nghi m l c y c th nghi m sau hi u su t quay t ng i c x c nh ph m vi m h nh t ph p o c a l c y Tmv m -men Qm v i ch n v t c ho t ng sau m h nh. S d ng h s l c y kh ng th nguyn KTmcung c p s li u nh gi J v KQo c ra t ng cong n c m t tho ng c a m h nh ch n v t l c th nghi m y t u. H s m -men c a ch n v t l m vi c m h nh cl yt

Hence the relative rotative efciency is calculated as:

Do

hi u qu quay t

ng

c t nh :

The relative rotative efciency is assumed to be scale independent. 12.4.2 Thrust deduction factor When water ows around the hull of a ship which is being towed and does not have a propeller tted a certain pressure eld is set up which is dependent on the hull form. If the same ship is now tted with a propeller and is propelled at the same speed the pressure eld around the hull changes due to the action of the propeller. The propeller increases the velocities of the ow over the hull surface and hence reduces the local pressure eld over the after part of the hull surface. This has the effect of increasing, or augmenting, the resistance of the vessel from that which was measured in the towed resistance case and this change can be expressed as T=R(1+r) (12.44)

Hi u qu quay t ng ph m vi c l p.

c gi thi t l

12.4.2. H s quyt nh l c Khi n c ch y xung quanh th n c a con t u ang c k o v kh ng c m t ch n v t n o th ch h p v i m t kho ng p su t nh t nh m c trang b ph thu c v o h nh d ng th n t u.N u tr n m t con t u c trang b m t ch n v t v c y i v i t c t ng ng v i ph m vi p su t quanh nh ng thay i c a th n t u do s ho t ng c a ch n v t. Ch n v t l m t ng v n t c d ng ch y tr n b m t v t u v do l m gi m ph m vi p su t c c b tr n ph n sau c a b m t th n t u. i u n y hi u qu c t ng l n ho c l m t ng s cc nc at ut c x c nh theo c c tr ng h p l c c n v thay i n y c th c th hi n: T=R(1+r) (12.44)

where T is the required propeller thrust and ar is the resistance augmentation factor. An alternative way of expressing equation (12.44) is to consider the deduction in propeller effective thrust which is caused by the change in pressure eld around the hull. In this case the relationship R=T(1-t) (12.45)

Trong T l l c y c n thi t c a ch n v tv l m t y u t l m t ng th m s c c n. M t c ch kh c th hi n ph ng tr nh (12.44) nh gi quy t nh hi u qu l c y ch n v t l do thay i v ng p l c xung quanh th n t u. Trong tr ng h p n y m i li n h c p d ng R=T(1-t) (12.45)

applies, in which t is the thrust deduction factor. The correspondence between the thrust deduction factor and the resistance augmentation factor can be derived from equations (12.44) and (12.45) as being

t l y u t kh u tr l c y. S t ng quan gi a c c y u t kh u tr l c y v l m t ng th m y u t s c c n c th c l y ra t ph ng tr nh (12.44) v (12.45) nh sau:

If a resistance and propulsion model test has been performed then the thrust deduction factor can be readily calculated from the relationship dened in the 1987

N u s c c n v th nghi m m h nh l c y c th c hi n sau c c y u t kh u tr l c y c th d d ng t nh to n t m i li n h v ch r n m 1987.

ITTC proceedings in which TM and FD are dened previously and Rc is the resistance corrected for differences in temperature between the resistance and propulsion tests:

C c b o c o ITTC trong TM v F D c x c nh tr c y v RC l s c c n i u ch nh cho s kh c bi t nhi t gi a s c c n v th nghi m s c y:

where CFMC is the frictional resistance coefcient at the temperature of the selfpropulsion test. In the absence of model tests an estimate of the thrust deduction factor can be obtained from the work of Holtrop (Reference 39) and Harvald (Reference 17). In the Holtrop approach the following regression-based formulas are given:

CFMC l h s ma s t s c c n t i nhi t ki m tra l c y.

