• Journal of the Society of Naval Architects of Korea
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• v.55 no.4
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• pp.341-349
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• 2018

Recently, it has been reported that the whipping response, which is the elastic phenomenon of the ship, may be one of the causes of the ship accident. Unfortunately, the commonly used methodology for evaluating the whipping effect effectively has not been developed yet. In this study, we developed a procedure to estimate the whipping effect of hull in actual design stage. Fluid-structure interaction analysis was performed for a dominant short term sea state to obtain the time series data of vertical wave bending moment including the whipping response by slamming. In order to estimate the whipping effect by using the time series, some signal processing and statistical techniques such as low pass filtering, Weibull fitting and so on, were applied. the hydro-elasticity analysis was performed on container ships of various sizes to evaluate the whipping effect. The parameters that can affect the response of the hull vibration was selected and the effect of these parameters on whipping was analyzed.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2002.11b
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• pp.453-458
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• 2002

This paper deals with the vibration reduction of hull mount system of ship structures brought by ER smart structures. The hull mount is used to isolate the vibration of equipment from the host structures. Utilizing the tunable characteristics of ER fluids, ER inserts are made in the hull mount structure. Different types of ER inserts are proposed and the vibration characteristics are investigated. A hull mount structure is made and the influence of ER inserts are experimentally studied. An extensive modal test is empirically conducted to identify natural frequencies and mode shapes according to the applied electric field and the types of ER insert. The frequency tunable characteristics of ER inserts can be applied to many mounting structures for vibration reduction.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.18 no.11
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• pp.1177-1184
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• 2008

URN(underwater radiated noise) is one of the important performances of the battle ship related to the stealth. The main source of the URN is the structure-borne noise on the hull. And the pipe vibration transmitted to the hull is the main source of the structure-borne noise when the speed of the ship is lower than CIS(cavitation inception speed). In this paper, the vibration isolator(rubber mount) for the pipe system is described in order to reduce the structure-borne noise transmitted to the hull. The vibrations on the sea-water conveying pipes and their supports are measured in order to know how much vibration occurs on those positions. Based on these test results, the improved design of the rubber mount is suggested by the parametric study and is verified numerically with the pipe and hull model.

• Bulletin of the Society of Naval Architects of Korea
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• v.27 no.3
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• pp.1-10
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• 1990

This paper represents the hull form development of a high speed container ship based on the thin ship theory, Hess & Smith method, the reference ship data and model test results. The high efficiency propeller designed by the lifting surface theory shows good performance in the cavitation and the pressure fluctuation force. Also, the optimum design technique based on the finite element method was adopted for the hull structure design and the hull vibration analysis. Finally, the performance of a newly developed container ship has been compared with the sea trial results and the excellent performance in speed, vibration, etc. was confirmed.

• Journal of Advanced Research in Ocean Engineering
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• v.4 no.4
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• pp.174-184
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• 2018

We herein propose a new design procedure of a flexible container ship model where the vertical bending and torsional vibration modes are similar to its prototype. To achieve similarity in torsional vibration mode shapes, the height of the shear center of the model must be located below the bottom hull, similar to an actual container ship with large opening decks. Therefore, we designed a ship model by imparting appropriate stiffness to the hull, using urethane foam without a backbone. We built a container ship model according to this design strategy and validated its dynamic elastic properties using a decay test. We measured wave-induced structural vibrations and present the results of tank experiments in regular and freak waves.

• International Journal of Naval Architecture and Ocean Engineering
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• v.8 no.2
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• pp.127-136
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• 2016

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 Froude-Krylov 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.

• Bulletin of the Society of Naval Architects of Korea
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• v.25 no.2
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• pp.31-43
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• 1988

In recent years increased attention has been directed towards the problems of vibration and noise in superstructure, which have caused major problems with regard to the environmental afterbody of the ship, and the fore-and-after vibration of superstructure due to the vertical vibration of main hull girder is the most important as for the inhabitation of the ship. Accordingly, in this paper, the characteristics of the fore-and after vibration of superstructure and studied systematically with regard to the shape and height of superstructure based on finite element method of beam-like model. The study is divided into two parts, one is the calculation of natural frequencies and the other is the investigation of response at the top of superstructure caused by in its harmonic excitation force at the stern of hull girder. For the natural frequency the calculation results are shown that the higher superstructure is, the lower the natural frequencies of the fore-and-after vibration of superstructure is. It means that the natural frequency of superstructure is close to that of hull girder. The response of vertical direction at the stern of hull girder induced by unit harmonic force is less affected by the shape and the height of superstructure but the response of the fore-and-after direction at the top of superstructure is affected considerably by those of superstructure.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2012.04a
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• pp.686-690
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• 2012

