Search Results (55)

The generation and propagation of water waves in a numerical wave flume with Ursell numbers (Ur) ranging from 0.67 to 43.81 were investigated using the wave generation theory of Goring and Raichlen and a two-dimensional numerical viscous wave flume model. The unsteady Navier–Stokes equations, along with nonlinear free surface boundary conditions and upstream boundary conditions at the wavemaker, were solved to build the numerical wave flume. The generated waves included small-amplitude, finite-amplitude, cnoidal, and solitary waves. For computational efficiency, the Jacobi elliptic function representing the surface elevation of a cnoidal wave was expressed as a Fourier series expansion. The accuracy of the generated waveforms and associated flow fields was validated through comparison with theoretical solutions. For $Ur<26.32$, small-amplitude waves generated using Goring and Raichlen’s wave generation theory matched those obtained from linear wave theory, while finite-amplitude waves matched those obtained using Madsen’s wave generation theory. For $Ur>26.32$, nonlinear wave generated using Goring and Raichlen’s theory remained permanent, whereas that generated using Madsen’s theory did not. The evolution of a cnoidal wave train with $Ur=43.81$ was examined, and it was found that, after an extended propagation period, the leading waves in the wave train evolved into a series of solitary waves, with the tallest wave positioned at the front. Full article

In this study, a correction procedure for ship mass and its longitudinal location of center of gravity suitable for a simulation environment is proposed in OpenFOAM v6.0. The concept is implemented ensuring static equilibrium and an approximately zero-pitch moment on the ship before the simulation. The viscous flow field around the ship in calm water is simulated using the VOF (Volume of Fluid) free surface two-phase and SST (Shear Stress Transport) k–ω turbulence models. Using static mesh, the resistance error of medium and fine grids is 4%, on average, against the experimental value. As the sinkage and trim are predicted using dynamic mesh, the increasing ship’s resistance causes larger errors, except for the container ship. Through the proposed correction, the ship’s vertical motions are significantly improved, and the resistance error decreases for the dynamic simulation. For the container ship, the error of resistance and motion achieved is less than 1%. The sinkage and trim errors improve tremendously for the tanker and bulk carrier, and the resistance errors are reduced slightly, by less than 3%. In the end, the detailed flow field is analyzed, as well as the ship wave-making pattern and the nominal wake velocity distribution, and these are compared with the measurement data available. The characteristics of the flow phenomena are successfully modeled. The resistance value for each hull form satisfies the requirement of Verification and Validation, and the uncertainty values are estimated. Full article

Given the typical characteristics of self-propulsion and jack-up wind turbine installation vessels (WTIVs), including their full and blunt hull form and complex appendages, this paper combines the model test method with the RANS-based CFD numerical prediction method to experimentally and numerically study the resistance of the optimized hull at different spudcan retraction positions. The calm water resistance components and their mechanisms of WTIVs based on T-BOW were obtained. Furthermore, using the multivariate nonlinear least squares method, an empirical formula for rapid resistance estimation based on the Holtrop method was derived, and its prediction accuracy and applicability were validated with a full-scale ship case. This study indicates that the primary resistance components of such low-speed vessels are viscous pressure resistance, followed by frictional resistance and wave-making resistance. Notably, the spudcan retraction well area, as a unique appendage of WTIVs, exhibits a significant “moonpool additional resistance” effect. Different spudcan retraction positions affect the total calm water resistance by approximately 20% to 30%. Therefore, in the resistance optimization design of WTIVs, special attention should be paid to the matching design of the spudcan structure and the hull shell plate lines in the spudcan retraction well area. Full article

