Calm-Water Resistance Prediction of a Surface-Effect Ship

2009 ◽  
Author(s):  
Kevin J Maki ◽  
◽  
Lawrence J Doctors ◽  
Riccardo Broglia ◽  
Andrea Di Mascio ◽  
...  
Keyword(s):  
Water Resistance ◽  
Surface Effect ◽  
Calm Water ◽  
Surface Effect Ship ◽  
Resistance Prediction

Numerical investigation of the components of calm-water resistance of a surface-effect ship

2013 ◽  
Vol 72 ◽  
pp. 375-385 ◽  
Author(s):  
Kevin J. Maki ◽  
Riccardo Broglia ◽  
Lawrence J. Doctors ◽  
Andrea Di Mascio
Keyword(s):  
Numerical Investigation ◽  
Water Resistance ◽  
Surface Effect ◽  
Calm Water ◽  
Surface Effect Ship

An Analysis of Heave Added Mass and Damping of a Surface-Effect Ship

1981 ◽  
Vol 25 (01) ◽  
pp. 44-61
Author(s):  
C. H. Kim ◽  
S. Tsakonas
Keyword(s):  
Free Surface ◽  
High Speed ◽  
Surface Effect ◽  
Practical Method ◽  
Added Mass ◽  
Damping Coefficients ◽  
Calm Water ◽  
Surface Effect Ship ◽  
Long Time ◽  
Computational Procedures

The analysis presents a practical method for evaluating the added-mass and damping coefficients of a heaving surface-effect ship in uniform translation. The theoretical added-mass and damping coefficients and the heave response show fair agreement with the corresponding experimental values. Comparisons of the coupled aero-hydrodynamic and uncoupled analytical results with the experimental data prove that the uncoupled theory, dominant for a long time, that neglects the free-surface effects is an oversimplified procedure. The analysis also provides means of estimating the wave elevation of the free surface, the escape area at the stern and the volume which are induced by a heaving surface-effect ship in uniform translation in otherwise calm water. Computational procedures have been programmed in the FORTRAN IV language and adapted to the PDP-10 high-speed digital computer.

Assessment of URANS surface effect ship models for calm water and head waves

2017 ◽  
Vol 67 ◽  
pp. 248-262 ◽  
Author(s):  
Shanti Bhushan ◽  
Maysam Mousaviraad ◽  
Frederick Stern
Keyword(s):  
Surface Effect ◽  
Head Waves ◽  
Calm Water ◽  
Surface Effect Ship

Numerical Analysis for Resistance Calculations of NPL as a Floating Hull for Wave Glider

2014 ◽  
Vol 619 ◽  
pp. 38-43 ◽  
Author(s):  
Aladdin Elhadad ◽  
Wen Yang Duan ◽  
Rui Deng ◽  
H. Elhanfey
Keyword(s):  
Numerical Analysis ◽  
Mesh Generation ◽  
Numerical Scheme ◽  
Water Resistance ◽  
Numerical Predictions ◽  
Calm Water ◽  
Resistance Prediction ◽  
Wave Glider ◽  
Solution Parameters ◽  
Good Agreement

Thewave glideris an autonomous unmanned vehicle (AUV) which uses the power of the ocean to propel itself. The purpose of this study is using the well known slender modelNPLin developing hull in an attempt to design the floating hull ofwave glider.CFDandMaxsurfsoftware are used to present a method focused on mesh generation to predictcalm water resistancefor the hull. Calculations are carried out for Froude numbers in the range of 0.10 to 0.40. Three different mesh sizes are used forCFDto calculate the mesh effects. The results of numerical predictions under the same conditions obtained fromCFDandMaxsurfcalculations are obtained and compared for accuracy of the solution parameters. The comparison shows a good agreement between the results. The method is useful and acceptable and the overall numerical scheme is suitable for resistance prediction.

