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Abstract: Since the roll damping of ships has significant effects of viscosity, it is difficult to calculate it theoretically. Therefore,
experimental results or some prediction methods are used to get the roll damping in design stage of ships. Among some prediction
methods, Ikeda’s one is widely used in many ship motion computer programs. Using the method, the roll damping of various ship hulls
with various bilge keels can be calculated to investigate its characteristics. To calculate the roll damping of each ship, detailed data of
the ship are needed to input. Therefore, a simpler prediction method is expected in primary design stage. Such a simple method must
be useful to validate the results obtained by a computer code to predict it on the basis of Ikeda’s method, too. On the basis of the
predicted roll damping by Ikeda’s method for various ships, a very simple prediction formula of the roll damping of ships is deduced in
the present paper. Ship hull forms are systematically changed by changing length, beam, draft, mid-ship sectional coefficient and
prismatic coefficient. It is found, however, that this simple formula can not be used for ships that have high position of the center of
gravity. A modified method to improve accuracy for such ships is proposed.
Key words: Roll damping, simple prediction formula, wave component, eddy component, bilge keel component.
predicting the forward speed effects on the roll damping Prediction Method. Eddy Component
Prediction Method. Wave Component
Prediction Method. Bilge Keel Component
components are developed for the friction, wave and 0.015
Ikeda's Method. Total
Ikeda's Method. Eddy Component
eddy components. The computer program of the method Potential Theory. Wave Component
Ikeda's Method. Bilge Keel Component
0.01
was published, and the method has been widely used.
For these 30 years, the original Ikeda’s method 0.005
0.7
either the bow or stern; 0.6
CP=0.65 CP=0.85
0.5
CP=0.80
CP is the longitudinal prismatic coefficient; 0.4
CP=0.60
B
CP=0.55
B
B
B
B
CP=0.75
B
0.3
B B
CP=0.70
CW is the water-plane coefficient; 0.2
CP=0.50
B B B B
0.1
f11 is constant and equal to 0.6 for the stern and 1.0 0
0 1 2 3 4 5 6 7 8 9 10
Stations
for the bow; Fig. 2 Sectional-area curves of series model used in
f12 is constant and equal to 0.05; calculation.
f21 is constant and equal to 2.0 for the stern and 1.0
for the bow;
f22 is constant and equal to 0.15 for the stern and 0.1
for the bow.
However, occasionally, corrections of the results Fig. 3 An example of body plan of ship with Cb = 0.84 and
obtained from the Eqs. (2) and (3) are required. For Cm = 0.98.
204 A Simple Prediction Formula of Roll Damping of Conventional Cargo
Ships on the Basis of Ikeda’s Method and Its Limitation
The relationship between B44 and N coefficient 4.2.1 Characteristics of the Wave Component
(Bertin) is as follows: The reason why viscous effects are significant in
Bˆ (φ in Eq. (19) is in deg). (19) only roll damping can be explained as follows. Fig. 4
N Bˆ 44 a
GM a shows the wave component of the roll damping for 2-D
sections calculated by a potential flow theory. We can
4.1 Frictional Component (BF)
see that the component is very small for sections with
In Ikeda’s method, the friction damping at Fn = 0 is half breadth/draft ratio, H0 = 0.5-1.5, particularly when
given by Kato’s formula as follows: area coefficient σ is large. Usually, conventional ships
4 have such H0 at parallel middle body part. Then ships
BF s f rf3 ac f (20)
3 have relatively small wave roll damping, and viscous
where cf is frictional coefficient, rf is average radius effects play an important role in the roll damping.
from the axis of rolling and sf is wetted surface area. In Figs. 5 and 6, calculated distributions of the wave
These parameters in the equation are given by the component of the roll damping are shown. The results
following equations: for a full ship (Cb = 0.8) shown in Fig. 5 demonstrate
1
3.22r
2 2
2 that the damping created by the mid-ship body is very
c f 1.328 (21)
f a
T small, and that created by the stern body is large. The
results for a slender ship (Cb = 0.5) show two peaks at
rf
0.887 0.145Cb 1.7d Cb B 2OG (22) the cross sections of SS = 3 and SS = 7. The reason why
the peaks appear on bow and stern parts can be easily
s f LPP 1.75d Cb B (23) understood from the calculated results shown in Fig. 4.
