Report of Department of Naval Architecture University of Osaka Prefecture No. 90402 April , 1979 On Roll Damping Force of Ship - Effect of Hull Surface Pressure Created by Bilge Keels- by + + Yoshiho IKEDA” , Kiyoshi KOMATSU tee weeee Yoji HIMENO””** and Norio TANAKA * published in the Journal of The Kansai Society of Naval Architects, Japan , No.165 (1977) ** Research Assistant, University of Osaka Prefecture *** Student of Waster Course, **** Associate Professor ‘888% ProfessorReport of Department of Naval Architecture, University of Osaka Prefecture , No.00402 , April 1979 Department of Naval Architecture University of Osaka Prefecture Mogu-Umemachi , Sakai-shi Osaka 591 JAPAN Mo pr ar’ thon Roll Damping Force of Ship -Bffect of Hull Surface Pressure Created by Bilge Keels- by Yoshiho IKEDA , Kiyoshi KOMATSU Yoji HIMENO and Norio TANAKA ‘SUMMARY ‘The roll damping force of bilge keels consists of two components, one due to the normal force acting on bilge keels and the other due to the hull press~ ure created by bilge keels. Measurement of the hull pressure for several two dimensional cylinders with bilge keels were carried out. On the basis of these experimental results, a formula for the roll damping coefficient due to the hull pressure component is proposed. The estimated values of the roll damping coefficient due to bilge keels which are derived from this formula together with the formula for the normal force component recently proposed by the authors, show fairly good agre~ ements with the experimental values for two dimensional cylinders and ship models with bilge keels. Introduction Bilge keels are important equipments for reducing roll motion because of ‘the simple form and the large roll-danping effect. Many works on the bilge keels effect have been done since Froude's work. In Japan the prediction methods of Watanabe-tnove 1), Tanaka ) and Kato 3) are often used. However the difference of the results of these formulas is not always small 4) , so that further works on the bilge keel effect scems to be necessary. In the previous works on bilge keels, the drag coefficient has been consid ered to be the same as that of flat plates in steady flow. However, the authors have recently paid attention to the fact that the drag of oscillating flat plates depends on the period parameter and considered that the drag coefficients of bil- ge keels should also depend on this parameter. On the basis of this point of view, the authors have recently proposed a prediction formula of the normal force component of bilge-kee? roll damping in which the drag coefficient of bilge keels is expressed as a function of the period parameter 5), This paper concerns the roll damping due to the pressure variation on a hull created by bilge keels which can be treated in the similar way to that of the normal force. The research work on the hull pressure components of the bilge keel damping has been carried out by Sasajima 6) , Tanaka 2) and Goda 7). But there seems to be no measurement of the pressure on the hull except for Goda's work 7) so that the detailed nature of the pressure change created by bilge keels has still been unknown. The results of the pressure measurements for several two-dimensional cylinders are stated here. It is found that the pressure created by bilge keels depends on the period parameter strongly as has been expected, a prediction formula for this hull-surface-pressure component is proposed in thic paper. Finally a prediction method for the total bilge-keel effect is obtained by adding this formula to the one for the normal force component proposed by the authors recently 5). 2. Measurement of Hull surface Pressure Models used in the experiments are two 2~dimensional models (Model A and Model F) and an ellipsoid model (Model G) whose cross-sections and locations of pressure measurements are shown in Fig.l. Principal particulars of these models are shown in Table 2. Fig.2 shows the sketch of the pressure sensor attached to the hull. The two-dimensional models are installed perpendicular to the surface in order to get rid of the free-surface effect and the hydrostatic pressure eff- ect. The flat plates are setted vertically along the original water line of the model to simulate the flow with rigid free surface