Validation of CFD-MBD FSI for High-Fidelity Simulations of Full-Scale WAM-V Sea-Trials with Suspended Payload

2015 ◽  
Author(s):  
Maysam Mousaviraad ◽  
Michael Conger ◽  
Frederick Stern ◽  
Andrew Peterson ◽  
Mehdi Ahmadian
Keyword(s):  
Second Generation ◽  
Full Scale ◽  
Average Error ◽  
High Fidelity ◽  
Time Step ◽  
Single Wave ◽  
Head Waves ◽  
Calm Water ◽  
Rough Water ◽  
V Wave

High-fidelity CFD-MBD FSI (Computational Fluid Dynamics - Multi Body Dynamics Fluid-Structure Interaction) code development and validation by full-scale experiments is presented, for a novel hull form, WAM-V (Wave Adaptive Modular Vessel). FSI validation experiments include cylinder drop with suspended mass and 33-ft WAM-V sea-trials. Calm water and single-wave sea-trails were with the original suspension, while the rough-water testing was with a second generation suspension. CFD Ship-Iowa is used as CFD solver, and is coupled to Matlab Simulink MBD models for cylinder drop and second generation WAM-V suspension. For 1DOF cylinder drop, CFD verification and validation (V&V) studies are carried out including grid and time-step convergence. CFD-MBD results for 2DOF cylinder drop show that 2-way coupling is required to capture all important physics. Overall, 2-way results are validated with an overall average error value of E=5.6%DR for 2DOF cylinder drop. For WAM-V in calm water, CFD-MBD 2-way results for relative pod angle are validated with E=16.3%DR. For single-wave, CFD-MBD results show that 2-way coupling significantly improves the prediction of the peak amplitude in pontoon motions, while the trough amplitudes in suspension motions are under-predicted. The same under-prediction is observed in EFD-MBD (un-coupled MBD), likely due to using second generation suspension properties. The current CFD-MBD 2-way results for single-wave are validated with E=19.8%DR. For rough-water, simulations are carried out in regular head waves representative of the irregular seas. CFD-MBD 2-way results are validation with E=23%D for statistical values and the Fourier analysis results, which is reasonable given the differences between simulation waves and experiments.

scholarly journals Full-Scale CFD Analysis of Double-M Craft Seakeeping Performance in Regular Head Waves

2021 ◽  
Vol 9 (5) ◽  
pp. 504
Author(s):  
Deniz Ozturk ◽  
Cihad Delen ◽  
Simone Mancini ◽  
Mehmet Ozan Serifoglu ◽  
Turgay Hizarci
Keyword(s):  
Full Scale ◽  
Stokes Wave ◽  
Added Resistance ◽  
Motion Responses ◽  
Seakeeping Performance ◽  
Head Waves ◽  
Calm Water ◽  
Maximum Improvement ◽  
Fifth Order ◽  
Regular Head Waves

This study presents the full-scale resistance and seakeeping performance of an awarded Double-M craft designed as a 15 m next-generation Emergency Response and Rescue Vessel (ERRV). For this purpose, the Double-M craft is designed by comprising the benchmark Delft 372 catamaran with an additional center and two side hulls. First, the resistance and seakeeping analyses of Delft 372 catamaran are simulated on the model scale to verify and compare the numerical setup for Fr = 0.7. Second, the seakeeping performance of the full-scale Double-M craft is examined at Fr = 0.7 in regular head waves (λ/L = 1 to 2.5) for added resistance and 2-DOF motion responses. The turbulent flow is simulated by the unsteady RANS method with the Realizable Two-Layer k-ε scheme. The calm water is represented by the flat VOF (Volume of Fluid) wave, while the incident long waves are represented by the fifth-order Stokes wave. The residual resistance of the Double-M craft is improved by 2.45% compared to that of the Delft 372 catamaran. In the case of maximum improvement (at λ/L = 1.50), the relative added resistance of the Double-M craft is 10.34% lower than the Delft 372 catamaran; moreover, the heave and pitch motion responses were 72.5% and 35.5% less, respectively.