BW
In the present study, since the frictional component Fig. 4 Characteristics of roll damping coefficient of wave
component for two-dimensional section at OG/d = 0 and
of roll damping is already given for a whole ship as Eqs.
̂ = 1.25.
(20)-(23), the formula is used without any modification
2
in the simple prediction method developed in the σ
H
H0
1.5 0
0.3
3 2
42480.7709x2 -20665.147 x2 +5355.2035x2-577.8827
6 5 4 0.005
A32=61639.9103x2 -241201.0598x2 +392579.5937x2
3 2
340629.4699x2 +166348.6917x2 -43358.7938x2+4714.7918 0
6 5 4 0 1 2 3 4 5 6 7
A33=-130677.4903x2 +507996.2604x2 -826728.7127x2 ω
3 2
722677.104x2 -358360.7392x2 Fig. 7 Characteristics of roll damping coefficient of wave
+95501.4948x2-10682.8619 component for a whole ship at L/B = 5, B/d = 3.5, Cm = 0.94,
6
A34=-110034.6584x2 +446051.22x2 -724186.4643x2
5 4 Cb = 0.8.
3 2
599411.9264x2 -264294.7189x2 et al. [9] that the viscous forces created by such small
+58039.7328x2-4774.6414
6 5 4
separation bubbles or small shedding vortices do not
A35=709672.0656x2 2803850.2395x2 +4553780.5017x2
3 2
significantly depend on Kc. In Ikeda’s prediction
3888378.9905x2 +1839829.259x2
457313.6939x2+46600.823
method, the distribution of the pressure created on a
(24)
6
A36=-822735.9289x2 +3238899.7308x2 -5256636.5472x2
5 4 hull surface by such separation bubble is assumed as a
3
4500543.147 x2 2143487.3508x2
2 simple shape for each shape of cross sections on the
+538548.1194x2 55751.1528 basis of experimental results of pressure distribution on
hull surfaces. The pressure value was determined as the
4.3 Eddy Component (BE)
calculated eddy components of the roll damping for
The eddy component of the roll damping is created various cross sections are in good agreement with
by small separation bubbles or small shedding vortices measured ones. Then, the eddy damping of a strip
generated at the bilge part of midship section and large section is calculated by following formulas:
vortices generated at the relatively sharp bottom of bow R OG R
1 f1 d 1 d f1 d
and stern sections. Although vortex shedding flow 4 (25)
BE LPP d 2 rmax
2
a CP 0
from oscillating bluff bodies is usually governed by 3 f H f R
2
2 0 1 d
Keulegan-Carpenter number, Kc, it was found by Ikeda
206 A Simple Prediction Formula of Roll Damping of Conventional Cargo
Ships on the Basis of Ikeda’s Method and Its Limitation
1
f1 1 tanh20 0.7 (26) BE1 ( 0.2 x1 1.6) (3.98 x2 5.1525 ) x4
2 2
(0.9717 x2 1.55 x2 0.723) x4 (0.04567 x2 0.9408 )
f 2 1 cos 1.51 e 51 sin 2
1 (27)
BE 2 (0.25 x4 0.95) x4
2
C P 0 0.87 e 4e 0.1877 3
1 (28)
3 2
219 .2 x2 443 .7 x2 283 .3 x2 59.6
2 BE 3 ( 46.5 15 x1 ) x2 11.2 x1 28.6
B (29)
H0 0.5 Cb 0.85, 2.5 B / d 4.5 (31)
2d
S 1. 5 OG / d 0 .2, 0.9 C 0.99
(30) m
Bd
where, rmax is maximum distance from center of gravity 4.4 Bilge Keel Component (BBK)
(roll axis) to hull surface, R is bilge radius and σ is The bilge keel component is usually the largest one
sectional area coefficient. 2
shown for a slender ship (Cb = 0.5) and a full ship (Cb = 0 1 2 3 4 5
Stations
6 7 8 9 10
midship-section coefficient. 0 1 2 3 4 5
Stations
6 7 8 9 10
Bˆ E CR CR
3 B 2
3 x2 x1
3
0
0 1 2 3 4 5 6 7 8 9 10
BE 3
C R AE exp( BE1 BE 2 x3 ) Stations
4
Fig. 9 Longitudinal distribution of σ, H0 and roll damping
AE ( 0.0182 x2 0.0155) ( x1 1.8) 3 79.414 x2 coefficient of eddy component for a ship with L/B = 5, B/d =
3.5, Cm = 0.94, Cb = 0.8, OG/d = 0 and ̂ = 1.25.
