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1.
A practical method to account for the influence of sinkage and trim on the drag of a freely floating (free to sink and trim) common monohull ship at a Froude number F ≤ 0.45 is considered. The sinkage and the trim are estimated via two alternative simple methods, considered previously. The drag is also estimated in a simple way, based on the classical Froude decomposition into viscous and wave components. Specifically, well-known semiempirical expressions for the friction drag, the viscous pressure drag and the drag due to hull roughness are used, and the wave drag is evaluated via a practical linear potential flow method. This simple approach can be used for ship models as well as full-scale ships with smooth or rough hull surfaces, and is well suited for early ship design and optimization. The method considered here to determine the sinkage and the trim, and their influence on the drag, yields theoretical predictions of the drag of the Wigley, S60 and DTMB5415 hulls that are much closer to experimental measurements than the corresponding predictions for the hull surfaces of the ships in equilibrium position at rest. These numerical results suggest that sinkage and trim effects, significant at Froude numbers 0.25 < F, on the drag of a typical freely floating monohull ship can be realistically accounted for in a practical manner that only requires simple potential flow computations without iterative computations for a sequence of hull positions. 相似文献
2.
A boundary element method is developed for calculating the flare ship hull slammingproblem.The nonlinear free surface elevation and the linear element assumption are employed.The meth-od has been verified by comparisons with results for the water entry of wedges with various deadriseangles.Numerical results show that the pressure distribution varies greatly with the ship hull with differentcurvilinear equations,and the slamming features are also different.From the numerical simulation,the au-thors found that the structural damage of the flare hull might be caused by the increasing hydrodynamicpressure over an extensive area on the flare when the upper part of the flare comes into contact with water. 相似文献
3.
高速滑行艇处于滑行状态时的阻力性能一直是滑行艇水动力性能研究的重点和难点。首先采用半经验半理论的Savitsky法对棱柱形滑行艇的航行姿态与阻力进行研究分析,计算纵倾结果与试验结果吻合良好。然后改变滑行艇的长宽比、重心纵向位置与底部斜升角参数,进一步研究三种参数变化对滑行艇航行姿态与阻力性能的影响。研究结果表明:基于半经验半理论的Savitsky方法可用于棱柱形滑行艇的阻力性能分析;在高速阶段,长宽比、重心纵向位置与底部斜升角参数对阻力影响较大。 相似文献
4.
The first systematic model series of hulls with small waterplane area (both single hulls and twin-hulls) was designed and tested in Krylov Shipbuilding Research Institute in the middle of the 1980's. The series was intended to cover a broad range of Froude numbers, hull aspect ratios, design drafts, and spacing between hulls. In the present paper, these test results are re-analyzed by accounting for the scale effect in the form drag, obtained from the comparison with test data of larger out-of-series models. Illustrative results are also given for the influence of the cross-section hull shape, strut configuration, and shifted hulls on the residual resistance and for dynamic trim and draft. Some data are compared with those of the later series tests of twin-hull models with small waterplane area carried out in HSVA, Germany. Factors influencing the residual resistance of ships of this type are discussed. 相似文献
5.
Peter R. Payne 《Ocean Engineering》1982,9(4):373-384
Earlier papers (Payne, 1981 a,b,c) have developed what might be called a virtual mass theory which in principle permits the forces on any planing hull form to be calculated. In the present paper, this methodology is extended to calculate the thickness and momentum of the jet or spray sheet thrown off by the planing surface. For a two-dimensional flat planing plate—the only case where comparison is possible—the theory gives essentially the same result as that of Pierson and Leshnover (1948). For a three-dimensional flat plate and prismatic hulls, the results seem physically reasonable.For the small trim angles associated with efficient planing, on a weightless inviscid fluid the total pressure drag of any hull can be reduced to close to zero by deflecting the jet rearwards and parallel to the undisturbed surface, the residual resistance being due to the cross-flow force which varies as (trim angle)2. 相似文献
6.
