Evaluation of aerodynamic characteristics of a ship with flettner rotors by wind tunnel tests and RANS-based CFD

Kume, Kazuhiko; Hamada, Tatsuya; Kobayashi, Hiroshi; Yamanaka, Shota

doi:10.1016/j.oceaneng.2022.111345

Cited by 13 publications

(5 citation statements)

References 8 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The wind resistance of the ship was calculated with a total of seven cases from 0 to 180 degrees with 30-degree intervals. Resulting in the calculations derived to determine the wind resistance coefficients in the X-and Y-directions and the moment coefficients in the Z-direction, respectively, with the same comparison trend as the experimental data of KUME Kenichi [40] (Figures 12 and 13). It was found that the longitudinal and lateral forces are maximum when the wind blows at 150 and 90 degrees, respectively.…”

Section: Wind Force Of Jbc Shipmentioning

confidence: 82%

Computational Analysis for Estimation of Mooring Force Acting on Various Ships in Busan New Port

Yan,

Oh,

Seo

2023

JMSE

View full text Add to dashboard Cite

Recently, smart port systems connected to autonomous ships have attracted increasing interest. Thus, an intelligent port system can automatically berth to create an intelligent port system. To ensure the safety of large ships moored in open coastal terminals, which are often subjected to bad weather such as strong winds, it is necessary to calculate and evaluate their mooring security on a case-by-case basis. In this study, the mooring capacities of the large ships were estimated according to the port and fishing port design criteria of the Ministry of Ocean and Fisheries. Under the wind speed of 14 m/s, the longitudinal and lateral forces acting on the JBC, KCS, and KVLCC ships are 41.2 and 340 kN, 38.7 and 837 kN, and 77.2 and 222 kN, while under the wind speed of 30 m/s, they are 43 and 1674 kN, 132.7 and 4118 kN, and 159.2 and 1091 kN, respectively, for the mooring forces.

show abstract

Section: Wind Force Of Jbc Shipmentioning

confidence: 82%

Computational Analysis for Estimation of Mooring Force Acting on Various Ships in Busan New Port

Yan,

Oh,

Seo

2023

JMSE

View full text Add to dashboard Cite

show abstract

“…Flettner rotors have many advantages over conventional wind-driven propulsion, weighing only a quarter of the masts, sails and rigging they replace, and allowing ships to go faster than conventional sails over a wide range of wind speeds and directions. However, in the past, Fleetner rotor sail technology has not fared as well as steam and diesel vessels because the very large size of the Fleetner rotor sails has resulted in two serious disadvantages which are the need for more deck space and the detrimental effect on the stability of the vessel [8].…”

Section: Flettner Rotor Studymentioning

confidence: 99%

Structural Strength and Wind Energy Utilization Characteristics of Ship Based on Magnus Effect Wind Turbine

Yang,

Dou

2024

Frontiers in Artificial Intelligence and Applications

View full text Add to dashboard Cite

The potential of the Flettner rotor has been scrutinized again with the soaring fuel prices and the urgent need to drastically reduce CO2 emissions from ships. In this paper, starting from the verification of the reliability of a ship‘s wind turbine, we take the “E-ship” which applies the Flettner rotor as the research object, introduce the principle of the Magnus effect and analyze the structural strength of the wind turbine and the ship’s plate as well as the characteristics of the wind energy utilization through the finite element analysis. With the help of the ANSYS finite element method, the three-dimensional finite element model of wind turbine and ship plate was established. Through the finite element calculation and analysis, the stress cloud diagrams of the wind turbine and the ship plate are obtained respectively. The strength evaluation is carried out by using the relevant criteria. The results show that the maximum equivalent stresses of the windsock and ship plate, which are the main core components, are 100.57 MPa and 132.16 MPa respectively, which are smaller than the material yield strength of the structural material of 250MPa. Therefore the windsock has a large strength margin and can meet the requirements of its use. This study can be used as a theoretical guide and basis for the design of wind turbines and ship plates in engineering as well as wind energy utilization experiments.

show abstract

“…The force R H is known due to the hypotheses in Section 2.1, while each T FR is calculated using Equation ( 3). The air-and wind-added resistance R W accounts for the effects of the air friction and of the wind on the ship's projected area above the waterline [26,27]:…”

Section: Ship Resistancementioning

confidence: 99%

“…where the drag factor K is a function of the rotor aspect ratio, and it was assumed to be 0.8 [28]. The effect of the Reynolds number was not considered since [27] proved that the rotor aerodynamic coefficients are almost constant for Re = 1.0 • 10 6 or are greater. The rotor projected area S rotor is the product between the height and diameter.…”

Section: Ship Resistancementioning

confidence: 99%

Wind-Assisted Ship Propulsion: Matching Flettner Rotors with Diesel Engines and Controllable Pitch Propellers

Vigna

Figari

2023

JMSE

View full text Add to dashboard Cite

The harvesting of wind energy and its transformation into a thrust force for ship propulsion are gaining in popularity due to the expected benefit in fuel consumption and emission reductions. To exploit these benefits, a proper matching between the conventional diesel engine-screw propeller propulsion plant and the wind-assisted plant is key. This paper aims to present a method and a code for the preliminary sizing of a ship propulsion plant based on a diesel engine, a controllable pitch propeller, and one or more Flettner rotors. A mathematical model describing the behaviour of the rotor in terms of propulsive thrust and power is proposed. The rotor model has been integrated into an existing diesel propulsion model in order to evaluate the ship’s fuel consumption. The ship’s propulsion model is written in a parametric form with respect to the following design parameters: ship dimensions and resistance-speed curve, propeller diameter, engine power, rotor geometry, and true wind conditions. The methodology helps in evaluating the engine–propeller working points and eventually the total ship propulsive power, including the power required to spin the rotor. It provides a way to compare wind-assisted propulsive solutions in terms of fuel consumption and CO2 emissions. A 3000-ton Ro-Ro/Pax ferry has been selected as a case study. Results on the parametric analysis of rotor dimensions and propeller pitch optimization are presented.

show abstract

Evaluation of aerodynamic characteristics of a ship with flettner rotors by wind tunnel tests and RANS-based CFD

Cited by 13 publications

References 8 publications

Computational Analysis for Estimation of Mooring Force Acting on Various Ships in Busan New Port

Computational Analysis for Estimation of Mooring Force Acting on Various Ships in Busan New Port

Structural Strength and Wind Energy Utilization Characteristics of Ship Based on Magnus Effect Wind Turbine

Wind-Assisted Ship Propulsion: Matching Flettner Rotors with Diesel Engines and Controllable Pitch Propellers

Contact Info

Product

Resources

About