3 2
215.695 x2 215.883 x2 93.894 x2 14.848
A Simple Prediction Formula of Roll Damping of Conventional Cargo 207
Ships on the Basis of Ikeda’s Method and Its Limitation
(×10-3) BE
1
d2
0.06
Cb=0.5
C , Cm=0.98
b = 0.5, Cm = 0.98 I C P1l BK ds (35)
Cb=0.5
C , Cm=0.9
b = 0.5, Cm = 0.9
Cb=0.8 , Cm=0.9
0.04
C
C
b = 0.8,
Cb=0.8
Cm = 0.9
, Cm=0.98
b = 0.8, Cm = 0.98
where CP1 is pressure coefficient on hull surface. The
positive pressure coefficient (CP1+) of face of a bilge
0.02 keel and the negative pressure coefficient (CP1-) of back
side of a bilge keel are given by following formulas:
0 CP1 1.2 (36)
0 1 2 3 4 5 6 7 8 9 10
Stations 22.5bBK
Fig. 10 Effects of midship-section coefficient, Cm on eddy C P1 1.2 . (37)
rf a
component of roll damping for slender ships (Cb = 0.5) and
full ships (Cb = 0.8). 4.4.1 Characteristics of the Bilge Keel Component
Calculated bilge keel components of the roll damping
in the roll damping. The component creates 50%-80%
by Ikeda’s method are shown in Figs. 11-13 to
of the total roll damping. The component is created by
demonstrate the characteristics. In Fig. 11 bilge keel
shedding vortices from the sharp edges of bilge keels
component of the roll damping of slender ships (Cb =
due to roll motion. The component can be divided into
0.58) and full ships (Cb = 0.81) with different
two components: the normal force component (BN) and midship-section coefficients are shown. In the
the hull pressure component (BS). Both components are prediction the area of bilge keels is systematically
created by the same vortices from the edge of bilge changed. The results show that the roll damping
keels. The former one is created by the force acting on component increases with increasing area of bilge keels.
bilge keels, and the latter by the pressure over the hull For full ships the increase of the component is almost
surfaces in front and back sides of the bilge keel. linear, but for slender ships it shows non-linearly
In Ikeda’s method, the pressure distributions in front increases. The magnitude of the component
and back of a bilge keel are assumed on the basis of the significantly depends on midship-section coefficients,
measured ones, and are integrated over the hull surface. but not so sensitive on block coefficient Cb.
This means that the method may be available for any In Fig. 12, effects of location of center of gravity on
shape of cross section. Ikeda et al. experimentally found bilge keel component of roll damping are shown for
that the magnitude and distribution of the pressure slender and full ships. As height of center of gravity
created by a bilge keel significantly depends on Kc. decreases, or OG/d increases, the bilge keel component
The roll damping due to the normal force acting on decreases. This is because relative flow speed at bilge
bilge keels is given by following expressions: corner decreases and flow separation at the edge of
bilge keels weakens.
