ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN
|
|
- Louisa Shields
- 6 years ago
- Views:
Transcription
1 ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN EJ de Ridder [1] G Gaillarde [2] F van Walree [3] ABSTRACT Since the beginning of high level sailing events, like the America s Cup and Volvo Ocean Race, designers have used a varied and increasing set of techniques on the experimental and later on the numerical field in design sailing yachts. This paper will give the latest developments for the different fields at MARIN. In the field of CFD calculations, the program RAPID has been extended with a sailing yacht module, which solves the exact, fully non-linear potential flow problem by an iterative procedure. This paper highlights the comparison of CFD results with some experimental results, for a small range of different sailing yacht designs. A small introduction will be given about the new underwater, three-component particle image velocimetry system (3c-PIV or stereo- PIV). With aid of such a system it is possible to measure and visualise the flow around appendages such as keel, winglets bulb and rudder. Even if investigated in many occasions in the past, mainly through calculations, performances in dynamic conditions are not yet part of the standard design spiral. Seakeeping and manoeuvring aspects require more variables than steady conditions and require more complex numerical and experimental tools, which probably explain partly their nearly total absence into the design process. At a time where optimisation has reduced drastically the scatter into hull performance, seakeeping and manoeuvring aspects can be seen as new fields open for potential increase in performance and create the difference with other designs. [1] Project Manager Ships-Propulsion [2] Project Manager Ships-Seakeeping [3] Project Manager Ships-Seakeeping Maritime Research Institute Netherlands ( The present paper discusses the current state at MARIN for each of those fields, their applicability and limitations. The demand for high accuracy tools is increasing, and techniques to further improve the sailing yacht design are becoming available. List of symbols Fn = Froude Number Lwl = Waterline length Vs = Forward boat speed Rrh = Residuary Resistance Hull Vrh = Frictional resistance hull Rn = Reynolds number INTRODUCTION The Maritime Research Institute Netherlands, MARIN, is a research institute that offers hydrodynamic services for the maritime industry. The aim of the company is to be on the leading edge of the technology field. As such MARIN is active in different fields of the maritime industry. MARIN is involved in day-to-day model testing of floating structure, merchant vessel, naval ships or motor yachts, and nowadays more often in testing sailing yachts models. We entered this field in 198 when most people thought that the development of the America s Cup yacht of those days, the International 12-Meter, was fully developed and no design breakthroughs could be made. Our involvement resulted in the development of the winged keel of the Australia II. After this we carried out experiments for a number of syndicates for the 1987 AC. Since then the Cup went through a transition period in which MARIN was not involved. In this period MARIN worked for a number of oneoff sailing yachts for Dutch yards. We developed a close relation with the Technical University of Delft in this field of expertise. For the 23 America s Cup MARIN carried out experiments for the Mascalzone Latino syndicate. Nowadays MARIN is involved in research projects for the 25 Volvo Ocean Race and the Americas Cup of 27. ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 1
2 This paper describes the various aspects of different performance prediction tools for sailing yachts at MARIN. Below we first describe our in-house potential and viscous codes. We will show some result of the potential CFD Code RAPID which is developed by our CFD department and which is continuously under further development to improve the efficiency and accuracy. Because the use of viscous-flow predictions is now increasing, we will also discuss the usefulness of our code called PARNASSOS, to attack possible design problems. Both programs have a very good reputation in merchant shipping, and RAPID has recently been extended with the possibility to take in to account the drift and heel angle of the yacht during computations. The second section will give a small introduction about PIV measurements and the possible usefulness of this system. The last section will give the different possibilities on the numerical and experimental field for sailing yachts in waves. New computational seakeeping methods such as our in-house programs PANSHIP or PRETTI as well as a new experimental facility dedicated for free sailing tests in all types of wave directions, in service since 6 years, may open new field of investigations and optimisation for designers and syndicates. POTENTIAL AND VISCOUS FLOW METHODS The rapid development of computational Fluid Dynamics (CFD), i.e. the prediction of flow phenomena by numerical solution of a mathematical model of the flow, has resulted in a strongly increasing role of computations in hydrodynamic sailing yacht design. Not only for the design of racing yachts but also for cruising yachts. With the aid of this kind of codes mainly the wave resistance and side force production of a design can be calculated relatively quickly and easily, compared to model testing. Another significant advantage is the possibility to predict the effect of very small and local design changes, which are normally not well predicted by VPP programs. Moreover, the output from CFD codes, in the form of detailed flow visualisations, provides a much more comprehensive insight in the flow characteristics than a model test. Subsequent analysis of the results by an experienced designer provides valuable indications on hull form modifications which are likely to improve the flow and reduce the resistance. This section will give a short explanation of the potential and viscous flow codes developed at MARIN and their applicability in sailing yacht design. Potential flow code: RAPID Free-surface potential flow is a mathematical model of a flow that neglects viscous effects (friction, diffusion, boundary layers, wakes, breaking waves), but takes into account the presence of a water surface that deforms due to wave making. This makes it an adequate flow model to predict the wave pattern and wave resistance, the side force on keel and rudder, the induced resistance; but not for the viscous resistance, scale effects, or viscous effects on (stern) wave patterns. Notwithstanding the limitations, this class of methods is the most widely and successfully used in hydrodynamic ship design. At MARIN, in a method has been developed to compute steady nonlinear freesurface potential flows, the code RAPID [1, 2]. It is used extensively in ship design since 1994, at MARIN and by several licencees worldwide, and has proved indispensable in that regard. RAPID is well known for its advanced numerics and high accuracy, and for various innovations introduced in its development, e.g. [3, 4]. At MARIN, dense discretisations are used as a standard, in order to achieve best numerical accuracy of the results. A range of validations has been made over the years, see e.g. [4]. One example is shown in Figure 1, which shows longitudinal cuts through the wave pattern at a distance of.48 ship length out of the centreplane, for two variations of a design of a RoRo vessel [5]. Clearly, there is excellent agreement between the computed and measured wave pattern, even at this relatively large distance, a feature that is not easy to achieve but which is essential to provide the right analysis of the wave making and its causes. Also the difference between the design variations is very well predicted, permitting a precise hull form optimisation based on computations. ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 2
3 Figure 1 The method A potential flow can be generated as the sum of many flow fields induced by so-called sources, dipoles or vortices, plus the uniform onset flow due to the ship s speed. For a normal ship hull, sources are located on the wetted hull surface, spread out over source panels. The sum of all induced flow fields must be such that the flow passes around the hull surface, not through it. From this requirement, the source strengths can be solved, and the entire flow field can be derived. However, the free water surface, the shape of which is not known beforehand, poses additional requirements: again the flow must pass along that surface, but also the pressure must be atmospheric there. These boundary conditions require the use of additional panel distributions for a part of the water surface surrounding the ship. Again the boundary conditions can be expressed in terms of the unknown source strengths. The result now is a large system of equations for the (few thousands) source panel strengths on the hull, and the several thousands of panels on the wave surface; which can be solved to find the source strengths and again the entire flow field and wave pattern. But as mentioned, the shape of the wave surface, at which the boundary conditions must be satisfied, is not known beforehand. As in RAPID the conditions are imposed without any approximation, in fully nonlinear form, a stepwise approach to the solution needs to be used. In several iterations the wave surface is successively improved. After each iteration, the attitude of the ship is adjusted so the weight distribution and the hydrostatic and hydrodynamic forces are balanced, to take into account the dynamic trim and sinkage; the wave surface is updated; and the source panel distributions on the hull and wave surface are adjusted so their intersection is precisely matched. When in the iteration process no further change occurs in the wave surface shape and trim and sinkage, the final solution has been obtained. Usually, 1 to 3 iterations are needed. On a modern PC with sufficient memory, a computation for a bare hull sailing yacht with 5 panels can be completed in just a few minutes, to 2 minutes for an AC yacht with keel, rudder and winglets under heel and drift as shown in figure 21. Extensions for sailing yachts In 1997, extensions