CB*/Z 327-1982 Maneuverability test procedures for self-propelled surface ship models and standard expression of results

CB*/Z 327-1982 Surface self-propelled ship model maneuverability test procedures and standard expression of results CB*/Z327-1982 standard download decompression password: www.bzxz.net

National Technical Committee for Standardization of Ships Guiding Technical Document Code for Manoeuvering Tests of Free-Hunting Model of Surface Sntpand
Standard Forn for Presentation of Test Results UDC
This guiding technical document is applicable to routine maneuverability tests on free-powered and self-propelled models of ordinary displacement ships. Symbol
Side area
Side coefficient
Side area of ​​rear body
Side coefficient of rear body
Side area of ​​front body
Side coefficient of front body
Single rudder area
Total rudder area
Square coefficient
Cross-section coefficient
Stable turning diameter
Turn longitudinal distance
Maximum turning longitudinal distance
Reverse stop stroke
Automatic turning diameter for reverse navigation
Sensitive stop
No. 2 Release
Longguo Ship Standardization Technical Committee 1982f Only
2A La Ld
2AL/Ld
Chapter 4, Article 7
Reference Figure 2DH
CB*/2-82
Type draught
Aft draught
Fore draught
Froude number
Gravity acceleration
Ship model inertia moment
Ship model inertia moment coefficient
Design waterline half flooding angle
Swivel index
Non-injection swivel index
First peak swivel index
Second and third peak swivel index
Dimensionless K8
Propeller forward revolution per minute Number
Propeller reverse revolutions per minute
Ship model rotation angular velocity
Dimensionless ship model rotation angular velocity
Rotation intensity
Reversal stop rush length
Inertia stop rush length
Follow stability index
Dimensionless follow-up stability index
First peak follows the stability index
m/sec\
kg-sec
deg/sec
Second and third peaks follow the stability index sec
12z/p\
KIV or KLN.
KGOIV or KeLV
rL/57-3V
Refer to Figure 2SB
TV/L or TVo
tetete
Dimensionless TG?
Turnover time lag
CB*/z—8 2
Dimensionless heading lag
Second peak heading lag
Third peak heading lag
Turn-over distance
Tangent point turning distance
Reverse stop time
Inertia stop time
Ship model gravity center speed
Ship model straight sailing speedwwW.bzxz.Net
Reverse sailing maneuverable angle
Steering angular velocity
Residual rudder angle
Ship model scale
Water curtain
Static heel angle in turning
Loading heel angle
.dez/sec
kg.sec\/m*
Too V/L or Too Vo/!
TI, +TL,
Tr VoL
Chapter 4, Article 7
o,2,u,6
deyewe
ship model heading angle
heading angle
heading angle
overtaking angle
second peak overtaking angle
CBz-82
third peak overtaking angle
displacement volume
stern perpendicular
forward perpendicular
hull centerline
distance from center of buoyancy to touch Longitudinal distance
Appendix figure
$s,+s,
Before "ten" and after *—
2 Model manufacturing requirements
The basic requirement for the model is that the submerged part of the model (including the part that may be wetted during the test) should be as geometrically similar to the 2/
real ship as possible.
The processing error of the ship model is generally not greater than the following values: 22
Length: ±3m (for a ship model of about 3m in length) ±5m (for a ship model of 6 m long)
Other dimensions: 1mm
If the above requirements are not met, the actual processing error should be recorded. The surface of the ship model should be smooth.
The ship model should be properly stored to prevent deformation.
The processing error of the propeller model is generally not greater than the following values:
Diameter: J
Width: ±0,15mm
Distance: ±0.5m
Degree: 0,15
If not If the above requirements are met, the actual processing error should be recorded. The diameter of the propeller shaft and propeller shaft sleeve shall be selected by each laboratory, but the 2.5
slope of the propeller shaft centerline in all directions shall be the same as that of the actual ship.
The size, shape, and installation position of the appendages should correspond to the actual ship in principle: the surface should be smooth. In principle, all appendages should be installed on the ship model.
3 State of the ship model during the test
3./ The floating state of the ship model should not be heeled.
The total weight of the ship model should be consistent with the calculated displacement, and the draft of the bow, stern and middle parts should be consistent with the required values. If the weight and draft of the ship model cannot be consistent with the required values ​​at the same time, the former should be guaranteed, and the actual waterline should be parallel to the required waterline with a distance. However, the distance should not be too large, and should not exceed 2, and the shallow draft ship model should be approximately 1.