8 b
BN r 3l BK bBK af 2 22.5 BK 2.4 (32) In Fig. 13, effects of aspect ratio (= length/breadth of
3 rf a
a bilge keel) on the roll damping of ships with the same
f 1 0.3 exp 1601 (33) area bilge keels are shown. It can be seen that the
where, r is distance from the axis of rolling to bilge component is not so sensitive with aspect ratio, but
keel, bBK is width of bilge keel, lBK is length of bilge increases with increasing aspect ratio, or more slender
keel and f is the correction factor on bilge radius to bilge keels for full ships with large midship-section
increase the velocity into account. coefficients.
The roll damping due to the hull pressure created by 4.4.2 Proposed Formula of the Bilge Keel Roll
bilge keels is calculated by following equations: Damping
4 By fitting these predicted bilge keel components, a
BS r 2 d 2 a f 2 I (34)
3 simple prediction formula is deduced as follows
208 A Simple Prediction Formula of Roll Damping of Conventional Cargo
Ships on the Basis of Ikeda’s Method and Its Limitation
B BK (×109) B BK (kgf ・ m ・ s/rad)
0.04 1
C b = 0.58,, C
Cb=0.58 Cm=0.94
m = 0.94 b BK /B=0.03 φ a =20° ω=1.1 S BK =86.4m 2 L PP =300m B=60m d=20m
C b = 0.58,, C
Cb=0.58 m = 0.99
Cm=0.99
0.03 C b = 0.81, C m = 0.94
Cb=0.81 , Cm=0.94 0.75
Cb = 0.81, Cm = 0.99
Cb=0.81 , Cm=0.99
0.02 0.5
Fig. 11 Bilge keel component of roll damping of slender Fig. 13 Bilge keel component of roll damping of slender
and full ships for various bilge keel lengths and constant and full ships with bilge keels of the same area (SBK) but
breadth (bBK). different lengths.
B BK
These results indicate that the calculated values of
Cb = 0.58,
Cb=0.58 Cm = 0.94
, Cm=0.94
Cb = 0.58,
Cb=0.58 Cm = 0.99
, Cm=0.99
Cb = 0.81, Cm = 0.94
0.02 roll damping by the proposed formulas are in good
Cb=0.81 , Cm=0.94
Cb = 0.81, Cm = 0.99
Cb=0.81 , Cm=0.99
agreement with the roll damping calculated by the
0.01 Ikeda’s method, although the estimated values by using
the proposed method have some errors about 10%
0 when ̂ becomes larger for the ship with OG/d =
-1.5 -1 -0.5 0
OG/d (downward direction is positive) -0.2 as shown in Fig. 14. However, the error margin
Fig. 12 Effect of location of center of gravity, or roll axis on becomes small in the low-frequency range because the
bilge keel component of roll damping.
bilge keel component is predominant.
x1 B d , x2 Cb , x3 Cm , x4 OG d , x5 ωˆ The results in Fig. 14 suggest that the errors come
x6 a (deg) , x7 bBK B , x8 l BK LPP from the discrepancy of the wave component between
Bˆ BK ABK exp( BBK 1 BBK 2 x3 BK 3 ) x5
B
the proposed method and the potential theory.
ABK f1 ( x1 , x2 ) f 2 ( x6 ) f 3 ( x7 , x8 ) Especially, this discrepancy grows larger on condition
f1 (0.3651x2 0.3907) ( x1 2.83) 2 2.21x2 2.632 of B/d = 4.5 and OG/d = -0.2~-0.5, so it should be
2
f 2 0.00255 x6 0.122 x6 0.4794 noted for the use of the proposed method on this
2 2
f 3 (0.8913 x7 0.0733 x7 ) x8 condition. This may be because the wave component of
2
(5.2857 x7 0.01185 x7 0.00189) x8 the roll damping intricately depends on frequency and
BBK 1 {5 x7 0.3 x1 0.2 x8 locations of roll axis. Therefore, if more accurate
2
0.00125 x6 0.0425 x6 1.86} x4 prediction is needed, the calculated wave damping by
BBK 2 15 x7 1.2 x2 0.1x1 any potential theory should be used.
