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Research Papers: Offshore Technology

Springing Responses Analysis and Segmented Model Test on a 550,000 Dead Weight Tonnage Ore Carrier

[+] Author and Article Information
Hui Li

College of Shipbuilding Engineering,
Harbin Engineering University,
Harbin 150001, Heilongjiang, China
e-mail: huili@hrbeu.edu.cn

Di Wang

College of Shipbuilding Engineering,
Harbin Engineering University,
Harbin 150001, Heilongjiang, China
e-mail: Wangdi2535@126.com

Chen-Ming Zhou

College of Shipbuilding Engineering,
Harbin Engineering University,
Harbin 150001, Heilongjiang, China
e-mail: zcming@hrbeu.edu.cn

Kai-Hong Zhang

College of Shipbuilding Engineering,
Harbin Engineering University,
Harbin 150001, Heilongjiang, China
e-mail: jack194988@163.com

Hui-Long Ren

College of Shipbuilding Engineering,
Harbin Engineering University,
Harbin 150001, Heilongjiang, China
e-mail: renhuilong@263.net

Contributed by the Ocean, Offshore, and Arctic Engineering Division of ASME for publication in the JOURNAL OF OFFSHORE MECHANICS AND ARCTIC ENGINEERING. Manuscript received November 13, 2016; final manuscript received January 12, 2018; published online March 7, 2018. Assoc. Editor: Robert Seah.

J. Offshore Mech. Arct. Eng 140(4), 041301 (Mar 07, 2018) (9 pages) Paper No: OMAE-16-1142; doi: 10.1115/1.4039160 History: Received November 13, 2016; Revised January 12, 2018

In hydroelastic model tests, segmented ship models are usually used to make sure that the model scale and the full size ship satisfy the similarity law of structural natural frequency and distribution of ship bending stiffness. However, springing barely occurs in those tests because the natural frequency of segmented ship models is too high for the regular waves required to be generated in a tank. In order to investigate the springing effect, three sets of backbone of variable cross section are adopted in the test. One set of backbones satisfies the similarity law of natural frequency, and two extra sets of low stiffness backbones are used so that the springing effect can appear and be measured. Experimental results show that the springing occurs when the wave encounter frequency coincides with the first elastic natural frequency of the ship, or with half or one-third of it. A good agreement has also been obtained between the experimental and the numerical results by a three-dimensional (3D) hydroelasticity method. Based on these results, the contribution of the springing responses to the fatigue damage of the ship is estimated and analyzed.

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References

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Figures

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Fig. 1

The experimental facilities: (a) towing tank at HEU, (b) wave generator), (c) four degrees-of-freedom seakeeping instrument, and (d) the carriage

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Fig. 2

The segmented model

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Fig. 3

Arrangement of the segmented model

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Fig. 4

The backbone system

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Fig. 5

The segmented model of Ore carrier

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Fig. 6

Midship stress of model H after application of an impulse force in still water

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Fig. 7

Band pass filtered midship stress of model H after application of an impulse force in still water

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Fig. 8

Heave RAO (15 knots and head seas)

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Fig. 9

Pitch RAO (15 knots and head seas)

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Fig. 10

The VBM RAO for Section S5 of model L (15 knots and head seas)

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Fig. 11

The VBM RAO for Section S5 of model M (15 knots and head seas)

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Fig. 12

The VBM of model M at S5 (ωe = 0.879 rad/s, U = 15 knots)

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Fig. 13

The VBM of model M at S5 (ωe = 0.555 rad/s, U = 15 knots)

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Fig. 14

The FFT result of VBM of model M at S5 (ωe = 0.879 rad/s, U = 15 knots)

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Fig. 15

The FFT result of VBM of model M at S5 (ωe = 0.555 rad/s, U = 15 knots)

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Fig. 16

The VBM of model H at S5 (ωe = 0.881 rad/s, U = 15 knots)

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Fig. 17

The VBM of model H at S5 (ωe = 0.597 rad/s, U = 15 knots)

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Fig. 18

The FFT result of VBM of model H at S5 (ωe = 0.881 rad/s, U = 15 knots)

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Fig. 19

The FFT result of VBM of model H at S5 (ωe = 0.597 rad/s, U = 15 knots)

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Fig. 20

The probability distribution of the North Atlantic Sea States

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Fig. 21

Significant values of the VBM (Hs = 0.5 m)

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Fig. 22

Significant values of the VBM (Hs = 7.5 m)

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