of the code were made for sailing yachts [6]. First requirement was to model a-symmetric ships (sailing yachts at heel) and ships with a leeway angle. Also, lifting surfaces had to be added. Flow around a lifting surface poses additional requirements and cannot be modelled by source panels alone. In RAPID, the solution is based on source panel distributions on the outside of the lifting foils, plus additional internal vortices that extend aft to infinity as trailing vortices. The strengths of these follows from the requirement that the flow must leave the trailing edge of the foils smoothly. This requirement is added to the same set of equations and solved simultaneously. Thus we obtain the lift on the foils and the precise spanwise and chordwise lift distributions, in interaction with the flow around the hull and the wave making. Figure 24 shows a panel distribution as used for an AC yacht sailing under heel and drift. Recent Developments Recently the code has been further extended and improved for more extreme geometries and conditions. In addition to the more substantial additions, a variety of small issues was solved to deal with the complicated geometries, derive all desired hydrodynamic quantities etc. The following main adjustments have been incorporated in the code: When calculations are performed for sailing yachts with large overhangs the underwater hull shape changes considerably in the course of the iteration process, due to the formation of the waves. This not only applies to the stern overhang, but also the bow overhang present on today s ACC yacht ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 3
4 hulls. Adjustments were made in the automatic determination of the intersection of hull and wave surface panel distributions, and the hull repanelling in the course of the iteration, to cope with this problem. For strongly flared hull and large overhangs, free-surface panels close to the hull may become much narrower at a wave crest, much wider at troughs. The quick changes and large variations in panel size may destabilize the iteration process and reduce the numerical accuracy. To avoid this problem and to improve the calculations, the program now repanels the wave surface when the geometry of the panels changes too much. As mentioned, the determination of trim and sinkage for normal vessels just balances the weight and pressure distribution on the hull. This was extended to make it possible to take in to account the sail forces and moments, as is common in model tests experiments. The post processing has been extended resulting in better visualizations, which is indispensable for inspection of the flow field, analyzing phenomena as lift carry-over and the interaction of side force and wave making, and so on. Some of the figures illustrate the possibilities of such tools. Lifting components cause a so-called induced resistance, connected with the generation of trailing vortices. This resistance component is hidden in the resistance found by integration of pressure forces over the hull, which in addition includes the wave resistance. For analysis and optimizations purposes, it is very interesting to be able to distinguish these two different forces, since they respond to different design parameters. In the code this is made possible by a separate determination of the induced resistance far aft of the ship, by a so called Trefftz-plane analysis. How to do this in the context of a nonlinear free-surface panel method is, however, far from obvious. A brief study has been conducted on this subject and on the behaviour of the spanwise loading near a free surface, and a practical approach has been found for an approximate determination of the induced drag. Validation and comparison In this section, some comparisons will be presented of calculations and experimental data for a sailing yacht. The model test data of the Sysser hulls were kindly made available by the Ship Hydromechanics laboratory of Delft University of Technology and were produced during the master thesis of E. Lataire. Comparison of calculated and measured wave profile along the hull By comparing the calculated wave profile along the hull with the measured profile in the tank, a more accurate validation can be made of the code than by only comparing the forces; although there is some uncertainty of the experimental wave pattern due to scale effects, spray and other effects. In these calculations the mesh on the hull consisted of about 2 panels, and the free-surface mesh consisted of a total of 25 panels per symmetric half. The first comparison of the wave system is made for Sysser hull 27, which is a large displacement slender hull; the main dimensions are shown in table 1. Because of the available experimental data, the comparison is made for a bare hull yacht with no heel and leeway. The results for Fn=.3 and Fn =.45 are presented in the figures 12 and 13 for the full scale yacht. Two different calculated wave profiles are shown: The first wave profile is the one at the centre of the free-surface panels along the hull, which actually are located at half a panel width off the waterline; The second profile is obtained from the hull pressure distribution, and is directly on the hull. In these cases the two profiles agree closely. In figures 15 and 16 the wave pattern is shown for Fn =.45 and Fn =.6 for Sysser 26 which is a low-displacement design, the main dimensions are shown in table 1 LWL BWL TC Volc Sc [m] [m] [m] [m^3] [m^2] Sysser Sysser Table 1 From the comparison it follows that in general there is good agreement between ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 4
5 the measured and calculated wave profiles. The largest difference occurs at the bow, and can be mainly explained by the thin sheet of water climbing along the hull surface which was present during the tank test; and the spray which results in an over prediction of the bow wave during the visual inspection of photographs of the tank tests to determine the experimental profile. Although RAPID is a potential-flow code, the wave profile is predicted very accurately even up to the stern, where viscous effect could play a role. For slender hulls like these sailing yachts, such good wave pattern predictions can be obtained. This is very important to predict the dynamic waterline length for sailing yachts with large overhangs at the stern. Figure 14 and 17 give an overview of the total wave pattern of both hulls at Fn=.45. The large difference of the wave height can be explained by the difference in displacement. The overview also shows the difference in strength of the transverse wave system, which can be partly explained by the differences in canoe body depth. Comparison of calculated and measured forces, trim and sinkage In this section the calculated resistance forces, trim and sinkage are compared with the measured values in the tank. For a single calculation RAPID will calculate the following forces: Wave resistance Induced resistance Sum of pressure drag, vertical and horizontal lift of all components Pressure Drag, vertical and horizontal lift for every lifting appendage (if present) separately. The wave resistance is calculated by some different methods. The most straightforward is a summation of all longitudinal pressure forces over the hull up to the wavy waterline. This is made numerically more accurate by correcting for the integral of the hydrostatic pressure forces up to the static waterline. Nevertheless, rather dense panel distributions on the hull are needed to get accurate results. Besides, a wave pattern resistance Rw3 is obtained by an analysis of the computed wave pattern at a distance aft of the ship. A special technique is applied based on eight transverse cuts of the wave pattern in order to capture all the radiated wave energy. The first is more complete and closer to the measured values, the latter is computed in a different way so, if any error is present during the computation, it should be easy to detect it by comparing the results. The pressure integration results R w1 are the values used in this comparison. As the calculation only considers the inviscid flow, the comparison requires a correction for the viscous effects. To this end we added an estimated viscous resistance to the calculated values. This estimation was based on the calculated dynamic wetted surface and the same form factor was used as measured in the tank. Figure 19 shows the resistance curve for a Volvo 7 yacht in upright position without leeway. It is a low wetted surface and narrow design which has been tested at MARIN at a scale of 1:3, for a total of 2 different test points. For the extrapolation of the test results, the dynamic wetted surface and different form factors measured in the tank were used. It is clear that the resistance as predicted with RAPID is in close agreement with the measured resistance in the tank, both for the low and high Froude range. Because nowadays CFD calculations are used as tools to optimize a design, it is very important that the resistance is predicted accurately for a range of design variations. This resistance can then be used as input in a VPP in which the final design choice can be made. To validate RAPID for design variations we have made the following comparison; Figure 2 shows the total upright calculated and measured resistance of Sysser 26 relatively to Sysser 27. As already mentioned in the previous section Sysser 26 is low displacement design and Sysser 27 is a high displacement design. ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 5