2
0.0657 x4 0.0586 x4 1.6164
6. Limitation of Ikeda’s Method
BBK 3 2.5 x4 15.75
0.5 Cb 0.85, 2.5 B / d 4.5 In recent years, the number of ships that have
. (38)
1.5 OG / d 0.2, 0.9 Cm 0.99 buttock flow stern, such as large passenger ship or pure
0.01 bBK / B 0.06, 0.05 l BK / L pp 0.4 car carrier, has been increasing. In such a type of ships,
however, prediction accuracy of roll damping
5. Validation of Proposed Method
calculated by Ikeda’s method might decrease
To verify the validity of the proposed method, the remarkably. In order to investigate its limitation, free
values of the roll damping calculated by the original roll decay tests are carried out by using three types of
Ikeda’s method and the proposed method are compared model ships: LPS (large passenger ship), modern PCC
on two kinds of ships. The results of these comparisons (pure car carrier) and WSPCC (wide breadth and
are shown in Fig. 14. shallow draft car carrier). The principal particulars of
A Simple Prediction Formula of Roll Damping of Conventional Cargo 209
Ships on the Basis of Ikeda’s Method and Its Limitation
B 44
0.02
Prediction Method. Total
Table 1 Principal particulars of the ships.
Prediction Method. Eddy Component
Prediction Method. Wave Component LPS PCC WSPCC
Prediction Method. Bilge Keel Component
0.015
Ikeda's Method. Total Scale 1/125 1/96 1/96
Ikeda's Method. Eddy Component
Potential Theory. Wave Component LOA (m) 2.200 2.083 2.083
Ikeda's Method. Bilge Keel Component
0.01 LPP (m) 1.933 2.00 2.00
Breadth (m) 0.287 0.336 0.378
0.005 Draft (m) 0.067 0.0938 0.0772
Displacement (kg) 26.98 33.43 28.05
0
0.2 0.4 0.6 0.8 1
GM (m) 0.0126 0.0194 0.063
ω Tnr (sec) 1.88 2.06 1.05
(a) OG/d = -0.2
B 44
OG/d -1.13 -0.071 -1.35
Prediction Method. Total bBK/Breadth - 0.0217 0.0217
Prediction Method. Eddy Component
0.06 Prediction Method. Wave Component lBK/LPP - 0.225 0.225
Prediction Method. Bilge Keel Component
Ikeda's Method. Total
Ikeda's Method. Eddy Component
0.04 Potential Theory. Wave Component
Ikeda's Method. Bilge Keel Component
0.02
0
0.2 0.4 0.6 0.8 1
ω
(b) OG/d =-1.5 Fig. 15 Body plan of large passenger ship.
Fig. 14 Comparison between Ikeda’s method and proposed
N coefficient
one of roll damping at L/B = 6.0, B/d = 4.0, Cb = 0.65, Cm = 0.1
measured
0.98, φa = 10°, bBK/B = 0.025 and lBK/Lpp = 0.2. Simple prediction formula (B F +B W + B E )
Ikeda's Prediction Method (B F +B W +B E )
Ikeda's Prediction Method (B F +B W )
these ships and the body plan of the large passenger 0.05
remarkably when the roll angle is small. However, the Ikeda's Prediction Method (B F +B W +B E )
Ikeda's Prediction Method (B F +B W )
Measured.
experimental result for whole roll angle. This is pointed Simple prediction formula (B F +B W +B E +B BK )
Ikeda's Prediction Method (B F +B W +B E +B BK )
out by Tanaka et al. [10] that the effect of the bilge keel 0.1
Ikeda's Prediction Method (B F +B W +B E )
Ikeda's Prediction Method (B F +B W )
component on the roll damping significantly decreases
0.05
for the wide breadth and shallow draft ships. Also, the
discrepancies between the simple prediction formula 0
0 5 10 15 20
and Ikeda’s method are attributed to differences roll angle
(c) Wide breadth and shallow draft car carrier
between methodical series model and real model ship Fig. 16 Comparison of roll damping between Ikeda’s
and to using out of its possible calculating condition. method and experimental result.
210 A Simple Prediction Formula of Roll Damping of Conventional Cargo
Ships on the Basis of Ikeda’s Method and Its Limitation