condition. The roll axis of the ellipsoid coincides with its central axis in order to get rid of the wave- making effect. These models were forced to roll by the forced-roll equipment, and the pressure on the hulls were measured. The non-dimensional pressure coefficient Cp is obtained from the value of the pressure P* at the moment when the roll angle 6=0 or the roll angular velocity becomes maximum as follows,Gym EE. Fpcrmtsy® where r,w and 8» represent the distance from the roll axis to the bilge keel, the roll circular frequency and the roll amplitude respectively. The experimental results of the pressure coefficient Cp at each location on Model A, F and G are shown in Figs.4 to 6 , in which the positive pressure coeff- icients in front of bilge keels are plotted with marks A and the negative ones behind bilge keels with marks QO. From these figures, it is found that the press~ ure coefficient Cp for each hull form is constant against the roll frequency, in other words, the pressure created by bilge keels is in proportion to the square of the roll frequency. As seen from Fig.4 , the effect of the roll amplitude on the pressure coefficient does not appear in the front pressure , but appears in the negative pressure behind bilge keels. And the effect of the roll amplitude , i.e, the period parameter , on the pressure shows a similar tendency with that on the normal force of bilge keels , where the period parameter is defined as Unax"1/D (Umax : the maximum velocity , T : period , 0: the representative length) which was used first by Keulegan and Carpenter for arranging the experimental data of the drag of oscillating bluff bodies , so it is often called K-C nunber. This period parameter can be expressed as r9p/bpyx (bpx : the breadth of the bilge keel) for the case of bilge keels. As seen from this expression, the period parameter depends only on the roli amplitude and not on the roll frequency. The distribution profiles of the hull surface pressure measured are shown in Figs.7 to 11. The values of the positive pressure in front of the bilge keel decreases with the distance from the bilge keel, while the negative pressure behind the bilge keel remains constant for a certain distance from the bilge keel and gradually decreases. These tendencies of the shape of the pressure distri- bution seem not to depend on the shape of cross-sections. From these figures, we can find that the value and the distribution length of the negative pressure depend on the period parameter , and the distribution length becomes longer as the roll amplitude 6» increases. ‘The measured values of the length of the neg- ative pressure are shown in Pig.13 , from which we can safely say that the effect of the shape of cross-sections on the distribution length S/bgx Of the negative pressure is not so large. From these measurements , it can be concluded that the positive pressure in front of the bilge keel is independent on the period parameter , and that the value and the distribution length of the negative pressure behind bilge keels depend on the period paraneter. 3. Prediction Method of Hull Surface Pressure Component of Bilge Keel Damping This section concerns the prediction of the hull surface pressure component cf the bilge-keel damping by integrating the hull pressure assumed on the basis of the experimental results mentioned above. We can express the hull surface pressure created by bilge keels as, ©) where f is the modification factor of the flow velocity at the bilge keel, especi- ally for full ship forms. Integrating the pressure P over the hull surface , the roll damping moment Mp due to the hull surface pressure created by bilge keels can be obtained as, 1 rd) 6l [ce tac and the non-dimensional linear damping coefficient Bg is 5, where d¢,1,B and V are a girthwise length element , the moment ever in a eaction, the beam of the ship and the displacement volume respectively. Bg is defined as, Bow Be, [B- . Baya 25 where By-Mp/4 . The suffix "s" represents the surface pressure component of bilge~ keel damping. The damping coefficient 5, can be obtained by prescribing the value seve (6)Cp and 1 in Bq. (4). We assune the pressure coefficient Cp as in the following , on the basis of the experimental results shown in Chapter 2. At first , we