Trong tr ng h p kh ng c m h nh th nghi m m t nh gi y u t kh u tr l c y c th cl yt th nghi mc aHoltrop (tham kh o 39) v Harvald(tham kh o 17). Trong c ch ti p c n Holtrop s h i quy sau y d a v o c ng th c c a ra:

In equation (12.46) the value of the parameter Cstern is found from Table 12.5. The alternative approach of Harvald to the calculation of the thrust deduction factor is to assume that it comprises three separate components as follows: t = t1 + t2 + t3 (12.47) in which t1, t2 and t3 are basic values derived from hull from parameters, a hull form correction and a propeller diameter correction, respectively. The values of these parameters for single-screw ships are reproduced in Figure 12.26. 12.4.3 ull efcienc

Trong ph ng tr nh (12.46) gi tr c a tham s Cstern c t m th y t b ng 12.5. Ph ng ph p ti p c n thay th c a Harvald t nh to n c c y u t kh u tr l c y th a nh n r ng n bao g m ba th nh ph n ri ng bi t nh sau: t = t1 + t2 + t3 (12.47) Trong t1, t2 v t3 l gi tr c b n cl y t c c th ng s c a th n t u ch nh s a h nh d ng th n t u v ch nh s a ng k nh ch n v t t ng ng. C c gi tr c a c c th ng s n y cho t u ch n v t n c m ph ng H nh 12.26. 12.4.3. i u su t th n t u

The hull efciency can readily be determined once the thrust deduction and mean wake fraction are known

Hi u su t th n t u c th d d ng cx c nh m t khi l c y quy t nh v th nh ph n sau c bi t n

However, because of the pronounced scale effect of the wake fraction there is a difference between the full-scale ship and model values. In general, because the ship wake fraction is smaller than the corresponding model value, due to Reynolds effects, the full-scale efciency will also be smaller. 12.4.4 Quasi-propulsive coefcient It can be deduced fromequation (12.41) that the value of the QPC is dependent upon the ship speed pressure eld around the hull thewake eld presented to the propeller and the intimate details of the propeller design such as diameter, rate of rotation, radial load distribution, amount of cavitation on the blade surfaces, etc. As a consequence, the QPC should be calculated from the three component efciencies given in equation (12.41) and not globally estimated. Of particular interest when considering general trends is the effect that propeller diameter can have on the QPC; as the diameter increases, assuming the rotational speed is permitted to fall to its optimumvalue, the propeller efciency will increase and hence for a given hull from the QPC will tend to rise. In this instance the effect of propeller efciency dominates over the hull and relative rotative efciency effects.

Tuy nhi n do ph m vi t c ng r r t cho th y ph n kh c bi t gi a quy m y con t uv nh gi qua m h nh. Nh n chung b i v ph n l n t u nh h n so v i gi tr m h nh t ng ng do hi u ng Reynolds hi u su t to n b ph m vi c ng s nh h n.

12.4.4.

uasi

N c th c r t ra t ph ng tr nh(12.41) gi tr c a QPC ph thu c v o t c t u mi n p su t xung quanh th n t u khu v c l n t u n ch n v t v nh ng th ng s ri ng c a thi t k ch n v t nh ng k nh t c quay phn ph i t i h ng t m l ng t o b t tr n b m t c nh . Nh m t k t qu l QPC n n c t nh to n t ba th nh ph n hi u su t c a ra trong ph ng tr nh (12.41) v khng nh gi trn to n b . c bi t l theo xu h ng chung th nh h ng c a ng k nh ch n v t c th c tr n QPC; nh t ng ng k nh gi thi t r ng t c quay c ph p gi m n gi tr t i u c a n hi u qu ch n v t s t ng l n v do th n t u t QPC s c xu h ng t ng.Trong tr ng h p n y t c d ng c a hi u qu ch n v t chi m u th h n th n t u v c t c d ng quay t ng i hi u qu .

