On Propeller Performance of DTC Post-Panamax Container Ship

Kınacı, Ömer Kemal; Kükner, Abdi; Bal, Şakir

doi:10.5574/ijose.2012.3.2.077

Cited by 4 publications

(4 citation statements)

References 15 publications

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“…There are some studies in the literature involving the calculation of viscous pressure resistance by single phase analysis. One of them is the work by Kinaci et al 34 for the resistance characteristics of a benchmark Duisburg Test Case post-panamax container ship with CFD and another one is the experimental work of the same ship by El Moctar et al 35 The methodology proposed in this article first computes the viscous pressure resistance of the body inside the fluid with a single phase analysis. After determining C VP in this way, a multiphase analysis (covering the free-surface interface between air and water) for the same geometry including the free-surface effects is carried out.…”

Section: Methodsmentioning

confidence: 99%

Section: Cfd Methodology and Setupmentioning

confidence: 99%

“…39 Due to the relatively low number of mesh that this method requires ( y + is expected to lie in the range between 30 and 300 as stated in ANSYS 31 ), the applicability of this turbulence method is feasible. For other applications of this turbulence model, refer Larsson et al 25 and Kinaci et al 34 Wall functions may be used in places where adverse pressure gradients are not high. Flows around bluff bodies will generally have boundary layer separations of which the boundary layer should be very finely meshed all the way through the wall.…”

Section: Cfd Methodology and Setupmentioning

confidence: 99%

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Prediction of wave resistance by a Reynolds-averaged Navier–Stokes equation–based computational fluid dynamics approach

Kınacı

Sukas

Bal

2015

Proceedings of the Institution of Mechanical Engineers, Part M:

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The prediction of wave resistance in naval architecture is an important aspect especially at high Froude numbers where a great percentage of total resistance of ships and submerged bodies is caused by waves. In addition, during hull form optimization, wave resistance characteristics of a ship must closely be observed. There are potential, viscous and experimental methods to determine the wave resistance of a ship. Reynolds-averaged Navier-Stokes equation-based methods usually follow the experimental method that determines the form factor first. However, it is proven in recent studies that the form factor changes with the Reynolds number. As the Reynolds number increases, this change in the form factor is being neglected. In this study, a Reynolds-averaged Navier-Stokes equation-based prediction of wave resistance is presented that overcomes this flaw. The methodology is validated with the benchmark problems of submerged and surface-piercing bodies to determine the effectiveness of the proposed method. The method is also validated by experiments carried out at the Ata Nutku Ship Model Testing Laboratory of Istanbul Technical University for a totally submerged ellipsoid and the benchmark KRISO Containership. Results reveal the robustness of the present methodology.

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Section: Methodsmentioning

confidence: 99%

Section: Cfd Methodology and Setupmentioning

confidence: 99%

Section: Cfd Methodology and Setupmentioning

confidence: 99%

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Prediction of wave resistance by a Reynolds-averaged Navier–Stokes equation–based computational fluid dynamics approach

Kınacı

Sukas

Bal

2015

Proceedings of the Institution of Mechanical Engineers, Part M:

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“…There are some other numerical studies mentioning the no propeller case of DTC and approaching the resistance problem by some other methods. The readers are referred to [35] to compare RANSE + VOF based numerical results of this study with only RANSE based results (double body approach) and [36] with RANSE + empirical approach based results.…”

Section: No Propeller Casementioning

confidence: 99%

On Self-Propulsion Assessment of Marine Vehicles

Kınacı

Gökçe

Alkan

et al. 2018

brod

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Estimation of ship self-propulsion is important for the selection of the propulsion system and the main engine so that the ship can move forward with the required speed. Resistance characteristics of the vessel or the open-water performance of a propeller only are not usually enough to assess the working conditions of the ship. Both in numerical simulations and in experiments; there is a need to treat the propulsion system and the hull as a whole for a better estimation of the self-propulsion parameters. In this study, the self-propulsion points of one submarine (DARPA Suboff) and two surface piercing vessels (KCS and DTC) were obtained with methods based on computational fluid dynamics (CFD) approach. The self-propulsion points were also calculated by a classical engineering approach that makes use of the empirical relations that may be found in the literature. The results were evaluated with respect to the experiments and numerical results generated by other researchers in this field. It was found that the self-propulsion points of traditional ship forms can be very closely approximated with a classical engineering approach, given the basic geometric and the hydrostatic properties of the hull and the propeller.

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