Transactions on the Built Environment vol 24, 1997 WIT Press, ISSN
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1 Comparison of model test with ship sea trial results for a given vessel series C.Behrendt & T.Kucharski Institute of Marine Plant Operation, Maritime University of Szczecin, Szczecin, Poland Abstract The model test results are the basis for a hull-propeller interaction design premisses and make it possible to prepare a powering parameters trial prediction. Only after performance of the Sea Trials Tests can one verify an accuracy of prediction. In this paper authors presented and compared model test results with Ship Trial Test results on three vessels of the same type. 1 Introduction Ship model tests are basis for preparing the full scale vessel powering trial prediction ( TP ). But one must remember that due to Reynolds scale effects, when measured model data are extrapolated in order to make full scale ship prediction, serious uncertainties are introduced and there is not a straightforward way to correlate crucial self-propulsion parameters [1]. The verification of prediction adequacy can be done only after ship's Sea Trials Tests ( STT ). At the STT a trial vessel's speed, Main Engine ( ME ) torsional shaft speed in revolutions per minute ( RPM ) and engine power in kw are recorded. In order to make the STT results reliable and valid, tests ought to be performed in nautical conditions consistent with contract and model tests conditions. When nautical condtions are not proper, the corrections by applying a proper convertion method for all deviations from the ideal conditions have to be done. When the final analysis of STT results is performed, we are able to compare recorded data with trial prediction. In this puropse, given data are presented in a form of characteristics that are drawn in one coordinates. It let us perform a Trial powering prediction based on model test and STT results for 3 vessels this same type were presented in the paper and then authors verified an accuracy of predictions with recorded real results.
2 278 Marine Technology II 2 Vessel's Propulsion System Tests were carried out with 1350 TEU container vessels: length betw. perpendiculars L?? =154.0 m, breadth B = m and mean draught D = 10.05m. The vessel propulsion system consists of [1]: Main Engine ME SULZER Engine Type 6RTA 62 Engine Power at MCR Ne = kw Shaft Speed n^= 109 RPM Fixed Pitch Propeller ABB Zamech Diameter D = 5899 mm Pitch/Diameter Ratio P/D = Number of blades Z = 5 Disc Area Ratio Ag/Ao = Model Tests Results Model tests for the vessel were carried out with the ship model with assymetric aftbody and with the final design propeller. The design of final propeller was based on the resulst of propulsion tests carried out with a stock propeller together with the results of a 3 -dimensional wake survey. The model propeller was made of aluminium to a scale of 1 : The test program carried out with thefinalpropeller consisted of the following: 1. Open water test with the design propeller. 2. Self propulsion test with the design propeller, draught = 3.6 / 6.5 m 3. Self propulsion test with the design propeller, draught = m 4. Resistance test, draught = 3.6 / 6.5 m The tests and their analysis were carried out in accordance with Froude's method, Le. the total resistance is split up into a factional and a residual componenet. As reference length for both the Reynold and Froudes numbers, the overall submerged length is taken. The frictional coefficient is calculated according to the 1957 ITTC-Line. Frictional Resistance Coefficient ( Model ) [-] (1)
3 Frictional Resistance Coefficient ( Ship ) C?: Marine Technology II 279 Cp=, +C* [-] (2) (log ^.-2) where: R«- Reynolds Number CA - Correlation Allowance Factor, depends on: -the vessel's lenght - the vessel's block coefficient Note: All symbols followed by a subscript of "m" are model values. Ship values are written without subscript. The convertion of the measured model results to those of ship is- for comparative purposes - at first done without corrections according to the equations: SpeedV: V = V*^ [knot] = m p p a [kn ] ( 4) TorqueQ: Q = Qm^P/Pm [knm] ( 5) Effective Power N%: NE = &TV = (RTm-FD)VaA3.Sp/p^ [kw] ( 6 ) Power Delivered at Propeller Np: ND = 2%nQ = 2%n%nQinl3.5p/p^ [kw] ( 7 ) Revolutions n: n = n^ A.-0.5 [1/min] ( 8 ) where: 1 - Ship-Model Scale Ratio p - Mass Density of Water RT - Total Resistance FD - Towin Force in Propulsion Test The wake fraction and the propeller efficiency are determined assuming thrust identity. The propeller open water characteristics are corrected for fully turbulent friction at the Reynolds number( the correction takes care of the fact that the propeller inflow has a higher degree of turbulence in the "behind" condition than in "open water". The added resistance of the zinc anodes, unevenness of the hull and small openings ( which are typical of real ships but which cannot be modelled ) are accounted for in the Correlation Allowance Factor C*. For larer appendages and/or hull openings not present with the model, an allowance - ( additional resistance related to thefrictionalresistance - Rp ) is made.
