A case study for the effect of a flow improvement device (a partial wake equalizing duct) on ship powering characteristics

A case study for the energy saving in the powering characteristics of a river going general cargo ship has been carried out. Two different hull forms were generated from the original hull form of the vessel to optimise the stern flow of the vessel. A possible energy saving concept, such as partial wake equalizing duct was investigated in this manner. Resistance, self-propulsion and flow visualization measurements were performed with the hull models to explore the effect of partial wake equalizing ducts on the powering characteristics of the hull form. Analysis of the results indicates that the partial wake equalizing duct concept with an appropriate stern design affect not only the flow characteristics at aft-end, but also the propulsion characteristics. In order to identify effect of each component (partial wake equalizing duct and stern form) a further investigation is needed.     

On the importance of boundary layer calculations instead of viscous correction in heavily loaded marine propellers while using a surface panel method

A surface panel method is employed for the thin boundary layer calculation of heavily loaded marine propellers in steady state conditions. Employing the surface panel method, known as the “Morino Method”, the flow field around the propeller is represented by an unknown potential. The majority of the flow field is governed by the potential theory while the viscosity is assumed to be largely confined to thin shear layer on the propeller surface. The boundary layer calculations are performed by using Cebeci-Smith two dimensional model and the local skin friction coefficients and blowing velocities are obtained along the pre-computed on-body streamlines. It is shown that the prediction of torque of the propeller is improved when the boundary layer calculations are used instead of the boundary layer corrections based on the formulae established for the flat plates.     

Energy coefficients for a propeller series

The efficiency for a propeller is calculated by energy coefficients. These coefficients are related to four types of losses, i.e. the axial, the rotational, the frictional, and the finite blade number loss, and one gain, i.e. the axial gain. The energy coefficients are derived by use of the potential theory with the propeller modelled as an actuator disk. The efficiency based on the energy coefficients is calculated for a propeller series. The results show a good agreement between the efficiency based on the energy coefficients and the efficiency obtained by a vortex-lattice method.     

Performance assessment of a concept propulsor: the thrust-balanced propeller

This paper presents the results of a numerical performance analysis to demonstrate the worthiness of a recently patented new concept propulsor, the so-called “thrust-balanced propeller (TBP)”. The main advantage of this unconventional propulsor is its inherent ability to reduce the unsteady effect of blade forces and moments when it is operating in a non-uniform wake flow. The propulsor comprises a pair of diametrically opposed blades that are connected to one another and mounted so as to be rotatable together through a limited angle about their spindle axis. A quasi-hydrodynamic approach is described and applied to perform the numerical analysis using a state-of-the-art lifting surface procedure for conventional propellers. Performance comparisons with a conventional fixed-pitch propeller are made for the blade forces and moments, efficiency, cavitation extents and fluctuating hull pressures. Bearing in mind the quasi-static nature of the analyses, the results present favourable performance characteristics for the thrust-balanced propeller and support the worthiness of the concept. However, the concept needs to be proved through physical model tests, which are planned to take in a cavitation tunnel.     

Effect of waves on cavitation and pressure pulses of a tanker with twin podded propulsion

There is increasing interest in optimizing ships for the actual operating condition rather than just for calm water. In order to optimize the propeller designs for operations in waves, it is essential to study how the propeller performance is affected by operation in waves. The effect of various factors that influence the propeller is quantified in this paper using a 8000 dwt chemical tanker equipped with twin-podded propulsion as a case vessel. Propeller performance in waves in terms of cavitation, pressure pulses, and efficiency is compared with the performance in calm water. The influence of wake variation, ship motions, RPM fluctuations and speed loss is studied. Substantial increase in cavitation and pressure pulses due to wake variation in the presence of waves is found. It is found that the effect of other factors is relatively small and easier to take into account as compared to wake variation. Therefore, considering the wake variation at least in the critical wave condition (where the wavelength is close to ship length) in addition to calm water wake is recommended in order to ensure that the optimized propeller performs well both in calm water and in waves.     