6 %-diff [-] Upright resistance for 26 relatively to 27 Measured & Caculated M easured in tank Calculated RAPID Vs [Fn] Figure 2 From the comparison it follows that the code predicts the differences in resistance well, only at the lower Froude numbers there is a small difference. In Figures 2, 22 and 23, a comparison is made of the measured and calculated trim for Sysser 26, 27 and the Volvo 7. The sinkage and trim of the models is generally well predicted, only at higher Froude numbers the calculated values are sometimes further away from the measured values. Drag [Kn] Influence of the drift angle on the resistance forces heel= Vs= Induced drag theory Wave+Induced Resistance RAPID Wave Resistance RAPID Induced resistance RAPID Drift angle[deg] Figure 3 During the post-processing fase, also the lift forces, yaw moment and the induced resistance of the lifting surface are calculated. The side force is evaluated by integration of the pressure forces over the wetted area below the actual (wavy) waterline. The induced resistance is included in the total pressure resistance Rw 1, but in addition it is calculated from the trailing vortex system Because it is not possible to compare the induced resistance with tank values, we have made a comparison with a calculated induced resistance according to by the Faulkner thin airfoil theory. Figure 3 shows the wave resistance and induced resistance calculated by RAPID and by the theory, for an AC type of yacht sailing under 1 knots of speed and no heel angle. Viscous flow code The code developed and used at MARIN to calculate the viscous flow around the hull of a ship is called PARNASSOS [7]. This solves the steady RANS equations for the flow around the hull. It provides detailed information on the velocity and pressure field around the hull, keel and rudder and the viscous resistance. PARNASSOS distinguishes itself from other RANS codes by its high numerical accuracy and very large computational efficiency. Validations have shown a generally good prediction of the flow and separation phenomena. Figure 25 gives an example of the flow around a skeg for a hull under 1 degrees of leeway. The flow separation presented as the black vortices at windward side of the skeg is clearly visible. At the moment, RANS codes are the state of the art computer programs used in sailing yacht design. Most of the time these programs are used in the field of Americas cup and Volvo ocean race yacht design. Due to increasing computer capacity, the use of those programs will be more common and very valuable in other design areas as well. One of the areas that could benefit are the large cruising yachts, for which the trend is visible that the yachts are increasing in length and not in draft, due to the restricted depth in the harbours. And the easiest way to decrease the draft of a large sailing yacht is by decreasing the draft of the keel, which can result that only 1 / 3 or only ¼ of the total draft is caused by the keel. Due to the low aspect ratio of this kind of keels and the large viscous effects over the keel and the aftbody of the yacht, the effect of the lifting surface is not modeled accurately in potential flow programs like RAPID, and viscous-flow programs will give more reliable results. ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 6
7 Because this code solves the RANS equations, it is the most appropriate model of the flow around the keel under the hull, as it includes all viscous effects and will predict the vortex system from the trailing edge and tip of the keel without any prior assumptions. By carrying out such a computation for the flow around the hull at a given heel angle and leeway angle, the result will show the vortex systems generated by the keel and its junction with the hull; may indicate possible improvements and will predict the lift, drag and balance of the yacht. The visualisation of the flow around the keel derived from the calculations (streamline pattern, pressure distribution, vorticity and velocity field etc.) will give a good insight in the nature of the flow over the keel and will indicate possible problems like flow separation or imperfect alignment of edges. PARTICLE IMAGE VELOCIMETRY A new non-intrusive technique that has recently entered the maritime research market is Particle Image Velocimetry (PIV) ([8], [9]). The experimental tool PIV yields unsteady and averaged 3D flow field. These data can be used to gain insight in the dynamics of unsteady flows and in the interaction of unsteady flows with immersed bodies. PIV is also a powerful tool to validate CFD-tools, by comparing both experimental en numerical flow fields. Further, it is possible to measure quickly the mean ship wake. The flow measurement with PIV is based on the measurement of the displacements x of particles in a target plane between two successive light pulses with time delay. The flow is seeded with particles and the target plane is illuminated with a light sheet. An overview of the measuring method is presented in Figure 26. The particle positions are recorded by two special digital cameras. One PIV-image consists of two image frames belonging to the two successive light pulses. Special image processing software analyses the movements of the group of particles in subsections of the PIV-image using correlation techniques. The output is an instantaneous velocity field in the measuring plane. The third velocity component perpendicular to the measuring plane can be derived by using two cameras in a stereoscopic arrangement. Therefore, this is called stereoscopic-piv or stereo-piv. More background information about this method can be found in relevant handbooks, for example [1]. A new underwater three component Particle Image Velocimetry system (3C-PIV or stereo-piv) is available now at MARIN for detailed flow measurements in towing tank and offshore basin. This system has been successfully used for the EU-project LEADING EDGE in 24. The challenge was to measure the flow near a rotating propeller in open-water condition. Figure 27 presents non-dimensional velocities in axial direction as measured by the PIV-system. These data are compared with computations. Another recent successful PIV campaign was focussed on measuring the three-dimensional flow around a manoeuvring ship in shallow water. The analysing of the huge amount of data is still being in progress. A typical result presented in Figure 28 shows clearly a vortex under the ship at lee side. SEAKEEPING General aspects All developments of IACC designs and sailing yachts in general are nowadays extensively relying on hydrodynamic tools, numerical or experimental. With hydrodynamic is meant the performance in calm water with constant speed and steady flow around the hull. However, larger dynamic effects are taking place in real life, as the flow around the hull is unsteady as well as the ship motions. Waves and ship motions are influencing the performance of the vessel. The contribution of the dynamic unsteady effects (summarised as seakeeping aspects) on the overall performance is depending on the environment in which the yacht is sailing but also on the motion characteristics of the yacht itself. Such influence of seakeeping aspects is quite clear when sailing in significant sea conditions, with sometimes rather dramatic evidence such as hull or rig damage or excessive ingress of water. However, even in light wind and wave conditions, seakeeping aspects will affect the overall performance mainly in terms of added ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 7
8 resistance in waves and lift and drag degradation (or increase) of appendages in unsteady conditions. Due to the complexity of such studies, adding a large amount of variables into the (already complex) design spiral, they are never undertaken completely nowadays and the real influence of seakeeping aspects on the overall performance is not clearly identified. However, in view of the development reached in calm water performance and the fact that most designs have now reached very similar maximum calm water speed, seakeeping aspects represent an underinvestigated field of development that may yield to a high potential gain in terms of yacht performance and differences with other designs. This section intends to present new calculations and experimental techniques and their potential power though a recent example. A full investigation having not yet been conducted, the following section place the first stones of what could potentially be an interesting new field of development. races the climate definition is obviously much wider but design can be optimised for segments of the race, when prevailing climate are steady and prominent for the issue of the race. Concerning the Valencia area, the wind and wave data were obtained from the Spanish harbour authorities ( and were analysed in-house. Depending on the type of measurement systems that were installed of the coast of Valencia, different types of data are available. Significant wave height and periods were available from 1985 to 25. Wave direction is only measured by means of a Triaxys buoy since 25. Wind velocity and direction was available from 1997 to 22. Coastal buoy from Valencia harbour authorities (Tryaxis type) Latitude: Longitude: 39º.9' N º 12.3' W Water depth: 48 m As a general remark, related to any vessel or yacht, the seakeeping performance will depend on the following aspects: prevailing climate (wave + wind) on the area at the time of the races; motion characteristics of the design; motion response (behaviour) in given wave/wind conditions; control of active appendages (steering and sails tuning). The three above first points are illustrated by means of an example study performed for an America s cup yacht. As previously stated, the principle of a seakeeping performance study is highlighted hereafter but does not represent the results of a full investigation. Climate for the 32 nd America s Cup in Valencia On of the most important aspect in the evaluation of the performance of a concept at sea is to obtain accurate climate conditions in which it will operate. This applies to the full maritime industry, from oil platforms to ferries operating between two harbours. It is obviously true for the Louis Vuitton s and America s cup as the location where races will take place is fixed and the time of the year is fixed as well. For Ocean Figure 4 Occurrences of wind directions are shown in figure 5, for the month of May and only concerning afternoon conditions. The polar plot shows the fraction of time (occurrence) for each wind direction. It shows that wind conditions are relatively steady in direction. The same applied for wind speed. Histogram - May (Afternoon) ο N 33 ο 3 ο ο.3 6 ο.2.1 W 27 ο 9 ο E 24 ο 21 ο 18 ο S 15 ο 12 ο Figure 5 ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 8
