Hydrodynamic modeling of planing catamarans with symmetric hulls

Bari, Ghazi S.; Matveev, Konstantin I.

doi:10.1016/j.oceaneng.2016.01.035

Cited by 15 publications

(4 citation statements)

References 11 publications

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“…where µ is the fluid dynamic viscosity. The k − ω SST turbulence model, which has been widely used for marine hydrodynamics [21,29,32], is employed as the closure for Equations ( 6) and (7). Here, the flow governing equations, including the turbulent model, are solved using a finite volume method implemented in the commercial code Star CCM+ 14.06.…”

Section: Flow Simulationmentioning

confidence: 99%

“…Catamarans, due to their favourable performance in efficiency and stability at high speeds, have been widely studied experimentally, theoretically and numerically over the past decades [5][6][7]. A series of model tests were carried out by Insel and Molland [8] and Molland et al [9] investigating the calm water resistance of fast catamarans with symmetrical demihulls, whereas Zaraphonitis et al [10] have studied asymmetrical demihulls.…”

Section: Introductionmentioning

confidence: 99%

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Numerical Investigation of the Resistance of a Zero-Emission Full-Scale Fast Catamaran in Shallow Water

Shi

Priftis

Xing-Kaeding

et al. 2021

JMSE

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This paper numerically investigates the resistance at full-scale of a zero-emission, high-speed catamaran in both deep and shallow water, with the Froude number ranging from 0.2 to 0.8. The numerical methods are validated by two means: (a) Comparison with available model tests; (b) a blind validation using two different flow solvers. The resistance, sinkage, and trim of the catamaran, as well as the wave pattern, longitudinal wave cuts and crossflow fields, are examined. The total resistance curve in deep water shows a continuous increase with the Froude number, while in shallow water, a hump is witnessed near the critical speed. This difference is mainly caused by the pressure component of total resistance, which is significantly affected by the interaction between the wave systems created by the demihulls. The pressure resistance in deep water is maximised at a Froude number around 0.58, whereas the peak in shallow water is achieved near the critical speed (Froude number ≈ 0.3). Insight into the underlying physics is obtained by analysing the wave creation between the demihulls. Profoundly different wave patterns within the inner region are observed in deep and shallow water. Specifically, in deep water, both crests and troughs are generated and moved astern as the increase of the Froude number. The maximum pressure resistance is accomplished when the secondary trough is created at the stern, leading to the largest trim angle. In contrast, the catamaran generates a critical wave normal to the advance direction in shallow water, which significantly elevates the bow and creates the highest trim angle, as well as pressure resistance. Moreover, significant wave elevations are observed between the demihulls at supercritical speeds in shallow water, which may affect the decision for the location of the wet deck.

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Section: Flow Simulationmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Numerical Investigation of the Resistance of a Zero-Emission Full-Scale Fast Catamaran in Shallow Water

Shi

Priftis

Xing-Kaeding

et al. 2021

JMSE

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“…It was stated that despite rise of the hull that tended to increase, the trim was reduced as Fr increased. Considering the flow between demihulls planing parallel to each other as a potential flow, Bari and Matveev [59] reached the similar output that lift coefficient was risen for smaller hull spacing at moderate and high Froude numbers whereas fallen at low Froude numbers [60]. Nevertheless, Kramer, Maki and Young [61] ascertained that because of nonlinear and viscous effects, potential-flow assumptions cannot fully assimilate the planing problem at Froude numbers lower than 0.8 in comparison with a nonlinear CFD solver.…”

Section: Introductionmentioning

confidence: 99%

A new phenomenon in interference effect on catamaran dynamic response

Honaryar

Ghiasi

Liu

2021

International Journal of Mechanical Sciences

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Interference effect between catamaran demi-hulls has been considered as an adverse fluid-solid interaction; the narrower separation distance between the two hulls, the greater drag force acts upon the catamaran. However, this study is aimed at introducing a novel phenomenon contrasting outcome in semi-planing and planing regimes. As speed and accordingly the Froude number increase the catamaran transits across different modes, free surface profile becomes complicated and so does the interference effect as well as the prediction of catamaran dynamic response. The situation will be even more complex if demi-hull separation narrows where nonlinearity in interference effect is more pronounced. So, free-running tests in six degrees of freedom as well as obtaining fluid flow characteristics using computational fluid dynamics were conducted for a high-speed catamaran vehicle with asymmetric non-prismatic demi-hulls to tackle the problem. The results of catamaran dynamic response reveal that not only is drag reduced substantially up to 15%, but also trim angle diminishes by 30% as hulls separation distance decreases in semi-planing and planing modes. In other words, with increasing speed, and decreasing trim angle by 2.3 o , the current method achieved the goal of consequently reducing the risk of porpoising instability, without the increase of delivered power.

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“…A review of empirical methods and illustrations of hull forms intended for different high-speed regimes, including relatively heavy hard-chine hulls, is given by Almeter [4]. A variety of potential-flow modeling methods that can account for specific hull geometries have been developed in the past [5][6][7], but they ignore viscous effects and are often applicable only at sufficiently high Froude numbers. With the growth of available computational power, numerical methods accounting for viscosity and flow non-linearities are becoming widely used for ship hydrodynamics studies, including fast boats [8][9][10][11].…”

mentioning

confidence: 99%

Numerical Study of Hydrodynamics of Heavily Loaded Hard-Chine Hulls in Calm Water

Wheeler

Matveev

Xing

2021

JMSE

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Hard-chine boats are usually intended for high-speed regimes where they operate in the planing mode. These boats are often designed to be relatively light, but there are special applications that may occasionally require fast boats to be heavily loaded. In this study, steady-state hydrodynamic performance of nominal-weight and overloaded hard-chine hulls in calm water is investigated with computational fluid dynamics solver program STAR-CCM+. The resistance and attitude values of a constant-deadrise reference hull and its modifications with more pronounced bows of concave and convex shapes are obtained from numerical simulations. On average, 40% heavier hulls showed about 30% larger drag over the speed range from the displacement to planing modes. Among the studied configurations, the hull with a concave bow is found to have 5–12% lower resistance than the other hulls in the semi-displacement regime and heavy loadings and 2–10% lower drag in the displacement regime and nominal loading, while this hull is also capable of achieving fast planing speeds at the nominal weight with typical available thrust. The near-hull wave patterns and hull pressure distributions for selected conditions are presented and discussed as well.

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Hydrodynamic modeling of planing catamarans with symmetric hulls

Cited by 15 publications

References 11 publications

Numerical Investigation of the Resistance of a Zero-Emission Full-Scale Fast Catamaran in Shallow Water

Numerical Investigation of the Resistance of a Zero-Emission Full-Scale Fast Catamaran in Shallow Water

A new phenomenon in interference effect on catamaran dynamic response

Numerical Study of Hydrodynamics of Heavily Loaded Hard-Chine Hulls in Calm Water

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