assume the pressure coefficient Cp on the front surface of the bilge keel. As seen from the experimental results shown in Figs.7 to 17, the positive pressure coefficient Cp has its maximum at the front face of the bilge keel. So that , we can assume that C, before the bilge keel has the maximum value Cf at the front face , decreases Tinearly with distance and then reaches zero value at the position of free surface or the center line on the bottom surface of the hull. The value of Ch , the measured values of which are shown in Fig.2 , is empirically assumed as a2 © ‘The distribution shape of the negative pressure behind the bilge keel looks like a trapezoid. We assume that the distribution length $ of the negative pressure can be expressed as the following equation , and that the pressure coefficient is constant in the range of the bilge keel to $/2 , and then decreases linearly to zero at the distance of § from the bilge keel. ‘The distribution length $ can be expressed empirically as follow, m The pressure coctficient C5 at the back face of the bilge keel can be obtained in such @ manner that the vale subtracting Cz from Cf ‘should coincide with the drag coefficient Cy of the normal force of the bilge keel. ba ry =1.2-Co= 22.5 1.2 ene 8) ‘Thus Bg can be obtained by integrating the product of the pressure assumed as above mentioned and the moment lever at each point on a hull over the hull sur- face. Subsequently , we can derive a practical prediction formula for Bg as in the following manner. In order to simplify the calculation , a cross-section is assumed to have vertical side-walls , a horizontal bottom and quadrant bilges as shown in Fig.14 , and also a pair of bilge keels are attached at the each center of the bilge circle. Furthermore , we replace the distribution length $ of the negative pressure with following So which is a constant pressure distribution length, ® From the calculation under the assumptions mentioned above , the integral term in eq. (4) can be expressed as [eo taa=a'(—Ac5+B¢3) mmm In eg.(10) , A and B , which are functions of the period parameter and the hull shape , are shown in Appendix. The difference hetween the appoximated calculation by eg. (10) and an exact integration of assumed pressure over a hull surface is little observed for ordinary ship hull forms. Finally, the prediction method of the bilge keel component can be summarized as follows. The bilge keel component Bx can be estimated by summing up the nor- mal force component By and the surface pressure component By as, B= B+ Bs 8 ats +f (Acs 4B) = ASO rancoe (acc nce) | an vere Gy is, be cms sn The modification factor f in eq.(11) can be determined from experiments. The experimental results of the bilge keel effects attached on two-dimensional models (Wodel E,D,C and B) with various bilge radius are shown in Figs.17 to 20. In these figures , the broken lines show the predicted values in the case of f©1.0 , and as seen from these figures , the difference between the measured values and the brokenlines grows larger as the bilge radius decreases. The reason seems to be because the velocity increase at the bilge circle will cause a larger bilge keel effect increase: When represent the velocity v of the bilge keel by fr with the modification fac~ tor £ , the factor should be taken into all the velocity terms and the period parameter terms of the bilge keel. It can be determined so that the predicted values by eq. {1) should agree with the experimental results shown in Pigs.17 to 20. PO140.3e Dei where 9 jis the sectional area coefficient of the section. The value f from eq. (12) is about 1.1 at most for the midship section of Series 60 , Cp=0.8 ship form , 80 that it is taken into account only for full ship form. ‘Though the fac- tor f could be calculated by potential flow theory , the calculated values for Lewis form cylinders are so large that we cannot use them , the reason of which seems to be that the difference between solid lines and broken lines shown in Figs. 17 to 20 are caused not only by the velocity increase but also by some viscous effects. In this paper , however , this discrepancy does not affect on the predi- ction results because the factor f is determined from the experimental results. ‘The predicted values for two-dimensional cylinders with various sectional area coefficient 0 are shown in Figs.15 to 16. For all g values , the damping coefficient Bgx increases with the breadth of the bilge keel and the rate of the increase becomes larger as 0 increases. 