Archief Mekelweg 2, 2628 Deift Tel: 015-2786873/Fax:2781836 Waterjet-Hull Interaction

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Archief Mekelweg 2, 2628 Deift Tel: 015-2786873/Fax:2781836 Waterjet-Hull Interaction TECIINTSEE UNEVERSITEIT Scheeps bydromechani ca Archief Mekelweg 2, 2628 Deift Tel: 015-2786873/Fax:2781836 Waterjet-Hull Interaction door Tom J.C. van Terwisga Samenvatting Doelstelling van dit werk is het ontwikkelen en valideren van gereedschappen voor de analyse van waterjet-romp interactie. Hoewel erreeds een aanzienlijkehoeveelheid kennis bestaat omtrent de afzonderlijke componenten in het waterjet-romp systeem, bestaat er een hiaat in onze kennis met betrekking tot de wederzijdse interactie. Als gevoig daarvan worden verschilleninhet vermogen-snelheidsverband tussen prototype en voorspelling vaak aan interactie toegeschreven. Een van de belangrijkste oorzaken voor misverstanden op het gebied van waterjet voortstuwing lijkt de afwezigheid van duidelijke definities te zijn. Hoofdstuk i laat zien dat er in de literatuur veel verwarring bestaat over definities en beschrijving van waterjet-romp interactie. Dit werk begint derhalve met een theoretisch model waarmee een complete beschrijving van waterjet-romp interactie mogelijk is. Het interactie effect op de romp wordt uitgedrukt in een 'resistance increment' factor. Het interactie effect van de waterjet wordt uitgedrukt in een 'thrust deduction' factor en een impuls interactie- en een energie interactie-efficiency. De beide laatste rendementen verdisconteren de verandering in ingenomen impuls- en energieflux ten gevolge van de verstoring door de romp. Hoewel een ruwe procedure voor voortstuwingsproeven met waterjets reeds voorgesteld is door de ITTC in 1987, leidt deze aanpak gemakkelijk tot grote systematische fouten, waardoor het nut van de proeven dubieus wordt. Bovendien was devoorgesteldeverwerkingsproceduregebaseerd op een incompleet theoretisch model. In dit werk wordt een verbeterde experimentele procedure beschreven die gebaseerd is op ijking van de opnemers tijdens een paaltrek proef, tezamen met een verwerkingsprocedure die bepaling van de interactie factoren mogelijk maakt. Gedetailleerde stromingsberekeningen en LDV metingen zijn gemaakt aan de stroming in en rondom de intake. De resultaten geven inzicht in de geldigheid van de aannamesdiegemaaktzijnindeverwerkingsprocedurevanvoort- stuwingsproeven. Zij tonen aan dat een rechthoekige dwarsdoorsnede van de stroombuis met een breedte die 30% groter is dan de geometrische intake breedte, een adequate representatie van de ingenomen stroming geeft. Zij tonen eveneens aan dat de 'thrust deduction' factor tijdens het droogvaren van de spiegel niet verwaarloosbaar is. Berekeningen met een potentiaalprogramma en de methode van Savitsky zijn gedaan voor een berekening van de interactie effecten. De resultaten hiervan komen echter niet bevredigend overeen met de experimentele resultaten. Een empirisch model wordt aangeraden voor een bepaling van interactie effecten in voorlopige vermogensberekeningen. Dit werk biedt een consistente verzameling van definities en relaties, waarmee zowel de voortstuwingseigenschappen van de romp en de waterjet, als ook hun interactie termen volledig beschreven worden. Een experimentele methode met een groter betrouwbaarheidsniveau dan tot nu toe beschreven in de openbare literatuur wordt eveneens voorgesteld. Deze resultaten kunnen bijdragen tot een bredere acceptatie van het waterjet systeem en tot een betere afwikkeling van contractuele onderhandelingen. Immers, de te verwachten voortstuwingseigenschappen van het schip zijn hierdoor beter voorspelbaar. STELLINGEN De interactie tussen de romp en het waterjet systeem kan het gevraagde motorvermogen tot meer dan 20% beïnvloeden. Voor een juisteselectie van voortstuwer systeem voor een bepaalde toepassing, dienen de effecten van romp-voortstuwer interactie meegewogen te worden. De interactie term 'thrust deduction' suggereert dat de stuwkracht verminderd wordt als gevoig van de aanwezige romp. Bij een waterjet-romp systeem is dit deels het geval. Bij een schroef-romp systeem is dit echter per definitie onj uist. De beschrijving van waterjet-romp interactie met dezelfde interactie termen zoals algemeen aanvaard voor de beschrijving van propeller-romp interactie, is principieel onjuist. Waterjet-romp interactie effecten worden bet meest nauwkeurig bepaald door middel van modeiproeven. In een potentiaalstroming is er in het algemeen meer nul dan je denkt. Door bet toenemend gebruik van numerieke analyse methoden wordt dit steeds vaker over bet hoofd gezien. Interactie-verschijnselen zijn effecten die bij de gratie van door de mens geschapen (te) simpele denkmodellen in het technisch jargon bestaan. De natuur zelf kent ze niet. AIs we het vanzelfsprekend vinden dat met name jongeren fouten maken waarvan ze kunnen leren, dan moeten we het ook accepteren dat een complexe en jonge organisatie als de VN fouten maakt. Een opvoeder die dit proces bewaakt is echter onontbeerlijk. De afwezigheid hiervan vormt daarom het grootste probleem bij bet voiwassen worden van de VN. Het zou het welzijn van de individuen van beide seksen als ook die van organisaties ten goede komen, wanneer we de psychologische verschillen tussen mannen en vrouwen niet krampachtig ontkennen, doch er dankbaar gebruik van maken. 