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    Maria Da Conceição Patricio
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    Naval

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    47696935 Naval Shiphandling Capitulo 2

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    Naval

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    5 views27 pages

    Naval Shiphandling Capitulo 2

    Uploaded by

    Maria Da Conceição Patricio
    Naval

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 27
    forces affecting he ship in Order to predict the movement of our ship accurately, we must thoroughly understand the nature and magnitude ofthe forces which affect her, There arc ot general sources of force which can be brought to bear on our ship independent any other vessel. They are the propellers, the rudders, the mooring lines, the Ground tackle, the wind, and finally the Gurrent. The fitst four are controll lable from the ship itself. The wind and the current (and this includes tidal currents), though not controllable, can be utilized to serve our aims it properly handled. Each these forces can produce important effects, as indicated in Figure 2-1, co Wie worth wiile to take the time to study and understand each of them. Lets re, ‘member ftom the beginning, however, that these are farcas only, and that motion results only after inenia has played its part z ‘A modem ship ma ave distibuted mass of many thousand tons anc may be several hundred feet long. Such a body not only has tremendous inertis resist linear acceleration, butit also has a tremendous moment of inertia to resist rotational accelerations. The ship is resting ina lid (water) coverod by another {ud (ai). both of which will ofr a resistance to relative motion. Thus, when re apply @ single force to the ship, we can expect an acceleration until the Tha tesistance produced by the motion balances out the original force. This wil apply {2 angular motion produced by an oftcenter force as well as by force applied through the center of gravity. Thus, when we apply any force to the ship, we oan expect motion to gradually build up until a state of equilibrium is reached at which time the velocity of the motion will become constant Basic principles Forces in water manifest themselves as pressure diferences, Water is incompres- sible but by applying force to it we can build up a higher pressure in one area as Sampated to surounding areas, and this diference in pressure wil ca waler to flow from the area of higher pressure to WIND, FORCE PRODUCED BY 'D RNOT WIND FROM [ON THE BOW 33000 18S, CURRENT FORCE REAUIRED TO HeLb SHIP STATION. BRCIN AS KNOT SRRENT 45" ON THE Bow. 55.000. LBS. RUDDER 30° RUDDER PRODUCES sib FORCE at 15 KNOTS OF, aso tee MOORING LINES ANO ‘GROUND TACK GINCH MANILA... 30.00 SINGH RE... 25.500 LBS SINGH WIE 64400 LBS {RRINCH SPRING (ato Wine ROrE._., 99.000 18S ‘fie NCH DIE LOCK, CHAIN "61,000 18S. ATI5 ANOS. 6,000 L8S. FIGURE 2-1. Forces which can bear on a ship (figures for 8 22004 1 OD), pressure. When we pull an oar through the water, for instance, we build up high reseure on the face ofthe blade toward which the blade is mov 19 and we create Orrow pressure on the face which is moving away from te water. During 2 Jom fan, water flows from the high pressure region to tne low pressure region. The greater the immersed area of the biade, the greater the area upon which the pressure can act. The greater the force applied fo he Pet the greater the pressure Ciperonce. The average diference of pressure between the he © des, multiplies by the immersed area ofthe blade, s a measure ofthe fo1me We are exerting on the ater Since the inertia of the water resists the force Being applied by the blade sre ofthe oar, this esistance, working through the oar, applies 2/68 to the boat in she opposite direction. Resistance to the oar exists only wher the particles of 14 NAVAL SHIPHANDLING water are being set in motion by the movement of the oar. Without the force we apply to the oar, there would be no motion, no pressure difference. and no resis- tance, Thus we see that force, resistance, and motion are irrevocably interlocked when dealing in a fluid medium. The above discussion illustrates the fact that all forces in water manifest themselves as pressure ditferences. if we are going to apply force on a waterbome ‘object, such as our ship, we can do it only by creating a pressure difference across a part of the ship's structure. And if at any time our ship moves in any way, we know that some force is acting somewhere on our ship's structure—and we can locate that force by looking for the pressure difference that causes it. In any large body of water, there are always two components of pressure present at any point: one is the static pressure due to depth, or sheer weight of the water above the point; the other is the dynamic pressure caused by motion