3.2 The moment of inertia of the ship model around the vertical axis passing through its center of gravity should be similar to that of the real ship; for high-speed ships, the moment of inertia around the longitudinal axis passing through its center of gravity and the height of the center of gravity must also be similar. If it is difficult to be similar, the actual values ​​of these quantities should be measured.
Durability test
CB2-82
In order to fully determine the maneuverability of the ship model, the following six tests are specified as standard test items: Q.
Turn test:
Z-shaped maneuvering test:
Spiral (or reverse spiral) test or straight-back test: d.
Reverse sailing maneuverability test;
Tight brake test;
f. Flame brake test.
If only part of the maneuverability needs to be determined, one or several of the corresponding items in the above tests can be selected for measurement. Except for the reverse maneuverability test, the rest of the items listed above all start with the ship model sailing straight ahead. Its straight speed should be determined by the Fruddy law (gravity similarity 1). In the test items d and e, the propeller needs to be reversed, and its reverse speed should be times that of the actual ship.
If the test is conducted outdoors, the influence of wind should be strictly avoided. For this reason, the test should be conducted under climatic conditions below Beaufort level 2 wind. In addition, the dryness of the ship model should be made as low as possible. ≤2 rotation test||tt ||≤2／The purpose of the test is to determine the turning ability of the ship model, especially the turning ability at full rudder angle (maximum turning ability).
422Test method
a. Adjust the propeller speed and rudder angle to make the ship model sail straight at the required speed. In case of double propellers, the speed of the two propellers should be kept the same.
b. When the ship speed is stable, change the rudder to a certain predetermined rudder angle, and the ship model will turn. c. When the ship model turns more than 54 (, the test ends. d.Maintain the required straight-line speed, select several rudder angles from 35° to 35° left, and conduct the turning test according to the above procedure.
423Measurement parameters
a. The motion trajectory of the center of gravity of the ship model with time marks (the form is as shown in Figure 1, but the time mark is missing on Figure 1]6
CB*z&2
and measure the turning diameter D, longitudinal distance DA or maximum longitudinal distance DAm, transverse distance Tr or tangent transverse distance Trm, and the speed of the center of gravity of the ship model in stable turning V
Measure the propeller speed as much as possible.
Longitudinal distance DA
Straight ahead
Maneuvering begins
True diameter of stable turning D
Maximum pole distance DAn
Turn test
b: Parameters such as drift angle, heel during turning and capacity: Measure only when necessary. 24 The steering speed and the type of propulsion main engine should be noted in the record. The former directly affects the longitudinal distance and the transverse distance, and the latter directly affects the speed drop during turning. For multi-propeller ships, it should also be noted that each propeller is driven by the same main engine or by multiple main engines respectively.
Z-shaped maneuvering test
3/. The purpose of the test is to determine the maneuverability of the ship model when using a medium rudder angle. 7
Test method
CB*z—82
Adjust the propeller speed and rudder angle to make the ship model sail straight at the required speed. In the case of two propellers, the speed of the two propellers should be kept the same. ||t t||When the ship speed is stable, steer at a constant speed to right 10°, and the ship model will turn right. When the bow of the ship model deviates from the straight course direction to the right by 10°, steer immediately to the left by 10°. At this time, the ship model gradually slows down the trend of turning right until it starts to turn left. d.
Shape test.
When the bow of the ship model deviates from the straight course direction to the left by 10°, steer to right 10° again)… After five rounds of steering (including the first steering), the test is over. If possible, in addition to the above 102 shape test, it is also recommended to measure Z at 15° and 20° and record the reference
rudder angle change curve.
Head angle change curve.
If conditions permit, the changes in the heading angular velocity, the speed of the ship model and the propeller speed can also be measured and recorded to facilitate the analysis of the test results.
Spiral test
The purpose of the test is to determine whether the ship model has the heading stability performance and the degree of heading instability. Test method
Adjust the propeller speed and rudder angle to make the ship model sail straight at the required speed. In the case of two propellers, the speed of the two propellers should be kept the same.
When the ship speed is stable, steer to right 15, and the ship model will turn. When the turning of the ship model is stable, steer to right 10. When the turning of the ship model is stable again, steer to right 5. The steering order of this test is:
right 15 -- right 10 right right - right right 2 right left left 2 left left left left 10 —
left 13.
Then steer to right 1 according to the above rudder angle value in the opposite direction. When the turning of the ship model is stable, the test ends. 44.3
Measure and record the actual steering angle.
