A computational study of the flow around the KVLCC2 model hull at straight ahead conditions and at drift

Fureby, Christer; Toxopeus, Serge; Johansson, Mattias; Tormalm, Magnus; Petterson, K.

doi:10.1016/j.oceaneng.2016.03.029

Cited by 25 publications

(10 citation statements)

References 25 publications

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“…As the Q-value is quite large, the latter is only partly visible. According to the investigation in [12] the dimensionless isovalue was set to 100. The influence of the mesh velocities onto the FSV.…”

Section: Cfd Verificationmentioning

confidence: 99%

“…The free shear layer that rolls up into the FSV originates from the separation on the leeward bilge, see e.g. [4] for experimental results or [12]. As the surface curvature is high at the bilge the separation point is preset and captured well by the flow simulation.…”

Section: Cfd Verificationmentioning

confidence: 99%

“…Fureby et al [12] conducted simulations using RANS, DES and LES for 0, 12 and 30˚ drift angle with three CFD codes. Grids with a cell count from 13 M to 202 M were used.…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Fore-Body Side Vortex of KVLCC2 at 30&deg; Drift: A Trailing Vortex Resolved with DES and Compared to PIV Data

Feder¹,

Shevchuk²,

Sahab³

et al. 2019

OJFD

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A hybrid RANS-LES approach is used to resolve the Fore-body Side Vortex (FSV) separating from the KVLCC2 hull at 30˚ drift angle and Reynolds number 2.56 6 oa L Re e ≈. The performance of the DES approach is evaluated using a proper grid study. Besides, the following aspects of the CFD results are investigated: the resolution of turbulent energy, the prediction of instantaneous and time-averaged vortical structures, local flow features, the limiting streamlines and the evolution of the vortex core flow. New PIV data from wind tunnel experiments is compared to the latter. The results form a basis for future investigations in particular on the vortex interaction further downstream and the applicability of different kinds of turbulence models to trailing vortices like the FSV. Turbulence modelling is realised with the k-ω-SST-IDDES model presented in [1], the grids' cell count is 6.4 M, 10.5 M and 17.5 M. Grid convergence of the time-averaged vortex core flow is observed. OpenFOAM version 1806 is used to carry out the simulations and snappyHexMesh to build the mesh.

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Section: Cfd Verificationmentioning

confidence: 99%

Section: Cfd Verificationmentioning

confidence: 99%

See 1 more Smart Citation

Fore-Body Side Vortex of KVLCC2 at 30&deg; Drift: A Trailing Vortex Resolved with DES and Compared to PIV Data

Feder¹,

Shevchuk²,

Sahab³

et al. 2019

OJFD

View full text Add to dashboard Cite

show abstract

“…This was done in light of recent publications on the matter, which demonstrated that LES can be used in practice, albeit subject to restrictions. An in-depth discussion on these can be accessed in the open literature (Fureby et al, 2016;Kornev et al, 2019;Kornev and Abbas, 2018;Liefvendahl and Fureby, 2017;Shevchuk and Kornev, 2017).…”

Section: Introductionmentioning

confidence: 99%

A posteriori error and uncertainty estimation in computational ship hydrodynamics

2020

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The increasing relevance of simulation-based design has created a need to accurately estimate and bind numerical errors. This is particularly relevant to full-scale computational ship hydrodynamics, where measurements are difficult and expensive, simultaneously requiring a high degree of predictive accuracy even in early design stages. However, the field of ship hydrodynamics has yet to fully exploit the enhanced capabilities and potential benefits numerical verification methods have to offer. The present study presents a detailed application of numerical verification procedures in CFD as applied to local parameters, such as free surface elevation and skin friction. This is done in order to pinpoint specific locations in the computational domain responsible for heightened levels of error and uncertainty. Relationships between different parameters are demonstrated and discussed based on a set of full-scale simulations of the KCS advancing through a canal using CFD.

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“…Therefore, in this paper, the propeller simulations for studying propeller exciting forces were separated from the flow field simulation of the ship, and the predicted nonuniform ship's wake was used as a velocity inlet boundary condition for propeller simulations. Literatures [11][12][13] provided references for the numerical simulations of the ship, and the measured results of the flow field around the KCS ship [14] were used to validate the numerical predictions of the bare hull in this paper. To consider the influence of the free-water surface and hull boundary on propeller exciting forces, a specially designed dummy stern was used for the propeller simulation.…”

Section: Introductionmentioning

confidence: 99%

Numerical Studies of Propeller Exciting Bearing Forces under Nonuniform Ship’s Nominal Wake and the Influence of Cross Flows

Yao

Zhang

2017

Shock and Vibration

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Propeller exciting forces are the main causes of stern vibrations. In this paper, three-dimension exciting bearing forces of one blade and the whole propeller under nonuniform ship's wake were predicted, and the influence of cross flows on these exciting forces was studied. All simulations were carried out using a commercial solver, STAR-CCM+. To obtain the nominal wake for studying propeller exciting forces, flow field around a bare hull was simulated. Numerical results were widely validated by measured data, especially the velocity field at the propeller plane. Harmonic characteristics of the nonuniform ship's wake were studied. Then, a propeller under uniform inflow and nonuniform ship's wake with/without cross flows was simulated. Free-water surface and hull boundary were considered using a specially designed dummy stern. Results show that the influence of cross flows on propeller exciting forces is obvious. As for the exciting forces of one blade, the cross flows have greater influence on the axial force. As for the exciting forces of the whole propeller, the cross flows have greater influence on the transverse and vertical forces, and if the cross flows in ship's wake are not considered, the amplitudes of the main harmonics of transverse and vertical forces increase obviously.

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A computational study of the flow around the KVLCC2 model hull at straight ahead conditions and at drift

Cited by 25 publications

References 25 publications

Fore-Body Side Vortex of KVLCC2 at 30&deg; Drift: A Trailing Vortex Resolved with DES and Compared to PIV Data

Fore-Body Side Vortex of KVLCC2 at 30&deg; Drift: A Trailing Vortex Resolved with DES and Compared to PIV Data

A posteriori error and uncertainty estimation in computational ship hydrodynamics

Numerical Studies of Propeller Exciting Bearing Forces under Nonuniform Ship’s Nominal Wake and the Influence of Cross Flows

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A computational study of the flow around the KVLCC2 model hull at straight ahead conditions and at drift

Cited by 25 publications

References 25 publications

Fore-Body Side Vortex of KVLCC2 at 30&amp;deg; Drift: A Trailing Vortex Resolved with DES and Compared to PIV Data

Fore-Body Side Vortex of KVLCC2 at 30&amp;deg; Drift: A Trailing Vortex Resolved with DES and Compared to PIV Data

A posteriori error and uncertainty estimation in computational ship hydrodynamics

Numerical Studies of Propeller Exciting Bearing Forces under Nonuniform Ship’s Nominal Wake and the Influence of Cross Flows

Contact Info

Product

Resources

About

Fore-Body Side Vortex of KVLCC2 at 30° Drift: A Trailing Vortex Resolved with DES and Compared to PIV Data

Fore-Body Side Vortex of KVLCC2 at 30° Drift: A Trailing Vortex Resolved with DES and Compared to PIV Data