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1.
Ayla Sayli Ahmet Dursun Alkan Radoslav Nabergoj Ayse Oncu Uysal 《Ocean Engineering》2007,34(5-6):724-738
The main idea of this paper is to identify functional relations between seakeeping characteristics and hull form parameters of Mediterranean fishing vessels. Multiple regression analysis is used for quantitative assessment through a computer software that is based on the SQL Server Database. The seakeeping attributes under investigation are the transfer functions of heave and pitch motions and of absolute vertical acceleration at stern, while the ship parameters influencing motion dynamics have been classified into two groups: displacement (Δ) and main dimensions (L, B, T), coefficients that define the details of the hull form (CWP, CVP, LCB, LCF, etc.).Four multiple regression models having different parameter combinations are here investigated and discussed, giving way to the so-called ‘Simple Model’, ‘Intermediate Model’, ‘Enhanced 1 Model’ and ‘Enhanced 2 Model’. The obtained results are more than satisfactory for seakeeping predictions during the conceptual design stage. 相似文献
2.
The paper presents an approach to investigate the effects of some parameters on seakeeping assessment of fast ships in conceptual design stage. Hull form parameters have been classified into two groups: main dimensions (L, B and T) and secondary form parameters (LCB and CP). To demonstrate the approach a fast ship is redesigned as parent hull and alternative hull forms are generated by changing these parameters systematically. Some hull forms are selected related the geometric limits and seakeeping analyzes are here investigated and discussed. The obtained results are satisfactory for seakeeping predictions during the conceptual design stage. 相似文献
3.
The prediction of ship stability during the early stages of the design process is very important from the point of a vessel's safety. Hence, in this study, a formula is presented to estimate cross curves of fishing vessels to predict initial stability at the preliminary design stage. For this purpose, 175 fishing vessel forms have been generated from Doust trawler hull series. The predictive technique is established by regression analysis of systematically varied fishing vessel series data. The mathematical model is constructed as a function of main design parameters such as length to beam ratio LWL/BWL, beam to draft ratio BWL/T, moulded depth to draft ratio D/T and block coefficient CB. This prediction is also used to determine the effect of specific hull form parameters and load conditions on the stability of the fishing vessel. Some basic considerations on how the proposed method can be applied to a new fishing vessel are presented. 相似文献
4.
This study investigates the occurrence of irregular frequencies in a seakeeping analysis of a ship moving with forward speed. This is achieved by formulating the interior virtual flow Dirichlet or Neumann eigenvalue problem. A theoretical analysis of a rectangular box travelling and oscillating in waves reveals that in the forward speed case, apart from the singular irregular frequency at zero encounter frequency, no irregular frequencies exist whilst at zero forward speed multiple irregular frequencies are observed confirming previous findings. These theoretical predictions are further verified by numerical calculations involving the rectangular box and a Series 60, CB=0.70, hull. 相似文献
5.
In current Naval Architecture practice, employing static considerations is an important and necessary step in assessing ship stability and seakeeping properties (e.g. inclining experiments, load line regulations, range of stability calculations). However, damaged vessels and vessels operating in heavy weather or in conditions where topside icing is a concern may require an additional assessment of stability that considers dynamic effects. Within such contexts, the actual (i.e. current) second moment properties of the vessel mass become very important in the associated equations of motion for a given ship. One such critical second mass moment property is the roll gyradius, as it is closely related to the occurrence of capsizing. The present paper furnishes a means for reckoning the actual roll gyradius of a given ship operating within a seaway. The approach hinges on the formulation and solution of a stochastic inverse problem that leverages existing seakeeping software against the shipboard inertial measurement unit (IMU) telemetry. The method is demonstrated at full-scale and validated at model scale. 相似文献
6.
A study of the seakeeping performance of a set of fishing vessels is carried out aiming to identify the seakeeping criteria, and vessel conditions that limit the operability of the fishing vessels in certain sea states. Ship motions and derived responses are obtained in fully developed sea states using the transfer functions of the hull forms. Those responses are assessed against the prescribed values, for the chosen criteria, to determine the vessels operational conditions that might result in hazards or seasickness. For the purpose of this study, each fishing vessel is considered operating in sea states 5 and 6, with different Froude numbers and heading angles, and their short term responses are assessed against the most relevant criteria related with the absolute and relative motions, accelerations, slamming and green water on deck. The results obtained show that roll and pitch criteria are most critical for seakeeping performance, and there is a significant influence of the transverse metacentric height, GMt, and the location of the reference checking points in the seakeeping performance of these fishing vessels. 相似文献
7.
