Effect of Line Integral on the Computation of Forward-Speed Ship Motions

2015 ◽  
Author(s):  
Heather Peng ◽  
Junshi Wang ◽  
Wei Qiu
Keyword(s):  
Experimental Data ◽  
Numerical Methods ◽  
Frequency Domain ◽  
Ship Motions ◽  
Forward Speed ◽  
Line Integral

Computations have been performed to predict motions ships at forward speeds. The radiation and diffraction problems of a ship with forward speed are solved with the panel-free method in the frequency domain. In this paper, the effect of the line integral on the solutions are investigated using three ships, including a Series 60 ship, the S175 ship and the DTMB 5512 hull. Computed motions were compared with experimental data and those by other numerical methods.

Influence of the Waterline Integral on the Solution of the Frequency-Domain Forward-Speed Radiation-Diffraction Problem of a Ship Advancing in Waves

2014 ◽  
Author(s):  
D. C. Hong ◽  
S. Y. Hong ◽  
G. J. Lee ◽  
M. S. Shin
Keyword(s):  
Integral Equation ◽  
Free Surface ◽  
Green Function ◽  
Frequency Domain ◽  
Surface Condition ◽  
Numerical Results ◽  
Forward Speed ◽  
Line Integral ◽  
Free Surface Condition ◽  
Surface Green Function

The radiation-diffraction potential of a ship advancing in waves is studied using the three-dimensional frequency-domain forward-speed free-surface Green function (Brard 1948) and the forward-speed Green integral equation (Hong 2000). Numerical solutions are obtained by making use of a second-order inner collocation boundary element method which makes it possible to take account of the line integral along the waterline in a rigorous manner (Hong et al. 2008). The present forward-speed Green integral equation includes not only the usual free surface condition for the potential but also the adjoint free surface condition for the forward-speed free-surface Green function as indicated by Brard (1972). Comparison of the present numerical results of the heave-heave wave damping coefficients and the experimental results for the Wigley ship models I, II and III (Journee 1992) has been presented. These coefficients are compared with those calculated without taking into account of the line integral along the waterline in order to show the forward speed effect represented by the waterline integral when it is properly included in the free-surface Green integral equation. Comparison of the present numerical results and the equivalent time-domain results (Hong et al. 2013) has also been presented.

Computation of Motion and Added Wave Resistance With the Panel-Free Method

2014 ◽  
Vol 136 (3) ◽  
Author(s):  
Hongxuan (Heather) Peng ◽  
Wei Qiu
Keyword(s):  
Experimental Data ◽  
Frequency Domain ◽  
Wave Resistance ◽  
Green Functions ◽  
Hydrodynamic Coefficients ◽  
Forward Speed ◽  
Wigley Hull

Computations have been performed to predict motions and added wave resistances for ships at forward speeds. The radiation and diffraction problems of a ship with forward speed are solved with the panel-free method in the frequency domain. In this paper, the effect of the m-terms and forward-speed/zero-speed Green functions (GFs) on the solutions are investigated using two Wigley hull ships. Computed motions, hydrodynamic coefficients, and added wave resistances were compared with the experimental data.

scholarly journals Prediction of Ship Unsteady Maneuvering in Calm Water by a Fully Nonlinear Ship Motion Model

2012 ◽  
Vol 2012 ◽  
pp. 1-11
Author(s):  
Ray-Qing Lin ◽  
Tim Smith ◽  
Michael Hughes
Keyword(s):  
Experimental Data ◽  
Numerical Simulations ◽  
Degrees Of Freedom ◽  
Ship Motion ◽  
Ship Motions ◽  
Motion Model ◽  
Forward Speed ◽  
Fully Nonlinear ◽  
Six Degrees Of Freedom ◽  
Calm Water

This is the continuation of our research on development of a fully nonlinear, dynamically consistent, numerical ship motion model (DiSSEL). In this study we will report our results in predicting ship motions in unsteady maneuvering in calm water. During the unsteady maneuvering, both the rudder angle, and ship forward speed vary with time. Therefore, not only surge, sway, and yaw motions occur, but roll, pitch and heave motions will also occur even in calm water as heel, trim, and sinkage, respectively. When the rudder angles and ship forward speed vary rapidly with time, the six degrees-of-freedom ship motions and their interactions become strong. To accurately predict the six degrees-of-freedom ship motions in unsteady maneuvering, a universal method for arbitrary ship hull requires physics-based fully-nonlinear models for ship motion and for rudder forces and moments. The numerical simulations will be benchmarked by experimental data of the Pre-Contract DDG51 design and an Experimental Hull Form. The benchmarking shows a good agreement between numerical simulations by the enhancement DiSSEL and experimental data. No empirical parameterization is used, except for the influence of the propeller slipstream on the rudder, which is included using a flow acceleration factor.