9 Concerning wave conditions, the following figure shows scatter diagram for May and June period, only afternoon data as well (from 12. to 18.). Figures are also shown in figures 29 through 31 at the end of the paper. H s [m ] Scatter diagram - May (Afternoon) T [s] p Figure 6 The above scatter diagram was obtained by taking wave conditions measured during the month of May, from 12. to 18., over a period of 2 years. It provides a very representative overview of all type of conditions that will be encountered during the Louis Vuitton s Cup. The density of the measurements (not directly shown herewith) also provides the percentage of occurrence of each combination of significant wave heights and wave periods. Concerning IACC yachts, the most unfavourable wave peak period lays around 4 to 5 seconds for pitching motions. Such wave periods, combined with significant wave heights around.5 to 1. meters are relatively frequent for that period of the year. Steeper and shorter waves also occurs, with periods around and below 3 seconds, which are typically growing sea states induced by afternoon thermal wind. From a seakeeping point of view, significant pitching will only occur in wave period larger than about 3.5 seconds. Numerical approach and correlation with sea trials encounters should be gathered. The wave conditions for the simulations were taken from the on-line buoy measurements and checked with onboard observations. The program Panship, in-house developed at MARIN, was used to reproduce sailing conditions that were measured during the sea trials. The results of one windward condition are presented hereafter. Panship contains a time domain panel method for seakeeping of ships with lifting surfaces. Use is made of the transient Green function to describe free surface effects. This implies that free surface conditions are linearised about the mean free surface. However, wave exciting forces are evaluated on the instantaneous wetted surface. More information is provided by Van Walree in Ref. [11]. The hull surface (below and above the mean waterline) and appendages were represented by about 32 quadrilateral panels with a constant source and/or doublet strength. The required mean heel angle was obtained by applying a constant external heel moment to the vessel. During the simulations all modes of motion were considered, except for the forward speed which was forced to be constant. Course keeping was provided by an autopilot actuating the rudder. No attempt was made to derive autopilot coefficients that are representative for a human helmsman. The duration of each simulation corresponds to about 3 sec, which means that about 18 waves are encountered. This is sufficient for an accurate assessment of the motions of the vessel. Figures 7 and 8 show the panelling arrangement and the unsteady vorticity on the wake sheets (history of encountered waves) during a short sequence of the run. These figures are also shown at the end of the paper in figures 32 and 33. Sea trials were performed in the month of May in very typical wave conditions for that period of the year. For correlation purpose, one windward condition was chosen that had duration of about 3 minutes. This is obviously not a typical racing condition, but for reliable statistical comparison, enough ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 9
10 Z Panneling arrangement Y X Unsteady vorticity on keel, winglets and wake sheets Figure 9 Figure 7 Figure 8 shows the results of measured and calculated pitch angles. Standard deviation of pitch and distribution of positive peak values illustrate the good agreement between sea trials and model tests. Due to ship motions (mainly heave and pitch) and with a lower contribution wave orbital velocities, false angle of attacks of the flow on the appendages are taking place. Figure 1 shows for example part of the time history of the lift and drag coefficient on part of the appendages..6.6 Upwind Panship Measurement conditions standard deviation Pitch [deg] Heave [m] Cd-wing PS.4.2 Cd Cl.4.2 Cl-wing PS -.2 Probablity of exceedance [%] Pitch angle [deg] Panship simulation. Sea trials measurement Figure 8 More interesting for our purpose are the dynamic effects on the appendages, inducing dynamic fluctuations of lift and drag. Such unsteady conditions that are occurring in real life deviate from the quasisteady approach which is used in standard design approach. Unsteady effects could potentially bring further development in the performance of appendages in particular. Figure 9 shows the history of vorticity on keel and winglets for several wave encounters Time [sec] Figure 1 Making use of these dynamic fluctuations of the angle of attack on part of the appendages could potentially bring interesting re-thinking of their design and location. Current development shows from a numerical approach even potential reduction of the overall resistance, reduction which increases with increasing wave height. Optimum appendage settings could be sea state dependant, when all contributions are investigated in details (calm water part and dynamic part in waves). The trade-off between optimum appendage configuration for steady calm water and unsteady conditions in wave should be investigated in details in the future. This would lead to a choice of appendage configuration depending on the forecast weather conditions prior to each act for example. ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 1
11 First results of calculations indicate that an overall decrease of mean resistance (calm water +added resistance in waves) could be in the order of 1 to 4%. Experimental approach Simulations could provide good results thanks to sea trials results, in particular for the input of the steady heel angle, leeway and ship speed. In order to explore more design modifications and check their impact on performance, model tests could provide a good approach. Model tests were performed in oblique seas in the aftermath of the Australia II victory, as shown by figure 11 and 34, but since then no use of seakeeping basin was made. resistance, trim and sinkage is in good agreement with the measurements for different designs. In the second section we gave a short explanation of P.I.V measurements during tank tests. Sailing yacht performance in waves is an under investigated part of the design spiral, and the last section shows some potential openings on the numerical and experimental field at MARIN to further improve a sailing yacht design. ACKNOWLEDGEMENTS The authors are indebted to J.A. Keuning, E. Lataire and K.J. Vermeulen of the Ship Hydromechanics Laboratory of the Delft University of Technology for providing a part of the experimental results in this paper Further more we would like to thank the ABN AMRO Volvo Ocean Race team, for the use of model test data. Special thanks go to H.C. Raven and J. Tukker for there contribution and assistance. REFERENCES Figure 11 The Seakeeping and Manoeuvring Basin at MARIN, in service since 2, represents an ideal platform to test free sailing models in waves from arbitrary direction with respect to the course of the vessel (figure 35). Dynamic towing points to simulate sail forces are currently under development in order to apply the sail propulsion (figure 36). This represents a further step to provide a new tool dedicated to sail yacht optimisation, especially for America s Cup yachts. FINAL OBSERVATIONS AND CONCLUSIONS In this paper we gave a presentation of the different possibility at MARIN to be used during the designing phase of a sailing yacht. First we presented the modification and new features added to our non-linear CFD code RAPID for sailing yachts. The results of the improved code were compared with model test measurements. From this comparison it followed that the wave profile along the hull, 1. Raven, H.C., A practical nonlinear method for calculating ship wavemaking and wave resistance, 19th Symp. Naval Hydrodynamics, Seould, Korea, Raven H.C, 1996, A solution method for the nonlinear ship wave resistance problem, PhD thesis, Delft University of Technology. 3. Raven, H.C., Prins, H.J., "Wave pattern analysis applied to nonlinear ship wave calculations" Workshop Water Waves and Floating Bodies, 1998, Alphen a/d Rijn, Netherlands. 4. Raven, H.C., "Inviscid calculations of ship wave making capabilities, limitations and prospects" 22e Symposium on Naval Hydrodynamics, Washington DC, U.S.A., August, F. Valdenazzi, S. Harries, C.E. Janson, M. Leer-Andersen, J.J. Maisonneuve, J.Marzi, H.C.Raven: The FANTASTIC RoRo: CFD optimisation of the forebody and its experimental verification, NAV 23 Symposium, Palermo, Italy. 6. M.M.D. Levadou, H.J. Prins, H.C. Raven (1998). Application of advanced computational Fluid Dynamics in Yacht Design. ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 11
12 7. Hoekstra M., 1999, Numerical simulation of ship stern flows with a space-marching Navier-Stokes method, PhD thesis, Delft University of Technology. 8. Calcagno, G.; Felice, F. Di; Felli, M.; Pereira, F., Propeller Wake Analysis Behind a Ship by Stereo PIV, 24th Symposium on Naval Hydrodynamics, Fukuoka, Tukker, J., Blok, J.J., Kuiper, G. & Huijsmans, R.H.M. Wake Flow Measurements in Towing Tanks with PIV. Proceedings of the Ninth International Symposium on Flow Visualization, Raffel, M., C. Willert and J. Kompenhans; Particle Image Velocimetry, a practical guide; Springer, Walree F. (22), Development, validation and application of a time domain seakeeping method for high speed craft with a ride control system, 24 th symposium on Naval Hydrodynamics, Fukuoda, Japan, 8-13 July 22. ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 12
13 Sysser 27 wave elevation along the hull for Fn L [m] Wave elevation [m] measured wave model RAPID free surface RAPID hull pressure Figure 12: Comparison of the measured and calculated wave profile along the hull for Fn= Sysser 27 wave elevation along the hull for Fn L [m] -.4 Wave elevation [m] measured wave model RAPID free surface RAPID hull pressure Figure 13: Comparison of the measured and calculated wave profile along the hull for Fn=.45 Figure 14: Overview of the total wave pattern for Fn=.45 for the Sysser 26 hull ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 13
14 1 Wave elevation [m] Sysser 26 wave elevation along the hull for Fn L [m] measured wave model RAPID free surface RAPID hull pressure Figure 15: Comparison of the measured and calculated wave profile along the hull for Fn=.45 1 Wave elevation [m] Sysser 26 wave elevation along the hull for Fn L [m] measured wave model RAPID free surface RAPID hull pressure Figure 16: Comparison of the measured and calculated wave profile along the hull for Fn=.6 Figure 17: Overview of the total wave pattern for Fn=.45 for the Sysser 26 hull ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 14