4. Comparison with Experimental Results of Forced Roll Tests. Tn thie chapter ,the comparisons between the predicted values by eq. (11) and the experimental ones are made, ‘the principal dimensions of models are shown in table 1. End plates are setted both sides of the two-dimensional models. In the analysis of the experiment , the moment values Mj at the instanct 0-0 or when the roll angular velocity becoses maximum are read from the records of the forceg roll moment and the linear damping coefficient Bg and the non-dimensional ones Bgq are obtained by using the following equations. Bi “09 The value of 84, in eq.(15) is different from the one which is calculated by inte grating the roll moment in one swing or by the fourier analysis , in the case that the roll damping moment has higher terms, . For example , if the rgl1 damping incl- tudes only the component proportional to 6/6) , fq 18 related to 84q by the foll- owing equations. Bi Sap 525, + 08 For the comparison between predicted values and experimental ones , we assume that the roll damping coefficient Bj, due to bilge keels can be obtained by subt~ racting 8 of a naked hull from B44 for a hull with bilge keels. The comparisons between predicted and measured values for two-dimensional cylinders with various bilge radius are shown in Figs-17 to 20. the slight modification for the factor £ are shown to give good fits to the experipents. The effect of the roll amplitude on Bix axe shown in Figs.21 and 22. The predicted value has a value at 6)=0. ‘The reason is because the roll damping dve to bilge keels consists not only the non-linear term proportional to } but also the linear term proportional to 6). ‘the agreement between the prediction and the measurement is fairly good. The comparisons for three-dimensional ship forms (Nodel H,/I,J and K) in Fig.23 also show good agreements in all cases. ‘The improvement on predicting the effect of the roll amplitude is achieved comparea with Watenabe-tnove's method 1) ang Tanaka's method *). From the agreement between predicted and experimental valve by Tasai and Takaki © shown in Fig.24 , it can be safely caid that the assuny- tion that the roll damping due to bilge keels are proportional to the square of the roll frequency is resonable. Finally the experimental results of the effect of the advance speed on the 40bilge keel component are shown in Fig.25. the effect of bilge keels is almost the same es the one at zero advance speed , in the Froude number range under 0.2, but the effect of the advance speed increases in a snali-anplitude range at high Froude nutber. the tendency of decreasing non-linear damping component. and increasing Linear one 18 also. shown in experimental results by Yamanouchi ®) and Tanaka 16), 6 seen from Pig.25 » however , we coh safely use the predicted values at zero advance speed even ata high advance speed range in the Moderate roll anpl- Ftude over 10 deg. 5. Conclusions ‘The authors have proposed a prediction method of the surface-pressure compo- nent of the bilge keel damping based on the experimental results of the surface- pressure measurement, ‘The comparisons between predicted and experimental results of roll damping due to bilge keels have also been made. The following conclusions can be obtained. 1) ‘The pressure on a ship hull surface created by bilge keels is in proportion to the square of the roll frequency , and the values of the negative pressure behind the bilge keel depend on the period parameter. 2) A prediction method of the hull-surface-pressure component is presented by assuming the pressure distribution on the hull on the basis of pressure measuements. 3) The predicted values of bilge keels which are obtained by superposing the normal force component and the hull-surface-pressure component are in good agreement with the experimental results for two-dimensional cylinders. 4) he predicted roll damping for three-dimensional actual ship forms are in good agreenent with the experimental results. . 