Analysis of wake behind a rotating propeller using PIV technique in a cavitation tunnel

A two-frame particle image velocimetry (PIV) technique is used to investigate the wake characteristics behind a marine propeller with 4 blades at high Reynolds number. For each of 9 different blade phases from 0° to 80°, 150 instantaneous velocity fields are measured. They are ensemble averaged to study the spatial evolution of the propeller wake in the region ranging from the trailing edge to one propeller diameter (D) downstream location. The phase-averaged mean velocity shows that the trailing vorticity is related to radial velocity jump, and the viscous wake is affected by boundary layers developed on the blade surfaces and centrifugal force. Both Galilean decomposition method and vortex identification method using swirling strength calculation are very useful for the study of vortex behaviors in the propeller wake region. The slipstream contraction occurs in the near-wake region up to about X/D=0.53 downstream. Thereafter, unstable oscillation occurs because of the reduction of interaction between the tip vortex and the wake sheet behind the maximum contraction point.     

Flow induced vibrations of a sharp edge square cylinder in the wake of a circular cylinder

The response of an oscillating circular cylinder at the wake of an upstream fixed circular cylinder was classified by different researchers as galloping, wake induced galloping or wake induced vibration. Furthermore it is already known that a sharp edge square cylinder would undergo galloping if it is subjected to uniform flow. In this study the influence of the wake of a fixed circular cylinder on the response of a downstream square cylinder at different spacing ratios (S/D = 4, 8, 11) is experimentally investigated. The subject appears not to have received previous attention. The lateral displacements, lift forces and the pressure data from gauges mounted in the wake of the oscillating cylinder are recorded and analyzed. The single degree of freedom vibrating system has a low mass-damping parameter and the Reynolds number ranges from 7.7 × 10² to 3.7 × 10⁴.In contrast to that for two circular cylinders in tandem arrangement, the freely mounted downstream square cylinder displays a VIV type of response at all spacing ratios tested. There is no sign of galloping or wake induced galloping with the square cylinder. With increase at the spacing ratio the cross-flow oscillations decrease. It is shown that the vortices arriving from the upstream fixed circular cylinder play a major role on the shedding mechanism behind the downstream square cylinder and cause the square cylinder to shed vortices with frequencies above Strouhal frequency of the fixed square cylinder (St = 0.13). The VIV type of oscillations in the downstream square cylinder is most probably caused by the vortices newly generated behind the square cylinder.     

基于NPS模型的南海蒸发波导中尺度数值模拟研究

蒸发波导是海上大气波导中发生概率最高、对海上舰艇和岸基雷达探测系统影响最大的一种波导类型,研究意义重大。本文搭建了一种基于NPS诊断模型的新型蒸发波导数值预报模式,对我国南海海域2014年11月1~5日的5 d海上蒸发波导分别进行了数值模拟。利用数值模拟数据与岸基铁塔实测数据分别绘制蒸发波导高度随时间的变化曲线,并进行误差分析,显示模拟结果与实测结果变化规律基本一致,统计计算这5 d的蒸发波导高度平均误差为1.289 m。这表明了本模式的可行性及其存在的模拟偏差。此外,利用本预报模式对南海海域2011年整年的蒸发波导进行了数值模拟,得到了12个月的蒸发波导时空分布特征,分析总结的规律与其它文献的研究结论基本一致。     

An extensive analysis of numerical ship self-propulsion prediction via a coupled BEM/RANS approach

The paper deals with the self-propulsion problem, i.e. the solution of the flow around the hull that advances at uniform speed due to the action of its own propeller. A coupled BEM/RANS approach, previously proposed for a simpler case with only rudder and propeller, has been extensively analysed to highlight the strength and the weakness of the method. The proposed analyses consider the influence of different turbulence modelling, the role of the interpolating algorithm for the inclusion of body forces into the RANS domain, a mesh and simulation time step sensitivity study and the influence of the extrapolation procedure for the definition of the effective wake to the propeller in the light of the lightest and the most affordable computational setup for daily accurate calculations. At first, the well-known Kriso Container Ship (KCS) test case is considered. This ship has been widely investigated in the context of different research projects and a large amount of data (both measurements and numerical calculations) is available to validate the solution approach and to highlight the benefits, as well as the weaknesses, of the proposed coupled BEM/RANS approach versus established but computationally demanding calculations based only on RANS simulations. Once the approach has been developed and validated via the KCS test case, calculations have been repeated in the case of completely different ships, in order to evaluate its general applicability and to test the robustness and the reliability of the proposed procedure.     