15 Figure 18: Overview of the total wave pattern for Fn=.45 for a Volvo 7 hull 12. Total resistance Volvo 7 Measured & Caculated 1. Rrh+Vrh [Kn] RAPID tank data Vs [Fn] Figure 19: Comparison of the measured and calculated total upright resistance for a Volvo 7 hull.6.5 Sinkage Volvo 7 Measured & Caculated Trim Volvo 7 Measured & Caculated Vs [Fn] Rapid Rapid.1 tank data -1.2 tank data Vs [Fn] Figure 2: Comparison of the measured and calculated trim and sinkage for a Volvo 7 hull ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 15
16 Figure 21: A sailing yacht under heel and drift angle calculated by the CFD code RAPID 1.. Trim Sysser 26 and 27 Measured & Caculated 1 m Lwl Vs [Fn] RAPID Sysser 26 Trim [DEG] Tank data Sysser 26 RAPID Sysser Tank data Sysser Figure 22: Comparison of the measured and calculated trim for Sysser 26 and Sinkage Sysser 26 and 27 Measured & Caculated 1 m Lwl Sink [m] RAPID Sysser 26 Tank data Sysser 26 RAPID Sysser 27 Tank data Sysser Vs [Fn].6 Figure 23: Comparison of the measured and calculated sinkage for Sysser 26 and 27 ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 16
17 Figure 24: panel distribution on the hull and the free surface, as used in the CFD code RAPID Figure 25: Flow around a skeg for a hull under 1 degrees of leeway. The flow separation is presented as the black vortices at the windward side of the skeg ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 17
18 mm Streamlines: Streamlines 5 levels mm 17 mm Streamlines: Streamlines 5 levels mm 17 2 º Simposio Internacional de diseño y producción de yates de motor y vela. Figure 26: An overview of the P.I.V. measurement method Figure 27: Visualisation of averaged flow fields measured at 8 planes with 3C-PIV. Figure 28: Ship in shallow water at 1 and 15 degrees of drift angle ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 18
19 Histogram - May (Afternoon) ο N 33 ο 3 ο ο.3 6 ο.2.1 W 27 ο 9 ο E Histogram - Jun (Afternoon) ο N 33 ο 3 ο ο.3 6 ο.2.1 W 27 ο 9 ο E 24 ο 12 ο 24 ο 12 ο 21 ο 18 ο S 15 ο 21 ο 18 ο S 15 ο Figure 29 4 Scatter diagram - May (Afternoon) 3 Wave periods with maximum pitch response for IACC H s [m] T [s] p Figure 3 4 Scatter diagram - Jun (Afternoon) 3 H s [m] T [s] p Figure 31 ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 19
20 Z Panneling arrangement Y X Figure 32 Panel arrangement for an AC type of yacht Z Unsteady vorticity on keel, winglets and wake sheets Y X Figure 33: Vorticity calculated at each encountered wave (mainly due to pitch and heave) ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 2
21 Figures 34: Model testing in waves in the seakeeping and manoeuvring basin at MARIN ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 21
22 Figure 35: Overview of the seakeeping and manoeuvring basin at MARIN Figure 36: Measurement method for testing sailing yachts in oblique waves ADVANCED AND FUTURE HYDRODYNAMIC OPTIMISATION TOOLS IN SAIL YACHT DESIGN. 22
Numerical and Experimental Investigation of the Possibility of Forming the Wake Flow of Large Ships by Using the Vortex Generators
Second International Symposium on Marine Propulsors smp 11, Hamburg, Germany, June 2011 Numerical and Experimental Investigation of the Possibility of Forming the Wake Flow of Large Ships by Using the
More informationTHE INFLUENCE OF HEEL ON THE BARE HULL RESISTANCE OF A SAILING YACHT
THE INFLUENCE OF HEEL ON THE BARE HULL RESISTANCE OF A SAILING YACHT J. A. Keuning, and M. Katgert. Delft University of Technology NOMENCLATURE Lwl Bwl Tc LCB Cm Sc c φ Ri FH Cv Cf k ρ g Rn Waterline length
More informationDevelopment of Technology to Estimate the Flow Field around Ship Hull Considering Wave Making and Propeller Rotating Effects
Development of Technology to Estimate the Flow Field around Ship Hull Considering Wave Making and Propeller Rotating Effects 53 MAKOTO KAWABUCHI *1 MASAYA KUBOTA *1 SATORU ISHIKAWA *2 As can be seen from
More informationTHE PERFORMANCE OF PLANING HULLS IN TRANSITION SPEEDS
THE PERFORMANCE OF PLANING HULLS IN TRANSITION SPEEDS BY DOYOON KIM UNIVERSITY OF SOUTHAMPTON LIST OF CONTENTS AIM & OBJECTIVE HYDRODYNAMIC PHENOMENA OF PLANING HULLS TOWING TANK TEST RESULTS COMPUTATIONAL
More informationStudy of Passing Ship Effects along a Bank by Delft3D-FLOW and XBeach1
Study of Passing Ship Effects along a Bank by Delft3D-FLOW and XBeach1 Minggui Zhou 1, Dano Roelvink 2,4, Henk Verheij 3,4 and Han Ligteringen 2,3 1 School of Naval Architecture, Ocean and Civil Engineering,
More informationITTC - Recommended Procedures and Guidelines
7.5 Page 1 of 5 Table of Contents 1. PURPOSE OF PROCEDURE... 2 2. DESCRIPTION OF PROCEDURE... 2 4. DOCUMENTATION... 4 5. REFERENCES... 4 3. PARAMETERS... 4 Updated by Approved Manoeuvring Committee of
More informationApplication of Advanced Computational Fluid Dynamics in Yacht Design
Application of Advanced Computational Fluid Dynamics in Yacht Design M.M.D. Levadou 1, H.J. Prins, H.C. Raven MARIN, Wageningen, The Netherlands 2 ABSTRACT Nowadays, Computational Fluid Dynamics (CFD)
More informationL'evoluzione delle tecniche sperimentali nell'idrodinamica navale Particle Image Velocimetry, potenzialità, criticità ed applicazioni
L'evoluzione delle tecniche sperimentali nell'idrodinamica navale Particle Image Velocimetry, potenzialità, criticità ed applicazioni Massimo Falchi, Mario Felli, Giovanni Aloisio, Silvano Grizzi, Fabio
More informationITTC Recommended Procedures and Guidelines
Page 1 of 6 Table of Contents 1. PURPOSE...2 2. PARAMETERS...2 2.1 General Considerations...2 3 DESCRIPTION OF PROCEDURE...2 3.1 Model Design and Construction...2 3.2 Measurements...3 3.5 Execution of
More informationStudy on Resistance of Stepped Hull Fitted With Interceptor Plate
39 Study on Resistance of Stepped Hull Fitted With Interceptor Plate Muhamad Asyraf bin Abdul Malek, a, and J.Koto, a,b,* a) Department of Aeronautic, Automotive and Ocean Engineering, Faculty of Mechanical
More informationThe Usage of Propeller Tunnels For Higher Efficiency and Lower Vibration. M. Burak Şamşul
The Usage of Propeller Tunnels For Higher Efficiency and Lower Vibration M. Burak Şamşul ITU AYOC 2014 - Milper Pervane Teknolojileri Company Profile MILPER is established in 2011 as a Research and Development
More informationDevelopment of TEU Type Mega Container Carrier
Development of 8 700 TEU Type Mega Container Carrier SAKAGUCHI Katsunori : P. E. Jp, Manager, Ship & Offshore Basic Design Department, IHI Marine United Inc. TOYODA Masanobu : P. E, Jp, Ship & Offshore
More informationITTC Recommended Procedures Testing and Extrapolation Methods Manoeuvrability Free-Sailing Model Test Procedure
Testing and Extrapolation Methods Free-Sailing Model Test Procedure Page 1 of 10 22 CONTENTS 1. PURPOSE OF PROCEDURE 2. DESCRIPTION OF PROCEDURE 2.1 Preparation 2.1.1 Ship model characteristics 2.1.2 Model
More informationConventional Ship Testing
Conventional Ship Testing Experimental Methods in Marine Hydrodynamics Lecture in week 34 Chapter 6 in the lecture notes 1 Conventional Ship Testing - Topics: Resistance tests Propeller open water tests
More informationVoith Water Tractor Improved Manoeuvrability and Seakeeping Behaviour
Amsterdam, The Netherlands Organised by the ABR Company Ltd Day Paper No. 2 9 Voith Water Tractor Improved Manoeuvrability and Seakeeping Behaviour Dr Dirk Jürgens and Michael Palm, Voith Turbo Schneider
More informationA STUDY OF THE LOSSES AND INTERACTIONS BETWEEN ONE OR MORE BOW THRUSTERS AND A CATAMARAN HULL
A STUDY OF THE LOSSES AND INTERACTIONS BETWEEN ONE OR MORE BOW THRUSTERS AND A CATAMARAN HULL L Boddy and T Clarke, Austal Ships, Australia SUMMARY CFD analysis has been conducted on a 100m catamaran hull
More informationA Study on Roll Damping of Bilge Keels for New Non-Ballast Ship with Rounder Cross Section
International Ship Stability Workshop 2013 1 A Study on Roll Damping of Bilge Keels for New Non-Ballast Ship with Rounder Cross Section Tatsuya Miyake and Yoshiho Ikeda Department of Marine System Engineering,
More informationITTC Recommended Procedures Testing and Extrapolation Methods Loads and Responses, Seakeeping Experiments on Rarely Occurring Events
Loads and Responses, Seakeeping Page 1 of 5 CONTENTS 1. PURPOSE OF PROCEDURE 2. STANDARDS FOR EXPERIMENTS ON RARELY OCCURRING EVENTS 2.1 Previous Recommendations of ITTC 2.2 Model Design and Construction
More informationAdvanced Applications in Naval Architecture Beyond the Prescriptions in Class Society Rules
Advanced Applications in Naval Architecture Beyond the Prescriptions in Class Society Rules CAE Naval 2013, 13/06/2013 Sergio Mello Norman Neumann Advanced Applications in Naval Architecture Introduction
More informationFin hydrodynamics of a windsurfer L. Sutherland & RA. Wilson Department of Ship Science, University of Southampton, Highfield, Southampton,
Fin hydrodynamics of a windsurfer L. Sutherland & RA. Wilson Department of Ship Science, University of Southampton, Highfield, Southampton, 1 Introduction Windsurfing is a relatively new technical sport
More informationPERFORMANCE PREDICTION OF THE PLANING YACHT HULL
PERFORMANCE PREDICTION OF THE PLANING YACHT HULL L A le Clercq and D A Hudson, University of Southampton, UK SUMMARY The performance of racing yachts has increased significantly over the past 10-15 years
More informationFurther Analysis of the Forces on Keel and Rudder of a Sailing Yacht
THE 18 th CHESAPEAKE SAILING YACHT SYMPOSIUM ANNAPOLIS, MARYLAND, MARCH 7 Further Analysis of the Forces on Keel and Rudder of a Sailing Yacht by: J. A. Keuning, M. Katgert and K. J. Vermeulen Delft University
More informationIncompressible Potential Flow. Panel Methods (3)
Incompressible Potential Flow Panel Methods (3) Outline Some Potential Theory Derivation of the Integral Equation for the Potential Classic Panel Method Program PANEL Subsonic Airfoil Aerodynamics Issues
More informationTS 4001: Lecture Summary 4. Resistance
TS 4001: Lecture Summary 4 Resistance Ship Resistance Very complex problem: Viscous effects. Free surface effects. Can only be solved by a combination of: Theoretical methods. Phenomenological methods.