4 280 Marine Technology II The wind resistance of the superstructure - R^ is estimated based on the relative velocity of the wind - V& and the area - Ay exposed to it. X YR'^r'CAA'PA [kn] (9) where : PA - Mass Density of Air VR - Relative Wind Velocity Ay - Area Exposed to Wind The next step in the analysis considers Reynolds number scale effects on wake as well as on propeller efficiency. As the propeller revolutions of the ship differ from those calculated by equation ( 8 ) because of the relatively lower wake and the higher propeller loading, the correct number of revolutions is determined in next procedure, giving the following expression : where: w - Taylor Wake Fraction J - Propeller Advance Coefficient [ 1/min] Finally, the power at the propeller is calculated according to equation: K, _o ^,3.5 P 1-w where: - rjom - open water efficiency of the model propeller corrected for turbulent flow behind the model - TJO - corrected values of the full size propeller Model Tests results and above mentioned equations made it possible to calculate a full scale powering trial prediction. In Table 1 are presented the trial predictions. Table 1. THE TRIAL PREDICTION [2]. Draught = 5.05 m ( mean ) Headwind m/s 2BF V % [knots] [kw] n r 1/min] 92,1 95,2 98,4 101,8 105,4 109,3 113,9 119,3
5 4 Sea Trials Tests results Marine Technology II 281 During vessel's Sea Trials Tests there were done measurements on 7 this same type ships. But in four cases nautical conditions were not in accordance with contractual agreements and model test conditions, therefore results from three vessels only ( when nautical conditions were proper ) were used for further analysis. Measurements were recorded at following conditions: - headwind - up to m/s - wind force of Beaufort - to 2^BF - draught: m ( mean ) ( 3.60/6.50 ) - deep water exceeding 10 times the draught of the vessel In Table 2 are presented Sea Trials Tests results for 3 vessels. Table 2. SEA TRIALS TESTS RESULTS VESSEL No Vessel A Vessel B Vessel C REVOL. 1/MIN [ POWER kw SPEED knots , Values of power delivered to propeller ND [kw] and propeller revolutions ng [RPM] are taken with use of MAIHAK torquemeter as an average reading of 15 minutes measuring periods. Ship's speed was given by taking the readings of a log. 5 Discussion and comparison trials predictions with SST results Based on data collected in Tables 1 & 2 it was possible to draw dependence characteristics diagrams: propeller shaft speed as a function of the vessel speed - ne = f (v) and power delivered to propeller as a function of the vessel speed - ND = f (v). Thus, infig. 1 are plotted ng = f (v) curves presenting trial prediction and STT results. In Fig. 2 presented ND = f (v) curves.
6 282 Marine Technology II 120 Prediction! Q Vessel A ; A Vessel B j % Vessel C \ Fig. 1 Curves n = f ( V ) 18, , ,5 v [ knots ] Having such a characteristics it is possible to compare predicted powering parameters with results obtained on existing full scale ships during sea trials. L The comparison of characteristics presented in Fig. 1 let us notice that in the whole their course, HE = f (v) curves run below the trial prediction curve. Extreme differences ocurre when vesssels sail with maximum speed. For instance, at the speed 20.5 knots the predicted ME shaft speed ought to have value abt 119 RPM, whereas ME shaft speeds recorded during sea tests were comprised within the range of RPM, makes the difference of less than 5,5%. Within the range of high speeds knots, obtained curves indicate greatest divergences between prediction and SST results. However within the range of knots, STT ng = f (v) curves seem to be the most parallel to the predicition curve.
7 12000 Marine Technology II I Prediction ;B Vessel A A Vessel B jx Vessel C , , , ,5 Fig. 2CurvesND = f(v) v [ knots ] EL Analysing ND = f (v) curves, it is interesting to notice that the highest degree of accuracy of STT results with predicted curve occures within the range of speeds knots. Within the range of knots for all vesels, power delivered by ME to propeller in order to reach a demanded vessel speed is higher than the predicted one. Largest differences appear at the speeds abt. 18 knots, where predicted power has value ND = 6270 kw while the biggest recorded power was ND = 6848 kw, makes the difference abt. 8 %. Sailing during SST with the speed 19.4 knots and faster demanded the deliverance of less power than it was predicted. 6 Summary Based on presented trial prediction and Sea Trials Tests results the comparison of predicted and full scale values of power delivered to propeller and ME shaft speed related has been done. Presented results show that there occure some differences between trial prediction and SST results. But we may come to conclusion that those
8 284 Marine Technology II differences in courses of curves presented in Fig. 1 & 2 are rather natural and may be affected by: measuring inaccuracy, differences in hull forms, dimensional deviations and different grade of blade surface roughness. The water mass density and sea currents effects on final results, too. On the other hand when model test results are converted into full scale predictions, for instance Reynold's scale effects are introduced and it influence the obtained prediction. Number of obtained measuring points and a scatter of results depends on quality of measuring equipment and way of averaging the results. Besides a number measuring points had a crucial influence on shape of obtained curves. Finally we can state that the full scale powering trial prediction do not significantly differs from Sea Trials Test results. References 1. Technical Specification of 1350 TEU Container Vessel, Model Tests for a 1350 TEU Container Ship. Final Report No WP 27/92.
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