12.5 The inuence of rough water The discussion so far has centred on the resistance and propulsion of vessels in calm water or ideal conditions. Clearly the effect of bad weather is either to slow the vessel down for a given power absorption or, conversely, an additional input of power to the propeller in order to maintain the same ship speed. In order to gain some general idea of the effect of weather on ship performance appeal can be made to the NSMB Trial Allowances 1976 (Reference 42). These allowances were based on the trial results of 378 vessels and formed an extension to the 1965 and 1969 diagrams. Figure 12.27 shows the allowances for shipswith a trial displacement between 1000 and 320 000 tonnes based on the Froude extrapolation method and coefcients. Analysis of the data upon which this diagram was based showed that the most signicant variables were the displacement, Beaufort wind force, model scale and the length between perpendiculars. As a consequence a regression formula was suggested as follows: trial allowance = 5.75 0.793_1/3 + 12.3Bn +(0.0129LPP 1.864Bn)1/3 (12.48)

12.5 S

nh h ng ca n c

Cc th o lu n cho n nay t p trung vo s c c n v s c y c a t u trong i u ki n n c t nh ho c i u ki n l t ng. R rng nh h ng c a th i ti t x u l m ch m t u gi m c ng su t c a t u ho c ng c l i c n b sung c ng su t choch n v t duy tr t c c a tu. t c m t s ki n t ng qut c a nh h ng c a th i ti t l n n ng su t con tu c th c th c hi n cho cc NSMB Trial Allowances 1976 (t i li u tham kh o 42) . Cc t ng c d a trn k t qu th nghi m c a 378 con tu v hnh thnh m r ng n 1965 v 1969 s . Hnh 12.27 th hi nr cho tu th nghi m di chuy n gi a 1000 v 320 000 t n d a v o ph ng ph p ngo i suy v h s Froude. Phn tch s li u c a s n yl c s cho th y bi n s ng k nh t c thay th , s c gi Beaufort, chi u di gi a cc ng vung gc.l m t k t qu c xu t nh l m t cng th c h i quysau: Th nghi m gi i h n= 5.75 0.793_1/3 +12.3Bn +(0.0129LPP 1.864Bn)1/3 (12.48)

where Bn and are the Beaufort number and the model scale, respectively. Apart from global indicators and correction factors such as Figure 12.27 or equation (12.48) considerable work has been undertaken in recent years to establish methods by which the added resistance due to weather can be calculated for a particular hull form. Latterly particular attention has been paid to the effects of diffraction in shortwaveswhich is a particularly difcult area. In general estimation methods range from those which work on data bases for standard series hull forms whose main parameter have been systematically varied to those where the calculation is approached from fundamental considerations. In itsmost simplied formthe added resistance calculation is of the form RTW= RTC(1 + R) (12.49)

Bn v l s Beaufort v quy m m hnh t ng ng. Ngoi cc ch ti u to n ph n v y u t hi u ch nh nh l h nh 12.27 ho c ph ng tr nh (12 48) . M t cng vi c l n c th c hi n trong nh ng n m g n y thi t l p ph ng ph p b sung s c c n v th i ti t c th t nh cho h nh d ng th n tu c th .Sau n y ch ri ng c a ra cho nh h ng c a nhi u x c a nh ng con s ng ng n l l nh v c c bi t kh kh n. Nh n chung ph ng ph p c l ng x p lo i lm vi c tr n c s d li u cho lo t cc hnh d ng thn tu. Nh ng th ng s ch nh ch th ng kh c nhau m t nh to n c ti p c n t nghi n c u n c b n. Trong nh ng h nh d ng n gi n nh t c a n t nh to n them s c c n c a h nh d ng RTW= RTC(1 + R) (12.49)

where RTW and RTC are the resistances of the vessel in waves and calmwater, respectively, and R is the added resistance coefcient based on the ship form parameters, speed and irregular sea state. Typical of results of calculation procedures of this type are the results shown in Figure 12.28 for a container ship operating in different signicant wave heights HS and a range of heading angles from directly ahead ( =0) to directly astern ( =180). Shintani and Inoue (Reference 43) have established charts for estimating the added resistance in waves of ships based on a study of the Series 60models.This data takes into account various values of CB, B/T, L/B and l.c.b. position and allows interpolation to the required value for a particular design. In this work the compiled results have been empirically corrected by comparison with model test data in order to enhance the prediction process.