The ultra-high-speed aerodynamically alleviated marine vehicle (AAMV) is a high-performance vessel that combines a hydrodynamic configuration and an aerodynamic wing to reduce wave-making resistance during the high-speed planing phase. The forces of the AAMV exhibit strong nonlinear and water–air coupling characteristics, resulting in particularly complex motion characteristics. This paper presents a longitudinal and lateral stability model of the AAMV, which considers the effects of aerodynamic alleviation. Additionally, a numerical model of wind and wave turbulence forces is established, which considers viscous correction based on the potential theory. Finally, the effect of wind and wave turbulence forces on the motion stability of the AAMV under regular and irregular waves is analyzed by numerical solution. The simulation results demonstrate the influence of these disturbance forces on the stability of the AAMV under different sea states. The motion parameters of the AAMV exhibit a pronounced response to changes in sea state level. The aerodynamically alleviated effect is enhanced as speed increases, and the influence of winds and waves on the AAMV is greatly weakened, reducing the possibility of instability. During the cruising phase under class V sea state, the pitch, roll, and heave response are 0.210°, 0.0229°, and 0.0734 m, respectively. This effect can effectively improve the motion stability of the AAMV in winds and waves. Full article

A high-speed advancing ship will cause significant squats in shallow water, which could increase the risk of grounding. To this end, a program based on the Rankine higher-order boundary element method (HOBEM) is developed to investigate a high-speed displacement ship with a transom stern moving in shallow water. The nonlinear free surface condition is satisfied by adopting an iterative algorithm on the real free surface. The transom condition is considered by implementing a modified transom condition. Computations of wave-making resistance, sinkage and trim in deep water are first performed, and satisfactory agreement is achieved by comparing with the experimental results; the simulations are then extended to the shallow water case. It indicates that the present method can provide a suitable balance of practicability and robustness, which can be considered as an efficient tool for the guidance in ship design stage. Full article

For the new sandglass-type FPSO, the unique shape of its floating body with oblique side and external expansion can significantly improve the motion performance, but meanwhile may result in specific slamming characteristics in waves. On this basis, this paper establishes a CFD method including numerical wave-tank technique based on the Open FOAM platform. Therein, the velocity-inlet boundary method and the active absorption method are applied for numerical wave-making and wave-absorption. Compared with experimental results, the numerical method can be validated to be accurate enough to simulate wave slamming on floating ocean platforms. Then, the specific slamming phenomena on the sandglass-type floating body under a classic long wave can be investigated by comparing with the cylindrical model, including nonlinear wave rollover and breaking, water cushion, rooster-tail wave, side wave, water tongue, and so on. The mechanism of these phenomena and their effects on slamming pressure are studied. The essences of typical peaks in the time-history curve of the slamming pressure are mainly discussed. More interestingly, the main peak can be found to be related to the small peak due the amount of the broken water and the thickness of the water cushion. Finally, the slamming characteristics of the sandglass-type model in a classic short-wave condition are comparatively discussed. Full article

Naval hydrodynamics typically focus on reducing ship resistance, which can be achieved by incorporating a bulbous bow. This feature is commonly used in the merchant fleet and smaller vessels, such as fishing boats, to minimize wave-making resistance. However, it is important to note that the use of a bulbous bow may not always be necessary or effective in all ship designs. In some cases, fishing ship designs may include a bulbous bow that is not optimized due to the use of procedures and methods intended for larger merchant ships or based on past experience. This study examines the effect of different bow designs, including the bulbous bow, on ship resistance in calm water, with a focus on a typical Argentinian trawler fishing vessel. The objective of this research is to assess the hydrodynamics of various designs for a particular ship by modifying its vessel lines. Firstly, the bulbous bow is removed, and then the reduction in ship resistance achieved by the bulbous bow under different load conditions and speeds is evaluated by comparing the vessel with and without the bulbous bow. The numerical analysis is performed using OpenFOAM, and the results are validated through towing tank experiments. This research indicates that the performance of the bulbous bow varies under different conditions. Therefore, it is recommended to conduct an initial study and a full evaluation of the design and operation alternatives. Full article

