5 sera BOR RICE BAND BO FEI DA NONLINEAR EFFECTS FOR SHIP MOTION IN HEAVY SEAS. by Y. Yamamoto”, T. Fukasawa”, M, Ar and E. Kajita®” Abstract [A number of ship disasters took place in succession during the past several years in the North Pacific Ocean, and investigations of ship's responses among high waves have been done in order to clarify the mechanism of the disasters ‘The first two authors of the present paper and Fujino proposed a theory for determining behaviors of a ship among rough seas, taking account of impact forces due to slamming, and the special version of the theory can be used for determining rigid-body motions. Series of experi ship of fine hull form with prominent bow-flare; the results obtained are in good accordance wi theory even in case of slamming. 1. Introduction [A number of ship disasters have occurred in suc cession during past several years in the North Pacific Ocean, most of which have taken place in winter in reions noted for heavy seas inthis season, and which can thus be attributed to excessive internal forces due to high wave. Investigation into the causes of these accidents requires knowledge ofthe ship's response to waves of Inrge amplitude, Container ships ae generally charac- tetized by a fine hull form and prominent bow-fare, and the effect of bow-fare slamming to the logitud- inal strength may become of significant importance. “The first two authors of the present paper and Fujino have developed a nonlinear theory of ship responses among waves, taking account of the effect of siam- 2 PSEA Sct Eine, Urey or tate arn SIS ta Si ke, ib ie 1) Ship" Dymamics Depaines ean indies Co. La "Reach tnaut,htawajime rime x iments are conducted with a model for a fast cont ming; its computer program is designated TSLAM (1, 21, This theory considers nonlinear effects of the re~ lative configurations of the ship and waves, and the im- pact of slamming is represented by momentum changes due to added water mass. Series of towed model tests were conducted in the Seakeeping and Maneuvering Tank, Ishikawajima- Harima Heavy Industries Co., Ltd, (IHI), to examine bbow-flare slamming on container ships in heavy seas, and hull responses obtained by the tests are compared with the conventional linear strip theory and the non- linear theory; as a result, itis clarified that the pitch and heave motions in high waves are significantly influenced by the effects of nonlinearities, 2. Nonlinear theory [1, 2] Introduce the coordinate system shown in Figure 1 Regular waves of height 14, and length \ proceeding, in the direction of thé X-axis govem the sea condi- tions. The angle between the direction of the waves Hw —319 Figuee 1. Coordinate system,19 Figure 2. Model and the ship's forward motion with velocity V, will be denoted by an angle x. w is the displacement compo- nnent of the hull in the zirection, Considering the ship hull girder, the equation for the rigid-body motion becomes as follows; [om (Ber) 9A tug ae 2 Dr where wis the mass per unit length, and My, and Ny are the added water mass and the damping coefficient due to wave-making, both of which are determined by the two-dimensional theory. », and A ate the Z-com- ponent of the orbital velocity of regular waves and the sectional area below waterplane modified with the Smith conection. Time differentiation with respect to the space-fixed coordinate system is given by Dla Dia fps @ In the rightshand side of equation (1) expressing the extemal forces, the first term represents the force ‘caused by the momentum changes of water, the second term the wave-making damping force, the third term the buoyancy, and the fourth term the gravity force. By virtue of the results of experiment (2], the impact FoIce figy corresponding to the nonlinear part of the fiest term appears only in case of entry, and therefore, it is given by. Here the values of My and Nyy are determined in t tion to the instantaneous relative configuration of the ship’s hull to the wave surface, Moreover, when the hhull cross section is in the air (bottom emergence), all the terms of the right-hand side of equation (1) are reduced to zero except the fourth term due to aravity. The rigid-body displacement w is expressed in terms of the following coordinate functions W, and W, cor- responding to heave and pitch: W, =10 My o =o 4) side view. “6 ‘The displacement w= Wot + WoL -xpressed in the form ©) Here, heave is represented by $ and pitch by 2 Substituting equation (6) into equation (1), and applying Galerkin's method, lead to the ordinary dif- ferential equation, which is solved numerically in time with the aid of a Newmark-beta method with 6 = 1/4 3. Model experiment ‘The model used in the present experiment is shown in Figures 2 and 3. It is a wooden model of 2.75 m in length for a fully4oaded single-screw high-speed container ship whose principal particulars are given in Table 1. The bow of this ship is characterized by prominent flare which can be noticed in the body plan of Figure 3. ‘The rigid-body motion of the model in waves was measured by the semi-constrained system 3]: This towing system incorporates the arrangement for meas- turing resistance illustrated in Figure 4, the drift forces in the directions of surge and sway are balanced at the center of gravity of the model by means of weights 100 on Figure 3. Body plan of model. = 320 —Figure 4, Outline of resistance dynamometer (Reference [3]) Table 1 Principal particulars of model nce a | ew transverse rats of aration tm | et [se cet a» “ and weak