Trong : RTW v RTC l s c c n gy ra do sng v y n t nh c a sng t ng ng, v R l h s t ng kh ng d a trn cc tham s khch th c tu, t c v cc s c c n b t th ng. Cc k t qu tnh ton c a lo ny th hi n trong hnh 12,28 cho m t tu container i u hnh chi u cao s ng ng k khc nhau HS v cc nhm gc t ( = 0 .180 ). Shintani v Inoue ( Tham kh o 43 ) c thi t l p bi u nh gi s c c n t ng a vo sng c a con tu d a trn nghin c u v i 60 m hnh khc nhau. S li u ny tnh n s khc nhau c a CB, B / T, L / B v l. c. b.v cho php b sung gi tr c n tm t b n thi t k ring. K t qu c a vi c ny c ch nh s a theo kinh nghi m b ng cch so snh v i s li u th tr n m h nh nng cao quy trnh d o n.

In general the majority of the practical estimation methods are based in some way on model test data: either for deriving regression equations or empirical correction factors. In the case of theoretical methods to estimate the added resistance and power requirements in waves, methods based on linear potential theory tend to under predict the added resistance when compared to equivalent model tests. In recent years some non-linear analysis methods have appeared which indicate that if the water surface due to the complete nonlinear ow is used as the steady wave surface prole then the accuracy of the added resistance calculation can be improved signicantly (References 56 and 57). Although CFD analyses are relatively limited, those published so far show encouraging results when compared to measured results, for example Reference 58.

Ni chung ph n l n ph ng ph p c lu ng th c t d a theo m t s cchtrn m hnh th nghi m: ho c l thu c t ph ng tr nh h i quy ho c cc y u t hi u ch nh t th c nghi m. Trong tr ng h p c c ph ng ph p l thuy t nh gi thm s c c n v yu c u n ng l ng trong s ng ph ng ph p d a trn l thuy t tuy n tnh c kh n ng d o n s c c n t ng khi em so s nh v i m hnh th nghi m.Trong nh ng n m g n y m t s ph ng ph p phn tch khng tuy n t nh c xu t,ch ra r ng n u m t n c do dng ch y phi tuy n t nh ho n to n c dng lm m t c t m t sng n nh nh v y chnh xc c a tnh ton s c c n c ng c th c c i thi n ng k ( Tham kh o 56 v 57 ). M c d CFD ph n t ch t ng i h n ch , nh ng nh ng ng i xu t cho ta th y k t qu ng kh ch l khi so v i o k t qu , v d tham kh o 58.

Hnh dng 12.28. c t nh n ng l ng t ng l n duy tr t c tu khc bi t tr ng thi bi n cho tu container

In the context of added resistance numerical computations have suggested that the formof the bowabove the calm water surface can have a signicant inuence on the added resistance in waves. Such ndings have also been conrmed experimentally and have shown that a blunt-bow ship could have its added resistance reduced by as much as 20 to 30 per cent while having minimal inuence on the calm water resistance. 12.6 Restricted water effects Restricted water effects derive essentially from two sources. These are rst a limited amount of water under the keel and secondly, a limitation in the width of water each side of the vessel which may or may not be in association with a depth restriction. In order to assess the effects of restricted water operation, these being particularly complex to dene math ematically, the ITTC (Reference 32) have expressed typical inuencing parameters. These are as follows: 1. An inuence exists on the wave resistance for values of the Froude depth number Fnh in excess of 0.7. The Froude depth number is given by

Trong tr ng h p b sung thm s c c n cho th y r ng hnh dng c a m i t u tr n m t n c t nh c th c m t nh h ng ng k t ng thm s c c n trong sng. Nh ng pht hi n n y c ng c xc nh n b ng th c nghi m v ch ra r ng vng cung c a tu c th gia t ng s c c n c a n nhi u nh 20 n 30% trong khi c nh h ng r t t s c c n n c t nh