More informationEXPERIMENTAL MEASUREMENT OF THE WASH CHARACTERISTICS OF A FAST DISPLACEMENT CATAMARAN IN DEEP WATER
EXPERIMENTAL MEASUREMENT OF THE WASH CHARACTERISTICS OF A FAST DISPLACEMENT CATAMARAN IN DEEP WATER A.F. Molland, P.A. Wilson and D.J. Taunton Ship Science Report No. 124 University of Southampton December
More informationTHE USE OF A VERTICAL BOW FIN FOR THE COMBINED ROLL AND YAW STABILIZATION OF A FAST PATROL BOAT
THE USE OF A VERTICAL BOW FIN FOR THE COMBINED ROLL AND YAW STABILIZATION OF A FAST PATROL BOAT J Alexander Keuning, Shiphydromechanics Department, Delft University of Technology, Netherlands Guido L Visch,
More informationAerodynamic study of a cyclist s moving legs using an innovative approach
Aerodynamic study of a cyclist s moving legs using an innovative approach Francesco Pozzetti 30 September 2017 Abstract During a period of four weeks in September, I completed a research project in fluid
More informationFREE MOTION SIMULATION OF A SAILING YACHT IN UP-WIND CONDITION WITH ROUGH SEA
STAR European Conference 2010 London, 22-23 March FREE MOTION SIMULATION OF A SAILING YACHT IN UP-WIND CONDITION WITH ROUGH SEA G. Lombardi, M. Maganzi, A. Mariotti Dept. of Aerospace Engineering of Pisa
More information2.016: Hydrodynamics
2.016: Hydrodynamics Alexandra H. Techet Dept. of Mechanical Engineering Lecture 1 What is Hydrodynamics? Hydrodynamics v. Aerodynamics Water is almost 1000 times denser than air! Marine Hydrodynamics
More informationCRITERIA OF BOW-DIVING PHENOMENA FOR PLANING CRAFT
531 CRITERIA OF BOW-DIVING PHENOMENA FOR PLANING CRAFT Toru KATAYAMA, Graduate School of Engineering, Osaka Prefecture University (Japan) Kentarou TAMURA, Universal Shipbuilding Corporation (Japan) Yoshiho
More informationPrognosis of Rudder Cavitation Risk in Ship Operation
Prognosis of Rudder Cavitation Risk in Ship Operation Lars Greitsch, TUHH, Hamburg/Germany, lars.greitsch@tu-harburg.de 1 Introduction In the course of increase of the requirements, the necessity of more
More informationTHE EFFECT OF HEEL ANGLE AND FREE-SURFACE PROXIMITY ON THE PERFORMANCE AND STRUT WAKE OF A MOTH SAILING DINGHY RUDDER T-FOIL
3 rd High Performance Yacht Design Conference Auckland, 2-4 December, 2008 THE EFFECT OF HEEL ANGLE AND FREE-SURFACE PROXIMITY ON THE PERFORMANCE AND STRUT WAKE OF A MOTH SAILING DINGHY RUDDER T-FOIL Jonathan
More informationAn Approximation Method for the Added Resistance in Waves of a Sailing Yacht
An Approximation Method for the Added Resistance in Waves of a Sailing Yacht J.A. Keuning 1 K.J. Vermeulen H.P. ten Have Abstract For the use in a VPP environment an easy to use calculation method for
More informationA BARE HULL RESISTANCE PREDICTION METHOD DERIVED FROM THE RESULTS OF THE DELFT SYSTEMATIC YACHT HULL SERIES EXTENDED TO HIGHER SPEEDS
A BARE HULL RESISTANCE PREDICTION METHOD DERIVED FROM THE RESULTS OF THE DELFT SYSTEMATIC YACHT HULL SERIES EXTENDED TO HIGHER SPEEDS J A Keuning and M Katgert, Delft University of Technology, Netherands
More informationCFD AND EXPERIMENTAL STUDY OF AERODYNAMIC DEGRADATION OF ICED AIRFOILS
Colloquium FLUID DYNAMICS 2008 Institute of Thermomechanics AS CR, v.v.i., Prague, October 22-24, 2008 p.1 CFD AND EXPERIMENTAL STUDY OF AERODYNAMIC DEGRADATION OF ICED AIRFOILS Vladimír Horák 1, Dalibor
More informationInfluence of rounding corners on unsteady flow and heat transfer around a square cylinder
Influence of rounding corners on unsteady flow and heat transfer around a square cylinder S. K. Singh Deptt. of Mech. Engg., M. B. M. Engg. College / J. N. V. University, Jodhpur, Rajasthan, India Abstract
More informationAbstract. 1 Introduction
Developments in modelling ship rudder-propeller interaction A.F. Molland & S.R. Turnock Department of Ship Science, University of Southampton, Highfield, Southampton, S017 IBJ, Hampshire, UK Abstract A
More informationINCLINOMETER DEVICE FOR SHIP STABILITY EVALUATION
Proceedings of COBEM 2009 Copyright 2009 by ABCM 20th International Congress of Mechanical Engineering November 15-20, 2009, Gramado, RS, Brazil INCLINOMETER DEVICE FOR SHIP STABILITY EVALUATION Helena
More informationFlat Water Racing Kayak Resistance Study 1
Flat Water Racing Kayak Resistance Study 1 Article Type: Research Article Article Category: Sports Coaching Tittle: Experimental and Numerical Study of the Flow past Olympic Class K 1 Flat Water Racing
More informationAbstract. 1 Introduction
A computational method for calculatingthe instantaneous restoring coefficients for a ship moving in waves N. El-Simillawy College of Engineering and Technology, Arab Academyfor Science and Technology,
More informationApplication of Simulation Technology to Mitsubishi Air Lubrication System
50 Application of Simulation Technology to Mitsubishi Air Lubrication System CHIHARU KAWAKITA *1 SHINSUKE SATO *2 TAKAHIRO OKIMOTO *2 For the development and design of the Mitsubishi Air Lubrication System
More informationSeakeeping Tests (with ships) Experimental Methods in Marine Hydrodynamics Lecture in week 43
Seakeeping Tests (with ships) Experimental Methods in Marine Hydrodynamics Lecture in week 43 1 Topics Why do seakeeping tests? What to do? Activities Details of model test set-up and instrumentation Waves
More informationTHE EXTENSIVE USE OF A CFD TOOL IN THE YACHT DESIGN PROCESS TO ACCURATELY PREDICT HULL PERFORMANCE.
