Hydrodynamic simulation for evaluating Magnus anti-rolling devices with varying angles of attack

Lin, Jianfeng; Guo, Chunyu; Zhao, Dagang; Han, Yang; Su, Yumin

doi:10.1016/j.oceaneng.2022.111949

Cited by 13 publications

(3 citation statements)

References 35 publications

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“…= 2,13 m  Tinggi tangki = 1,87 m Desain tangki anti-rolling dengan Autocad 3D dilanjutkan pada proses simulasi. Proses simulasi digunakan sebagai metode yang murah, efisien waktu dan biaya dengan tingkat validitas cukup tinggi (Cercos-Pita et al, 2016;Chen et al, 2023;J. Lin et al, 2022).…”

Section: Pendahuluanunclassified

Analisis Deformasi Tangki Anti Rolling Akibat Perubahan Ketebalan Dinding Tangki Fiber Menggunakan Simulasi

Siahainenia,

Lekatompessy,

Maitimu

2024

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Penambahan tangki anti rolling pada kapal kayu tradisional menjadi penting ketika banyak kecelakaan jenis kapal ini diakibatkan stabilitas kapal yang menjadi buruk karena penempatan muatan di atas geladak kapal. Salah satu solusi yang dapat dilakukan adalah dengan membuat tangki anti rolling yang diletakkan pada bagian tengah kapal ini. Tangki anti rolling yang digunakan harus kuat dalam menerima beban kerja akibat gaya tekan hidrostatis air yang ada di dalamnya. Kemampuan tangki dalam menerima beban kerja bergantung pada kondisi tangki. Pada penelitian ini dilakukan analisis deformasi yang terjadi akibat perubahan ketebalan tangki bermaterial Fiber Reinforced Plastic (FRP) yang digunakan sebagai tangki anti Rolling. Deformasi mengindikasikan kondisi kemampuan konstruksi tangki dalam menerima beban yang bekerja. Ketebalan tangki Perhitungan dilakukan menggunakan metode Finite Element Analysis (FEA) dengan bantuan software. Ketebalan tangki FRP yang digunakan adalah 5 mm – 12 mm. Berdasarkan variasi ketebalan dinding FRP tangki anti rolling maka nilai deformasi yang diperoleh berturut-turut adalah sebagai berikut, 5 mm deformasi yang terjadi sebesar 0,613 mm, 7,5 mm deformasi yang terjadi sebesar 0,166 mm, 10 mm deformasi yang terjadi sebesar 0,060 mm, 12 mm deformasi yang terjadi sebesar 0,042 mm. Sehingga ketebalan yang terbaik ada di 12 mm dengan deformasi terkecil. Secara teknis hal ini adalah hasil yang terbaik, tetapi secara ekonomis penambahan ketebalan berdampak pada faktor ekonomis dimana semakin tebal material tangki akan menambah volume LWT yang artinya mengurangi daya muat kapal. Harus dipikirkan solusi lain agar penambahan volume material dinding dapat ditekan dengan menggunakan penguat struktur lainnya yang lebih ringan.

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Section: Pendahuluanunclassified

Analisis Deformasi Tangki Anti Rolling Akibat Perubahan Ketebalan Dinding Tangki Fiber Menggunakan Simulasi

Siahainenia,

Lekatompessy,

Maitimu

2024

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“…The experimental setup and the measurements of the hydrodynamic forces generated on the rotating cylinder (rotor) under uniform water flow, including the free surface effect, have been presented in [4]. Another application has been studied in [5], where the Magnus effect is applied to a anti-rolling device; the study addresses the rotor hydrodynamic performance to enhance ship seakeeping strategies at zero and low speeds.…”

Section: Introductionmentioning

confidence: 99%

Wind-Assisted Ship Propulsion: Matching Flettner Rotors with Diesel Engines and Controllable Pitch Propellers