12.6 Hn ch n c hi u qu Tc d ng n c h n ch ch y u t hai ngu n. Tr c tin h n ch n c d i s ng thuy n v th hai gi i h n trong chi u r ng c a n c mi bn c a tu c th ho c khng d a vo chi u trm c a tu. nh gi c c t c ng c a ho t ng h n ch n c n c bi t ph c t p hi u r ton h c, ITTC ( Tham kh o 32) d a tham s nh h ng i n hnh. Nh sau : 1. nh h ng c a s c c n sng cho cc gi tr Fnh s u Froude v t qu 0.7. Froude c trao cho b ng

Trong where h is the water depth of the channel. 2. The ow around the hull is inuenced by the channel boundaries if the water depth to draught ratio (h/T) is less than 4.This effect is independent of the Froude depth number effect. 3. There is an inuence of the bow wave reection from the lateral boundary on the stern ow if either the water width to beam ratio (W/B) is less than 4 or the water width to length ratio (W/L) is less than unity.

:hl

su c a n

c c a knh

2. Cc dng ch y xung quanh thn tu b nh h ng b i knh ranh gi i n u s un c theo t l (h / T) nh h n 4 v n kh ng l thu c vo tc d ng s chi u su Froude. 3. C m t nh h ng c a s ph n x s t ph n b n tr n d ng u i t u n u chi n c ( W / B ) nh h n 4 ho c chi u r n c t s b d i ( W L ) t h n t nh nh t. ng m i u r ng ng n

4. If the ratio of the area of the channel crosssection to that of the mid-ship section (Ac/AM) is less than 15, then a general restriction of the waterway will start to occur. In the case of the last ratio it is necessary to specify at least two of the following parameters: width of water, water depth or the shape of the canal section because a single parameter cannot identify unconditionally a restriction on the water ow. Themost obvious sign of a ship entering into shallow water is an increase in the height of the wave system in addition to a change in the ships vibration characteristics. As a consequence of the increase in the height of the wave systemthe assumption of small wave height, and consequently small wave slopes, cannot be used for restricted water analysis. This, therefore, implies a limitation to the use of linearized wave theory for this purpose; as a consequence higher-order theoretical methods need to be sought. Currently several researchers areworking in this eld and endeavouring to enhance the correlation between theory and experiment. Barrass (Reference 44) suggests the depth/draught ratio atwhich shallowwater just begins to have an effect is given by the equation

4. N u t l gi a vng knh m t c t ngang ph n gi a t u (Ac AM) l t h n 15 sau nhn chng h n ch c a ng th y s b t u x y ra. Cc tr ng h p t s c n thi t xc nh t nh t hai trong cc thng s sau: chi u r ng c a n c su c a n c ho c hnh d ng c a c c o n knh v m t tham s duy nh t khng th x c nh kh ng i u ki n m t h n ch d ng n c ch y. D u hi u r rng nh t c a m t con tu m c c n n c l m t gia t ng chi u cao c a h th ng sng ngoi v s thay i v c tnh rung ng c a con tu. H u qu c a s t ng ln chi u cao c a h th ng c t s ng l m t ng thm s thay i c t nh rung ng c a con t u. Nh h u qu c a s t ng th m chi u cao c a h th ng sng t nh ng con sng nh v do nh ng con sng nh c x p l i khng th d ng cho v ng n c phn tch b h n ch . ng Barrass xy d ng (tham kh o 44) cho th y su / d th o t l m t i nh h ng c a n c n ng c cho b i ph ng trnh

in which the Cw is the water-plane coefcient. Alternatively, Schneekluth (Reference 45) provides a set of curves based on Lackenbys work (Figure 12.29) to enable the estimation of the speed loss of a vessel from deep to shallow water. The curves are plotted on a basis of the square of Froude depth number to the ratio AM/h. Beyond data of this type there is little else currently available with which to readily estimate the added resistance in shallow water

Trong : Cw l h s m t n c ( Tham kh o 45 ) cung c p h ng cong d a trn ( Hnh 12.29 ) cho ph p nh gi c a t n th t t c . ng cong l s trn c s c a hnh vung c a s chi u su Froude. i u ny gy ra hi n t ng tu ch i u i gy ra p l c ln t u gi m p l c n y ng Barrass a ra m t b n phc th o pht tri n m t m i quan h cho tu ch i u i

