scholarly journals Numerical Simulation of the Ship Resistance of KCS in Different Water Depths for Model-Scale and Full-Scale

2020 ◽  
Vol 8 (10) ◽  
pp. 745 ◽  
Author(s):  
Dakui Feng ◽  
Bin Ye ◽  
Zhiguo Zhang ◽  
Xianzhou Wang
Keyword(s):  
Water Depth ◽  
Full Scale ◽  
Scaled Model ◽  
Hull Form ◽  
Ship Resistance ◽  
Model Scale ◽  
Computational Fluid Dynamics Cfd ◽  
Simulation Results ◽  
The Mathematical Model ◽  
Water Depths

Estimating ship resistance accurately in different water depths is crucial to design a resistance-optimized hull form and to estimate the minimum required power. This paper presents a validation of a new procedure used for resistance correction of different water depths proposed by Raven, and it presents the numerical simulations of a Kriso container ship (KCS) for different water depth/draught ratios. Model-scale and full-scale ship resistances were predicted using in-house computational fluid dynamics (CFD) code: HUST-Ship. Firstly, the mathematical model is established and the numerical uncertainties are analyzed to ensure the reliability of the subsequent calculations. Secondly, resistances of different water depth/draught ratios are calculated for a KCS scaled model and a full-scale KCS. The simulation results show a similar trend for the change of model-scale and full-scale resistance in different water depths. Finally, the correction procedure proposed by Raven is briefly introduced, and the CFD resistance simulation results of different water depth/draught ratios are compared with the results estimated using the Raven method. Generally, the reliability of the HUST-Ship solver used for predicting ship resistance is proved, and the practicability of the Raven method is discussed.

Simulating Flood Recovery Manoeuvres Using a Free-Running Submarine Model

2020 ◽  
Vol 162 (A3) ◽  
Author(s):  
P Marchant ◽  
P Crossland
Keyword(s):  
Full Scale ◽  
Research Model ◽  
Control Performance ◽  
Model Scale ◽  
Average Accuracy ◽  
Free Running ◽  
Ballast Tanks ◽  
And Control ◽  
The Mathematical Model ◽  
Generate Model

Managing submarine safety, effectively, requires an understanding of many areas of platform performance, including its ability to manoeuvre. QinetiQ’s free-running submarine model (FRM) capability, the second generation Submarine Research Model (SRMII), forms a key part of the UK’s predictive manoeuvring capability that supports the MoD’s ability to conduct hydrodynamic assessment of the manoeuvring and control performance of the Royal Navy’s current and future submarines. Uniquely for an FRM, the SRMII has a large and capable ballast system. This is able to emulate a flooding incident within a submarine compartment and the subsequent emergency recovery procedures, which may include blowing the submarine’s main ballast tanks. This paper discusses how the SRMII’s ballast system was used to generate model-scale trajectories, which are not obtainable with many other FRMs. The experimental data were used to successfully validate the mathematical model, which predicts the maximum pitch angle response of a full-scale submarine to a compartment flood, to within an average accuracy of 1% at model-scale. However, the range of the non-dimensional flow angles the FRM exhibited was shown to be within that for a full-scale flood trajectory. Therefore, further tests have been proposed to increase the extent of the data in the future.

scholarly journals CFD analysis of hover performance of rotors at full- and model-scale conditions

2016 ◽  
Vol 120 (1231) ◽  
pp. 1386-1424 ◽  
Author(s):  
G.N. Barakos ◽  
A. Jimenez Garcia
Keyword(s):  
Full Scale ◽  
Rotor Blades ◽  
Loosely Coupled ◽  
Model Scale ◽  
Acoustic Study ◽  
Hover Performance ◽  
Computational Structural Dynamics ◽  
Computational Fluid Dynamics Cfd ◽  
Cfd Method ◽  
Good Agreement

ABSTRACTAnalysis of the performance of a 1/4.71 model-scale and full-scale Sikorsky S-76 main rotor in hover is presented using the multi-block computational fluid dynamics (CFD) solver of Glasgow University. For the model-scale blade, three different tip shapes were compared for a range of collective pitch and tip Mach numbers. It was found that the anhedral tip provided the highest Figure of Merit. Rigid and elastic full-scale S-76 rotor blades were investigated using a loosely coupled CFD/Computational Structural Dynamics (CSD) method. Results showed that aeroelastic effects were more significant for high thrust cases. Finally, an acoustic study was performed in the tip-path-plane of both rotors, showing good agreement in the thickness and loading noise with the theory. For the anhedral tip of the model-scale blade, a reduction of 5% of the noise level was predicted. The overall good agreement with the theory and experimental data demonstrated the capability of the present CFD method to predict rotor flows accurately.

