Comparison of Stern Wedge and Stern Flap on Fast Monohull Vessel Resistance

Jadmiko, Edi; Arief, Irfan Syarif; Arif, Lukman

doi:10.12962/j25481479.v3i2.4601

Cited by 7 publications

(7 citation statements)

References 2 publications

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“…At this stage, the analyzed objects are divided into a certain number of grids, which is called meshing. [10]. • Processor The processor stage follows, where the process of iteratively measuring the data that has been entered using the relevant equation is carried out until the results obtained can reach the smallest error value is completed [10].…”

Section: F Computational Fluid Dynamic (Cfd)mentioning

confidence: 99%

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Effect of Main Engine Placement and Propeller Shaft Inclination on Ship Performance

Santoso

Arief

Masro'i

et al. 2021

IJMEIR

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⎯ placement of the ship propulsion system components might also affect the value of the ship's resistance and thrust. Included in the placement of the ship's propulsion system components are the placement of the main engine and propeller shaft inclination. Changes in the placement of the main engine will affect the location of the center of gravity of the ship which affects the trim and the amount of resistance of the ship. While propeller shaft inclination will affect the direction of thrust produced by the propeller. In this research, an analysis of how big the effect of the placement of the main engine and the propeller shaft inclination on various angles for the 60 GT fishing vessel on the ship's performance by using simulation. Simulations were performed with Numeca Fine Marine software using the Actuator Disk Propeller method. Propeller shaft inclination variations are 1⁰, 2⁰, 3⁰, and 4⁰. At each propeller shaft inclination, there are two variations of the placement of the main engine at a distance of 4m-6.5m from the AP and 5.5m-8m from the AP. Based on the results of the simulation that has been done, the greater the angle of the propeller shaft inclination, the more resistance value will be even smaller, and the thrust produced is also smaller. When the main engine is shifted towards FP, the resistance value will be greater, and the thrust generated is also greater. The most optimal conditions are on the rake of the propeller shaft 4⁰ and the main engine position 4m-6.5m from the AP, the total resistance value of the ship = 9648.97 N and the thrust = 16520.66, torque = 1867.46, KT = 0.1569, KQ = 0.0177, J = 0.2827 and propulsion efficiency = 0.3991. This configuration was chosen because to make the ship move at the same speed, the configuration requires less power.

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Section: F Computational Fluid Dynamic (Cfd)mentioning

confidence: 99%

“…The final stage is the post-processor stage, which displays the effects of the processor stage's calculations in images, graphics, and animation [10].…”

Section: F Computational Fluid Dynamic (Cfd)mentioning

confidence: 99%

Effect of Main Engine Placement and Propeller Shaft Inclination on Ship Performance

Santoso

Arief

Masro'i

et al. 2021

IJMEIR

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“…2) Processor The next stage is stage processor, where at this stage is done data calculation process that has been entered using related equation iteratively until the results obtained can reach the smallest error value [16].…”

Section: Simulation Process Using Cfd Softwarementioning

confidence: 99%

“…The last stage is the post-processor stage, the results of the calculations at the stage of the processor will be displayed in pictures, graphics, and animations [16].…”

Section: ) Postprocessormentioning

confidence: 99%

Fluid Flow Analysis of Stern Hull MV. Kelola Mina Makmur 150 GT Based Engine Propeller and Hull Matching Using Actuator Disk Propeller Method

Arief

Musriyadi

Sahid

2021

IJMEIR

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the results of the simulation used a propeller disk actuator method that models the propeller effect without modeling a real propeller. Direct optimization will be calculated using the CFD method of each variation of the clearance propeller configuration indicating that the amount of propulsion efficiency produced is very dependent on the clearance propeller. The most optimal propulsion efficiency occurs at a distance of 0.738 m from the steering shaft with a Dprop = 0.88, KT = 0.22, KQ = 0.028, and J = 0.40 besides having an advance velocity visualized with a Va = 10.6 knots which has a 50% propulsion efficiency, which the value will decrease according to the reduction in distance propeller. The less efficiency of the propulsion produced in the clearance propeller between -0.162 -0.438 m from the steering shaft. This is because the slope angle between the entry of water and the longitudinal axis of the ship's hull on the stern exceeds the required conditions.

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“…Considerable performance improvement has been reported in that research and the residuary resistance reduction in excess of 10% has been recorded at higher speeds. Jadmiko et al (2018) also used a CFD code to investigate the effect of stern wedge and stern flap on ship resistance reduction. They claimed that the use of stern wedge at low speeds could not improve the hydrodynamic performance of the vessel.…”

Section: Introductionmentioning

confidence: 99%

Numerical and Experimental Study of the Stern Wedge Effects on the Hydrodynamics Performance of a Semi-Displacement Catamaran in Calm Water

2021

JAFM

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In this article, the calm water resistance and dynamic instabilities of a semi-displacement catamaran fitted with a stern wedge is investigated using an experimental method and numerical technique. This is accomplished in order to probe into the effects of aft geometry modification on semi-displacement ship dynamic characteristics, especially at medium and high speeds. An advanced 6-DOF model that takes into consideration the dynamic mesh method has been utilized in open source code OpenFOAM. Reynolds-Average Navier-Stokes (RANS) equations are solved using standard k-ε turbulence model and VOF method. The accuracy of the current numerical method is investigated by the calm water test in National Persian Gulf Towing Tank. The resistance, trim and sinkage of the ship were monitored during the experiments. The experimental analysis was performed on the initial model and a modified model with 8º wedge at different Froude numbers. After that, the wedges were mounted at different angles at the transom of the vessel and the effect of the angle change for 4 different angles was evaluated using numerical solution. The results show that fitting a stern wedge to this type of ship causes an intense pressure at the stern bottom. Also, it decreases the dynamic trimming and forward resistance of the craft. As well as, stern wedge causes increasing the lift force which affects the reduction of dynamic instabilities. It is concluded that numerical model presented here is quite suitable for accurately predicting dynamic characteristics of a semi-planing twin-hull ships at medium and high Froude numbers. As a result, 14% reduction in total resistance was observed due to the installation of a 6 degree stern wedge.

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Comparison of Stern Wedge and Stern Flap on Fast Monohull Vessel Resistance

Cited by 7 publications

References 2 publications

Effect of Main Engine Placement and Propeller Shaft Inclination on Ship Performance

Effect of Main Engine Placement and Propeller Shaft Inclination on Ship Performance

Fluid Flow Analysis of Stern Hull MV. Kelola Mina Makmur 150 GT Based Engine Propeller and Hull Matching Using Actuator Disk Propeller Method

Numerical and Experimental Study of the Stern Wedge Effects on the Hydrodynamics Performance of a Semi-Displacement Catamaran in Calm Water

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