并联式后弯管波力发电浮体模型性能试验研究

对并联式后弯管波力发电浮体模型的波能转换性能和锚泊力进行了试验研究。结果表明并联式后弯管浮体模型的最佳响应周期基本不变，各单元浮体性能略有差异，位于中间的单元浮体性能略低于两侧的浮体，波能转换性能随浮体数量增加而下降，多点系泊使并联式后弯管装置效率提高。并联式后弯管波力发电装置采用标准化单元设计，灵活组成不同装机容量的装置，将大大降低锚泊系统、海底电缆系统的费用。     

散射计风反演算法的数值模拟研究

由于缺乏散射计的σ°资料及相应的海面风数据，本文采用数值模拟方法对反演算法及多解消除步骤进行了初步的研究。结果表明，对于NSCAT散射计的设计参数，采用常用的反演算法进行模拟，约有70％的第一解是真实解。经过平滑处理之后约有95％反演解达到了散射计的设计精度，即风速误差＜2m／s或10％（取大者），风向误差＜20°。     

Assessment of the effectiveness of POLYMODE data assimilation by a numerical barotropic model for synoptic motions

This paper considers the results of numerical experiments involving POLYMODE data assimilation by a barotropic model for synoptic ocean dynamics. The model's response the data assimilation for various space-time discretenesses of assimilation is studied. Results derived from the application of optimal interpolation algorithms and modified optimal filtration algorithms are compared. Qualitative similarity to the calculations carried out through the simulation modelling technique is noted. Optimal assimilation algorithms are determined, depending on the space-time discreteness used. An optimal sampling discreteness for the POLYMODE conditions is suggested.Translated by Vladimir A. Puchkin.     

A numerical study of three-dimensional wave interaction with a square cylinder

In this study, a three-dimensional numerical model is used to study the wave interaction with a vertical rectangular pile. The model employs the large eddy simulation (LES) method to model the effect of small-scale turbulence. The velocity and vorticity fields around the pile are presented and discussed. The drag and inertial coefficients are calculated based on the numerical computation. The calculated coefficients are found to be in a reasonable range compared with the experimental data. Additional analyses are performed to assess the relative importance of drag and initial effects, which could be quantified by the force-related Keulegan and Carpenter (KC) number: KC_f=UT/(4πL). Here U is the maximum fluid particle velocity, T the wave period and L the length of structure aligned with the wave propagation direction. For small KC_f, the effective drag coefficient is proportional to 1/KC_f, provided the wavelength is much longer than the structural length. When wavelength is comparable to the structure dimension, the effective drag coefficient would be reduced significantly due the cancellation of forces, which has been demonstrated by numerical results.     

海洋混合层结构对表面声道中声传播特性的影响分析

利用WOA05气候态数据集和北黄海调查数据,应用BELLHOP高斯束射线模型分析了我国近海及西太平洋典型海区的混合层结构对表面声道中声传播特性的影响,结果表明:我国近海的混合层结构有显著的区域性和季节性变化;深海中主要表现为混合层深度变化,这种变化直接影响表面声道的空间分布,声波在混合层中的表面声道中传播与在混合层外的影区中传播产生的能量场差异较大;浅海中混合层深度与声速梯度的空间变化都很明显,声速梯度的增大和混合层的加深都能使更多声线以反转的形式传播,使表面声道声场增强。两组海上实验数据表明,在真实海洋中混合层可在短时间内出现生消变化或在局部海域出现非均匀分布。在浅海温跃层环境下,海-气边界特定的物理过程能够使混合层发生间歇性的变化,当表面声道出现时近表层声场明显增强。     

A numerical study of nonlinear wave run-up on a vertical plate

A finite difference model based on a recently derived highly-accurate Boussinesq-type formulation is presented. Up to the third-order space derivatives in terms of the velocity variables are retained, and the horizontal velocity variables are re-formulated in terms of a velocity potential. This decreases the total number of unknowns in two horizontal dimensions from seven to five, simplifying the implementation, and leading to increased computational efficiency. Analysis of the embedded properties demonstrates that the resulting model has applications with errors of 2 to 3% for (wavenumber times depth) kh ≤ 10 in terms of dispersion and kh ≤ 4 in terms of internal kinematics. The stability and accuracy of the discrete linearised systems are also analysed for both potential and velocity formulations and the advantages and disadvantages of each are discussed. The velocity potential model is then used to study physically demanding problems involving highly nonlinear wave run-up on a bottom-mounted (surface-piercing) plate. New cases involving oblique incidence are considered. In all cases, comparisons with recent physical experiments demonstrate good quantitative accuracy, even in the most demanding cases, where the local wave steepness can exceed (waveheight divided by wavelength) H / L = 0.20. The velocity potential model is additionally shown to have numerical advantages when dealing with wave–structure interactions, requiring less smoothing around exterior structural corners.     