Vigna

Figari

2023

JMSE

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The harvesting of wind energy and its transformation into a thrust force for ship propulsion are gaining in popularity due to the expected benefit in fuel consumption and emission reductions. To exploit these benefits, a proper matching between the conventional diesel engine-screw propeller propulsion plant and the wind-assisted plant is key. This paper aims to present a method and a code for the preliminary sizing of a ship propulsion plant based on a diesel engine, a controllable pitch propeller, and one or more Flettner rotors. A mathematical model describing the behaviour of the rotor in terms of propulsive thrust and power is proposed. The rotor model has been integrated into an existing diesel propulsion model in order to evaluate the ship’s fuel consumption. The ship’s propulsion model is written in a parametric form with respect to the following design parameters: ship dimensions and resistance-speed curve, propeller diameter, engine power, rotor geometry, and true wind conditions. The methodology helps in evaluating the engine–propeller working points and eventually the total ship propulsive power, including the power required to spin the rotor. It provides a way to compare wind-assisted propulsive solutions in terms of fuel consumption and CO2 emissions. A 3000-ton Ro-Ro/Pax ferry has been selected as a case study. Results on the parametric analysis of rotor dimensions and propeller pitch optimization are presented.

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“…Armenio et al [6,7] and Li et al [8] independently developed coupled numerical models based on computational fluid dynamics (CFD) for the coupled effects. After Li et al [8], many studies have been conducted on this topic in recent years (e.g., Huang et al [9], Taskar et al [10], Jiang et al [11], Cercos-Pita et al [12], Ghamari et al [13], Saripilli and Sen [14], Bulian and Cercos-Pita [15], Diebold et al [16], Alujević et al [17], Lyu et al [18], Zhuang and Wan [19], Alujević et al [20], Subramanian et al [21], Wei et al [22], Bernal-Colio et al [23], Liu et al [24], Yao et al [25], He et al [26], Lin et al [27], Liu et al [28], Lyu et al [29], Sun et al [30], Wen et al [31], Yu et al [32], Chen et al [33], Chen et al [34], Ge et al [35], Kapsenberg and Carette [36], Lee et al [37], Lin et al [38], and Wang et al [39]). However, the dynamics of the ships and floating caissons are different.…”

Section: Introductionmentioning

confidence: 99%

Development of Coupled Numerical Model between Floating Caisson and Anti-Oscillation Tanks

Shirai,

Nakamura,

Cho

et al. 2023

JMSE

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Floating caissons can oscillate owing to ocean waves when towed to an installation site. To reduce these oscillations, free-surface anti-oscillation tanks mounted on floating caissons have been proposed. However, no coupled numerical model exists between the motion of the floating caisson and fluid flow in the tanks based on computational fluid dynamics (CFD). In this study, a coupled model is developed and compared to existing physical experiments for validation. In the coupled model, the vertical and rotational motion of the floating caisson are computed as a rigid body, and the motion of the free water in the tank is computed using a CFD model. Numerical results show the predictive capability of the coupled model in terms of the rotational motion (pitch) of the floating caisson within ±20% of experimental data, regardless of the absence or presence of water in the tank. The numerical results also show that the fluid flow with complex air–water interface motion in the tank can be analyzed in detail using the coupled model. This suggests that the coupled model developed in this study is a useful tool for quantitatively assessing the effectiveness of an anti-oscillation tank for reducing the pitch of a floating caisson.

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Hydrodynamic simulation for evaluating Magnus anti-rolling devices with varying angles of attack

Cited by 13 publications

References 35 publications

Analisis Deformasi Tangki Anti Rolling Akibat Perubahan Ketebalan Dinding Tangki Fiber Menggunakan Simulasi

Analisis Deformasi Tangki Anti Rolling Akibat Perubahan Ketebalan Dinding Tangki Fiber Menggunakan Simulasi

Wind-Assisted Ship Propulsion: Matching Flettner Rotors with Diesel Engines and Controllable Pitch Propellers

Development of Coupled Numerical Model between Floating Caisson and Anti-Oscillation Tanks

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