Effects of Hook, Interceptor, and Water Jets on LCS Resistance/ Power, Sinkage, and Trim

2021 ◽  
pp. 1-24
Author(s):  
Timur Dogan ◽  
Hamid Sadat-Hosseini ◽  
Frederick Stern
Keyword(s):  
High Speed ◽  
Water Jet ◽  
Full Scale ◽  
Scale Model ◽  
Vertical Force ◽  
Scaled Model ◽  
Inlet Velocity ◽  
Model Scale ◽  
Water Jets ◽  
Sinkage And Trim

Verification and validation of computational fluid dynamic simulations are performed at model and full scales for the high-speed littoral combat ship (LCS) surface combatant, including the effects of hook, interceptors, and water-jet propulsion. Predictions of the body force thrust, sinkage, and trim use a speed controller for attaining self-propulsion. Two methods for water-jet performance are used: 1) evaluation of forces based on integration of the stress over the wetted area of the hull and water-jet duct, pump casing, and nozzle (integral method) and 2) ITTC (2005) water-jet test procedure (control volume method). The comparison errors at model (resistance, sinkage, and trim) and full (power and trim) scales are satisfactory using both Froude (Fr) scaled model- and full-scale trial data, including the effects of the interceptors and water jets (WJ) on resistance/power, sinkage, and trim. For the model-scale model without WJs, the negative bottom hydrodynamic pressure near the water-jet inlets are observed without and with the hook simulations, and experiments with the hook. The negative bottom vertical force near the water-jet inlets for the simulations without the hook supports Savitsky’s (2014) assertion that semi-displacement monohulls do not exhibit hydrodynamic lift and disproves Giles’ (1992) assertion to the contrary. The hook and interceptors do not affect the pressure distribution significantly near the water-jet inlets. For the full scale model, the WJs induce bow up trim for the simulations and interpolated (between conditions)- and Fr scaled model-scale experiments. The negative bottom pressure and vertical force near the water-jet inlet for the simulations disprove Giles’ (1992) assertion that the WJs provide additional hydrodynamic lift. This is further supported by the comparisons of the vertical force % thrust vs. inlet velocity ratio for the LCS, with results shown in Bulten (2005) for a high-speed motor yacht. Bulten (2005) shows positive vertical force for inlet velocity ratios ≥ 1.25. However, LCS operates in the regime of an inlet velocity ≤ 1.2; thus, consistent with Bulten (2005), the vertical force is negative. The nonlinear effects between the interceptors and WJs are small such that a linear combination can provide a reasonable approximation.

A Generic Mathematical Model for the Maneuvering and Tacking of a Sailing Yacht

2005 ◽  
Author(s):  
J. A. Keuning ◽  
K. J. Vermeulen ◽  
E. J. de Ridder
Keyword(s):  
Mathematical Model ◽  
Present Report ◽  
Full Scale ◽  
Hull Form ◽  
Sailing Yacht ◽  
The Mathematical Model

In the present report an extension of the mathematical model for the tacking maneuver of a sailing yacht, as previously described by the same authors in Reference [1], will be presented. There is a need for such a mathematical model because the tacking maneuver and more in particular the speed loss during such a maneuver, is of interest for handicapping purposes. If this speed loss of a large variety of sailing yachts can be calculated the differences may be incorporated in their respective handicaps. This implies however also that this mathematical model should incorporate only the use of formulations based on “generic” parameters, which describe the hull form and the sail plan of the yacht under consideration. In the present report a more complete description of this model, as available so far, will be presented. The accent is on the hydrodynamic part of the model. As much as possible the results obtained within the Delft Systematic Yacht Hull Series (DSYHS) will be used. In a future report also the aerodynamic part will be more extensively elaborated so that a wider variety of sail plans may be dealt with. A number of simulations with the model have been performed and checked with the results obtained during a series of full scale measurements.