The seakeeping performance in oblique seas for a series of 72 cruiser-stern hull forms has been evaluated analytically and is presented in a systematic way. The hull form series have been created by Loukakis and Chryssostomidis (1975) by extending the principal characteristics of the Series 60 to cover usual shipbuilding practice. In that work, however, only the seakeeping performance in head seas was presented. Recently, the seakeeping performance of the Extended Series 60 was re-evaluated for both head seas and oblique seas. The complete results are presented in tabular and graphical form as a function of the principal characteristics of the ship, the Froude number (including Fn=0, missing in the original series), the non-dimensional modal wave period and the heading angle in a separate NTUA report (Grigoropoulos et al., 1994). In the present paper, the results for one case are given in tabular form accompanied by graphical representation. They include: heave, pitch, bending moment amidships, added resistance, absolute vertical acceleration and relative vertical motion at the bow and the stern regions and relative vertical velocity at stations 2 and 4 where slamming is likely to occur. 相似文献
8.
The overall performance of ships depends on the seakeeping performance in specified sea areas where the vessel is designed to operate. The seakeeping performance procedure is based upon the probability of exceeding specified ship motions in a sea environment particular to the vessel's mission. Given the operational area of the vessel, the percentage of time the vessel operates in a particular sea state can be determined from an oceanographic database through application of the response amplitude operators. The predicted motions are compared to the motion limiting criteria to obtain the operability indices. However, the operability indices are strongly affected by the chosen limiting criteria. This is particularly the case for passenger vessels where many conflicting criteria are used to assess the effect of motions and accelerations on comfort and well-being of passengers. This paper investigates the effect of seakeeping criteria on seakeeping performance assessment for passenger vessels. Conventional seakeeping performance measures are evaluated for various levels of vertical accelerations defined by the ISO 2631 standard. It is shown that the estimated seakeeping performance of a passenger vessel greatly depends on the level of limiting value selected as the seakeeping criteria. 相似文献
9.
An extensive experimental investigation on four SWATH hull forms has been conducted in calm water and in regular waves at University of Naples Federico II. Calm water tests have been analyzed in the range of Froude number FrT from 0.1 to 0.6. For all four SWATH configurations at the speed, corresponding to FrT 0.32, the behaviour in regular waves has been tested. The results of heave, pitch and vertical accelerations are presented in nondimensional form as RAO. For the “most promising” SWATH #4 configuration, a set of stabilizing fins have been designed and an active stabilization system has been developed. The developed SWATH#5 has been tested in calm water on three displacements in the range of FrT from 0.1 to 0.65. The dynamic wetted surface has been identified and the residual resistance coefficient CR as well as RT/Δ are reported. Seakeeping tests have been performed in regular head sea and in head and following irregular sea at FrT = 0.50. The conditions for the occurrence of dynamic longitudinal instabilities have been identified. The results allows to comment the effect of slenderness of struts and SWATH’s immersed bodies on resistance and seakeeping and concerns the applicability of SWATH concept to small craft. 相似文献
10.
Numerical investigation of the seakeeping behavior of a catamaran advancing in regular head waves 总被引：3，自引：0，他引：3
A numerical study was undertaken in order to assess the capability of an unsteady RANS code to predict the seakeeping characteristics of a high-speed multi-hull vessel in high sea states. Numerical analysis includes evaluation of ship motions, effects of wave steepness on ship response, catamaran natural frequency and added resistance in waves. Computations were performed for the DELFT 372 catamaran by the URANS solver CFDSHIP-Iowa V.4. The code was validated with encouraging results for high ship speeds (0.3≤Fn≤0.75) and high wave amplitudes (0.025≤Ak≤0.1). Comparison with strip theory solutions shows that the RANS method predicts ship motions with higher accuracy and allows the detection of nonlinear effects. Current computations evidence that heave peaks occur at resonance for all Fn, and reach the absolute maximum at Fn=0.75. Maximum pitch occurs at frequencies lower than resonance, for each speed, and absolute maximum occurs at medium Fn=0.6. Maximum added resistance, Raw, was computed at Fn=0.45, which, interestingly, is near the catamaran Fncoincidence. Overall, we found similar results as Simonsen et al. (2008) for KCS containership, though, herein, a multi-hull geometry and higher speeds were tested. Also, our results are useful to further evaluate the exciting forces and their correlation with fe and λ/Lpp. 相似文献
11.