SHIP MOTIONS DURING REPLENISHMENT AT SEA OPERATIONS IN HEAD SEAS

2021 ◽  
Vol 152 (A4) ◽  
Author(s):  
G Thomas ◽  
T Turner ◽  
T Andrewartha ◽  
B Morris
Keyword(s):  
Experimental Study ◽  
Green Function ◽  
Prediction Method ◽  
Ship Motion ◽  
Motion Prediction ◽  
Ship Motions ◽  
Forward Speed ◽  
Theoretical Predictions ◽  
Relative Separation ◽  
Replenishment At Sea

During replenishment at sea operations the interaction between the two vessels travelling side by side can cause significant motions in the smaller vessel and affect the relative separation between their replenishment points. A study into these motions has been conducted including theoretical predictions and model experiments. The model tests investigated the influence of supply ship displacement and longitudinal separation on the ships’ motions. The data obtained from the experimental study has been used to validate a theoretical ship motion prediction method based on a 3-D zero-speed Green function with a forward speed correction in the frequency domain. The results were also used to estimate the expected extreme roll angle of the receiving vessel, and the relative motion between the vessels, during replenishment at sea operations in a typical irregular seaway. A significant increase in the frigate’s roll response was found to occur with an increase of the supply ship displacement, whilst a reduction in motion for the receiving vessel resulted from an increase in longitudinal separation between the vessels. It is proposed that to determine the optimal vessel separation it is vital that the motions of the vessels are not considered in isolation and all motions need to be considered for both vessels simultaneously.

scholarly journals Wave Propagation in Thin-Walled Aortic Analogues

2010 ◽  
Vol 132 (2) ◽  
Author(s):  
C. G. Giannopapa ◽  
J. M. B. Kroot ◽  
A. S. Tijsseling ◽  
M. C. M. Rutten ◽  
F. N. van de Vosse
Keyword(s):  
Experimental Data ◽  
Wave Propagation ◽  
Frequency Domain ◽  
Analytical Model ◽  
Viscoelastic Properties ◽  
Numerical Models ◽  
Computational Cost ◽  
One Dimensional ◽  
Arterial Blood

Research on wave propagation in liquid filled vessels is often motivated by the need to understand arterial blood flows. Theoretical and experimental investigation of the propagation of waves in flexible tubes has been studied by many researchers. The analytical one-dimensional frequency domain wave theory has a great advantage of providing accurate results without the additional computational cost related to the modern time domain simulation models. For assessing the validity of analytical and numerical models, well defined in vitro experiments are of great importance. The objective of this paper is to present a frequency domain analytical model based on the one-dimensional wave propagation theory and validate it against experimental data obtained for aortic analogs. The elastic and viscoelastic properties of the wall are included in the analytical model. The pressure, volumetric flow rate, and wall distention obtained from the analytical model are compared with experimental data in two straight tubes with aortic relevance. The analytical results and the experimental measurements were found to be in good agreement when the viscoelastic properties of the wall are taken into account.

Development and Optimization of Mathematical Model of High Speed Planing Dynamics

2015 ◽  
Author(s):  
Prin Kanyoo ◽  
Dominic J. Taunton ◽  
James I. R. Blake
Keyword(s):  
Relative Velocity ◽  
High Speed ◽  
Lift Force ◽  
Hydrodynamic Pressure ◽  
Physical Nature ◽  
Ship Motions ◽  
Additional Contribution ◽  
Forward Speed ◽  
Planing Craft ◽  
Hydrostatic Force

The primary difference between a planing craft and a displacement ship is that the predominant force to support the conventional or displacement craft is hydrostatic force or buoyancy. While in the case of planing craft, the buoyancy cedes this role to hydrodynamic lift force caused by flow and pressure characteristics occurring when it is travelling at high forward speed. However, the magnitude of hydrostatic force is still significant that cannot be completely neglected. Due to the high forward speed and trim angle, the flow around and under the planing hull experiences change of momentum and leads to the appearance of lift force according to the 2ndlaw of Newton. In other words, there is a relative velocity between the craft hull and the wave orbital motion that causes hydrodynamic pressure generating hydrodynamic lift force act on the hull surface. Then, in case of behaviors in waves, an additional contribution of ship motions is necessary to be considered in the relative velocity, resulting in nonlinear characteristic of its physical nature.

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