Interceptors have been widely used in recent years in fast ferries and small high-speed leisure and commercial craft for ride and trim control, and steering. In the context of high-performance sailing yachts, they first appeared in 2008 on the yacht Ecover 3 which was dismasted while leading the Vendee Globe Challenge race. However, in spite of their popularity in power craft, few studies have been published investigating the impact of interceptors on vessel performance, and apparently none in the case of sailing yachts. In the current study, interceptors are compared with an aerodynamic device known as a Gurney flap. It is shown that interceptors are generally substantially smaller than Gurney flaps. A comprehensive experiment programme is presented exploring the impact of interceptors on the performance of an Open 60 yacht hull. Results show a marked reduction in calm-water resistance over a wide speed range, with benefits of 10–18% in the speed range between 8 and 20 knots, accompanied by reduced sinkage and trim. The gains observed are much larger than those observed in powercraft, and also substantially greater than those achievable through trim changes by moving ballast longitudinally. The benefits appear to be largely sustained in small waves. 相似文献
7.
V.I. BeenaV.Anantha Subramanian 《Ocean Engineering》2003,30(9):1077-1106
This paper reports seakeeping studies performed on a parametrically varied set of SWATH hull forms. The SWATH form, because of its de-linked nature of design affords many variations of the underwater hull geometry without affecting overall deck length and beam. For a given displacement, the hull form can be varied in terms of length, basic section shape, maximum area of cross section of under water hull and strut water plane shape. Using these variants, a parametric family of hull forms has been generated employing Chebychev polynomial scheme for representing sectional area distribution and using a bi-quintic B-spline based surface definition scheme. Not all designs offer optimal performance in a given sea state. A twin-hull motion analysis program SEDOS has been used to study the motions and other dynamic effects. Setting criteria for operability, these dynamic effects have been quantified into a single value namely, operability index. The approach here fulfils an investigation at the design stage in order to tap the full advantage of the SWATH form. The study brings out a methodology for assessment of the SWATH at the design stage highlighting interesting results related to section shapes and sectional area distribution. Thus, combining a newly developed interactive surface generation scheme with an analysis package, a rapid assessment tool is offered for new design. 相似文献
8.
Extensive use of autonomous underwater vehicles (AUVs) in oceanographic applications necessitates investigation into the hydrodynamic forces acting over an AUV hull form operating under deeply submerged condition. This paper presents a towing tank-based experimental study on forces and moment on AUV hull form in the vertical plane. The AUV hull form considered in the present program is a 1:2 model of the standard hull form Afterbody1. The present measurements were carried out at typical speeds of autonomous underwater vehicles (0.4-1.4 m/s) by varying pitch angles (0-15°). The hydrodynamic forces and moment are measured by an internally mounted multi-component strain gauge type balance. The measurements were used to study variation of axial, normal, drag, lift and pitching moment coefficients with Reynolds number (Re) and angle of attack. The measurements have also been used to validate results obtained from a CFD code that uses Reynolds Average Navier-Stokes equations (ANSYS™ Fluent). The axial and normal force coefficients are increased by 18% and 195%; drag, lift and pitching moment coefficients are increased by 90%, 182% and 297% on AUV hull form at α=15° and Rev=3.65×105. These results can give better idea for the efficient design of guidance and control systems for AUV. 相似文献
9.