This paper reports on 3D time domain seakeeping computations at different level of modeling of nonlinear effects. Four successively improved levels of computations are considered: (i) a linear computation, (ii) Froude-Krylov nonlinear computation, (iii) body nonlinear computation where the perturbation potential is computed based on the instantaneous hull under the mean free-surface, and finally (iv) the body-exact nonlinear computation, where the perturbation potential is determined based on the wetted hull under the incident wave profile after suitable mapping of the hull into a computational domain. Computations are carried out for a Wigley hull (having less ‘geometric’ nonlinearity due to vertical sides), and a S175 hull at different forward speeds. The results are obtained for both regular and irregular waves. 相似文献
12.
13.
Increasing propulsion efficiency, safety, comfort and operability are of the great importance, especially for small ships operating on windy sites like the North Sea and the Baltic Sea. Seakeeping performance of ships and offshore structures can be analysed by different methods and the one that is becoming increasingly important is CFD RANS. The recent development of simulation techniques together with rising HPC accessibility enables performance of advanced seakeeping simulations for ships in a full scale. The paper presents CFD seakeeping analysis for a case study vessel in two variants: V-shaped bulbous bow hull form (as built) and innovative hull form (X-bow type). The study presents the influence of redesigning the ship on selected seakeeping aspects. The advanced CFD model, with the application of overset mesh technique, was described in detail. Selected numerical results were validated on the basis of experimental testing in a towing tank and showed good agreement. The approach demonstrated here of performing the CFD seakeeping simulations for the analysis of ship performance in a full scale and close to real loading conditions has direct application to the design process as well as in determination of optimal operational parameters of any ship. 相似文献
14.
Chlorophyll-a concentration (C chl) variations in the cross section within and outside the Peter the Great Bay shelf during different stages of the winter–spring phytoplankton bloom in 2003–2005 has been considered based on a ship (obtained during the R/V Akademik M.A. Lavrent’ev voyage of February 26 to March 9, 2003) and MODIS-Aqua spectroradiometer and the SeaWiFS color-scanner satellite data. A comparison of the C chl variability obtained from the ship and satellite data indicates that these data are inconsistent. According to satellite data obtained at the MUMM atmospheric correction, the C chl variability is distorted less than the NIR-correction data. Studying the variations in the coefficients of light absorption by the detritus and yellow substance (a dg) and light backscattering by suspended particles (b bp), C chl, chlorophyll-a fluorescence (F chl) according to the satellite data allow us to state that the variations in the discrepancy between the satellite and ship C chl values are mainly caused by the variations in the content of the detritus and yellow substance in water. Based on the satellite data, it has been revealed that the a dg values increase with increasing wind mixing after the phytoplankton bloom (about 2–5 km areas where the a dg, C chl, F chl, and bbp values abruptly increased in 2005, apparently due to eddy formation). It has been indicated that the F chl characteristic, which is close to C chl, increases when the favorable conditions for the phytoplankton bloom deteriorate. Therefore, this characteristic cannot be used to identify C chl under the indicated conditions. 相似文献
15.
CFD simulations of the effects of fouling and antifouling 总被引：1，自引：0，他引：1
Yee Shin Khor 《Ocean Engineering》2011,38(10):1065-1079
Biofouling is a global problem in the marine industry though its effects on lift and drag are rarely discussed. This paper seeks to employ Computational Fluid Dynamics (CFD) method to quantify the effects of this problem based on the obtained flow field information. The simulation is carried out on a NACA 4424 airfoil and Defence Research Establishment Atlantic (DREA) Submarine Hull. Different levels of fouling are studied with quantified fouling height and density. As an extension, the effects of two common antifouling methods, i.e. tin-free Self-Polishing Copolymer (SPC) and Foul Release on the drag of NACA 4424 foil and the submarine hull is investigated. For NACA 4424 airfoil, fouling reduces lift-drag ratio (CL/CD) by up to 80% in maximum and therefore result in the significant increase in fuel consumption. Predicted flow data shows this is related to the increased flow separation region caused by the fouling. It is found that pressure gradient gradually increases from the smallest fouling height to the largest but does not vary that much for fouling of varying densities. The general trend of CL/CD varies with angle of attack agrees well with others experimental data. Computed results also show good agreement with experimental data for the DREA bare hull. As to antifouling, Foul Release, despite being 30% more expensive than SPC, exhibits 10-40% higher CL/CD as compared to SPC for NACA foil and submarine hull. 相似文献
16.
