Professional Documents
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Engine
Reduction
Gear
Strut Screw
Bearing
Seals
THP
BHP
Shaft
SHP
DHP
E/G
BHP
R/G
SHP
Relative Magnitudes?
BHP>SHP>DHP>THP
Shaft
Bearing
DHP
Prop.
THP
Hull
EHP
Measured EHP
Towing carriage
E ffe c ti v e H o r s e p o w e r , E H P ( H P )
1000
800
600
400
200
0
0
10
12
14
16
EHP
H
THP
- Hull efficiency changes due to hull-propeller interactions.
- Well-designed ship :
H 1
- Poorly-designed ship :
H 1
Well-designed
Poorly-designed
propeller
Screw
THP
DHP
DHP
THP
SHP
Propulsive Coefficient (PC) ~ An overall measure of drive train
efficiency
EHP
p
SHP
ft
RT (lb) VS
s
EHP(HP )
ft lb
550
s HP
ft lb ft J
RT V S lb
Watts : Power
s
s
s
1 Watts 1 / 550 H P
lb
RT
non - dimension
2
CT
2
lb s 2 ft 2
0.5 Vs S
4
ft
ft s
CT Coefficien t of total hull resistance in calm water
RT Total hull resistance
Fluid density
VS Speed of ship
S wetted surface area on the submerged hull
CT , , S and VS
RT (lb) 0.5SVS CT
2
TOTAL R ESISTAN C E C U R VE
YARD PATROL CRAFT
20000
15000
10000
5000
0
0
10
12
14
16
RT CT VS
VS
EHP RTVS CT VS VS
2
VS
RT RV RW RA
RV : Viscous Resistance
R W : Wave Making Resistance
RA : Air Resistance
Viscous Resistance
- Resistance due to the viscous stresses that the fluid exerts
on the hull.
( i.e. due to friction of the water against the surface of the ship)
- Water viscosity, ships velocity, wetted surface area and roughness
of the ship generally affect the viscous resistance.
Characterized by the non-dimensional Reynolds Number, Rn
Air Resistance
Hollow
Hump
Wave-making
Viscous
Speed (kts)
- Low speed : Viscous R dominates
- Higher speed : Wave-making R dominates
- Hump (Hollow) : location is function of ship length and speed.
CV Ctangential Cnormal CF KC F
flow
bow
ship
stern
Tangential Component : CF
- Tangential stress is parallel to ships hull and causes
a net force opposing the motion ; Skin Friction
- It is assumed
Semi-empirical
equation
LVS
Rn Reynolds Number
L L pp (ft)
VS Ship Speed(ft/s)
(cont)
Flow over
flat plate
Laminar Flow
R n about 5 10
Turbulent Flow
5
R n about 5 10
(cont)
Normal Component
- Normal component causes a pressure distribution along the
underwater hull form of ship
- A high pressure is formed in the forward direction opposing
the motion and a lower pressure is formed aft.
- Normal component generates the eddy behind the hull.
- It is affected by hull shape.
Fuller shape ship has larger normal component than slender
ship.
large eddy
Full ship
Slender ship
small eddy
(cont)
Normal Componentof Cv K CF
CF Sk inFriction Coeff.
K Form Factor
(ft )
B( ft)
K 19
L( ft) B( ft)T ( ft) L( ft)
3
Wave-Making Resistance
Definition : refer to the previous note
Typical Wave Pattern
Stern divergent wave
L
Transverse wave
Wave Length
Wave-Making Resistance
Transverse wave system : Waves perpendicular to wake
It travels at approximately the same speed as the ship.
Slow
Speed
Wave
Length
Vs Hull Speed
Hull
Speed
Wave Length
- EX :
DDG 51 : 7 % reduction in fuel consumption at cruise speed
3% reduction at max speed.
design &retrofit cost : less than $30 million
life cycle fuel cost saving for all the ship : $250 mil.
Tankers & Containers : adopting the Bulbous bow
3) Stern flaps - helps with launching small boats, too!
CT C V C W C A
C F(1 K) C W C A
CA: Correlation Allowance
Correlation Allowance
It accounts for hull resistance due to surface roughness,
paint roughness, corrosion, and fouling of the hull surface.
It is only used when a full-scale ship prediction of EHP is made
from model test results.
For model, C A 0 Since model surface is smooth .
For ship, empirical formulas can be used.
Other Resistances
Increased Resistance in Shallow Water
- Resistance caused by shallow water effect
- Flow velocities under the hull increases in shallow water.
: Increment of frictional resistance due to the velocities
: Pressure drop, suction, increment of wetted surface area
Increases frictional resistance
prototype
ship
prototype
?
model ship
Dimension
Speed
Force
Model
Scale Factor
LS (ft)
: Length
LM (ft)
S S (ft2 )
S M (ft2 )
: Area
S (ft3 )
M (ft3 )
: Volume
CV f ( Rn ),
CW f ( Fn )
RnS RnM ,
FnS FnM
LSVS LMVM
,
vS
vM
vM LS
VM VS
,
vS LM
VS
VM
gLS
gLM
VM VS
LM
LS
Example
Ship Length=100ft, Ship Speed=10kts, Model Length=10ft
Model speed to satisfy both geometric and dynamic similitude?
VM VS
LM
LS
10ft
10(kts)
100ft
3.16(kts)
vM LS
VM VS
vS LM
100 ft
10(kts)
(assumevM vS )
10 ft
100(kts)
CWM CWS
CVM CVS
gLS
gLM
FnS FnM ,
VS (ft/s) VM (ft/s)
LS(ft)
LM (ft)
- Example :
Ship length = 200 ft, Model length : 10 ft
Ship speed = 20 kts, Model speed towed ?
VM VS
VS
LM
1
VS
LS
LS / LM
1
1
20kts
4.47 kts
20
1kts=1.688 ft/s
CT CV CW C A CF (1 K ) CW C A
1) CTM CFM (1 K M ) CWM C AM
Froude
Expansion
Measured in tank
2) CTS C FS (1 K S ) CWS C AS
RTS VS
3)
EHP ( hp )
550
(calculated)
KS KM
C AM 0
( Model is smooth)
C AS 0
(given, or calculated)
Diameter
Hub
Blade Tip
Blade Root
Pitch Distance
Pitch Angle
Fixed Pitch
Variable Pitch
Controllable Pitch
(Constant Speed)
Left Hand
Right Hand
Suction Face
Leading Edge
Trailing Edge
Pressure Face
Propeller Walk
Due to a difference in the pressure at
the top and bottom of the prop (due to
boundary layer), the lower part of the
prop works harder.
This leads to a slight turning moment.
Right hand props cause turns to port
when moving ahead.
Disadvantages
- Expensive
- Less efficient operating in
reverse
DDG51
Vwater 0
Wake Region
VS
Q
VW
Vwater VS
VA VS VW
Speed of Advance
1 1 Ct
T
CT
2
0.5VA Ao
propeller
THP
DHP
Maximum
; Prop Eff
The larger the diameter of propeller, the better the propeller efficiency
1 atm=101kpa
=14.7psi
Propeller Cavitation
Consequences of Cavitation
Propeller Cavitation
Preventing Cavitation
- Remove fouling, nicks and scratch.
- Increase or decrease the engine RPM smoothly to avoid
Propeller Cavitation
Ventilation