CFD Analysis into the Resistance of Trimaran with Longitudinal Sidehull Adjustments

Luhulima, Richard Benny; Sutiyo,; Utama, I Ketut Aria Pria

doi:10.14710/kapal.v18i3.41010

Cited by 3 publications

(2 citation statements)

References 8 publications

(11 reference statements)

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“…The results showed that the numerical method has the same phenomenon as the experiment: the ship has self-righting in all condition load cases. Numerical methods such as CFD have become famous for marine use, such as fast ship design [3,4] and ship performance [5,6]. Another CFD scheme such as mesh-free CFD, i.e., smoothed particle hydrodynamics (SPH) that is suitable for marine engineering cases such as water wave propagation [7,8] and sloshing in LNG cases [9][10][11].…”

Section: Introductionmentioning

confidence: 99%

Analysis of deck house height and center of gravity in anti-capsize patrol boat

Taqi,

Trimulyono,

Mursid

et al. 2024

IOP Conf. Ser.: Earth Environ. Sci.

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The design of patrol boats, especially in Indonesian waters which have extreme sea conditions, requires fairly good stability capabilities and special self-righting capabilities. Designing a self-righting ship will be closely related to the ship stability because the center of gravity (G) is affected by the load and the height of the deckhouse of a ship, which has implications for the ship’s self-righting. Present study was carried out with experimental study for patrol boat design that has capability self-righting moment. The patroal boat has 4 deckhouse height variations with 2.01 m, 2.11 m, 2.21 m, and 2.31 m, respectively. There are 4 variations of the load conditions, i.e., the condition with 50% of the maximum amount of cargo, the condition 50% the passengers and cargo, full load condition without passengers, and the last one is the condition of the passenger baggage is only 50%. The results showed that a deckhouse with a height of 2.01 m has the worst GZ curve analysis, where in some conditions the results touch a negative number before heeling to 180°. The results showed by trial and error that the minimum deckhouse height is 2.07 m to have a self-righting moment in all conditions.

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Section: Introductionmentioning

confidence: 99%

Analysis of deck house height and center of gravity in anti-capsize patrol boat

Taqi,

Trimulyono,

Mursid

et al. 2024

IOP Conf. Ser.: Earth Environ. Sci.

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“…As a form of floating media, the ship will experience movement caused by internal factors due to the ship itself or external factors such as sea waves. High sea waves accompanied by extreme and rapidly changing weather conditions can cause discomfort and may further threaten the safety of the soul at sea [5]. Therefore, in designing a ship, one aspect that needs to be considered is the safety and comfort of the crew on board.…”

Section: Introductionmentioning

confidence: 99%

Numerical Analysis of Ship Motion of Crew Boat with Variations of Wave Period on Ship Operational Speed

Amalia Ika Wulandari,

I Ketut Aria Pria Utama,

Afifah Rofidayanti

et al. 2024

CFDL

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Seakeeping is influenced by several factors such as speed, ship hull shape, and the direction of the waves (heading angle). In this research, the crew boat is analyzed using the 3D Diffraction method to obtain the response of the ship's motion at regular waves. The study focused on analyzing the sea motion of the crew boat at different wave periods (2.58 s, 4.12 s, 5.67 s, and 7.22 s) and variation of ship speeds (0 Knot, 3 knots, 6 knots, 9 knots, 12 knots, 15 knots, and 18 knots). It used input data including the heading angle of the wave (μ) which is 180° and at a wave height of 0.5 m. The numerical analysis was carried out to determine the ship's seakeeping and compare it with NORDFORSK 1987 criteria, and also to identify the Motion Sickness Incidence (MSI) of the crews on board. Based on the results obtained, the seakeeping value of the ship accepted the criteria of NORDFORSK 1987 up to a speed of 9 knots, starting at a speed of 12 knots it does not accept the criteria. As for the operability, the comfort level of the crew while on board has an MSI index of 0% for 0 Knot, and an MSI index for 18 knots is 4.46% of the total crew of the ship namely only 1 person from 25 persons will likely feel sea sickness.

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Numerical Investigation on The Open Water Characteristics of B-Series Propeller

Machfudin

Dinariyana

Sari

2023

Kapal

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Computer fluid dynamics (CFD) has been increasingly popular in the present day attributable to the reasonably accurate results, time and money savings, and ease of use for calculating the open water characteristics of the propeller. This paper presents the results of a computational evaluation of propeller open water characteristics based on various advanced velocities and advanced coefficients. KT, KQ, and ƞ are verified to get optimal performance study results. Research on mesh convergence is conducted with an advance coefficient of J = 0.6 with investigate three meshes coarse, medium, and fine. The impacts of mesh density and mesh production are examined for the purpose of increasing the accuracy of the numerical findings. The B-series propeller is used to verify and validate the accuracy of case studies. Obtained results show that the CFD result is well in agreement with the experimental result.

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CFD Analysis into the Resistance of Trimaran with Longitudinal Sidehull Adjustments

Cited by 3 publications

References 8 publications

Analysis of deck house height and center of gravity in anti-capsize patrol boat

Analysis of deck house height and center of gravity in anti-capsize patrol boat

Numerical Analysis of Ship Motion of Crew Boat with Variations of Wave Period on Ship Operational Speed

Numerical Investigation on The Open Water Characteristics of B-Series Propeller

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