Numerical investigation on added resistance and motions of a high-speed trimaran equipped with T-foil and stern flap in regular head and oblique waves for varying wave steepness

Li, Yunbo; Li, Ang; Gong, Jiaye; Fu, Zheng; Dai, Kun

doi:10.1007/s40430-021-03177-0

Cited by 4 publications

(3 citation statements)

References 31 publications

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“…A commonly used linear wave 𝑎𝑘 = 0.058 and a large steep nonlinear wave 𝑎𝑘=0.135 were selected. Grid and time step convergence studies were carried out using the grid convergence index (GCI) method in our previous work [49]. Figs.…”

Section: The Simulation Of the Autopilot In Wavesmentioning

confidence: 99%

The effect of PID control scheme on the course-keeping of ship in oblique stern waves

2023

Brodogradnja

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Sailing in oblique stern waves causes a ship to make sharp turns and uncontrollable course deviation, which is accompanied by a large heel and sometimes leads to capsizing. Studying the control algorithm in oblique stern waves is imperative because an excellent controller scheme can improve the ship’s course-keeping stability. This paper uses the Maneuvering Modelling Group (MMG) method based on hydrodynamic derivatives and the Computational Fluid Dynamics (CFD)-based self-navigation simulation to simulate ship navigation in waves. This study examines the effect of proportion-integral-derivative (PID) controller schemes on the stability of course maintenance based on hydrodynamic derivatives and 3DOF MMG methods. Then, the optimized PID control parameters are used to simulate the ship’s 6DOF self-propulsion navigation in oblique waves using the CFD method. The nonlinear phenomena during the process, such as side-hull emergency, slamming, and green water, are considered. This study found that the range of the control bandwidth should be optimized based on the ship's heading and wave parameters.

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Section: The Simulation Of the Autopilot In Wavesmentioning

confidence: 99%

The effect of PID control scheme on the course-keeping of ship in oblique stern waves

2023

Brodogradnja

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“…The result shows that the global effect due to motions and local effects referenced to the stern flap and the waterjets are the leading causes of drag increase, with the non-linear coupling term of local effects contributing the most to drag reduction. Li et al [16] and Budiarto et al [17] studied the effect of stern flaps on a ship in regular waves and high-speed conditions, respectively, and Tripath and Vijayakumar's found that flaps affect trim, sinkage, and propulsion, while the wave suppression improves performance [18].…”

Section: Introductionmentioning

confidence: 99%

Mechanism of Speed Loss Reduction and Propulsion Efficiency Improvement of ONR Tumblehome with Active-Controlled Stern Flaps in Resonance Waves

Zhang,

Du,

et al. 2024

JMSE

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The stern flap is a practical hull appendage equipment that enhances ship navigation performance and saves energy. The existing studies mainly focus on the fixed stern flap, other than an actively controlled one, so it is worth further exploring its effect and mechanism. By implanting the PID controller to the stern flap, this paper proposed a free-running CFD model on the ONRT (the Office of Naval Research Tumblehome) ship coupled with the active-controlled stern flap to investigate the hydrodynamic performance in resonance waves. The free-running performance in calm water and regular waves is numerically researched and verified versus the experimental and referenced results. Then, the effect of different PID coefficients and control strategies of the stern flap on the traveling speed, attitudes, and propulsion performance under the resonance wave condition is conducted, and the influence mechanism is explored. The results show that adopting a fixed flap controller and PID controller can reduce the original speed loss by 4.2% and 6.9%, respectively, and increase the average propulsive efficiency of the propeller by 1.0% and 1.4%, respectively. Further analysis reveals that the global effect of the suppressed motion attitudes due to the installation of the fixed flap effectively contributes to the resistance reduction. However, the local effect of the stern flap increases the resistance due to interaction with the propeller and stern. The PID-controlled stern flap exhibits similar average attitudes compared to the fixed one, which means the resistance reduction of the global effect is kept the same, and the active stern flap further improves the stern flow field, where the resistance increment of the local effect is weakened, enhancing the traveling speed and improving the propulsion efficiency.

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“…Wang et al [29] numerically analysed the SF impact on catamaran speedboat single-speed seakeeping traits. Li et al [30] numerically analysed a trimaran vessel fitted with a T-foil and SF, focusing on wave steepness variation impact on ship motion and the forces exerted on the T-foil.…”

Section: Introductionmentioning

confidence: 99%

Numerical Study on the Influence of Interceptor and Stern Flap on Ship Resistance and Motion Response in Regular Waves

Song,

Gong,

et al. 2024

JMSE

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Stern flaps and interceptors are prevalent stern appendages on medium- to high-speed ships, designed to modify the sailing posture of ships and diminish resistance. Using the Reynolds-averaged Navier–Stokes (RANS) method combined with overset mesh technology, this study evaluates the performance of a ship in regular waves before and after interceptor and stern flap installation. The findings indicate that the interceptor and stern flap resistance reduction rates initially declined and then rose with wavelength, typically 1–3% higher than in calm water. For a constant wavelength of 1.5 LPP and when wave steepness ak ≥ 0.05, the interceptor and stern flap resistance reduction rates in regular waves decline as wave steepness increases. The stern appendages have a more prominent impact on ship posture owing to heightened ship motion amplitude in wave conditions compared to calm water. Moreover, after fitting the interceptor and stern flap, the heave and pitch transfer functions of the ship lessen after fitting the interceptor and stern flap, particularly when λ/LPP = 1–2; average reduction rates for TF3 and TF5 are 7.2% and 3.9%, respectively, with a stern flap, and 4.4% and 2.1% after fitting the interceptor. This study offers invaluable insights and practical guidance for designing and applying stern appendages.

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Numerical investigation on added resistance and motions of a high-speed trimaran equipped with T-foil and stern flap in regular head and oblique waves for varying wave steepness

Cited by 4 publications

References 31 publications

The effect of PID control scheme on the course-keeping of ship in oblique stern waves

The effect of PID control scheme on the course-keeping of ship in oblique stern waves

Mechanism of Speed Loss Reduction and Propulsion Efficiency Improvement of ONR Tumblehome with Active-Controlled Stern Flaps in Resonance Waves

Numerical Study on the Influence of Interceptor and Stern Flap on Ship Resistance and Motion Response in Regular Waves

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