Peter R. Payne 《Ocean Engineering》1990,17(3)
Added mass theory has been shown to give excellent agreement with experimental measurements on planing surfaces at normal planing angles [e.g. Payne, P.R. (1982, Ocean Engng9, 515–545; 1988, Design of High-Speed Boats, Volume 1: Planning. Fishergate. Inc., Annapolis, Maryland)] and to agree exactly with more complex conformal transformations where such a comparison is possible. But at large trim angles, it predicts non-transient pressures that are greater than the free-stream dynamic pressure and so cannot be correct. In this paper, I suggest that the reason is because, unlike a body or a wing in an infinite fluid, a planing plate only has fluid on one side—the “high pressure” side. So the fluid in contact with the plate travels more slowly as the plate trim angle (and therefore static pressure) increases. This results in lower added mass forces than Munk, M. (1924) The Aerodynamic Forces on Airship Hulls (NACA TR-184) and Jones, R. T. (1946) Properties of Low-Aspect-Ratio Pointed Wings at Speeds Below and Above the Speed of Sound (NACA TR-835) originally calculated for wings and other bodies in an infinite fluid.For simplicity of presentation, I have initially considered the example of a triangular (vertex forward) planning plate. This makes the integration of elemental force very simple and so the various points are made without much trouble. But the penalty is that there seem to be no experimental data for such a configuration; at least none that I have been able to discover. But at least the equations obtained in the limits of zero and infinite aspect ratio, small trim angles (τ) and τ = 90° all agree with established concepts and the variation of normal force with trim angle looks like what we would expect from our knowledge of how delta wings behave in air.I then employed the new equation to calculate the force on a rectangular planing surface at a trim angle τ, having a constant horizontal velocity uo and a vertical impact velocity of ż. This happens to have been explored experimentally by Smiley, R. F. [(1951) An Experimental Study of Water Pressure-Distributions During Landings and Planing of a Heavily Loaded Rectangular Flat Plate Model (NACA TM 2453)] up to trim angles of τ = 45°, and so a comparison between theory and experiment is possible. The results of this comparison are encouraging, as is also a comparison with the large trim angle planing plate measurements of Shuford, C. L. [(1958) A Theoretical and Experimental Study of Planing Surfaces Including Effects of Cross Section and Plan Form (NACA Report)].As two practical applications, I first employed the new equations to calculate the “design pressures” needed to size the plating of a transom bow on a high-speed “Wavestrider” hull. The resulting pressures were significantly different to those obtained using semi-empirical design rules in the literature. Then I used the theory to critically review data obtained from tank tests of a SES bow section during water impact to identify how the “real world” of resilient deck plating diverged from the “model world” of extreme structural rigidity. 相似文献
10.
Planing hull vessel is well-known to have the problem of low damping and susceptible to large roll angles when encountering beam seas especially when stopped or operated at low speed. One approach to reduce this problem is to incorporate a pair of side keels. The effects of the side keels on both roll damping and resistance of a planing hull patrol vessel were experimentally evaluated by varying length, breadth and the position of the side keels. Tests data of the side keels have been presented on the roll damping coefficients and the resistance forces of the vessel. Next, the roll damping coefficients were utilised in time domain simulation program based on a six-degree-of-freedom mathematical model to predict the roll response and assess the vessel safety in astern waves for the case with and without the side keels. The results from the time domain simulation program have indicated that the effects of a pair of side keels can improve the vessel safety. 相似文献
11.
12.
Considerations on the squat of unevenly trimmed ships 总被引：1，自引：0，他引：1
In existing publications about empirical studies of ship squat trim is only dealt with implicitly by focussing the concern on the maximum squat. This restriction is only sufficient if a non-zero static trim is always increased dynamically, which, however, turns out to be wrong. Instead of maximum squat, we suggest a more suitable definition of the quantity relevant for under-keel clearance. In an example, it is shown that a non-zero static trim can actually be reduced dynamically, indicating a possible optimisation of trim. For a correct estimation of the squat effect on under-keel clearance, trim must be treated as an explicit parameter. Our arguments are based on full-scale experiments as well as results from numerical simulations. 相似文献
13.