Correlation of Prototype and Model-Scale Wave Wake Characteristics of a Catamaran

2009 ◽  
Vol 46 (01) ◽  
pp. 1-15
Author(s):  
Gregor J. Macfarlane
Keyword(s):  
Experimental Data ◽  
Experimental Investigation ◽  
Water Depth ◽  
Correlation Factor ◽  
Scale Height ◽  
Full Scale ◽  
Scale Model ◽  
Model Scale ◽  
Speed Range ◽  
Scale Data

This paper summarizes an experimental investigation into the correlation of model-scale wave wake measurements against full-scale trial results for a 24-meter long catamaran operating over a range of length Froude numbers. Both full-scale and 1/15th-scale model experiments were conducted over the range of length Froude numbers of approximately 0.3 to 1.0 (full-scale speed range of 6 to 28 knots). The water depth during the experiments was approximately 12 meters, with corresponding depth Froude numbers ranging from subcritical (~0.3), through a transcritical range (~0.8 to 1.1) into low supercritical speeds (up to ~1.3). The results of the investigation confirm that a correlation factor of close to unity be applied when using model-scale experimental data to predict the full-scale height and period of the maximum wave generated by similar catamarans operating within such speed ranges. Consequently, it is expected that the energy of the maximum waves can also be accurately predicted from model-scale data. This paper also provides useful guidance notes for the conduct of full-scale wave wake experiments and highlights some issues regarding the identification of the maximum wave(s) generated when vessels operate at trans and/or supercritical depth Froude numbers.

SIMULATING FLOOD RECOVERY MANOEUVRES USING A FREE-RUNNING SUBMARINE MODEL

2021 ◽  
Vol 162 (A3) ◽  
Author(s):  
P Marchant ◽  
P Crossland
Keyword(s):  
Full Scale ◽  
Research Model ◽  
Control Performance ◽  
Model Scale ◽  
Average Accuracy ◽  
Free Running ◽  
Ballast Tanks ◽  
And Control ◽  
The Mathematical Model ◽  
Generate Model

Managing submarine safety, effectively, requires an understanding of many areas of platform performance, including its ability to manoeuvre. QinetiQ’s free-running submarine model (FRM) capability, the second generation Submarine Research Model (SRMII), forms a key part of the UK’s predictive manoeuvring capability that supports the MoD’s ability to conduct hydrodynamic assessment of the manoeuvring and control performance of the Royal Navy’s current and future submarines. Uniquely for an FRM, the SRMII has a large and capable ballast system. This is able to emulate a flooding incident within a submarine compartment and the subsequent emergency recovery procedures, which may include blowing the submarine’s main ballast tanks. This paper discusses how the SRMII’s ballast system was used to generate model-scale trajectories, which are not obtainable with many other FRMs. The experimental data were used to successfully validate the mathematical model, which predicts the maximum pitch angle response of a full-scale submarine to a compartment flood, to within an average accuracy of 1% at model-scale. However, the range of the non- dimensional flow angles the FRM exhibited was shown to be within that for a full-scale flood trajectory. Therefore, further tests have been proposed to increase the extent of the data in the future.

Research on Dynamic Balance Method of Precision Centrifuge

2014 ◽  
Vol 945-949 ◽  
pp. 777-780
Author(s):  
Tao Liu ◽  
Yong Xu ◽  
Bo Yuan Mao
Keyword(s):  
Mathematical Model ◽  
Balance Control ◽  
Dynamic Balance ◽  
Dynamic Balancing ◽  
Structure Characteristics ◽  
Balance System ◽  
Simulation Results ◽  
Set Up ◽  
System Controller ◽  
The Mathematical Model

Firstly, according to the structure characteristics of precision centrifuge, the mathematical model of its dynamic balancing system was set up, and the dynamic balancing scheme of double test surfaces, double emendation surfaces were established. Then the dynamic balance system controller of precision centrifuge was designed. Simulation results show that the controller designed can completely meet the requirements of precision centrifuge dynamic balance control system.

scholarly journals Microplastic contamination of the drilling bivalve Hiatella arctica in Arctic rhodolith beds

2021 ◽  
Vol 11 (1) ◽  
Author(s):  
Sebastian Teichert ◽  
Martin G. J. Löder ◽  
Ines Pyko ◽  
Marlene Mordek ◽  
Christian Schulbert ◽  
...  
Keyword(s):  
Polyethylene Terephthalate ◽  
Water Depth ◽  
The Arctic ◽  
Polymer Composition ◽  
Bivalve Species ◽  
Filter Feeder ◽  
Hiatella Arctica ◽  
Long Term Consequences ◽  
Water Depths

AbstractThere is an increasing number of studies reporting microplastic (MP) contamination in the Arctic environment. We analysed MP abundance in samples from a marine Arctic ecosystem that has not been investigated in this context and that features a high biodiversity: hollow rhodoliths gouged by the bivalve Hiatella arctica. This bivalve is a filter feeder that potentially accumulates MPs and may therefore reflect MP contamination of the rhodolith ecosystem at northern Svalbard. Our analyses revealed that 100% of the examined specimens were contaminated with MP, ranging between one and 184 MP particles per bivalve in samples from two water depths. Polymer composition and abundance differed strongly between both water depths: samples from 40 m water depth showed a generally higher concentration of MPs and were clearly dominated by polystyrene, samples from 27 m water depth were more balanced in composition, mainly consisting of polyethylene, polyethylene terephthalate, and polypropylene. Long-term consequences of MP contamination in the investigated bivalve species and for the rhodolith bed ecosystem are yet unclear. However, the uptake of MPs may potentially impact H. arctica and consequently its functioning as ecosystem engineers in Arctic rhodolith beds.