10 Eén van de meest gemaakte menselijke fouten is het oordelen op basis van een té eenvoudig denkmodel van de werkelijkheid. Als deze fout tijdens een borrel gemaakt wordt is er een excuus, zijn de consequenties gering en kan het de gezelligheid stimuleren. Bij alle andere gelegenheden kan het echter verstrekkende gevolgen voor ons welzijn hebben. De volgende redeneer mechanismen kunnen naar afnemende mate van betrouwbaarheid van het resultaat genoemd worden: wiskunde, statistiek, fuzzy reasoning, en 'no reasoning at all'. Het redeneren van de mens bevindt zich in het algemeen tussen de twee laatstgenoemde mechanismen. Door de complexiteit en de veelheid van processen in het menselijk lichaam, zijn er talrijke mogelijkheden voor ongewenste interacties tussen deze processen en medicijnen. Door gebruik te maken van de lichaamseigen processen, geeft de horneopathie inherent een kleinere kans op bijwerkingen dan de allopathie. Het succes van het in de logistiek gehanteerde JIT principe (Just In Time) leidt tot een groter aantal vrachtwagenkilometers per ton produkt. Dit leidt tot een grotere stroperigheid en verstoppingskans van bet verkeer, waardoor het uT principe uiteindelijk via het JTL (Just Too Late) principe za] overgaan in het NNA (Not Needed Anymore) principe. Hetveelgehoordeargument'1khebgeentijd',heeftpasenige overtuigingskracht nadat de spreker ervan is overleden. En zeifs dan is het discutabel. Stellingen behorend bij het proefschrift van T.J.C. van Terwisga: "Waterjet-Hull Interaction'. 25 april 1996 TECHNISCHE UVERSITET t.aboratorium voor Scheepshydromechanica Archief Mekeiweg 2, 2628 CD Deft 11L015-786873-Fax015-781333 Waterjet-Hull Interaction Torn J.C. van Terwisga Printed by: Grafisch Bedrijf Ponsen & Looijen BV, Wageningen Waterjet-Hull Interaction Proefschrift ter verkrijging van de graad van doctor aan de Technische Universiteit Deift, op gezag van de Rector Magnificus Prof.ir. K.F. Wakker, in het openbaar te verdedigen ten overstaan van een commissie, door het College van Dekanen aangewezen, op donderdag 25 aprii te 13.30 uur door Thomas Jan Cornelis VAN TERWISGA scheepsbouwkundig ingenieur geboren te Sneek Dit proefschrift is goedgekeurd door de promotor: Prof.dr.ir. G. Kuiper Samenstelling promotiecommissie: Rector Magnificus, voorzitter Prof.dr.ir. G. Kuiper, TU Deift, promotor Prof.dr.ir. J. Pinkster, TU Deift Prof.Dr.Dipl.-Ing. C. Gallin, TU Deift Prof.dr.ir. A. Hermans, TU Deift Prof.dr.ir. L. van Wijngaarden, U-Twente Prof.Dr.-Ing. C. Kruppa, TU Berlin Dr. A.J. Bowen, Canterbury University, New Zealand ISBN 90-75757-01-8 Aan mijn ouders fac intha Table of Contents Introduction 1 .1 Aim and motivation i 1 .2 Historic setting 2 1.3 Outline of work 4 1.4 Description of waterjet system 8 1.5 Relations with other propulsors 13 1.5.1 Comparison with propeller 13 1.5.2Comparison with gasturbine jet system 17 1.6 Review of previous work 22 1.6.1 Parametric models 23 1.6.2Experimental procedures 34 1 .6.3 Computational procedures 43 1 .7 Summary of present work 48 1.7.1 Theoretical model 48 1.7.2Experimental procedure 49 1.7.3Computational analysis 50 2 Theoretical model 53 2.1 Systems decomposition 53 2.1.1Definition of jet system control volume 54 2. 1.2 Analysis of overall powering characteristics 58 2.2 Basic equations 64 2.2.1 Thrust 65 2.2.2Power 68 2.2.3Free stream conditions 71 2.2.4Lift 78 2.3 Interaction 80 2.3.1 Momentum interaction efficiency 8 1 2.3.2Energy interaction efficiency 88 2.3.3Quantitative assessment and comparison with previous work 90 2.3.4Hull resistance increment 94 2.4 Conclusions 96 3 Experimental analysis 99 3.1 Propulsion test procedure 99 3.2 Flow rate measurement 105 3.2.1 Flowmeter selection 106 3.2.2Calibration procedure 119 3.2.3Bollard pull verification tests 139 3.3 Uncertainty analysis 144 3.4 Propulsion test results 154 3.4.1 Thrust deduction 155 3.4.2Momentum and energy interaction efficiencies 164 3.5 Extrapolation method 166 3.6 Conclusions 168 4 Computational analysis 171 4. 1 Free stream intake analysis 171 4.1.1 Intake flow analysis 172 4.1.2Intake induced drag and lift 189 4.2 Computational prediction of interaction 196 4.2.1 Resistance increment for hump speed 197 4.2.2Resistance increment for design speed 210 4.3 Analysis of propulsion test procedure 215 4.3.1 Effect of intake geometry on interaction efficiency .... 216 4.3.2Effect of hull and free surface effects on t1 assumption 219
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