Selected Results DTC Sample Clauses

Selected Results DTC. The added resistance of the DTC hull was measured in a range of 0.1 ≤ λ/Lpp ≤1.2. The shortest waves were measured at MARINTEK, with the wave maker operating at its lower limit and the wave time series reveal that the waves are not as stable as for the other periods. While the measured total longitudinal forces are very similar for the three investigated wave heights at λ/Lpp = 0.1, the XXX data is scattered. This is caused by the normalization with very small values (squared wave amplitudes) that amplify the uncertainties of the experimental data. However, there is a tendency that the XXX values for the added resistance increase for shorter relative wave lengths. This range is of particular interest for large vessels since it covers normal operating sea states (for the DTC, λ/Lpp = 0.1 is equal to a wave length of 35.5 m or a wave period of 4.77 s in deep water). Three different water depths, under keel clearances (ukc) and wave steepness have been considered for the added resistance tests with the DTC hull at design draught at 6 kn and 16 kn forward speed. For 6 kn, the measured normalized added resistance values are increasing with increasing water depth and ukc (see Figure 36, left). While the magnitudes of the RAOs are different, the overall tendencies are similar (as far as evaluable from the data points), the peak of the XXX is located around λ/Lpp = 0.8. For the 16 kn case, as presented in Figure 36 (right), the normalized added resistance XXX values for deep water (636.5 m water depth at full scale, blue), intermediate water depth (89.11 m water depth at full scale, purple) and the 100% ukc condition (29.0 m water depth at full scale, red) are very similar without a clear trend regarding the influence of the water depth. The normalized added resistance at 20% ukc (17.4 m water depth at full scale) is significantly higher for all investigated wave conditions. However, looking at the actual forces presented in full scale in Figure 37, it becomes evident that the values measured for 20% ukc are the smallest. There are several effects that lead to the high normalized values as shown in Figure 36: The static ukc for these runs is 20% (or 3.25 cm at model scale). The sinkage measurements from these runs however reveal squat effects leading to a dynamic ukc of only 10.7% (or 1.75 cm) in calm water and 0.9% (or 0.15 cm) in the presence of waves. This is certainly an extreme condition where the vessel is sailing in the boundary layer of the bottom flow of ...
Sample 1
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Selected Results DTC. The first step of testing was the establishment of the propeller open water characteristics. The open water characteristics of the DTC propeller have also been established in SVA Potsdam at a different scale (1:59.406). Both measurement agree quite well. For the propulsion tests in waves, the DTC model has been tested at design draft and parameters of variation were the propeller rpm and the wave period. One calm water reference run, ten runs in regular waves and three runs in irregular waves have been conducted. However, the iterative approach to find the correct setting to obtain a mean speed of 6 kn and 10 kn, respectively, in each wave condition led to a higher number of runs. For each wave period, two wave heights have been tested. Despite the well-tuned and operated online autopilot, severe course-keeping problems have been encountered for all regular waves with periods higher than 5 s (full scale) after a certain number of encountered waves. During the tests, it became clear that a free-running model is not controllable in regular waves with an encounter period close to the vessels natural periods in heave and pitch. The motions become very high and the vessel is in a 'locked' situation, where an increase of propeller revolutions does not lead to an increase of forward speed until a certain threshold is passed and the vessel speed suddenly 'jumps' up and the motions decrease again. The overall behaviour in regular waves with an encounter period close to the vessels natural period in pitch can be characterised as instable. Therefore, the tests in longer waves have been run with 10 kn mean forward speed against the waves instead of 6 kn. A maximum rudder angle of 2-4° was require to keep course. From the results it became clear that the propulsion characteristics such as propeller thrust, torque and revolutions are influenced by the present waves. While the measured values for the a mean speed of 6 kn in the shortest wave (5 s full scale) are very close to the calm water values for the same, the measured values for 10 kn forward speed and longer regular waves (10-15 s full scale) are clearly higher than for the associated calm water case. Thrust, torque and rpm reach a maximum for a full scale period of 13.9 s (11.2 s encounter period), which is close to the vessels natural period in pitch, where added resistance is very high. An increase in wave height for the same period leads to a clear increase in thrust, torque and revolutions to maintain the sam...
Sample 1
Selected Results DTC. The test matrix comprises a total of 17 turning circle manoeuvres, two calm water reference runs, 14 runs in regular waves (parameters of variation: initial heading, rudder direction, wave period, wave height) and 1 run in irregular seas. In addition, five 20°/20° zig-zag manoeuvres have been performed, one calm water reference run and 4 runs in regular head waves (parameters of variation: wave period and timing of rudder execution relative to crest/trough). The comparison of the phasing of the rudder execution revealed a negligible influence on the characteristics of the manoeuvres with differences of 2-3% for overshoot angles and timing. These differences are in the range of accuracy of manoeuvring tests in waves and it is difficult to draw conclusions with respect to the influence of phase shift on the manoeuvring characteristics. In Figure 45, examples of the influence of the initial wave heading on the trajectory during the manoeuvre is shown. The tests have been conducted in regular waves with H = 2.0 m and T = 10.6 s (full scale). The vessel trajectories in the x-y-plane in waves are compared to a reference run in calm water (black trajectory). The approach speed for all cases is 6 kn (full scale) and the results are synchronized with respect to rudder execution (35° to starboard). In head sea conditions (red trajectory), the first circle requires less space compared to the calm water reference run, and as apparent from Figure 45, it takes the vessel approximately the same time to change heading by 90° as in calm water, while a turn over 180° takes less time than for the calm water case. The head waves push against the bow and thus amplify the effect of the moment produced by the rudder. The vessel is drifting oblique with the direction of wave propagation. This is caused by the wave moment acting against the rudder moment when the ship is turning from 180° to 270°. In following sea conditions, the (blue) trajectory of the vessel is strongly distorted by the pronounced drift motion between consecutive turns, here the wave moment amplifies the effect of the rudder moment when the ship is turning from 180° to 270°. In this condition, it takes approximately the same time to turn 90° as in calm water, while it takes significantly longer to turn by 180° (see Figure 46). When the vessel approaches the manoeuvre in beam seas and initially turns the bow into the waves (green trajectory), it takes slightly longer to turn 90°, while the time required to turn ...
Sample 1

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