One further effect of shallow water is the phenomenon of ship squat. This is caused by a venture effect between the bottom of the vessel and the bottom of the seaway which causes a reduction of pressure to occur. This reduction of pressure then induces the ship to increase its draught in order to maintain equilibrium. Barras developed a relationship for ship squat by analysing the results from different ships and model tests with block coefcients in the range 0.5 to 0.9 for both open water and in restricted channel conditions. In his analysis the restricted channel conditions were dened in terms of h/T ratios in the range 1.1 to 1.5. For the conditions of unrestricted water in the lateraln direction such that the effective width of the water way in which the ship is travelling must be greater than

b ng cch phn tch cc k t qu t cc tu khc nhau v m hnh th nghi m v i h s kh i, trong kho ng 0 5 n 0,9 cho c hai v ng n c ngoi kh i v a v o i u ki n lng d n hp. Trong ph n t ch c c i u ki n knh b h n ch quy nh v t s h / T trong kho ng 1 1 n 1,5. Gi i h n tu ch i u i c cho b i gi i:

12.7 High-speed hull form resistance In the case of a conventional displacement ship the coefcient of wave making resistance increases with the Froude number based on waterline length until a value of Fn 0.5 is reached.After this point it tends to reduce in value such that at high Froude numbers, in excess of 1.5, the wave making resistance becomes a small component of the total resistance. The viscous resistance, however, increases due to its dependence on the square of the ship speed; this is despite the value of CF reducing with Froude number. As a consequence of this rise in the viscous resistance a conventional displacement hull requires excessive power at high speed and other hull forms and modes of support require to be introduced. Such forms are the planing hull form, the hydrofoil and the hovercraft. The underlying principle of high-speed planing craft resistance and propulsion have been treated by several authors: for example, DuCane (Reference 46) andClay- ton and Bishop (Reference 47). These authors not only examine high-speed displacement and planing craft but also hydrofoils and hovercraft. As a consequence for the detailed principles of their motion reference can be made to these works. The forces acting on a planing hull are shown by Figure 12.30 in which the forces shown as W, Fp, Fn Fs and T are dened as follows: W is the weight of the craft; Fp is the net force resulting from the variation of pressure over the wetted surface of the hull; Fh is the hydrostatic force acting at the centre of pressure on the hull; Fs is the net skin friction force acting on the hull; T is the thrust of the propulsor.

12.7 S c c n hnh th c v tu cao t c Trong tr ng h p c a con t u th ng th ng h s c a s c c n ch t o s ng t ng v i Froude s d a trn chi u d i ng n c cho n khi m t gi tr Fn 0 5 l t. Sau th i i m n y n c xu h ng gi m trong gi tr nh v y m s Froude cao v t qu 1,5, th s c c n sng tr thnh thnh ph n nh c a s c c n t ng. S c c n tnh nh t, Tuy nhin, s c c n do tnh nh t c a ch t l ng t ng ln v n ph thu c v o b nh ph ng t c tu, m c d gi tr c a CF gi m theo h s Froude. Nh m t h qu c a s t ng s c c n do tnh nh tc a ch t l ng, m t qu o chuy n ng c a thn tuc n qu m c n ng l ng t c cao v cc d ng thn tu khc v cc hnh th c h tr c gi i thi u. Nh v y cc d ng l d ng planning hull, tu cnh ng m v t u m kh. Cc nguyn l c b n c a s c c n c a planing craft cao t c va thi t b y c m t s tc gi i u ch nh: v d , DuCane (tham kh o 46) v Clayton v Bishop (tham kh o 47).Cc tc gi khng ch nghin c u displacement v planing craft t c cao m cn tu cnh ng m v tu m kh .Nh m t h qu cho cc nguyn l chi ti tc a cc ti li u tham kh o v chuy n ng c a chng c th c p d ng cho cc tc ph m ny. Cc l c tc d ng trn m t planing hull c hi n th trong hnh 12.30. Trong c c l c c hi n th nh : W Fp Fn Fs v T c nh ngh a nh sau: W l tr ng tm c a tu; Fp l h l c hnh thnh do s thay trn b m t t c a thn tu; i p su t

