On the Three-dimensional Correction Factor for the Virtual Inertia Coefficient in the Vertical Vibration of Ships

Kumai, Toyoji

doi:10.2534/jjasnaoe1952.1963.152

Cited by 1 publication

(3 citation statements)

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“…The change in the L/B and B/T ratios ranged from 5 to 10 and 1 to 4, respectively. In this study, 24 heave added mass coefficients of an ellipse sectional cylinder were calculated for various ratios of dimensional parameters (L/B and B/T) as with the same cases examined by Kumai (1966).…”

Section: Tip-effect Methodsmentioning

confidence: 99%

“…Generally, the J-factor, which is calculated by the vibration of a rotational ellipsoid, can be used for a ship with a large block coefficient (Taylor, 1930). On the other hand, the J-factor by the vibration of an elliptical sectional cylinder can be applied to a slender ship (Kumai, 1966, Kim, 1975. Townsin (1969) also developed an experimental J-factor as a function of the body dimension and mode of body motion, which was applied to the present study (Eq.…”

Section: J-factormentioning

confidence: 99%

“…The J-factor was developed by many researchers using experiments or analytic methods (Taylor, 1930;Kumai, 1966;Kim, 1975;Townsin, 1969). Generally, the J-factor, which is calculated by the vibration of a rotational ellipsoid, can be used for a ship with a large block coefficient (Taylor, 1930).…”

Section: J-factormentioning

confidence: 99%

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Quadratic strip theory for high-order dynamic behavior of a large container ship with 3D flow effects

Heo

Koo

Park

et al. 2016

International Journal of Naval Architecture and Ocean Engineeri

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Springing is the resonance phenomenon of a ship hull girder with incoming waves having the same natural frequency of the ship. In this study, a simple and reliable calculation method was developed based on quadratic strip theory using the Timoshenko beam approach as an elastic hull girder. Second-order hydrodynamic forces and FroudeeKrylov forces were applied as the external force. To improve the accuracy of the strip method, the variation in the added mass along the ship hull longitudinal direction, so called tip-effect, was considered. The J-factor was also employed to compensate for the effect of three-dimensional fluid motion on the two-node vibration of the ship. Using the developed method, the first-and second-order vertical bending moments of the Flokstra ship were compared. A comparative study was also carried out for a uniform barge ship and a 10,000 TEU container ship with the respective methods including the J-factor and tip-effect.

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Section: Tip-effect Methodsmentioning

confidence: 99%

Section: J-factormentioning

confidence: 99%