Prediction of the Vertical Motions of DTMB 5415 Ship Using Different Numerical Approaches

Çakıcı, Ferdi; Sukas, Ömer Faruk; Kınacı, Ömer Kemal; Alkan, Ahmet

doi:10.21278/brod68203

Cited by 8 publications

(5 citation statements)

References 11 publications

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“…In the resistance tests, the ship motions become stable towards the equilibrium state, while in the seakeeping tests, the hull has larger amplitudes and time-dependent, harmonic motion characteristics. Therefore, the overset mesh technique was preferred both to minimize the mesh distortion around the hull and to increase the convergence speed of the solution [43,44]. The computational domain includes mainly two mesh components, one for the domain and one for the overset region.…”

Section: Mesh Generationmentioning

confidence: 99%

Full-Scale CFD Analysis of Double-M Craft Seakeeping Performance in Regular Head Waves

Öztürk

Mancini

et al. 2021

JMSE

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This study presents the full-scale resistance and seakeeping performance of an awarded Double-M craft designed as a 15 m next-generation Emergency Response and Rescue Vessel (ERRV). For this purpose, the Double-M craft is designed by comprising the benchmark Delft 372 catamaran with an additional center and two side hulls. First, the resistance and seakeeping analyses of Delft 372 catamaran are simulated on the model scale to verify and compare the numerical setup for Fr = 0.7. Second, the seakeeping performance of the full-scale Double-M craft is examined at Fr = 0.7 in regular head waves (λ/L = 1 to 2.5) for added resistance and 2-DOF motion responses. The turbulent flow is simulated by the unsteady RANS method with the Realizable Two-Layer k-ε scheme. The calm water is represented by the flat VOF (Volume of Fluid) wave, while the incident long waves are represented by the fifth-order Stokes wave. The residual resistance of the Double-M craft is improved by 2.45% compared to that of the Delft 372 catamaran. In the case of maximum improvement (at λ/L = 1.50), the relative added resistance of the Double-M craft is 10.34% lower than the Delft 372 catamaran; moreover, the heave and pitch motion responses were 72.5% and 35.5% less, respectively.

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Section: Mesh Generationmentioning

confidence: 99%

Full-Scale CFD Analysis of Double-M Craft Seakeeping Performance in Regular Head Waves

Öztürk

Mancini

et al. 2021

JMSE

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“…The detailed information about the overset mesh implementation can be found in related paper (Cakici et al 2017;Tezdogan et al 2015).…”

Section: Grid Generationmentioning

confidence: 99%

Computational prediction of hydrodynamic coefficients for heave motion

Çakıcı¹

2021

Seatific

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In this study, the hydrodynamic coefficients associated with heave motion are obtained by using unsteady Reynolds-averaged Navier-Stokes (URANS) approach. The well-known Wigley hull is selected for the calculations of uncoupled added mass and damping coefficients (A 33 , B 33 ) in deep water. Numerical simulations are performed for six different oscillation frequencies at the Froude number 0.3. First, the 3D ship model is forced in the heave direction with certain frequencies and then the hydrodynamic coefficients are computed with the help of Fourier series expansion. Numerical results are compared with those obtained by the experiments and strip theory. The verification and validation study for the damping term is also performed by implementing the Grid Convergence Index (GCI) method.

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“…For the opposite faces in the −direction, the velocity inlet boundary and pressure outlet boundary conditions were applied. On the other hand, the far field boundaries (bottom, top and side walls) were defined as velocity inlets for the representation of deep water and infinite air conditions, as used by other researchers [44][45][46]. The inlet, outlet, side wall and bottom boundaries were located at a 2.5 distance from the aft perpendicular of the ship, while the top boundary was located at 1.25…”

Section: Geometry and Boundary Conditionsmentioning

confidence: 99%

Penalty of hull and propeller fouling on ship self-propulsion performance

Song

Demirel

Atlar

2020

Applied Ocean Research

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Recently, there has been an increasing interest in predicting the effect of biofouling on ship resistance using Computational Fluid Dynamics (CFD). For a better understanding of the impact of biofouling on the fuel consumption and greenhouse gas emissions of ships, studying the effect of biofouling on ship self-propulsion characteristics is required. In this study, an Unsteady Reynolds Averaged Navier-Stokes (URANS) based fullscale ship self-propulsion model was developed to predict the effect of biofouling on the self-propulsion characteristics of the full-scale KRISO container ship (KCS). A roughness function model was employed in the wall-function of the CFD model to represent the barnacles on the hull, rudder and propeller surfaces. A proportional-integral (PI) controller was embedded in the simulation model to find the self-propulsion point. Simulations were conducted in various configurations of the hull and/or propeller fouling. Finally, the effect of biofouling on the self-propulsion characteristics have been investigated.

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Prediction of the Vertical Motions of DTMB 5415 Ship Using Different Numerical Approaches

Cited by 8 publications

References 11 publications

Full-Scale CFD Analysis of Double-M Craft Seakeeping Performance in Regular Head Waves

Full-Scale CFD Analysis of Double-M Craft Seakeeping Performance in Regular Head Waves

Computational prediction of hydrodynamic coefficients for heave motion

Penalty of hull and propeller fouling on ship self-propulsion performance

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