Fn l l c th y t nh ho t ng t i i m trung tm c a p l c trn thn tu. Fs l h l c ma st ngoi ho t tu. T l l c y c a thi t b y. ng trn thn

By the suitable resolution of these forces and noting that for efcient planing the planing angle should be small it can be shown that the total resistance comprises three components: RT = RI + RWV + RFS (12.50) where RI is the induced resistance or drag derived fromthe inclination of Fp fromthe vertical due to the trim angle of the craft; RWV is the derives from the wave making and viscous pressure resistance; RFS is the skin friction resistance. At high speed the wave making resistance becomes small but the vessel encounters an induced drag component which is in contrast to the case for conventional displacement hulls operating at normal speeds. To estimate the resistance properties of high-speed displacement and planing craft use can bemade of either standard series data or specic model test results. 12.7.1 Standard series data A considerable amount of data is available by which an estimate of the resistance and propulsion characteristics can be made. Table 12.8 identies some of the data published in the open literature for this purpose.

B ng nh ng ph n t ch h p l v c n ch i v i hi u qu planing g c planing n n nh , n c th c bi u di n b ng t ng l c c n v i ba thnh ph n l c:

T i: RIl l c c n gy raho c l cko hnh thnh t nghing c a Fp t ng vu ng gc do gc c t tu. RWV do sng t o ra v l c c n p l c nh t. RFS l l c ma st ngoi. t c caol c c n do sng t o ra tr nn nh nh ng t u b m t l c k o i u n y tr i ng c v i c c tr ng h p tu d i ch ho t ng t c th ng. nh gi c c v n v l c c n c a s d i ch v tu bo th cng cao t c th c th c hi n b ng cch s d ng cc ti li u theo tiu chu n ho c l k t qu c a m t vi th nghi m c th .

12.7.1 Cc ti li u c tiu chu n ha. M t s l ng l n cc ti li u c gi tr c th c d ng nh gi v l c c n v c c c tnh c a thi t b y.B ng 12 8 a ra m t s cc ti li u c cng b cho m c ch trn.

In addition to basic test data of this type various regression-based analysis are available to help the designer in predicting the resistance characteristics of these craft; for example, van Oortmerssen (Reference48) and Mercier and Savitsky (Reference 49). In addition Savitsky and Ward Brown (Reference 50) offer procedures for the rough water evaluation of planning hulls. 12.7.2 Model test data In specic casesmodel test data is derived for a particular hull form. In these cases the principles for model testing outlined in Reference 51 and the various ITTC proceedings should be adhered to in order to achieve valid test results. Multi hull resistance The wave resistance of a multi-hull vessel is commonly approximated by considering the waves generated by each hull of the vessel acting in isolation to be super imposed on each other (References 59 and 60). If this approach is followed through then an expression for the wave resistance for a pair of non-staggered identical hulls takes the form

B sung thm cc ti li u th nghi m c b n c a lo i n y gip cc nh thi t k d o n c c c tnh s c c n c a lo i tu ny, v d , van Oortmerssen (Reference48) v Mercier v Savitsky (tham kh o 49).Ngoi ra Savitsky v Ward Brown (tham kh o 50) a ra c c bi n ph p nh gi th c a c c ng n c c a planing hulls. 12.7.2 D Li u v m hnh th nghi m Trong tr ng h p c th , m hnh th nghi m c bi u i n cho m t lo i thn tu c th .Trong nh ng tr ng h p ny,cc nguyn t c th nghi m m h nh c nu trong Ti li u tham kh o 51 v cc bo co ITTC khc nhau n n c ch p nh n t c k t qu th nghi m h p l . S c c n v i tu nhi u thn S c c n sng c a tu nhi u th n th ng c tnh x p x b ng cch xt cc sng t o ra b i mi thn tu c a tu ho t ng trong s tch bi t v b ch ng ln nhau.(ti li u tham kh o 59 v 60). Cng th c s d ng cho ph ng php trn cho m t c p v t u kh ng ng nh t.