Many disastrous oil spill accidents from damaged vessels become worse especially when the early treatment is not prompt enough. To properly handle this type of accidents and prevent further disasters, International Maritime Organization establishes and imposes various rules and regulations. Better understanding of the propulsive performance of damaged vessels is important for containing the oil spill while the vessels are being towed or self-propelled. In the present study, both experimental and computational methods were used to investigate the flow phenomena around the hull and the hydrodynamic performances of a VLCC in various damaged conditions. From the resistance and self-propulsion test results, it is found that higher power is required to propel the ship especially with the bow trim. Wake measurement data provide physical insight into the factors to be considered for the propeller operation in damaged conditions. 相似文献
14.
Hull/mooring/riser coupled dynamic analysis and sensitivity study of a tanker-based FPSO 总被引：2，自引：0，他引：2
A computer program is developed for hull/mooring/riser coupled dynamic analysis of a tanker-based turret-moored FPSO (Floating Production Storage and Offloading) in waves, winds, and currents. In this computer program, the floating body is modeled as a rigid body with six degrees of freedom. The first- and second-order wave forces, added mass, and radiation damping at various yaw angles are calculated from the second-order diffraction/radiation panel program WAMIT. The wind and current forces for various yaw angles of FPSO are modeled following the empirical method suggested by OCIMF (Oil Company International Marine Forum).
The mooring/riser dynamics are modeled using a rod theory and finite element method (FEM), with the governing equations described in a generalized coordinate system. The dynamics of hull, mooring lines, and risers are solved simultaneously at each time step in a combined matrix for the specified connection condition. For illustration, semi-taut chain-steel wire-chain mooring lines and steel catenary risers are employed and their effects on global FPSO hull motions are investigated. To better understand the physics related to the motion characteristics of a turret-moored FPSO, the role of various hydrodynamic contributions is analyzed and assessed including the effects of hull and mooring/riser viscous damping, second-order difference-frequency wave-force quadratic transfer functions, and yaw-angle dependent wave forces and hydrodynamic coefficients. To see the effects of hull and mooring/riser coupling and mooring/riser damping more clearly, the case with no drag forces on those slender members is also investigated. The numerical results are compared with MARIN's wave basin experiments. 相似文献
15.
The use of air cavities beneath ship hulls can lead to significant drag reduction. A study of air-ventilated cavities under a simplified hull has been undertaken. Experiments with a 56-cm-long stepped-hull model were carried in an open-surface water channel at flow velocities 28–86 cm/s. The air-cavity parameters were measured at different model positions. Different cavity forms, a strong growth of the cavity length with the flow velocity, and an optimal trim angle for the largest air-cavity area were identified. Numerical studies were conducted using a linear potential-flow method and the finite-volume viscous code Fluent. The computationally inexpensive three-dimensional potential-flow modeling predicted air-cavity shapes and provided qualitative agreement with the measured average length of the air cavity. Two-dimensional viscous modeling reasonably predicted macroscopic features and viscous effects in the air-cavity flow, while exaggerated the mixed-phase flow regions. 相似文献
16.
This work addresses the experimental and numerical study of a stepped planing hull and the related fluid dynamics phenomena typically occurring in the stepped hull in the unwetted aft body area behind the step. In the last few years, the interest in high-speed planing crafts, with low weight-to-power ratios, has been increasing significantly, and, in such context, naval architects have been orienting toward the stepped hull solution. Stepped planing hulls ensure good dynamic stability and seakeeping qualities at high speeds. This is mainly due to the reduction of the wetted area, which is caused by the flow separation occurring at the step. This paper presents the experimental results of towing tank tests in calm water on a single-step hull model, which is the first model of a new systematic series. The same flow conditions are analyzed via Reynolds Averaged Navier-Stokes (RANS) and Large Eddy Simulations (LES), with different moving mesh techniques (overset/chimera and morphing grid), performed at different model speeds. The numerical results are in accordance with experimental data, and overset/chimera grid is found to be the best approach between the analyzed ones. The flow patterns obtained numerically through LES on a refined grid appear similar to the ones observed in towing tank investigations through photographic acquisitions. These flow patterns are dominated by a rather complex 3D arrangement of vortices originating from air spillage at both sides of the step. The understanding of these phenomena is important for the effectiveness of stepped hull designs. 相似文献
17.