Mark A. Gammon 《Ocean Engineering》2011,38(10):1054-1064
A fishing boat hull is used as an example of how hull form optimization can be accomplished using a Multi-Objective Genetic Algorithm (MOGA). The particular MOGA developed during this study allows automatic selection of a few Pareto Optimal results for examination by the designers while searching the complete Pareto Front. The optimization uses three performance indices for resistance, seakeeping and stability to modify the hull shape to obtain optimal hull offsets as well as optimal values for the principal parameters of length, beam and draft. The modification of the 148/1-B fishing boat hull, the parent hull form of the ?stanbul Technical University (?TÜ) series of fishing boats, is presented by first fixing the principal parameters and allowing the hull offsets to change, and secondly by simultaneously allowing variation of both the principal parameters and the hull offsets. Improvements in all three objectives were found. For further research the methodology can be modified to allow for the addition of other performance objectives, such as cost or specific mission objectives, as well as the use of enhanced performance prediction solvers. In addition, one or more hulls could be evaluated by experiment to validate the results of using this particular optimization approach. 相似文献
17.
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
18.
Improved data collection and processing technologies along with the use of high resolution spectral techniques soon will make it possible to obtain estimates of the Kelvin wave amplitude function A(θ), ship speed U, and ship heading α from synthetic aperture radar images of ship wakes. This paper presents a series of methods for deriving additional hull characteristics such as the length L, volume V, and offsets ζ(x,z) from this spectral and surface wave information. The first method estimates the ship length by taking the Fourier transform of the slope amplitude function |kA|. The remaining estimates make use of the hull inversion code developed at the University of Michigan by Wu in 1991. The accuracy of the hull offsets predicted by the code is first determined for various options for solving the linear inversion problem. In this case, both the magnitude and phase of A(θ) are known in addition to the hull draft H. Since the draft is not often known a priori, the accuracy of the code is determined next by predicting the volume of the ship for an approximate though plausible input value of H. Finally, the accuracy of the non-linear inversion problem of obtaining offsets along the entire hull is investigated when only the magnitude but not the phase of A(θ) is known. 相似文献
19.
A time-domain analysis is used to predict wave loading and motion responses for a ship traveling at a constant speed in regular oblique waves. Considered as a distribution of normal velocities on the wetted hull surface, the combined diffraction and radiation perturbations caused by the forward moving ship and her motions are determined simultaneously. This way, the ship-hull boundary condition is exactly fulfilled. The 3-D time domain Green's function is used to express the combined diffraction/radiation potential in terms of impulsive and memory potentials. Application of the Bernoulli equation yields the pressure distribution and accordingly, the necessary hydrodynamic forces. The equations of motion of the ship are then developed and solved in the time domain.Forces and motions at forward speed are predicted for a Wigley ship-hull in head waves and for a catamaran-ferry in oblique waves. Comparison is made with published theoretical and experimental results for the Wigley ship-hull, and the agreement is good. For the catamaran, a self-propelled model is built and tested both in a large towing tank and in a seakeeping basin in order to measure the six-degrees-of-freedom forces, moments and motions at forward speed in regular waves of different directions. For the longitudinal motions, the agreement between measurements and predictions is generally good. For the transverse motions, however, acceptable discrepancy exists. The discrepancy is thought to be mainly due to the exclusion from the analysis of the rudder forces and viscous damping. The inclusion of such nonlinear effects in the time domain simulation involves complex analysis and this problem is left to a future research. 相似文献
20.
Matthew R Dunn Ava Szabo Margaret S. McVeagh Peter J. Smith 《Deep Sea Research Part I: Oceanographic Research Papers》2010,57(7):923-930
Stomachs from the sharks Dalatias licha, Centrophorus squamosus, Centroscymnus owstoni, Centroselachus crepidater, Proscymnodon plunketi, and Galeorhinus galeus were sampled from three research trawl surveys on Chatham Rise, east of New Zealand. Between 14 and 50 stomachs were examined for each species, of which 8–62% were empty. Prey were visually identified in 80 stomachs, and by DNA barcoding in a further 28 stomachs. The use of DNA methods allowed the identification of chunks of flesh found in the stomachs of D. licha and P. plunketi, and nearly doubled the rate of data accumulation for D. licha, C. squamosus, and C. owstoni. Between 84 and 223 stomachs were estimated to be needed to measure 90% of the extrapolated total prey richness. The prey of D. licha, C. squamosus, and P. plunketi were predominantly benthic or demersal fishes and cephalopods. The prey of C. owstoni and C. crepidater were predominantly mesopelagic fishes and squids. G. galeus foraged throughout the water column. Scavenging of discards from commercial fishing vessels was likely in C. squamosus, P. plunketi, and G. galeus. The diet of all species except C. crepidater was dominated by the commercially important benthopelagic species hoki Macruronus novaezelandiae. 相似文献