5) The prediction method proposed by the authors can safely be used in the presence of the advance speed except for small roll amplitude and high advance speed range. Acknowledgment The present work was carried out as a part of the research work of the 161th Research Committee of the Shipbuilding Research Association of Japan. The authors would like to express their gratitude to Prof. Schoichi Nakamura , Osaka University, the chairman of this committee and to the committee members for their valuable sugg- essions and discussions. A part of this work was supported by the Scientific Research Fund of the Ministry of Education, The computer at University of Osaka Prefecture was used for the calculation. Reference D Y.Watanabe, $.Inoue and T.Murahashi : The modification of Rolling Resistance for Full Ships , Jour. of Soc. of Naval Arch. of West Japan , No.27(1964) ,p-69 2) N.Tanaka + A Study on the Bilge Keel , Part 1-Part 4, Jour. Soc. of Naval Arch. Japan, No.101, 103,105,109 (1957/1958, 19591961) 3) H.Kato : Effects on Bilge Keels on the Rolling Ships, Jour. Soc.of Naval arch. Japan, Vol.117 (1965), p.93 4) W."anaka : Bilge Keel , Proceeding of the Symposium on Seakeeping, Soc. Naval Arch. Japan (1968) , p.143 5) Y.Skeda, Y.Himeno and N.tanaka : On Roll Damping Force of Ship -Effect of Hull Friction of Hull and Normal Force of Bilge Keels-, Jour. of The Kansai Soc. of Naval Arch. Japan, No.161 (1976), p.41 6) H, Sasajima : Effect of Bilge Keel in Rolling of Ship, Jour. Soc. of Naval Arch. Japan, Vol.86 (1954), p.285 7) K,Goda and T.Miyamoto ; Measurement of Hydrodynamic Pressure on Two-Dimensional Ship Models Heaving and Rolling with Large Amplitude , Jour. of Soc. of Naval Arch. of West Japan , No.49(1974), p.17 8) Japan Ship Research Association, SK.161 Committee : On the Prediction of Ship Performance in Wave, Rep.275(1977) 9) ¥.¥amanouchi ; On the Analysis of the Ship Oscillations among Waves, Part 1, Jour. Soc. of Naval Arch. Japan , Vol.108 (1961), p.169 10) N.Tanaka, Y.Himeno, Y.ogura and K.Masuyama : Pree Rolling Test at Forward Speed , Jour. of The Kansai Soc. of Naval Arch., No.148 (1972), p.63Appendix A and B in equation (10) can be obtained as follows Ax (mate) mmm St amram SOT =0.Bm5* WI-G.215m) “tomas mm) mya R/d, m=OG/e miel-m—me, me=He— my B. 041440. 8} — (0.3821 +0.0108) ms mea =O STW BID 4 0.065 (0.38240, 01062) m, C=O. ANT=V IS Sy/d=0,25em, (S1>0.25eR) oe come 40.00, (Si>0.256R) me | svt Bl codSo/ RY) mf Se. 255R) Bilge radius R and the distance r between the roll axis and the bilge keel can be ‘expressed as, (acd, ReBD) a duet, R/a>a) Br (el, R/a>H) fot‘Table 1, Particular of models. Fig. 1. Measuring points of pressure, oll surface aanesive 2. em poplitier sensée ‘cap. ig. 2, Sketch of pressure sensor. {pea toe [ nn ues [esfeane ent its esr | sore Feeney iE BENE RENE SR eat condition, tte A: 6) 8 ron oF ees oor a IY ; Fig, 5. Hull surface pressure created by bilge Keels (Mode! F). Mosel & Cp in fxont of BAX, Fig, 6, Hull surface pressure created by bilge keels (Model G).Mocca As et in trot of 7h a A ae UA ; at 8 g o| 28-3 meeg-6-of #4 she, a oP 02 04 08 Oa ayod 0.6 a Ode Oe Fig, 4, Hull surface pressure created by bilge keels (Model A. | Fig. 9, Pressure distetbution on hull, Fig. 19. Pressure coefficient in front of bilge keelsee Fig. 18. Distribution length of negative pressure. iq Ls sepatie Fig. 14. Assumed pressure distribution. a poll axle + 0 Fig. 15. Caloulated values of roll damping coetticient due to bilge keels. gel -25 @ = 0.997 pout Aede « Fig. 16. Comparison between normal force ‘component and hull pressure com- ponent. pr0.175raa eesioy os measured presont formela present fommola “present forma over tae Present formia fear eee teetvor a os ¢ 7 . oa oF a Fig. 17. Roll damping coefficient Btu. Fig. 22. Roll damping coefficient Bt.Model it SR 108 container ship (single screw) Moaed 1 ge] ‘Series 60, c,70.6 ink| weasured measured a ora 0.575 a aio = 0.89% (au 7%) ° 0-005 a 0.397 0.005 present formula present formula 0.0 On2 0.2 0 0.3 0.0 Ont 0.2 e 0.3 eas 9.0% — woaed a . Series 60, C,*0.7 Node K 8 | meassces D-otp Series 60 , C,=0. Ord 90.496 Bf |nmasorea ean eo: B= 8.533 0,005} present formula Fig. 24. Roll damping coofficient Sex due to blige hess eee ee _ = 5. effect of advance speed on roll damping duo to bilge keels. -10-