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(Department of Naval Architecture & Ocean Engineering, Naval University of Engineering, Wuhan 430033, China)
0 Introduction
Free surface potential theory to solve ship wavemaking problem has been put forward since Michell,
and subsequently the ship wave-making theory is comparatively perfect[1] . A steadily advancing surface ship
experiences sinkage and trim notably at high Froude
numbers due to the hydrodynamic forces acting on the
ship hull. Therefore, for accurate evaluation of steady
wave-making resistance of a ship, it is necessary to take
the eect of sinkage and trim into consideration. In
1979, Dawson[2] presented a procedure based on his
Rankine panel to take the eect of sinkage and trim
into account. Yasukawa[3] presented a new boundary
condition of the ship hull taking the eect of sinkage
and trim into account under the assumption of small
quantities of sinkage and trim, to improve the Dawsons
method. Yang and L
ohner[4] developed a free surface
ow solver based on unstructured grid for steady wave
resistance problem of Wigley hull model and Series 60
hull model. Wang[5-6] developed an inviscid free surface ow solution with the framework of nonlinear ship
wave-making theory. The calculation error of resistance
Received date: 2011-07-01
Foundation item: the National Natural Science Foundation of China (No. 50879090) and the Advanced Research Program of GAD of the P.L.A (No. 7131005)
E-mail: hgycb2004111@163.com
by methods listed above is larger than 5%, due to neglecting the viscous eect.
With the fast development of computational uid dynamics (CFD), and the advent of powerful computers
available for scientic computations, numerical simulation of 3D viscous ows with free surface about a ship
has become one of the hot issues in eld of ship hydrodynamics. As stated above, to improve the resistance
predictions of high speed vessel further, the ships running attitude has to be included in the computations.
Azcueta[7] developed a general approach to extend a
Navier-Stokes code to couple the uid ow with the
body motions induced by the ow forces. The comparison with experiments shows good agreement, but the
total resistance is about 5% under-prediction. Gu et
al.[8-9] investigated the hydrodynamic characteristic of a
trunk ship and the Series 60 hull model with free surface
by solving Reynolds averaged Navier-Stokes (RANS)
equations and the renormalization group (RNG) turbulence model; the results showed that the ow eld,
drag, sinkage and trim agreed well with the experimental data. Wu et al.[10] presented a numerical simulation
method of free ship model towed in still water; the comparison results of resistance, sinkage and trim showed
good agreement with those of experiments. Generally,
it is of practical importance to include sinkage and trim
eects in the calculation of steady ship waves. But it
does not clearly state the coupling of the ship motion
422
and the uid ow and does not clearly state the fast
calculation of ships running attitude.
The researches in Refs. [7-9] oered a way for calculating the dynamic sinkage and trim. This paper
continues the development of more ecient model to
predict steady ship waves with sinkage and trim being incorporated into the calculations. A proposal is
established by solving the RANS equations and hydrostatic equilibrium equations of ship and is implemented by secondary development on the software Fluent platform.
written as
t
() +
+
+
(ui ) =
t
xi
xj
xj
P ,
2
, P = t S 2 ,
1 ui
uj
,
+
Sij =
2 xj
xi
t = C
p
(ui ) +
(ui uj ) =
+
t
xj
xi
ui
uj 2 ul
+
ij +
xj
xj
xi
3 xl
(ui uj ) + fi ,
xj
(1)
where, is the uid density; ui , uj and ul are the components of velocity; is the viscosity coecient of uid;
ij is a tensor; ui uj is the Reynolds stress; fi and p
are the volume force and pressure, respectively; t and x
are the time and Cartesian horizontal coordinate value,
respectively; subscript i, j and l are the coordinate direction coecients.
The RNG-based - turbulence model is derived
from the instantaneous Navier-Stokes equations by using a mathematical technique called renormalization
group. The transport equations for this model can be
Fig. 1
= 1.39,
C1 = 1.42,
C2 = 1.68, C = 0.084 5,
0 = 4.38,
= 0.012.
y
y'
2Sij Sij ,
C 3 (1 /0 ) 2
,
1 + 3
S
;
=
(O')O
S=
(3)
R =
z
z
(2)
t
() +
+
+
(ui ) =
t
xi
xj
xj
2
C1 P C2 R ,
where
O
O'
x
x'
423
respect to this reference system. The longitudinal locations of point O are the same as point O.
To simulate the motions of a ship oating freely at the
free surface, the equations of motions of the rigid body
can be solved together with the RANS equations. The
general idea is to decouple the problem in the following
way.
(1) The RANS equation solver computes the ow
around the ship in the usual way (ship-xed) by taking
the uid viscosity, ow turbulence and deformation of
the free surface into account.
(2) The forces and moments acting on the body are
calculated by integrating the normal (pressure) and
tangential (friction) stresses over the ship surface, and
amounts of sinkage and trim needed to balance the vertical uid dynamic forces are evaluated.
(3) The grids of ship are rearranged to take the sinkage and trim into account, and the ow is calculated
again.
The above iterative progress does not stop until the
relative error of force and moment is lower than 104 .