The accurate generation of a target sea state in numerical or experimental wave tanks is a fundamental line of research for the ocean engineering community. It guarantees the quality and relevance of wave–structure interaction tests. This study presents a reproducible irregular wave generation and qualification procedure, accounting for the nonlinear aspects of wave propagation. It can be used for both numerical simulation and experiments. The presented numerical and experimental results are obtained from the OpenFOAM solver and the Ecole Centrale Nantes wave tank facilities, respectively. The procedure comprises two steps: First, the wavemaker motion is calibrated numerically to generate the target wave spectrum at the position of interest. This is achieved with a wavemaker-equipped nonlinear potential flow solver. The open-source HOS-NWT solver, based on the high-order spectral method, was employed in this study. Then, the corrected wavemaker motion is used directly in the experimental wave tank. OpenFOAM simulations were performed to generate waves with the relaxation method, using wave elevation and velocity field data from HOS-NWT. The procedure was finally tested for mild and extreme breaking sea states. The waves generated by the HOS-NWT solver, the experiment, and the OpenFOAM simulation were compared from both stochastic and deterministic perspectives. Full article

The marginal ice zone (MIZ) is located at the junction of ice-covered areas and open water, where waves cause ice floes to break up and change their state of motion, thus threatening the safety of ships navigating the ice. This study employs the Structured Arbitrary Lagrangian–Eulerian (S-ALE) method and the numerical wave-making method based on dynamic boundary conditions to numerically examine the motion response of ice floes in waves. The longitudinal motion of ice floes in waves can be classified into two distinct states, namely irregular and regular, depending on the wavelength. In the short-wave range, the ice floes exhibit primarily irregular motion, whereas in the long-wave range, their motion becomes regular, resembling that of isolated ice floes. The longitudinal motion response of the ice floes remains unaffected by their size. However, the longitudinal velocity, surge velocity, and displacement of the ice floes are influenced by the wavelength. Furthermore, the numerical calculations are compared to the model test conducted in a towing tank using paraffin artificial ices, revealing a qualitative agreement between the experimental and numerical results. Full article

The resistance of a large Pure Car Truck Carrier (PCTC) with a bulbous bow and a transom stern is evaluated in the present paper. Several cases at nine different ship speeds in calm water are simulated and results are compared with the experimental measurements. The maximum relative error is 0.93% at a Froude number (Fr) of 0.209. The total resistance coefficient of the ship in calm water shows a parabolic trend with increasing Fr, and it reaches a minimum value at Fr = 0.1794. Furthermore, the cases of the ship in regular waves with six different wavelengths and three wave heights are simulated. It is observed that the total resistance exhibits a quadratic relationship with the wavelength when the wave height is fixed. The wave-making resistance increases with the increase in wave height at any fixed wavelength, and it reaches a maximum value when the wave-length is 1.2 times the ship length (L_pp). Additionally, we also investigated the resistance in three different sea states at four different speeds. When the significant wave height of irregular waves is the same as regular waves, the wave-making resistance under irregular waves is much smaller than that of the regular waves. All of these results indicate that the bulbous bow and transom stern can reduce the wave-making and residuary resistances, which can provide a useful reference for the subsequent design and manufacturing of related ships. Full article

Hull-form optimization is a complex engineering problem. Owing to the several numerical simulations and complex design-performance spaces, hull-form optimization is considered an inefficient process, which makes determining the global optimum difficult. This study used rough set theory (RST) to acquire knowledge and reduce the design space for hull-form optimization. Furthermore, we studied one of the hull-form optimization problems by practically applying RST to the appropriate number of sampling points. To solve this problem, we proposed the RST-based sequential design-space reduction (SDSR) method that uses interval theory to calculate subspace intersections and unions, as well as test calculations to choose an appropriate stopping criterion. Finally, SDSR was used to optimize a KRISO container ship to minimize the wave-making resistance. The results were compared to those of direct optimization and one-time design-space reduction, thus proving the feasibility of this method. Full article