Corresponding to the stable turning angular velocity or turning diameter of the ship model at each rudder angle, the reverse spiral test
The purpose of the test is the same as that of the spiral test mentioned above. One of the two tests can be selected to identify the heading stability of the ship model. The spiral test requires a large test site and is quite time-consuming, while the reverse spiral test does not have these two disadvantages, but the technical requirements for the test equipment are higher. 45.2 Test method
The method of this test is different from that of the spiral test: the spiral test is to manipulate the predetermined rudder angle in turn and measure the turning angular velocity of the ship model at each rudder angle; the reverse spiral test is to preset a number of ship model turning angular velocity values, manipulate the kinetic energy angle in turn to achieve each turning angular velocity, and measure the average value of each turning angular velocity and manipulation angle. The ship model rotation angular velocity can be selected as follows: the ship model rotation angular velocity measured from the rotation test with 15 rudder angle removed is used as the upper and lower limits, and is appropriately selected with reference to the test point density and distribution of the spiral test described above and the rotation test results.
Measurement parameters
Actual continuous curve of ship model rotation angular velocity.
Straight-back test
The test purpose is the same as the spiral test and reverse spiral test mentioned above. The straight-back test method is simple and the results are intuitive. 1
However, the unstable loop width described below cannot be measured. 6.2
Test method
Adjust the propeller speed and rudder angle to make the ship model sail straight at the required speed. In the case of two propellers, the speed of the two propellers should be kept the same.
Return to the center after the rudder.
When the ship model is stable, steer to any rudder angle above 15 degrees to the right, and the ship model will turn. When the ship model turns stably, return the rudder to the neutral rudder angle (pressure rudder angle), and wait for the ship model to move stably. Repeat the above procedure, but change the steering method of ruddering to the left after ruddering to the corresponding rudder angle 9
C3*282
Chaoji The curve of the ship model's turning angular velocity and the curve of the rudder angle change from the appropriate time before the rudder is turned back. The purpose of the test is to determine the directional control ability of the ship model in reverse sailing. Test method
Set the propeller speed required in advance, center the rudder, and let the ship model sail out in reverse. For general ship models, they will turn in a certain direction shortly after sailing out, and gradually enter a stable turning state. The turning circle at this time is called the automatic turning circle, and its turning angular velocity is called the automatic turning angular velocity. c.
Maneuver the cabin in the corresponding direction to a certain angle value, and try to make the ship model escape from the automatic turning circle. The minimum rudder angle value that can make the ship model escape from the automatic turning circle is called the reverse steerable angle of the ship model. 7.3
Measurement parameters
Automatic turning circle diameter.
Reverse steerable angle.
Emergency braking test
The purpose of the test is to determine the emergency braking ability of the ship model. Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed (the most representative is the designed maximum speed). b.
When the ship speed is stable, reverse the propeller at full speed as soon as possible to brake the ship model. When the forward speed of the ship model disappears and the backward speed appears, the test ends. Record the track with time mark and ascending and reversing time mark (the form is as shown in Figure 2, but the time mark is missing on Figure 2), and measure the reverse stopping stroke V>1, reverse stopping rush length \B and reverse stopping time tB
Direction
Reverse red ship stroke_DB
Reverse stopping rush length
Emergency braking test
The type of ship model propulsion main engine is directly related to the braking capacity, so it should be noted. Inertia braking test
The purpose of the test is to measure the inertia braking performance of the ship model. Test method
Adjust the propeller speed and rudder angle to make the ship model sail straight at the required speed. Stop the ship when the speed is stable.
When the forward delay of the ship model disappears, the test ends. Take the inertial 493 to record the track with time mark, and measure the stopping impact Vs, inertial stopping impact length Ss and inertial body ship time ts1 from above. The track record and the corresponding measurement reference are similar to those of the emergency brake test, so refer to Figure 2').
5 Expression of test data
The results of the slewing test should be expressed by the D/L~6K (rudder angle), 2L/D~OK5
DA/L (or DAm/L)~O, Tr/L (or Trm/LI~OR and /V. V-~straight sailing speed before slewing)~ok curve as shown in Figure 3.
Shape test.
When the bow of the ship model deviates from the straight-line direction to the left by 10°, steer to the right by 10°)…After steer back and forth five times (including the first steer), the test ends. If possible, in addition to the above-mentioned 102 shape test, it is also recommended to measure Z at 15°, 20°, and record the rudder angle change curve.
Head angle change curve.
If conditions permit, the changes in the heading angular velocity, the speed of the ship model, and the propeller speed can also be recorded to facilitate the analysis of the test results.