Where A()|SH2 refers to the amplitude function for the side hull and F() is a hull interference function and is dependent on the hull separation, ship length and Froude number. However, it is important to phase the waves generated by each hull correctly if their transverse components are to be cancelled.This cancellation effect is a function of the Froude number and the longitudinal relative positions of the hulls. Moreover, the cancellation effect of the transverse waves will be benecial for a range of Froude numbers around that for which the cancellation is designed to occur.

c p n ch c n ng bi n cho thn ph v F () l m t ch c n ng can thi p thn v ph thu c vo s chia tch thn tu, chi u di tu v s Froude. Tuy nhi n i u quan tr ng l giai o n s ng c t o ra b i mi thn m t cch chnh xc n u thnh ph n ngang c a h b h y b . i u ny c hi u l c h y b l m t ch c n ng c a s Froude v theo chi u d c

12.8 Air resistance The prediction of the air resistance of a ship can be evaluated in a variety of ways ranging from the extremely simple to undertaking a complex series of model tests in a wind tunnel. At its simplest the still air resistance can be estimated as proposed by Holtrop (Reference 52) who followed the simple approach incorporated in the ITCC-1978 method as follows:

12. .

c c n h ng h

D o n s c c n kh ng kh c a m t con t u c th c nh gi theo nhi u c ch kh c nhau t r t n gi n n m t lo t ph c t p c a m h nh th nghi m trong ng h m gi . m c n gi n s c c n kh ng kh v n c th c c t nh theo xu t c a Holtrop(tham kh o 52) theo ph ng ph p ti p c n n gi n k t h p trong ITCC-1978 ph ng ph p nh sau:

in which VS is the ship speed, AT is the transverse area of the ship and Cair is the air resistance coefcient taken as 0.8 for normal ships and superstructures. The density of air a is normally taken as 1.23 kg/m3. For more advanced analytical studies appeal can be made to the works of van Berlekom (Reference 53) and Gould (Reference 54).The approach favoured byGould is to determine the natural wind prole on a power law basis and select a reference height for the wind speed. The yawing moment centre is then dened relative to the bow and the lateral and frontal elevations of the hull and superstructure are subdivided into so-called universal elements. In addition the effective wind speed and directions are determined from which the Cartesian forces together with the yawing moment can be evaluated. The determination of the air resistance fromwind tunnel measurement would only be undertaken in exceptional cases and would most probably be associated with ow visualization studies to, for example, design suitable locations for helicopter landing and take-off platforms. Formore commercial applications the cost of undertaking wind tunnel tests cannot be justied since air resistance is by far the smallest of the resistance components.

Trong t u AT l di n t ch b Sl t c ngangc a t u v Cair l h s s c c n kh ng kh l y l 0 8 v i t u b nh th ng v k t c u th ng t ng. M t kh ng kh air th ng l 3 1,23kg/m . i v i nhi u nghi n c u ph n t ch ti n ti n c th c th c hi n c c c ng tr nh c a an Berlrkom(tham kh o 53) v Gould(tham kh o 54). C ch ti p c n th ch h p b i Gould l x c nh bi n d ng gi t nhi n v o m t nh l n ng l ng c b n v ch n m t gi tr l m m c cho t c gi . T i th i i m t u i tr ch ng sau c x c nh li n quan n m i t u s n v chi u cao ph a m i th n t u v c u tr c th ng t ng c chia nh ra th nh nh ng g i l th nh ph n ph bi n. Ngo i ra hi u qu t c gi v c c h ng v x c nh t h to -c c c ng v i th i i m t u i tr ch h ng c th nh gi . i c x c nh s c c n kh ng kh t vi c o l ng ng h m gi s ch c th c hi n trong c c tr ng h p c bi t v c l s c k t h p v i c c nghi n c u tr c quan d ng ch y v d thi t k ph h p v i a i m cho tu h b v l n . i v i nhi u ng d ng c t nh th ng m i chi ph cam k t ki m tra ng h m gi kh ng th c k t khi s c c n kh ng kh cho n nay l nh nh t c a th nh ph n s c c n.