Near-surface simulation methods for shallowly submerged underwater vehicles are necessary for the population of a variety of free-surface-affected, coefficient-based maneuvering and seakeeping models. Simulations vary in complexity and computational costs, often sacrificing accuracy for simplicity and speed. One particular simplifying assumption, the linearization of the free surface boundary conditions, is explored in this study by comparing the steady-state wave-making characteristics of a shallowly submerged prolate spheroid using two different simulation methods at several submergence depths and forward speeds. Hydrodynamic responses are compared between a time-domain boundary element method that makes use of a linearized free surface boundary condition and an inviscid, volume of fluid Reynolds-Averaged Navier–Stokes computational fluid dynamics code that imposes no explicit free surface boundary condition. Differences of up to 22.6%, 32.5%, and 33.3% are found in the prediction of steady state surge force, heave force, and pitch moment, respectively. The largest differences between the two simulation methods arise for motions occurring at small submergences and large wave-making velocities where linear free-surface assumptions become less valid. Nonlinearities that occur in such cases are revealed through physical artifacts such as wave steepening, wave breaking, and high-energy waves. A further examination of near-surface viscous forces reveals that the viscous drag on the vessel is depth dependent due to the changing velocity profile around the body. Full article

This study is concerned with the generation and propagation of strongly nonlinear waves in shallow water. A numerical wave flume is developed where nonlinear waves of solitary and cnoidal types are generated by use of the Level I Green-Naghdi (GN) equations by a piston-type wavemaker. Waves generated by the GN theory enter the domain where the fluid motion is governed by the Navier–Stokes equations to achieve the highest accuracy for wave propagation. The computations are performed in two dimensions, and by an open source computational fluid dynamics package, namely OpenFoam. Comparisons are made between the characteristics of the waves generated in this wave tank and by use of the GN equations and the waves generated by Boussinesq equations, Laitone’s 1st and 2nd order equations, and KdV equations. We also consider a numerical wave tank where waves generated by the GN equations enter a domain in which the fluid motion is governed by the GN equations. Discussion is provided on the limitations and applicability of the GN equations in generating accurate, nonlinear, shallow-water waves. The results, including surface elevation, velocity field, and wave celerity, are compared with laboratory experiments and other theories. It is found that the nonlinear waves generated by the GN equations are highly stable and in close agreement with laboratory measurements. Full article

As a typical multi-hull ship, the pentamaran has a wider deck, higher damage stability, and low-speed seaworthiness in harsh sea conditions compared with other multi-hull types such as the catamaran and trimaran, having more potential for becoming a new type of freight merchant ship in line with the development trend of the marine economy. In this paper, on the basis of the finite volume method, the numerical simulations and detailed comparative analysis of the monohull and pentamaran in viscous flow were carried out. The resistance prediction in calm water and regular waves and the changes of each resistance component of the pentamaran were explored. The dynamic fluid body interaction (DFBI) module was used for the calculations in calm water, and the overset mesh was used for the calculations in regular waves. The results show that in calm water, the adverse effect of the side hulls on the resistance was mainly reflected in the low-speed range. In the high-speed range, the influence of the side hulls on the resistance can be ignored. At high speeds, the main hull and side hulls of the pentamaran will produce favorable wave-making interference, thereby improving the wave-making performance of the pentamaran. In regular waves, although the added resistance of the pentamaran increased most of the time, its amplitude was smaller than that of the monohull under the same wave condition. This work provides a technical basis for the research on the design and hydrodynamic performance of the pentamaran. Full article

The problem of aircraft entering and exiting water is a complex, nonlinear, strongly disturbed, and multi-coupled multiphase flow problem, which involves the precise capture of the air/water interface and the multi-coupling interaction between aircraft, water, and air. Moreover, due to the large difference in medium properties during the crossing, the load on the body will suddenly change. In this paper, the VOF (volume of fluid) algorithm is used to capture the liquid surface at the air/water interface, and since body movement is involved in this process, the overset grid technology is used to avoid the traditional dynamic grid deformation problem. In the process of this numerical simulation prediction, the effects of different water-entry angles and different water-entry heights on the body load and attitude of the trans-medium aircraft, as well as the cavitation evolution law of the body water entry are analyzed. On this basis, to simulate the authenticity and complexity of the water-entry environment, numerical wave-making technology was introduced to analyze the water-entry load, posture, and cavitation evolution law of the body under different wave environments. The numerical parameters under the condition of wave and no wave are compared, and the difference in water-entry performance under the condition of wave and no wave is analyzed. Full article