Spiral test
The purpose of the test is to determine whether the ship model has the heading stability performance and the course of the heading instability. Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed. In the case of double propellers, the speed of the two propellers should be kept the same.
When the ship speed is stable, steer to the right by 15°, and the ship model will turn. When the ship model turns steadily, steer to right 10. When the ship model turns steadily again, steer to right 5. The steering order of this test is: right 15 -- right 10 right right - right right 2 right left left 2 left left left left 10 — left 13. Then steer to right 1 according to the above rudder angle value in the opposite direction. When the ship model turns steadily, the test ends. 44.3 Measure and record the actual steering angle. The stable turning angular velocity or turning diameter of the ship model corresponding to each rudder angle. The purpose of the reverse spiral test is the same as that of the spiral test mentioned above. You can choose one of the two tests to identify the heading stability of the ship model. The spiral test requires a large test site and is quite time-consuming, while the reverse spiral test does not have these two disadvantages, but the technical requirements for the test equipment are higher. 45.2 Test method
The method of this test is different from that of the spiral test: the spiral test is to successively manipulate the predetermined rudder angle and measure the ship model rotation angular velocity at each rudder angle; the reverse spiral test is to preset a number of ship model rotation angular velocity values, manipulate the energy angle in turn to reach each rotation angular velocity, and measure the average value of each rotation angular velocity and the manipulated angle. The ship model rotation angular velocity can be selected as follows: the ship model rotation angular velocity measured from the rotation test with a rudder angle of 15 is used as the upper and lower limits, and is appropriately selected by referring to the test point density and distribution of the spiral test described above and the rotation test results.
Measurement parameters
Actual continuous curve of ship model rotation angular velocity. Energy angle continuous curve.
Straight-back test
The purpose of the test is the same as that of the spiral test and reverse spiral test mentioned above. The straight-back test method is simple and the results are intuitive. 1
However, the width of the unstable loop described below cannot be measured. 6.2
Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed. In case of two propellers, the speed of the two propellers should be kept the same.
Return to the center after turning the rudder.
When the ship model is stable, steer to any rudder angle of more than 15 degrees to the right, and the ship model will turn. When the ship model turns stably, return the rudder to the neutral rudder angle (rudder angle) and wait for the ship model to move stably. Repeat the above procedure, but change the steering method of turning the right rudder and then returning to the center to turning the corresponding rudder angle to the left 9
C3*282
Chaoji The curve of the ship model turning angular velocity change and the curve of the rudder angle change starting from an appropriate time before the rudder return Reverse sailing maneuverability test
The purpose of the test is to determine the directional control ability of the ship model in reverse sailing. Test method
Set the propeller speed required in advance, center the rudder, and let the ship model sail backward. For general ship models, they will turn in a certain direction shortly after sailing out, and gradually enter a stable turning state. The turning circle at this time is called the automatic turning circle, and its turning angular velocity is called the automatic turning angular velocity. c.
Maneuver the cabin to a certain angle value in the corresponding direction, and try to make the ship model escape from the automatic turning circle. The minimum rudder angle value that can make the ship model escape from the automatic turning circle is called the reverse steering angle of the ship model. 7.3
Measurement parameters
Automatic turning circle diameter.
Reverse steering angle.
Emergency braking test
The purpose of the test is to determine the emergency braking ability of the ship model. Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed (the most representative is the designed maximum speed). b.
When the ship speed is stable, reverse the propeller at full speed as quickly as possible to brake the ship model. When the forward speed of the ship model disappears and the backward speed appears, the test ends. Record the track with time marks and rising and reversing time marks (the form is as shown in Figure 2, but the time mark is missing on Figure 2), and measure the reverse stopping stroke V>1, the reverse stopping rush length \B and the reverse stopping time tB from it
Direction
Reverse red ship stroke_DB
Reverse stopping rush length
Emergency braking test
The type of ship model propulsion main engine is directly related to the braking capacity, so it should be noted. Inertia braking test
The purpose of the test is to determine the inertia braking performance of the ship model. Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed. Stop the ship when the speed is stable.
When the forward delay of the ship model disappears, the test ends. Take the inertial 493 to record the track with time mark, and measure the stopping impact Vs, inertial stopping impact length Ss and inertial body ship time ts1 from above. The track record and the corresponding measurement reference are similar to those of the emergency brake test, so refer to Figure 2').