When the ow around the ship is steady, the contributions to the total vertical force Fz and trim moment
M acting on point O are
Fz = [Fflow + W ]z = (p n + )A + W ,
=1
M = [MO flow ]y =
(x xO )(p n + )A ,
=1
(5)
where, Fflow is the total uid force determined by integrating the pressure eld and viscous stresses and
MO flow is the total uid ow moment, and they are
both obtained from the RANS equation solver Fluent;
n is the normal vector to each control volume (CV)
face; W is the body weight force; the subscript stands
for each CV face number dening the body surface;
is total number of CV; is the tangential viscous shear
stress acting on each CV face; A is the CV face area.
Suppose the ship responds to these forces and experiences a sinkage s (dened as the upward vertical displacement at x = 0, negative as ship sinking downward)
and trim (dened as the bow up angle of rotation
about y = 0, positive with stern trim), the following relations are given from the balance of sinkage and trim
moment as[11]
L2
Fz = g
(s + x)B(x, z)dx =
sg
L
2
B(x, z)dx + g
M = g
sg
L
2
L
2
L
2
L
2
(s + x)B(x, z)xdx =
B(x, z)xdx + g
L
2
L
2
L
2
h1 =
L
2
L
2
h2 =
L
2
L
2
L
2
B(x, z)dx,
B(x, z)xdx, .
B(x, z)x dx
(8)
(4)
L
2
L
2
L
2
L
2
B(x, z)xdx,
(6)
sgh0 + gh1 = Fz ,
(9)
sgh1 + gh2 = M .
(10)
(11)
hk+1
1
hk+1
2
(12)
= f2 (s , ),
= f3 (s , ),
k Z.
(13)
424
2.2
Fig. 2
Table 1
Method
h0 /m2
h1 /m3
h2 /m4
Integration
3.449 6
1.190 4
7.114 1
Interpolation
3.449 6
1.190 5
7.114 3
Computational error
0.008%
0.003%
Table 2
Parameter
Value
Length/m
5.72
Breadth/m
0.76
Draft/m
0.248
Displacement/kg
549
Wetted
Fig. 3
surface/m2
4.786
425
Froude number, Rtm is the calculated or experimental resistance results of ship model, Rtm is the dierence between them, and abbreviation cal and exp
represent the computational and experimental results
respectively. The calculated results without consideration of the attitude of ship are also listed here (also
named xed condition).
Comparison of resistance, dynamic sinkage and dynamic trim between calculation and experiment
for INSEAN 2340 model
Rtm /N
Fr
Fixed
Free
Exp
Fixed
s/mm
Free
Cal
Exp
/( )
(scal sexp )/
mm
Cal
(cal exp )/
( )
Exp
1.501
0.20
22.44
22.04
21.58
3.98
2.12
3.50
5.33
1.83
0.212
0.061
0.151
2.097
0.28
44.68
44.93
45.18
1.11
0.55
9.90
10.41
0.51
0.100
0.108
0.008
2.621
0.35
75.21
79.76
80.70
6.80
1.17
14.99
18.19
3.20
0.017
0.069
0.052
2.996
0.40
5.92
1.00
25.20
25.51
0.31
0.390
0.333
0.057
3.071
0.41
7.72
1.98
26.10
26.88
0.78
0.427
0.421
0.006
3.370
0.45
13.79
3.06
27.80
28.94
1.14
0.925
0.997
0.072
As shown in Table 3, the computation underestimates the measured total resistances by 1.11%13.79%
in the model-xed condition case and by less than
3.06% in the model-free case for F r > 0.20.
In general, sinkage and trim are signicant at high
speed. The numerical prediction results for INSEAN
2340 model are in satisfactory agreement with the experimental data for resistance, sinkage and trim.
Figure 4 shows comparison between the computed
wave proles of ship-xed and those on the ship-free
condition at F r = 0.45. The wave proles are dierent from each other. On the ship-free condition, the
wave height in the bow region is enhanced due to the
increase of ship breadth, so wave-making resistance increases, thats why the computed resistance on the shipfree condition is more accurate than that on the modelxed condition.
Figure 5 depicts the convergence of the computed
sinkage and trim with respect to the number of iterations. Convergence for INSEAN 2340 model is very
fast. In practice, two iterations or even one iteration is
sucient. Typical runs take about 100 h of wall clock
time in an HP Z800 workstation with 2 processors.
Ship-fixed
Ship-free
Fig. 4
0.9
0.7
s/mm
/()
10
20
0.3
0.1
30
40
1
0.5
0.1
2
Number of iterations
(a) Sinkage
Fr = 0.20,
Fr = 0.28,
Fig. 5
0.3
Fr = 0.35,
2
Number of iterations
(b) Trim
Fr = 0.40,
Fr = 0.41,
Fr = 0.45
426
4 Conclusion
The numerical resistance prediction is improved by
taking the changes of trim and sinkage into consideration. The proposed numerical method is capable of
predicting both small and large changes of trim and
sinkage. The total resistance, sinkage and trim computed by using the present approach are in good agreement with the experimental measurements for INSEAN
2340 ship model in a wide range of Froude numbers.
References
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hner R. Calculation of ship sinkage and
[4] Yang C, Lo
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