A novel maneuverable propeller for improving maneuverability and propulsive performance of underwater vehicles

The existing propulsor that can perform both propulsion and maneuvering along axis of rotation is propeller/rotor for a helicopter. Helicopter propellers when maneuvering increase or decrease their blades’ pitch cyclically to create imbalanced thrust and hence maneuvering force/torque. A “maneuverable propeller” was developed and its performance on both maneuvering and propulsion is assessed. The “maneuverable propeller” is an alternative of the existing helicopter rotors. The novelty of this propulsor is that the imbalanced thrust force/torque is created by cyclically increasing or decreasing the angular speed of their blades relatively to the hubs/shafts, to provide the desired maneuvering torque. This maneuverable propeller is hence defined as the Cyclic Blade Variable Rotational Speed Propeller (CBVRP). One of the best advantages is that the maneuvering torque created by the “maneuverable propeller” is much higher, about 5 times of the shaft torque of the same propeller at thrust only mode. The “maneuverable propeller” has wide applications for both surface ships and underwater vehicles that require high maneuverability for cruising inside the narrow passage.     

曲折海湾中潮汐和环流的数值研究

The Shacheng Bay(SCB) is one of the most complex coastal bays in southeast China and due to the fact of complicated geometry and dynamic coastal processes, it is considered as a challenging area for the numerical simulation of its hydrodynamic characteristics. The most advanced finite volume ocean model, finite-volume coastal ocean model(FVCOM), has adopted to simulate this hydrodynamic system, where tidal currents, tidal residual current and dye diffusion processes were studied and analyzed quantitatively. The validation of this numerical model matches well with various observation data, including elevation and current data. The misfit of a tidal elevation has a relative standard error of 3.66% and 4.67% for M2 and S2 tide components. The current validation shows a good match with an average error of 10 cm/s and 8° in the speed major axis and its direction respectively between the simulation and the measurement. This proves the robustness and reliability of this model. It is also found that the cape effect is significant and important in this system. The dye diffusion simulations show a 53 d flushing period for the whole inner bay waterbody. The results are of its first kind for understanding the hydrodynamic system in the SCB and they can provide helpful and trustful scientific information for others.     

A numerical study of a shallow sea front generated by the buoyancy flux

We numerically investigated the physical process of water exchange caused by fluctuations of the front. This front is formed in a vertically two-dimensional NH-model (non-hydrostatic model) under steady forcing and simulates well the front observed during winter in the Kii Channel, Japan. The velocity field in the model has two kinds of oscillations. The first has a period of 6∼12 hr and is caused by intermittent gravitational convection in the frontal zone. The period and the intensity of intermittent convection are determined by buoyancy flux through the side boundaries as well as surface cooling. The other is associated with large scale circulation driven at the side boundaries and is controlled by the Coriolis force and the bottom stress. Its period of 3∼4 days is determined by the sum of the inertial period and the spin down time for the baroclinic mode of the along-front velocity component. These oscillations make the position of the front fluctuate with the same periods. We next examined water exchange across the fluctuating front by numerically tracking a number of labelled particles. Intermittent convection induces exchange of particles in the frontal zone and large scale circulations transport the exchanged particles toward offshore or onshore through the lower layer. The exchange rate and the dispersion coefficient are calculated in the NH-model as 0.85 and 2.3×10³ cm² sec⁻¹, respectively. On the other hand, in the H-model (hydrostatic model) parameterizing gravitational convections with a convective adjustment method, these values are reduced to 0.68 and 3.2×10² cm² sec⁻¹, respectively. This result implies that intermittent convections in the frontal zone have a large effect on water exchange across the front, and that no little water is exchanged across the fluctuating front in an actual shallow sea, such as observed in the Kii Channel.