5 Expression of test data
The results of the slewing test should be expressed by the D/L~6K (rudder angle), 2L/D~OK5
DA/L (or DAm/L)~O, Tr/L (or Trm/LI~OR and /V. V-~straight sailing speed before slewing)~ok curve as shown in Figure 3.
Shape test.
When the bow of the ship model deviates from the straight-line direction to the left by 10°, steer to the right by 10°)…After steer back and forth five times (including the first steer), the test ends. If possible, in addition to the above-mentioned 102 shape test, it is also recommended to measure Z at 15°, 20°, and record the rudder angle change curve.
Head angle change curve.
If conditions permit, the changes in the heading angular velocity, the speed of the ship model, and the propeller speed can also be recorded to facilitate the analysis of the test results.
Spiral test
The purpose of the test is to determine whether the ship model has the heading stability performance and the course of the heading instability. Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed. In the case of double propellers, the speed of the two propellers should be kept the same.
When the ship speed is stable, steer to the right by 15°, and the ship model will turn. When the ship model turns steadily, steer to right 10. When the ship model turns steadily again, steer to right 5. The steering order of this test is: right 15 -- right 10 right right - right right 2 right left left 2 left left left left 10 — left 13. Then steer to right 1 according to the above rudder angle value in the opposite direction. When the ship model turns steadily, the test ends. 44.3 Measure and record the actual steering angle. The stable turning angular velocity or turning diameter of the ship model corresponding to each rudder angle. The purpose of the reverse spiral test is the same as that of the spiral test mentioned above. You can choose one of the two tests to identify the heading stability of the ship model. The spiral test requires a large test site and is quite time-consuming, while the reverse spiral test does not have these two disadvantages, but the technical requirements for the test equipment are higher. 45.2 Test method
The method of this test is different from that of the spiral test: the spiral test is to successively manipulate the predetermined rudder angle and measure the ship model rotation angular velocity at each rudder angle; the reverse spiral test is to preset a number of ship model rotation angular velocity values, manipulate the energy angle in turn to reach each rotation angular velocity, and measure the average value of each rotation angular velocity and the manipulated angle. The ship model rotation angular velocity can be selected as follows: the ship model rotation angular velocity measured from the rotation test with a rudder angle of 15 is used as the upper and lower limits, and is appropriately selected by referring to the test point density and distribution of the spiral test described above and the rotation test results.
Measurement parameters
Actual continuous curve of ship model rotation angular velocity. Energy angle continuous curve.
Straight-back test
The purpose of the test is the same as that of the spiral test and reverse spiral test mentioned above. The straight-back test method is simple and the results are intuitive. 1
However, the width of the unstable loop described below cannot be measured. 6.2
Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed. In case of two propellers, the speed of the two propellers should be kept the same.
Return to the center after turning the rudder.
When the ship model is stable, steer to any rudder angle of more than 15 degrees to the right, and the ship model will turn. When the ship model turns stably, return the rudder to the neutral rudder angle (rudder angle) and wait for the ship model to move stably. Repeat the above procedure, but change the steering method of turning the right rudder and then returning to the center to turning the corresponding rudder angle to the left 9
C3*282
Chaoji The curve of the ship model turning angular velocity change and the curve of the rudder angle change starting from an appropriate time before the rudder return Reverse sailing maneuverability test
The purpose of the test is to determine the directional control ability of the ship model in reverse sailing. Test method
Set the propeller speed required in advance, center the rudder, and let the ship model sail backward. For general ship models, they will turn in a certain direction shortly after sailing out, and gradually enter a stable turning state. The turning circle at this time is called the automatic turning circle, and its turning angular velocity is called the automatic turning angular velocity. c.
Maneuver the cabin to a certain angle value in the corresponding direction, and try to make the ship model escape from the automatic turning circle. The minimum rudder angle value that can make the ship model escape from the automatic turning circle is called the reverse steering angle of the ship model. 7.3
Measurement parameters
Automatic turning circle diameter.
Reverse steering angle.
Emergency braking test
The purpose of the test is to determine the emergency braking ability of the ship model. Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed (the most representative is the designed maximum speed). b.
When the ship speed is stable, reverse the propeller at full speed as quickly as possible to brake the ship model. When the forward speed of the ship model disappears and the backward speed appears, the test ends. Record the track with time marks and rising and reversing time marks (the form is as shown in Figure 2, but the time mark is missing on Figure 2), and measure the reverse stopping stroke V>1, the reverse stopping rush length \B and the reverse stopping time tB from it
Direction
Reverse red ship stroke_DB
Reverse stopping rush length
Emergency braking test
The type of ship model propulsion main engine is directly related to the braking capacity, so it should be noted. Inertia braking test
The purpose of the test is to determine the inertia braking performance of the ship model. Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed. Stop the ship when the speed is stable.