scholarly journals Production and water yield of cauliflower under irrigation depths and nitrogen doses

2019 ◽  
Vol 23 (8) ◽  
pp. 561-565
Author(s):  
Reginaldo M. de Oliveira ◽  
Rubens A. de Oliveira ◽  
Sanzio M. Vidigal ◽  
Ednaldo M. de Oliveira ◽  
Lorença B. Guimarães ◽  
...  
Keyword(s):  
Water Depth ◽  
Irrigation Water ◽  
Water Yield ◽  
Crop Evapotranspiration ◽  
Fresh Weight ◽  
Randomized Design ◽  
Mean Diameter ◽  
Irrigation Depth ◽  
Completely Randomized Design ◽  
Water Depths

ABSTRACT Cauliflower is a brassica produced and consumed in Brazil, whose cultivation depends on the adequate supply of water and nutrients. The objective of this study was to evaluate the effect of irrigation depths and nitrogen doses on the production components and water yield of cauliflower hybrid Barcelona CMS. The treatments consisted of five irrigation water depths (0, 75, 100, 125 and 150% of the crop evapotranspiration) combined with five nitrogen doses (0, 75, 150, 300 and 450 kg ha-1). The experiment was conducted in a completely randomized design with a split-plot arrangement. The effects of these factors were evaluated using the response surface methodology. The water yield of the crop decreases with increasing irrigation water depth; therefore, the yield is higher when water replenishment is lower than the recommended. The highest estimated total inflorescence yield is 24,547.80 kg ha-1, with a inflorescence mean diameter of 19.60 cm, a inflorescence mean height of 12.25 cm, and an inflorescence fresh weight of 858.90 g plant-1, obtained with an irrigation water depth equivalent to 132.09% of the crop evapotranspiration (ETc) and a nitrogen dose of 450 kg ha-1. The highest inflorescence diameter and height are obtained with an irrigation depth equivalent to 128.70 and 108.20% of ETc, respectively, and a nitrogen dose of 450 kg ha-1. Therefore, the best productivity response of the Barcelona CMS cauliflower hybrid can be obtained using an irrigation depth greater than the crop evapotranspiration, regardless of the nitrogen doses.

Mechanical Qualification of Dynamic Deep Water Power Cable

2011 ◽  
Author(s):  
Roger Slora ◽  
Stian Karlsen ◽  
Per Arne Osborg
Keyword(s):  
Water Depth ◽  
Deep Water ◽  
Failure Modes ◽  
Electrical Power ◽  
Oil And Gas Industry ◽  
Electrical Heating ◽  
Power Cable ◽  
Water Power ◽  
System Integrity ◽  
Water Depths

There is an increasing demand for subsea electrical power transmission in the oil- and gas industry. Electrical power is mainly required for subsea pumps, compressors and for direct electrical heating of pipelines. The majority of subsea processing equipment is installed at water depths less than 1000 meters. However, projects located offshore Africa, Brazil and in the Gulf of Mexico are reported to be in water depths down to 3000 meters. Hence, Nexans initiated a development programme to qualify a dynamic deep water power cable. The qualification programme was based on DNV-RP-A203. An overall project plan, consisting of feasibility study, concept selection and pre-engineering was outlined as defined in DNV-OSS-401. An armoured three-phase power cable concept assumed suspended from a semi-submersible vessel at 3000 m water depth was selected as qualification basis. As proven cable technology was selected, the overall qualification scope is classified as class 2 according to DNV-RP-A203. Presumed high conductor stress at 3000 m water depth made basis for the identified failure modes. An optimised prototype cable, with the aim of reducing the failure mode risks, was designed based on extensive testing and analyses of various test cables. Analyses confirmed that the prototype cable will withstand the extreme loads and fatigue damage during a service life of 30 years with good margins. The system integrity, consisting of prototype cable and end terminations, was verified by means of tension tests. The electrical integrity was intact after tensioning to 2040 kN, which corresponds to 13 000 m static water depth. A full scale flex test of the prototype cable verified the extreme and fatigue analyses. Hence, the prototype cable is qualified for 3000 m water depth.

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