Computation of Propeller-Hull Interaction using Simple Body-Force Distribution Model around Series 60 CB = 0.6

Win, Yan Naing; Tokgoz, Emel; Wu, Ping-Chen; Stern, Frederick; Toda, Yasuyuki

doi:10.2534/jjasnaoe.18.17

Cited by 8 publications

(5 citation statements)

References 8 publications

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“…By the Computational Fluid Dynamics (CFD) method, the viscous flow computation of the ship hull is normally coupled with some propeller programs either by viscous method or by the potential method. In the viscous model, the propeller, hull, and rudder geometries are all resolved directly in the RANS grid in which the solid bodies are considered as no-slip faces and all of these become parts of the viscous flow solution [10].…”

Section: ) Hull and Propeller Interactionmentioning

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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“…By the Computational Fluid Dynamics (CFD) method, the viscous flow computation of the ship hull is normally coupled with some propeller programs either by viscous method or by the potential method. In the viscous model, the propeller, hull, and rudder geometries are all resolved directly in the RANS grid in which the solid bodies are considered as no-slip faces and all of these become parts of the viscous flow solution [10].…”

Section: ) Hull and Propeller Interactionmentioning

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 tail blocks are used to describe the tanker stern part in detail to resolve wake field in high accuracy. The hub blocks are used to produce the rotational hub effect together with the current propeller model and the importance of a rotating hub has been explained by Win et al 2) . The wake refinement block is used with very fine mesh in order to capture the accelerated flow downstream of the propeller.…”

Section: Computational Domain Grids and Boundary Conditionsmentioning

confidence: 99%

“…By the Computational Fluid Dynamics (CFD) method, the viscous flow computation of the ship hull is normally coupled with some propeller programs either by viscous method or by potential flow method. Compared to the high cost and complexity of viscous flow method and to some well-known body-force models, the propeller model utilized in this paper has been proved as the easier and effective body-force model in predicting the complicated ship wake flow by Win et al 1)2) The advantages of the propeller model which is computed by the quasi-steady blade element theory can be summarized as; (1) the coding is very simple (2) no special type of grids is required and any grid can be used to compute the body forces (3) it is unnecessary to extract the effective wake for the inflow to the propeller blade from the total flow field. The effective wake usually is required in potential theory based body-force models.…”

Section: Introductionmentioning

confidence: 99%

RANS Simulation of KVLCC2 using Simple Body-Force Propeller Model With Rudder and Without Rudder

Win

Akamatsu

et al. 2016

J.JASNAOE

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The viscous flow simulation is carried out around the KVLCC2 tanker model by the simple and effective way using a new body-force distribution model for the propeller-hull and propeller-hull-rudder interaction. The simple body-force model based on quasi-steady blade element theory is coupled with the Reynolds averaged Navier-Stokes (RANS) code CFDSHIP-IOWA. The captive tests in the trimmed condition and even-keel condition are computed with rudder and without rudder. The computational condition is set up according to the experiments in Osaka University towing tank and the output flow fields are analyzed in details especially in the wake field around the rudder and propeller. The computational results are not only validated with the experiments but also compared with the real propeller computation and other body-force models in order to find out the advantage of the current method. Summarizing the results, the present study could provide the complicated wake field patterns behind the tanker hull form which are as close as the experiment by simply using the new body-force distribution model and the current method can predict the wake field superior to the other body-force models.

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“…There are currently two methods for simulating the rotating propeller behind the ship, namely the discretised rotating propeller method and the body force propeller (BFP) method, used by Carrica et al [12], Tu et al [13], Win et al [14] and Gokce et al [15]. The latter method is simpler and faster at computing the self-propulsion point than the discretised rotating propeller method [15][16][17].…”

Section: Introductionmentioning

confidence: 99%

Numerical Study of Effect of Trim on Performance of 12500DWT Cargo Ship Using Ranse Method

Chuan

Phuong

et al. 2022

Polish Maritime Research

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This paper deals with the results of studying the effect of trim on the performance of series cargo ship 12500DWT in full scale at two operating conditions by using the RANSE method. The Body Force Propeller method is used to simulate a rotating propeller behind the ship. The numerical predicted results at the ballast condition were verified and validated with sea trial data. The ship’s engine power curves for different trim conditions at two operating conditions were carried out to produce a data source to evaluate the effect of trim on the performance of the 12500DWT cargo ship. The results indicate that if the ship operates under optimum trim conditions, this can decrease the ship’s engine power in a range from 2.5 to 4.5% depending on different loading conditions and ship speeds. Finally, the paper also provides detailed differences in flow around the ship due to trim variation to explain the physical phenomenon of changing ship performance.

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Computation of Propeller-Hull Interaction using Simple Body-Force Distribution Model around Series 60 CB = 0.6

Cited by 8 publications

References 8 publications

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

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

RANS Simulation of KVLCC2 using Simple Body-Force Propeller Model With Rudder and Without Rudder

Numerical Study of Effect of Trim on Performance of 12500DWT Cargo Ship Using Ranse Method

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