in the surrounding water. In the sea the static pressure does not cause motion, because it is the same everywhere at any given depth level, and hence balances out as far as we are concemed. Bemoull’s Theorem telis us that at any given depth in an open body of water like the sea, the sum of the static pressure and the dynamic pressure is always constant. Normally there is litle motion of the water, so the static pressure is all that needs to be considered. When a ship passes through the water or a propeller blade slices into it, however, the water is set into motion and the static pressure is reduced by the amount of the dynamic pressure. Though itis usually the decrease in effective static pressure brought about by setting the water particles in motion that produces our hydrodynamic effects, knowing the magnitude of the dynamic pressure will tell us the pressure difference to be expected from the motion. The magnitude of the dynamic pressure is given by the expression: P= pve 29 P = Dynamic pressure in Ibs/ft? = Density of the moving fluid in Ibs/ft® V = Velocity of flow in ft/sec 9 = Acceleration due to gravity, 32.2 ft/sec? ‘The resulting pressure difference caused by the motion of water is therefore proportional to the density of the fluid and the square of the velocity of motion, Bernoulli's Theorem and the above expression apply to alr movement also, but since salt water at 64.4 Ibs/ft® is 855 times more dense than standard moist air at .0752 Ibs/tt® the dynamic forces on a ship resulting from the flow of water past its hull and appendages is vastly greater than those caused by the flow of air. On the other hand, the velocity of air relative to the ship may be much higher than normal water velocities, and since the dynamic pressure component increases as the square of the velocity, the dynamic effects of strong winds on a ship's struc- ture can be quite large. It may be useful to remember that the velocity of air must be approximately 30 times the velocity of water for the resulting dynamic pressure 18 FORCES AFFECTING THE SHIP tobe the same, Stated another way, 30 knots of wind is the equivalent of 1 Knot of current. last general characteristic of water that is important in our study is its continuity, it tends to exist as a continuous body, without gaps oF holes exceo% A caused by extraordinary forces. Ifa volume of water is moved away 9 quickly, oy 4 propeller biade, for instance, that the pressure diferences there are insufficient aorepslerate water in as fast as it s being moved away, then a gap would occur hn the back side of the propeller blade. This gap is known as separation ma eompanion phenomenon occurs when, In high velocity stream, the vee \ocity gets so igh and the pressure so iow that the pressure in the sivea™n SOE to the vaporization point of water. In this case drops of water become vaporized in the area described, in a manner similar to boiling. This phenomenon is known 25 cavitation Separation and cavitation are of interest tothe shiphancie, because, when they oceur, they upset the pattem of streamlines and change the resulting forces, Those phenomena are likely to occur around abrupt changes in the undenwalct body of a ship moving at high speed. or about the blade of a propeller that is being rotated rapidly. Hydrofoils. Botore going nto the various hydrodynamic affects associated with 2 ship and its motion through the water, some definitions are in order yorofall. Any relatively thin, plate-like member, such as a propelier Bade oF idder designed to obtain a Mit force when inclined fo the flow af the water angle oF ANG The angle at which’ Aydrototl is inclined to the relative free stream flow. Saas ‘ Lift That component of the reaction foree on 2. hycrofll which lies in @ ion perpendiCulr to he relative fee Stream ‘low of the water Drag. That COMPOREN of the reaction force on a. ‘hydrofoil which lies in a ction parallel to the relative free stream flow of te water eee at ate plaGSd at ar 2igie In a stream of water, as indicated in Fiavre ola) eats a8 a hydrofoil and causes the water to move out of the way 0° Ne ving side and to accelerate to move in behind the trailing side. This create ® high pressure on the leading side and a low pressure on the trailing Sie This oe oye of pressure exerts a itforce on the plate as indicated inthe figure. Win Smooth flow, this force is proportional to the angle of inclination, the ayreh Proseure, and the area ofthe plate. Since an abrupt change of flow i¢ reauTee Boint A, separation could exist at such a point, and could alter the presi thetbution over the surface of the plate, f the plate is shaped as indicated Vt Figure 2-2(0), however, the acceleration of the water will be more gradual a d jon will be avoided The rudder is obviously a hydrofoil, designed to produce the | nitro of the ship's heading. The rudder for /

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