Peter R. Payne 《Ocean Engineering》1984,11(2):129-184
This paper gives an overview of the development of the supercritical planing hull concept during the last two decades. Our starting point was the body of theoretical and tank testing work on supercritical displacement ships which was completed by Lewis and others by 1960. In 1964 we launched a manned model small waterplane twin hull (SWATH) craft having a very low pitch stiffness, and thus very little pitching motion at wave encounter frequencies above resonance. A second craft was launched the following year, after which we changed the emphasis of our program to the higher speeds associated with planning craft. Planning catamarans occupied us between 1967 and 1971, when the first Sea Knife monohull supercritical planning hull was launched. The most recent Sea Knife is 34 ft L.O.A., displaces 16,000 lb with full fuel and crew, has been timed at 80 mph in sea state 3, and (from model tests) can do the same in sea state 4 with a comfortable ride. We conclude that supercritical planing hulls are very suitable for high speed ferries, patrol craft and crewboats, and that the technology is now mature. 相似文献
18.
Computations of self-propulsion free to sink and trim and of motions in head waves of the KRISO Container Ship (KCS) model 总被引：2，自引：0，他引：2
Two computations of the KCS model with motions are presented. Self-propulsion in model scale free to sink and trim are studied with the rotating discretized propeller from the Hamburg Model Basin (HSVA) at Fr = 0.26. This case is particularly complex to simulate due to the close proximity of the propeller to the rudder. The second case involves pitch and heave in regular head waves. Computations were performed with CFDShip-Iowa version 4.5, a RANS/DES CFD code designed for ship hydrodynamics. The self-propulsion computations were carried out following the procedure described in Carrica et al. [1], in which a speed controller is used to find the propeller rotational speed that results in the specified ship velocity. The rate of revolutions n, sinkage, trim, thrust and torque coefficients KT, KQ and resistance coefficient CT(SP) are thus obtained. Comparisons between CFD and EFD show that the rate of revolutions n, thrust and torque coefficients KT and KQ have higher prediction accuracies than sinkage and trim. For the simulation of pitch and heave in head waves, the geometry includes KCS hull and rudder under three conditions with two Froude numbers and three wave length and amplitude combinations. 0th and 1st harmonic amplitudes and 1st harmonic phase are computed for total resistance coefficient CT, heave motion z and pitch angle θ. Comparisons between CFD and EFD show that pitch and heave are much better predicted than the resistance. In both cases comparisons with simulations by other authors presented at the G2010 CFD Workshop [2] using different CFD methodologies are included. 相似文献
19.
Computation of wave-making resistance of a catamaran in deep water using a potential-based panel method 总被引：1，自引：0，他引：1
This paper presents a potential-based boundary element method for solving a nonlinear free-surface flow problem for a Wigley catamaran moving with a uniform speed in deep water. Since the interior flow of each monohull of the catamaran is different from the exterior flow, both monohulls must be considered as lifting bodies. The pressure Kutta condition is imposed at the trailing-edge of the lifting body by determining the dipole distribution, which generates required circulation on the lifting part. The effects of wave interference and hull separation on the hydrodynamic characteristics of the catamaran hull are analyzed and the validity of the computer scheme is examined by comparing the wave resistance with the numerical results of others. The present method could be a useful design tool for screening the suitable combinations of hull parameters and hull spacing at the preliminary design stage of catamaran hull. 相似文献
20.
The homotopy method is utilized in the present inverse hull design problem to minimize the wave-making coefficient of a 1300 TEU container ship with a bulbous bow. Moreover, in order to improve the computational efficiency of the algorithm, a properly smooth function is employed to update the homotopy parameter during iteration. Numerical results show that the homotopy method has been successfully applied in the inverse design of the ship hull. This method has an advantage of high performance on convergence and it is credible and valuable for engineering practice. 相似文献