Simulations of zigzag maneuvers for a container ship with direct moving rudder and propeller

Mofidi, Alireza; Carrica, Pablo M.

doi:10.1016/j.compfluid.2014.03.017

Cited by 80 publications

(35 citation statements)

References 17 publications

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“…In fact, in order to capture the characteristic spatial and time scales of the flow around the propeller blades, the typical time step should be at least two orders of magnitude lower than the one typically adopted for the same simulation with the effect of the propeller modeled by, e.g., an actuator disk model; in addition, the mesh size close to the propeller and in the near wake may be properly refined. A very limited number of this kind of simulation is documented in the open literature, both for the straight ahead condition as well as in free motion in waves or maneuvering (Muscari et al, 2011;Castro et al, 2011;Mofidi and Carrica, 2014;Carrica et al, 2012;Sadat-Hosseini et al, 2011). Moreover, it has to be stressed that, although the propeller loads (hub or blade loads) were computed, the validation process was not complete, because only thrust and torque (when available) were measured during model tests.…”

Section: Background and Motivationsmentioning

confidence: 99%

Analysis of propeller bearing loads by CFD. Part I: Straight ahead and steady turning maneuvers

et al. 2017

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Section: Background and Motivationsmentioning

confidence: 99%

Analysis of propeller bearing loads by CFD. Part I: Straight ahead and steady turning maneuvers

et al. 2017

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“…This results in a zigzag response that is used to assess the maneuverability of the vehicle. The maximum rudder angle and the check heading angle characterize the maneuver type; for instance, a 20/10 zigzag maneuver turns the rudders to 20 ∘ and changes direction when the check heading angle of 10 ∘ is reached [27][28][29]. For ZFAUV, the direction is controlled by tunnel thruster or differential control of tail thrusters; behind, tunnel thruster or differential control of tail thrusters is replaced by 'rudder' .…”

Section: Zigzag Maneuvermentioning

confidence: 99%

Maneuverability Analysis of a Novel Portable Modular AUV

Wang

Liang

2019

Mathematical Problems in Engineering

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ZFAUV is a novel portable modular AUV. There are four fixed thrusters at tail, and two tunnel thrusters are set at front. The maneuverability of ZFAUV is relatively high. It can turn around in situ, move lateral or move up/down vertical. The yaw and pitch can be controlled by tunnel thrusters or differential control of tail thrusters, but differential control will reduce the forward force. Different from propeller-rudder AUVs, the turning radius is related to speed forward: the smaller the speed forward, the smaller the turning radius. The minimum turning radius tends to be zero. The mathematical model is built first; then CFD is used to predict the thrust and torque of tail thrusters and tunnel thrusters. Through numerical simulation, zigzag maneuver analysis in horizontal plane, and trapezoidal steering maneuver analysis in vertical plane, the maneuverability of ZFAUV is obtained. The maneuverability of ZFAUV becomes worse with the increase of speed. The maneuverability of differential control is better than that of tunnel control. In the case of specific thrust distribution of tail thrusters and tunnel thrusters, ZFAUV can turn around in situ (the maximum angular velocity is about 24.1°/s), move lateral or move up/down vertical (the maximum velocity is about 0.4m/s). Finally, an example, PID parameters tuning, is given to illustrate the application of maneuverability analysis. The dynamic performance of ZFAUV can be quickly and accurately analyzed by mathematical method, which has important guiding significance for the choice of control strategy and experiments and also has reference value for the later development of AUVs.

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“…The first is a fully CFD-based approach that simulates standard manoeuvres with a steering rudder and rotating propeller. Mofidi and Carrica [4] presented a direct simulation of a zigzag manoeuvre for the KRISO Container Ship (KCS)in calm water. Shen et al [5] implemented a dynamic overset grid technique using the open-source code OpenFOAM and presented free-running manoeuvring simulations for a KCS ship in calm water.…”

Section: Introductionmentioning

confidence: 99%

Manoeuvring Prediction of KVLCC2 with Hydrodynamic Derivatives Generated by a Virtual Captive Model Test

Dai

2019

Polish Maritime Research

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This paper describes the application of computational fluid dynamics rather than a towing tank test for the prediction of hydrodynamic derivatives using a RANS-based solver. Virtual captive model tests are conducted, including an oblique towing test and circular motion test for a bare model scale KVLCC2 hull, to obtain linear and nonlinear hydrodynamic derivatives in the 3rd-order MMG model. A static drift test is used in a convergence study to verify the numerical accuracy. The computed hydrodynamic forces and derivatives are compared with the available captive model test data, showing good agreement overall. Simulations of standard turning and zigzag manoeuvres are carried out with the computed hydrodynamic derivatives and are compared with available experimental data. The results show an acceptable level of prediction accuracy, indicating that the proposed method is capable of predicting manoeuvring motions.

show abstract

Simulations of zigzag maneuvers for a container ship with direct moving rudder and propeller

Cited by 80 publications

References 17 publications

Analysis of propeller bearing loads by CFD. Part I: Straight ahead and steady turning maneuvers

Analysis of propeller bearing loads by CFD. Part I: Straight ahead and steady turning maneuvers

Maneuverability Analysis of a Novel Portable Modular AUV

Manoeuvring Prediction of KVLCC2 with Hydrodynamic Derivatives Generated by a Virtual Captive Model Test

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