When the forward delay of the ship model disappears, the test ends. Take the inertial 493 to record the track with time mark, and measure the stopping impact Vs, inertial stopping impact length Ss and inertial body ship time ts1 from above. The track record and the corresponding measurement reference are similar to those of the emergency brake test, so refer to Figure 2').
5 Expression of test data
The results of the slewing test should be expressed by the D/L~6K (rudder angle), 2L/D~OK5
DA/L (or DAm/L)~O, Tr/L (or Trm/LI~OR and /V. V-~straight sailing speed before slewing)~ok curve as shown in Figure 3.
Maneuver the cabin to a certain angle in the corresponding direction, and try to make the ship model escape from the automatic turning circle. The minimum rudder angle value that can make the ship model escape from the automatic turning circle is called the reverse steerable angle of the ship model. 7.3
Measurement parameters
Automatic turning circle diameter.
Reverse steerable angle.
Emergency braking test
The purpose of the test is to determine the emergency braking ability of the ship model. Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed (the most representative is the designed maximum speed). b.
When the ship speed is stable, reverse the propeller at full speed as soon as possible to brake the ship model. When the forward speed of the ship model disappears and the backward speed appears, the test ends. Record the track with time mark and ascending and reversing time mark (the form is as shown in Figure 2, but the time mark is missing on Figure 2), and measure the reverse stopping stroke V>1, reverse stopping rush length \B and reverse stopping time tB
Direction
Reverse red ship stroke_DB
Reverse stopping rush length
Emergency braking test
The type of ship model propulsion main engine is directly related to the braking capacity, so it should be noted. Inertia braking test
The purpose of the test is to measure the inertia braking performance of the ship model. Test method
Adjust the propeller speed and rudder angle to make the ship model sail straight at the required speed. Stop the ship when the speed is stable.
When the forward delay of the ship model disappears, the test ends. Take the inertial 493 to record the track with time mark, and measure the stopping impact Vs, inertial stopping impact length Ss and inertial body ship time ts1 from above. The track record and the corresponding measurement reference are similar to those of the emergency brake test, so refer to Figure 2').
5 Expression of test data
The results of the slewing test should be expressed by the D/L~6K (rudder angle), 2L/D~OK5
DA/L (or DAm/L)~O, Tr/L (or Trm/LI~OR and /V. V-~straight sailing speed before slewing)~ok curve as shown in Figure 3.
Maneuver the cabin to a certain angle in the corresponding direction, and try to make the ship model escape from the automatic turning circle. The minimum rudder angle value that can make the ship model escape from the automatic turning circle is called the reverse steerable angle of the ship model. 7.3
Measurement parameters
Automatic turning circle diameter.
Reverse steerable angle.
Emergency braking test
The purpose of the test is to determine the emergency braking ability of the ship model. Test method
Adjust the propeller speed and the rudder angle to make the ship model sail straight at the required speed (the most representative is the designed maximum speed). b.
When the ship speed is stable, reverse the propeller at full speed as soon as possible to brake the ship model. When the forward speed of the ship model disappears and the backward speed appears, the test ends. Record the track with time mark and ascending and reversing time mark (the form is as shown in Figure 2, but the time mark is missing on Figure 2), and measure the reverse stopping stroke V>1, reverse stopping rush length \B and reverse stopping time tB
Direction
Reverse red ship stroke_DB
Reverse stopping rush length
Emergency braking test
The type of ship model propulsion main engine is directly related to the braking capacity, so it should be noted. Inertia braking test
The purpose of the test is to measure the inertia braking performance of the ship model. Test method
Adjust the propeller speed and rudder angle to make the ship model sail straight at the required speed. Stop the ship when the speed is stable.
When the forward delay of the ship model disappears, the test ends. Take the inertial 493 to record the track with time mark, and measure the stopping impact Vs, inertial stopping impact length Ss and inertial body ship time ts1 from above. The track record and the corresponding measurement reference are similar to those of the emergency brake test, so refer to Figure 2').
5 Expression of test data
The results of the slewing test should be expressed by the D/L~6K (rudder angle), 2L/D~OK5
DA/L (or DAm/L)~O, Tr/L (or Trm/LI~OR and /V. V-~straight sailing speed before slewing)~ok curve as shown in Figure 3.
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