springs, while the moment of yaw drift is balanced by a torsional spring mounted in the heave rod. This device permits measurements to be made of the hull motion in all six degrees of freedom. By this system, tests can be conducted under an idealized con- ion similar to the theoretical calculation for respon- ses among oblique waves; that is, it can be towed at a given constant speed in a given direction with respect to waves, keeping the model's center plate in the direc- tion of tow. ‘The wave conditions for the present experiments ate shown in Table 2. In Case 1, the wave height 200 mm (LiH., = 13.8) is for longer wave such that WL 2 1, and is reduced for runs of smaller 2/L. Case 2 ives the waves of lower wave height 50 mm for any 4. Results and considerations ‘The double amplitudes of heave and pitch obtained by experiments are shown in Figures 5 ~ 8, and com- pared with the linear and nonlinear theories, In these figures, the citcles indicate experimental data in Case 1 (high waves, Lif, = 13.8~ 27.5) specified in Table hey are in fairly good accordance with the non- linear theory, but significantly lower than the linear theory. The triangles show the corresponding data in Case 2 (low waves, L/#,, * 55), and are in conformity With the linear theory. The hexagons are for the a ditonal runs (Case 3) for N/L = 1.0, corzesponding to LJH, = 183, 27.5 and 36.7. From these figures, it can be seen that with the increase of H,, the mess- ‘ued amplitudes deviate downward from the linear strip theory, but are in conformity with the nonlinear theory. This tendency well ilusrates the restraining effect on the response by the impact of bowflare slamming. The downward deviation from the non- linear calculation shown by the measured plots in the region of A/L = 1.0 to 1.4 may be ascribed to the scooping effect of green seas by the bow in its upward ‘motion upon emerging through water surface. In Figures 9, the relative configurations of hull and wave surface calculated by the nonlinear theory are compared with photographs of the model taken from the corresponding frames ofa 16 mm cinematographic film; the agreement between the sketches and photo- rephs suggests that the nonlinear theory gives satis: factory estimates for the actual ship motion in case of bow-flare slamming. Moreover, the figures also reveal the restraining effect by bow-lare slamming. rabie2 Tes conditions vo [ose [ARS dol BoE 20 | [ae tw (rm [ASE 2 [52%] 50 | 50 | 50 0 so | so | s0| 50] s0| 50 an owes - : 8 157.5", 135° Fr + 0,075, 0.15 ~ 321 -LINEAR tone © eae v= 10200 nok 8 Cie? tm somm © case 5 4 som 2 | nto, z é ost t4-2000— Figure 5. Amplitude of heaving motion (x= 180°, Fn = 0.15). [Nonlinear calculations ae for Case 1 in Figutes S~8, une oa. once ca, © CASE 1c = 100 © 200 om 4 OS 2 mm 0S oases 5 wee som z ve r5in-— PY § wer t09m- “flo Epo -ets0m ce thes 10 20 an Figure 6. Amplitudes of pitching motion (x= 180", Fn = 0.15) 5. Conclusions In order to investigate ships’ behaviors among high waves, series of model experiments were conducted with a wooden model for a singlesctew high-speed container ship with prominent bow-flare, and ship ‘motions measured are compared with calculations based on the linear conventional strip theory and on the new nonlinear theory. The results obtained are as Tollows: 1) While the amplitudes of pitch and heave calculated by the linear strip theory are in accordance with measured data only in case of relatively small wave height, the nonlinear theory shows good coinciden- 121 Une a. rome 0 CASE he 100 200 19 ze ° an Figure 7. Amplitudes of heaving motion (x= 135°, Fn 0.15). EH CAL vont near, © SEF 0m + 100 200 a 267K os] an (c= 138°, Fa= 018) Figure 8. Amplitudes of pitching ce even in high waves and is promising as a powerful tool for estimating the ship motion in heavy seas. 2)In the case of ships with prominent bow-flare, the ratio of the amplitude of heave and pitch to the wave height decreases with the increase of wave height. This effect is attributed to the impact caused by bow-flae slamming. ‘Acknowledgement ‘The authors are indebted to staffs at the Seakeeping and Maneuvering Tank, IHI, for their unreserved ‘cooperation in performing the present experiments. ~ 322 ~122 ow 7 vre0.0 i¢ 9-2. Ship motion in waves (x= 180°, Fn = 0.15, YL =1.1,L/My = 138). 1 NONLINEAR CALCULATION vs x te=0.11 _ SSS : wyieo.17 1 Figuie 9.3. hip motion in waves (x = 180", Fi © 0.15, Al = 1.1 billy = 13.8), Figure 9-4. Ship motion in waves (x= 180", Fn =0.15,/L = LL. Lily = 13.8). | NONLINEAR CALCULATION | 1 — vte=0.29— Flawe 95, Ship motion in waves (x= 180°, Figure 94, Ship motion in waves (x= 180", Fn=0.15,NL = 1.1,L/My = 13.8). | NONLINEAR CALCULATION {Figure 97. Ship motion in waves (x= 180", Fn = 0. 1160.66 |NONLINEAR CALCULATION Figure 9-10. Ship motion in waves NONLINEAR CALCULATION | References 1. Yamamoto, Y., Fujino, M. and Fukasawa, T., ‘Motion and longitudinal strength of a ship in head sea and the effects ‘of nondineaites, Journal of the Society of Naval Ahi tects of Japan, Vols. 143 and 144, 1978. Vol. 145, 1979, (Go Japanese): Naval Architectare and. Ocean Engineering, Vol. 18, Society of Naval Architects of Japan, 1980. Yamamoto, Y., Fujin, M. Fukasawa, T. and Ohtsubo, ‘Slamming ‘and. whipping of ships among rough seas. ia Nomerical Analysis of the Dynamics of Ship Stuctues. EUROMECH 122, ATMA, Pai, 1979 3. Mizoguchi, S. and Ohmichi, M. “Seskeeping tests in TH Seakeeping and Maneuvering Tank’, HI Engineering Review, Vol. 1d, No, 2, 1981 ~ 325 -