High Performance Yacht Design Conference Auckland, 4-6 December,00 THE EXTENSIVE USE OF A CFD TOOL IN THE YACHT DESIGN PROCESS TO ACCURATELY PREDICT HULL PERFORMANCE. Alberto Porto, alberto@portoricerca.com
More informationSECOND ENGINEER REG III/2 NAVAL ARCHITECTURE
SECOND ENGINEER REG III/2 NAVAL ARCHITECTURE LIST OF TOPICS A B C D E F G H I J Hydrostatics Simpson's Rule Ship Stability Ship Resistance Admiralty Coefficients Fuel Consumption Ship Terminology Ship
More informationInterceptors in theory and practice
Interceptors in theory and practice An interceptor is a small vertical plate, usually located at the trailing edge on the pressure side of a foil. The effect is a completely different pressure distribution
More informationZIPWAKE DYNAMIC TRIM CONTROL SYSTEM OUTLINE OF OPERATING PRINCIPLES BEHIND THE AUTOMATIC MOTION CONTROL FEATURES
ZIPWAKE DYNAMIC TRIM CONTROL SYSTEM OUTLINE OF OPERATING PRINCIPLES BEHIND THE AUTOMATIC MOTION CONTROL FEATURES TABLE OF CONTENTS 1 INTRODUCTION 3 2 SYSTEM COMPONENTS 3 3 PITCH AND ROLL ANGLES 4 4 AUTOMATIC
More informationAnalysis of Hull Shape Effects on Hydrodynamic Drag in Offshore Handicap Racing Rules
THE 16 th CHESAPEAKE SAILING YACHT SYMPOSIUM ANNAPOLIS, MARYLAND, MARCH 2003 Analysis of Hull Shape Effects on Hydrodynamic Drag in Offshore Handicap Racing Rules Jim Teeters, Director of Research for
More informationfor Naval Aircraft Operations
Seakeeping Assessment of Large Seakeeping Assessment of Large Trimaran Trimaran for Naval Aircraft Operations for Naval Aircraft Operations Presented by Mr. Boyden Williams, Mr. Lars Henriksen (Viking
More informationDP Ice Model Test of Arctic Drillship
Author s Name Name of the Paper Session DYNAMIC POSITIONING CONFERENCE October 11-12, 211 ICE TESTING SESSION DP Ice Model Test of Arctic Drillship Torbjørn Hals Kongsberg Maritime, Kongsberg, Norway Fredrik
More informationSTABILITY OF MULTIHULLS Author: Jean Sans
STABILITY OF MULTIHULLS Author: Jean Sans (Translation of a paper dated 10/05/2006 by Simon Forbes) Introduction: The capsize of Multihulls requires a more exhaustive analysis than monohulls, even those
More informationResults and Discussion for Steady Measurements
Chapter 5 Results and Discussion for Steady Measurements 5.1 Steady Skin-Friction Measurements 5.1.1 Data Acquisition and Reduction A Labview software program was developed for the acquisition of the steady
More informationInternational Journal of Maritime Engineering
International Journal of Maritime Engineering THE BORE PRODUCED BETWEEN THE HULLS OF A HIGH-SPEED CATAMARAN IN SHALLOW WATER T Gourlay, Curtin University, J Duffy, Australian Maritime College and A Forbes,
More informationAN UPDATE ON THE DEVELOPMENT OF THE HULL VANE
AN UPDATE ON THE DEVELOPMENT OF THE HULL VANE K. Uithof 1, P. van Oossanen 1,2, N. Moerke 1,2, P.G. van Oossanen 1,2, and K.S. Zaaijer 2 1 Hull Vane B.V., Costerweg 1b, 6702 AA, Wageningen, Netherlands
More informationA Feasibility Study on a New Trimaran PCC in Medium Speed
The 6 th International Workshop on Ship ydrodynamics, IWS 010 January 9-1, 010, arbin, China Feasibility Study on a ew Trimaran PCC in Medium Speed Tatsuhiro Mizobe 1*, Yasunori ihei 1 and Yoshiho Ikeda
More informationShip Resistance and Propulsion Prof. Dr. P. Krishnankutty Ocean Department Indian Institute of Technology, Madras
Ship Resistance and Propulsion Prof. Dr. P. Krishnankutty Ocean Department Indian Institute of Technology, Madras Lecture - 7 Air and Wind Resistance Dimensional Analysis I Coming back to the class, we
More informationAn experimental study of internal wave generation through evanescent regions
An experimental study of internal wave generation through evanescent regions Allison Lee, Julie Crockett Department of Mechanical Engineering Brigham Young University Abstract Internal waves are a complex
More informationFigure 1 Figure 1 shows the involved forces that must be taken into consideration for rudder design. Among the most widely known profiles, the most su
THE RUDDER starting from the requirements supplied by the customer, the designer must obtain the rudder's characteristics that satisfy such requirements. Subsequently, from such characteristics he must
More information1. A tendency to roll or heel when turning (a known and typically constant disturbance) 2. Motion induced by surface waves of certain frequencies.
Department of Mechanical Engineering Massachusetts Institute of Technology 2.14 Analysis and Design of Feedback Control Systems Fall 2004 October 21, 2004 Case Study on Ship Roll Control Problem Statement:
More informationA COMPUTATIONAL STUDY ON THE DESIGN OF AIRFOILS FOR A FIXED WING MAV AND THE AERODYNAMIC CHARACTERISTIC OF THE VEHICLE
28 TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES A COMPUTATIONAL STUDY ON THE DESIGN OF AIRFOILS FOR A FIXED WING MAV AND THE AERODYNAMIC CHARACTERISTIC OF THE VEHICLE Jung-Hyun Kim*, Kyu-Hong
More informationModelling of Extreme Waves Related to Stability Research
Modelling of Extreme Waves Related to Stability Research Janou Hennig 1 and Frans van Walree 1 1. Maritime Research Institute Netherlands,(MARIN), Wageningen, the Netherlands Abstract: The paper deals
More informationISOLATION OF NON-HYDROSTATIC REGIONS WITHIN A BASIN
ISOLATION OF NON-HYDROSTATIC REGIONS WITHIN A BASIN Bridget M. Wadzuk 1 (Member, ASCE) and Ben R. Hodges 2 (Member, ASCE) ABSTRACT Modeling of dynamic pressure appears necessary to achieve a more robust
More informationSAILING YACHT TRANSOM STERNS A SYSTEMATIC CFD INVESTIGATION
5 th High Performance Yacht Design Conference Auckland, 10-12 March, 2015 SAILING YACHT TRANSOM STERNS A SYSTEMATIC CFD INVESTIGATION Jens Allroth 1, jens.allroth@gmail.com Ting-Hua Wu 2, ahuating@gmail.com
More informationEXPERIMENTAL STUDY ON THE HYDRODYNAMIC BEHAVIORS OF TWO CONCENTRIC CYLINDERS
EXPERIMENTAL STUDY ON THE HYDRODYNAMIC BEHAVIORS OF TWO CONCENTRIC CYLINDERS *Jeong-Rok Kim 1), Hyeok-Jun Koh ), Won-Sun Ruy 3) and Il-Hyoung Cho ) 1), 3), ) Department of Ocean System Engineering, Jeju
More informationConsiderations on the measurement of bubble sweep down to avoid blinding of the sonar
Considerations on the measurement of bubble sweep down to avoid blinding of the sonar Author name(s): Michiel, 1 ( V), Reint Dallinga (V) 1 1. MARIN, Wageningen the Netherlands Sonars on navy, research
More informationNavigation with Leeway
Navigation with Leeway Leeway, as we shall use the term, means how much a vessel is pushed downwind of its intended course when navigating in the presence of wind. To varying extents, knowledge of this
More informationHydrostatics and Stability Dr. Hari V Warrior Department of Ocean Engineering and Naval Architecture Indian Institute of Technology, Kharagpur
Hydrostatics and Stability Dr. Hari V Warrior Department of Ocean Engineering and Naval Architecture Indian Institute of Technology, Kharagpur Module No.# 01 Lecture No. # 01 Introduction Hello everybody.
More informationWAVE IMPACTS DUE TO STEEP FRONTED WAVES
WAVE IMPACTS DUE TO STEEP FRONTED WAVES Bas Buchner and Arjan Voogt Maritime Research Institute Netherlands (MARIN) b.buchner@marin.nl, a.j.voogt@marin.nl INTRODUCTION It is the question whether Rogue
More informationA HYDRODYNAMIC METHODOLOGY AND CFD ANALYSIS FOR PERFORMANCE PREDICTION OF STEPPED PLANING HULLS
POLISH MARITIME RESEARCH 2(86) 2015 Vol. 22; pp. 23-31 10.1515/pomr-2015-0014 A HYDRODYNAMIC METHODOLOGY AND CFD ANALYSIS FOR PERFORMANCE PREDICTION OF STEPPED PLANING HULLS Hassan Ghassemi, Assoc. Prof.