Scaling of Resistance From Surface-Effect Ship Model Tests

2013 ◽  
Vol 29 (02) ◽  
pp. 66-75
Author(s):  
Chris B. McKesson ◽  
Lawrence J. Doctors
Keyword(s):  
Surface Effect ◽  
Frictional Resistance ◽  
Wave Resistance ◽  
Complex Case ◽  
Total Resistance ◽  
Towing Tank ◽  
Classic Article ◽  
Calm Water ◽  
Surface Effect Ship ◽  
Friction Line

In the case of conventional (displacement) hulls, model testing is based on the assumption (with or without certain refinements) that the total resistance can be expressed as:RT=RF+RR(1)where Rt is measured in the towing tank, and the frictional resistance, Rf, can be accurately estimated by the application of a friction line and the use of the calm-water wetted surface. It is assumed that the dimensionless residuary resistance RR is the same for the model and the prototype vessel. Our article may be considered to be an extension of the classic article by Wilson, Wells, and Heber (1978) to the more complex case of the surface-effect ship, as follows. Specifically, we opine that:RT=RF+RW+RH+RS+RM+RSPRAY(2)Here, Rw is the wave resistance of the vessel (caused by a combination of the actions of the cushion pressure and the two sidehulls), RH is the transom (hydrostatic) drag, Rs is the seal drag, Rm is the momentum drag, and RspRay is the spray drag. Rt is the only one of these quantities that is measured during the model test. The other components require the use of a variety of estimates. In the article, we present specific examples of our approach as applied to a number of tests on surface-effect ship models that we have studied in recent years.

scholarly journals Calm Water Resistance Prediction of a Container Ship Using Reynolds Averaged Navier-stokes Based Solver

2017 ◽  
Vol 194 ◽  
pp. 25-30 ◽  
Author(s):  
Hafizul Islam ◽  
Md. Mashiur Rahaman ◽  
Hiromichi Akimoto ◽  
M. Rafiqul Islam
Keyword(s):  
Water Resistance ◽  
Navier Stokes ◽  
Container Ship ◽  
Calm Water ◽  
Resistance Prediction ◽  
Reynolds Averaged Navier Stokes

RANS Based Calm Water Resistance Prediction for Tumblehome Hull With Different Bow Appendages

2019 ◽  
Author(s):  
Shuzheng Sun ◽  
Xin Zhao
Keyword(s):  
Flow Field ◽  
Test Data ◽  
Model Test ◽  
Water Resistance ◽  
Grid Size ◽  
Time Step ◽  
Submerged Body ◽  
Calm Water ◽  
Calculation Results ◽  
Resistance Prediction

Abstract The calm water resistance of the models a bare tumblehome hull and with 3 different bow appendages (triangle fins, rectangular foil, and semi-submerged body) are predicted based on RANS and k-ε turbulence model using STAR CCM+ software. VOF method is used for the 2-phases simulation. The resistance calculation results of the bare hull are validated against model test data. The verification and convergence studies are carried out on the grid size and time step. The validation studies show that the relative changes of the resistance calculation results compared with the model test data for Fr = 0.294 are 5–6%. The results of resistance prediction for the hulls with 3 bow appendages show that the bow fin configuration shows the best performance at Fr = 0.220, and the semi-submerged body configuration shows the best performance at Fr = 0.367. The details of flow field of different hulls will be analysed in this paper.

scholarly journals An Approach to Determine Optimal Bow Configuration of Polar Ships under Combined Ice and Calm-Water Conditions

2021 ◽  
Vol 9 (6) ◽  
pp. 680
Author(s):  
Hui Li ◽  
Yan Feng ◽  
Muk Chen Ong ◽  
Xin Zhao ◽  
Li Zhou
Keyword(s):  
Numerical Simulation ◽  
Water Resistance ◽  
Numerical Technique ◽  
Experimental Studies ◽  
Resistance Index ◽  
Simulation Method ◽  
Present Approach ◽  
Calm Water ◽  
Level Ice ◽  
Ice Resistance

Selecting an optimal bow configuration is critical to the preliminary design of polar ships. This paper proposes an approach to determine the optimal bow of polar ships based on present numerical simulation and available published experimental studies. Unlike conventional methods, the present approach integrates both ice resistance and calm-water resistance with the navigating time. A numerical simulation method of an icebreaking vessel going straight ahead in level ice is developed using SPH (smoothed particle hydrodynamics) numerical technique of LS-DYNA. The present numerical results for the ice resistance in level ice are in satisfactory agreement with the available published experimental data. The bow configurations with superior icebreaking capability are obtained by analyzing the sensitivities due to the buttock angle γ, the frame angle β and the waterline angle α. The calm-water resistance is calculated using FVM (finite volume method). Finally, an overall resistance index devised from the ship resistance in ice/water weighted by their corresponding weighted navigation time is proposed. The present approach can be used for evaluating the integrated resistance performance of the polar ships operating in both a water route and ice route.

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