The modal test has been carried out using the exciter machine to investigate the vibration characteristics of the hull and super structure of the ship. The conventional exciter acts only one(1) direction and the exciter should be reinstalled for different direction test, which consumes additional expense. The 3 axes exciter has been designed of which force acts three directions without reinstallation for efficient modal test of the ship. It consists of rotatable base frame structure and the clutch mechanism for the unbalances to excite three directions. And the 3 axes exciter for the local structure has been made in advance and its performance test was carried out in the laboratory. The developed 3 axes exciter shows the ability of three-directions excitation with simple operation and modal test for the various local structure of the ship will be performed.

• Bulletin of the Society of Naval Architects of Korea
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• v.22 no.1
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• pp.45-53
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• 1985

For the analysis of vertical vibrations of a ship's hull, the Timoshenko beam analogy is accepted up to seven or eight-node modes provided that the system parameters are properly calculated. As to the shear coefficient, it has been a common practice to apply the strain energy method or the projected area method. The theoretical objection to the former is that it ignores lateral contraction due to Poisson's ratio, and the latter is of extreme simplifications. Recently, Cowper's and Stephen's shear coefficient formulas have drawn ship vibration analysts' attentions because these formulas, derivation of which are based on an integrations of the equations of three-dimensional elasticity, take Poisson's ratio into account. Providing computer programs for calculation of the shear coefficient of ship sections modeled as thin-walked multicell sections by each of the forementioned methods, the authors calculated natural vibration characteristics of a bulk carrier and of a container ship by the transfer matrix method using shear coefficients obtained by each of the methods, and discussed the results in comparision. The major conclusions resulted from this investigation are as follows: (1) The shear coefficients taking account of the effects of Poisson's ratio, Cowper's $K_c$ and Stephen's $K_s$, result in higher values of about 10% in maximum as compared with the shear coefficient $K_o$ based on the conventional strain energy methods; (a) $K_c/K_o{\cong}1.05\;and\;K_s/K_o{\cong}1.10$ for ships having single skin side-shell such as a bulk carrier. (b) $K_c/K_o{\cong}1.02\;and\;K_s/K_o{\cong}1.05$ for ships having longitudinally through bulkheads and/or double side-shells in the portion of the cargo hod such as a container carrier. (2) The distributions of the effective shear area along the ship's hull based on each of $K_o,\;K_c\;and\;K_s$ are similar each another except the both end portions. (3) Natural frequencies and mode shapes of the hull based on each of $K_c\;and\;K_s$ are of small differences as compared each other. (4) In cases of using $K_c\;or\;K_s$ in ship vibration analysis, it is also desirable to have the bending rigidity be corrected according to the effective breadth concept. And then, natural frequencies and mode shapes calculated with the bending rigidity corrected in the above and with each of $K_o,\;K_c\;and\;K_s$ result in small differences as compared each another. (5) Referring to those mentioned in the above (3) and (4) and to the full-scale experimental results reported by Asmussen et al.[17], and considering laboursome to prepare the computer input data, the following suggestions can safely be made; (a) Use of $K_o$ in ship vibration analysis is appropriate in practical senses. (b) Use of $K_c$ is appropriate even for detailed vibration analysis of a ship's hull. (6) The effective shear area based on the projected area method is acceptable for the two-node mode.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2014.10a
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• pp.575-576
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• 2014

The Hull Mounted Sonar Dome housing the sonar sensor array is a ship's structure protruded from ship bottom, which is under turbulent flow. The flow of sonar surface is highly disturbed and turbulent. In this case the wall pressure fluctuations within the turbulent boundary layer are one of the most important flow induced self noise sources of the SONAR system. We investigate the characteristics of the wall pressure fluctuations of the hull mounted sonar dome through the model test in the cavitation tunnel. This paper contains the wall pressure fluctuation spectra at various free stream velocities.