More informationDynamic Positioning Control Augmentation for Jack-up Vessels
DYNAMIC POSITIONING CONFERENCE October 9-10, 2012 Design and Control Session Dynamic Positioning Control Augmentation for Jack-up Vessels By Bradley Deghuee L-3 Communications 1 Introduction Specialized
More informationIMO REVISION OF THE INTACT STABILITY CODE. Proposal of methodology of direct assessment for stability under dead ship condition. Submitted by Japan
INTERNATIONAL MARITIME ORGANIZATION E IMO SUB-COMMITTEE ON STABILITY AND LOAD LINES AND ON FISHING VESSELS SAFETY 49th session Agenda item 5 SLF 49/5/5 19 May 2006 Original: ENGLISH REVISION OF THE INTACT
More informationDesign of high-speed planing hulls for the improvement of resistance and seakeeping performance
csnak, 2013 Int. J. Naval Archit. Ocean Eng. (2013) 5:161~177 http://dx.doi.org/10.2478/ijnaoe-2013-0124 Design of high-speed planing hulls for the improvement of resistance and seakeeping performance
More informationA methodology for evaluating the controllability of a ship navigating in a restricted channel
A methodology for evaluating the controllability of a ship navigating in a restricted channel K. ELOOT A, J. VERWILLIGEN B AND M. VANTORRE B a Flanders Hydraulics Research (FHR), Flemish Government, Antwerp,
More informationSTATIONKEEPING DYNAMIC POSITIONING FOR YACHTS. Hans Cozijn
STATIONKEEPING DYNAMIC POSITIONING FOR YACHTS Hans Cozijn Senior Project Manager Offshore YACHTS VS. OFFSHORE INDUSTRY 2 YACHTS VS. OFFSHORE INDUSTRY Source : www.hdmt21.com Source : www.charterworld.com
More informationThe Influence of a Keel Bulb on the Hydrodynamic Performance of a Sailing Yacht Model
journal of maritime research Vol. X. No. 1 (2013), pp. 51-58 ISSN: 1697-4040, www.jmr.unican.es The Influence of a Keel Bulb on the Hydrodynamic Performance of a Sailing Yacht Model K. N. Sfakianaki 1,*,
More informationInvestigation of Suction Process of Scroll Compressors
Purdue University Purdue e-pubs International Compressor Engineering Conference School of Mechanical Engineering 2006 Investigation of Suction Process of Scroll Compressors Michael M. Cui Trane Jack Sauls
More informationVessel Modification and Hull Maintenance Considerations Options & Pay Back Period or Return On Investments
Vessel Modification and Hull Maintenance Considerations Options & Pay Back Period or Return On Investments By Dag Friis Christian Knapp Bob McGrath Ocean Engineering Research Centre MUN Engineering 1 Overview:
More informationThe Wake Wash Prediction on an Asymmetric Catamaran Hull Form
The Wake Wash Prediction on an Asymmetric Catamaran Hull Form Omar Yaakob, Mohd. Pauzi Abd. Ghani, Mohd. Afifi Abd. Mukti, Ahmad Nasirudin, Kamarul Baharin Tawi, Tholudin Mat Lazim Faculty of Mechanical
More informationDYNAMIC STALL AND CAVITATION OF STABILISER FINS AND THEIR INFLUENCE ON THE SHIP BEHAVIOUR
DYNAMIC STALL AND CAVITATION OF STABILISER FINS AND THEIR INFLUENCE ON THE SHIP BEHAVIOUR Guilhem Gaillarde, Maritime Research Institute Netherlands (MARIN), the Netherlands SUMMARY The lifting characteristics
More informationSmart Rivers 2011 PIANC New Orleans, LA USA THE APPLICATION OF COMPUTATIONAL FLUID DYNAMICS (CFD) TO RIVER TOWBOAT DESIGN
Smart Rivers 2011 PIANC New Orleans, LA USA THE APPLICATION OF COMPUTATIONAL FLUID DYNAMICS (CFD) TO RIVER TOWBOAT DESIGN Authors: Brant R. Savander, Ph.D., P.E. Principal Research Scientist Maritime Research
More informationDAMAGE STABILITY TESTS OF MODELS REPRESENTING RO-RC) FERRIES PERFORMED AT DMI
TECHNISCHE UNIVERSITET laboratoriurn vow Scheepshydromechareba slechlef Meketweg 2, 2628 CD. Delft Tel.: 015-788873 - Fax 015-781838 DAMAGE STABILITY TESTS OF MODELS REPRESENTING RO-RC) FERRIES PERFORMED
More information13.012: Hydrodynamics for Ocean Engineers
13.012: Hydrodynamics for Ocean Engineers Alexandra H. Techet Dept. of Ocean Engineering 9 September 2004 Lecture 1 What is Hydrodynamics? Hydrodynamics v. Aerodynamics Water is almost 1000 times denser
More informationWhat is Hydrodynamics?
13.012: Hydrodynamics for Ocean Engineers Alexandra H. Techet Dept. of Ocean Engineering 9 September 2004 Lecture 1 What is Hydrodynamics? Hydrodynamics v. Aerodynamics Water is almost 1000 times denser
More informationAn Investigation into the Capsizing Accident of a Pusher Tug Boat
An Investigation into the Capsizing Accident of a Pusher Tug Boat Harukuni Taguchi, National Maritime Research Institute (NMRI) taguchi@nmri.go.jp Tomihiro Haraguchi, National Maritime Research Institute
More informationCOMPARISON OF HYDRODYNAMIC PERFORMANCES OF AN IMOCA 60 WITH STRAIGHT OR L-SHAPED DAGGERBOARD
COMPARISON OF HYDRODYNAMIC PERFORMANCES OF AN IMOCA 60 WITH STRAIGHT OR L-SHAPED DAGGERBOARD L. Mazas and Y. Andrillon, HydrOcean, France, loic.mazas@hydrocean.fr A. Letourneur and P. Kerdraon, VPLP, France,
More informationErmenek Dam and HEPP: Spillway Test & 3D Numeric-Hydraulic Analysis of Jet Collision
Ermenek Dam and HEPP: Spillway Test & 3D Numeric-Hydraulic Analysis of Jet Collision J.Linortner & R.Faber Pöyry Energy GmbH, Turkey-Austria E.Üzücek & T.Dinçergök General Directorate of State Hydraulic
More informationQuantification of the Effects of Turbulence in Wind on the Flutter Stability of Suspension Bridges
Quantification of the Effects of Turbulence in Wind on the Flutter Stability of Suspension Bridges T. Abbas 1 and G. Morgenthal 2 1 PhD candidate, Graduate College 1462, Department of Civil Engineering,
More informationShip Resistance and Propulsion Prof. Dr. P. Krishnankutty Ocean Department Indian Institute of Technology, Madras
Ship Resistance and Propulsion Prof. Dr. P. Krishnankutty Ocean Department Indian Institute of Technology, Madras Lecture - 17 Resistance of Advanced Marine vehicles - III (Refer Slide Time: 00:10) Now,
More informationAERODYNAMIC CHARACTERISTICS OF SPIN PHENOMENON FOR DELTA WING
ICAS 2002 CONGRESS AERODYNAMIC CHARACTERISTICS OF SPIN PHENOMENON FOR DELTA WING Yoshiaki NAKAMURA (nakamura@nuae.nagoya-u.ac.jp) Takafumi YAMADA (yamada@nuae.nagoya-u.ac.jp) Department of Aerospace Engineering,
More informationAE Dept., KFUPM. Dr. Abdullah M. Al-Garni. Fuel Economy. Emissions Maximum Speed Acceleration Directional Stability Stability.
Aerodynamics: Introduction Aerodynamics deals with the motion of objects in air. These objects can be airplanes, missiles or road vehicles. The Table below summarizes the aspects of vehicle performance
More informationStudy on the shape parameters of bulbous bow of. tuna longline fishing vessel
International Conference on Energy and Environmental Protection (ICEEP 2016) Study on the shape parameters of bulbous bow of tuna longline fishing vessel Chao LI a, Yongsheng WANG b, Jihua Chen c Fishery
More informationITTC Recommended Procedures and Guidelines
7.5 Page 1 of 11 Table of Contents... 2 1. PURPOSE OF PROCEDURE... 2 2. DESCRIPTION OF PROCEDURE... 2 2.1 Preparation 2 2.1.1 Ship model characteristics 2 2.1.1.1 Scale 2 2.1.1.2 Ship model 2 2.1.1.3 Tank
More informationROUNDABOUT CAPACITY: THE UK EMPIRICAL METHODOLOGY
ROUNDABOUT CAPACITY: THE UK EMPIRICAL METHODOLOGY 1 Introduction Roundabouts have been used as an effective means of traffic control for many years. This article is intended to outline the substantial
More informationSea State Estimation from an Advancing Ship
Sea State Estimation from an Advancing Ship The wave buoy analogy Ulrik Dam Nielsen and Ingrid Marie Vincent Andersen Technical University of Denmark Presentation at Skibsteknisk Selskab March 5 th, 2012,
More informationOffshore engineering science
Offshore engineering science In this research stream theoretical models advanced geotechnical models and new numerical techniques were used in applied offshore engineering topics such as loading, design
More informationExternal Tank- Drag Reduction Methods and Flow Analysis
External Tank- Drag Reduction Methods and Flow Analysis Shaik Mohammed Anis M.Tech Student, MLR Institute of Technology, Hyderabad, India. G. Parthasarathy Associate Professor, MLR Institute of Technology,
More informationInvestigation of Scale Effects on Ships with a Wake Equalizing Duct or with Vortex Generator Fins
Second International Symposium on Marine Propulsors smp 11, Hamburg, Germany, June 2011 Investigation of Scale Effects on Ships with a Wake Equalizing Duct or with Vortex Generator Fins Hans-Jürgen Heinke,
More information2-D Computational Analysis of a Vertical Axis Wind Turbine Airfoil
2-D Computational Analysis of a Vertical Axis Wind Turbine Airfoil Akshay Basavaraj1 Student, Department of Aerospace Engineering, Amrita School of Engineering, Coimbatore 641 112, India1 Abstract: This
More informationThe effect of back spin on a table tennis ball moving in a viscous fluid.
How can planes fly? The phenomenon of lift can be produced in an ideal (non-viscous) fluid by the addition of a free vortex (circulation) around a cylinder in a rectilinear flow stream. This is known as
More informationRANS BASED VPP METHOD FOR MEGA-YACHTS
RANS BASED VPP METHOD FOR MEGA-YACHTS Tyler Doyle 1, tyler@doylecfd.com Bradford Knight 2, bradford@doylecfd.com Abstract. Velocity prediction programs (VPPs) are valuable design tools that allow designers
More informationThe influence of the high-speed Trimaran to Flow Field. Yi-fan Wang 1, Teng Zhao 2
5th International Conference on Advanced Design and Manufacturing Engineering (ICADME 2015) The influence of the high-speed Trimaran to Flow Field Yi-fan Wang 1, Teng Zhao 2 1 Chongqing jiaotong university,400074,chongqing
More information