Comparison between the Dynamic Behavior of the Non-stepped and Double-stepped Planing Hulls in Rough Water: A Numerical Study

2020 ◽  
Vol 36 (01) ◽  
pp. 52-66
Author(s):  
Arman Esfandiari ◽  
Sasan Tavakoli ◽  
Abbas Dashtimanesh
Keyword(s):  
Numerical Simulations ◽  
High Speed ◽  
Numerical Study ◽  
Vertical Plane ◽  
Recent Decade ◽  
Vertical Acceleration ◽  
Gravitational Acceleration ◽  
Head Waves ◽  
Calm Water ◽  
Rough Water

Reducing vertical motions of high-speed planing hulls in rough water is one of the most important factors that help a boat to become more operable, and will benefit the structure of the boat and the crew on board. In the recent decade, stepped planing hulls have been investigated with emphasis on their better performance in calm water than that of nonstepped planing hulls. However, there are still doubts about their performance in rough water. In this study, we investigate this problem by providing numerical simulations for motions of a double-stepped and a non-stepped planing hull in a vertical plane when they encounter head waves. The problem will be solved using the finite volume method and volume of fluid method. To this end, a numerical computational fluid dynamics code (STARCCM1) has been used. Accuracy of the numerical simulations is evaluated by comparing their outcome with available experimental data. The dynamic response of the investigated hulls has been numerically modeled for two different wave lengths, one of which is smaller than the boat length and the other which is larger than the boat length. Using the numerical simulations, heave and pitch motions as well as vertical acceleration are found. It has been found that at wave lengths larger than the boat length, heave amplitude decreases by 10–40%when two steps are added to the bottom of a vessel. It has also been observed that pitch of a planing hull is reduced by 18–32% in the presence of the two steps on its bottom. Finally, it has been observed that for wave lengths larger than the boat length, the maximum vertical acceleration decreases by a gravitational acceleration of about .2–.7.

Numerical Analysis of Planing Boats in Regular and Irregular Head Waves Using a 2D+t Method

2015 ◽  
Author(s):  
Hendrik Haase ◽  
Jan P. Soproni ◽  
Moustafa Abdel-Maksoud
Keyword(s):  
Numerical Analysis ◽  
High Speed ◽  
The State ◽  
Operating Conditions ◽  
Head Waves ◽  
Calm Water ◽  
Rough Water ◽  
Small Craft ◽  
Vertical Accelerations ◽  
Hydrodynamic Evaluation

A large number of small craft with a demand of high speed are planing vessels (Faltinsen, 2005). Their hulls are designed to plane, a condition, in which the boat's weight is carried mainly by hydrodynamic rather than hydrostatic forces. In order to reach the state of stable planing, planing hulls usually have hard chines, a transom stern and a certain deadrise angle, which is often constant in the aft and becomes larger towards the bow. Smaller deadrise angles are associated with a higher dynamic lift, which is often beneficial for the calm water performance. However, smaller deadrise angles also lead to higher vertical accelerations the crew is exposed to when the boat travels in rough water. To ensure good performance in all operating conditions, a hydrodynamic evaluation of the boat's behaviour both in calm water and in waves is important.

scholarly journals A high-fidelity realization of the Euclid code comparison N-body simulation with Abacus

2019 ◽  
Vol 485 (3) ◽  
pp. 3370-3377 ◽  
Author(s):  
Lehman H Garrison ◽  
Daniel J Eisenstein ◽  
Philip A Pinto
Keyword(s):  
Power Spectrum ◽  
High Performance ◽  
High Fidelity ◽  
Step Size ◽  
Time Step ◽  
Code Comparison ◽  
Force Accuracy ◽  
Integration Errors ◽  
Better Than ◽  
Good Agreement

Abstract We present a high-fidelity realization of the cosmological N-body simulation from the Schneider et al. code comparison project. The simulation was performed with our AbacusN-body code, which offers high-force accuracy, high performance, and minimal particle integration errors. The simulation consists of 20483 particles in a $500\ h^{-1}\, \mathrm{Mpc}$ box for a particle mass of $1.2\times 10^9\ h^{-1}\, \mathrm{M}_\odot$ with $10\ h^{-1}\, \mathrm{kpc}$ spline softening. Abacus executed 1052 global time-steps to z = 0 in 107 h on one dual-Xeon, dual-GPU node, for a mean rate of 23 million particles per second per step. We find Abacus is in good agreement with Ramses and Pkdgrav3 and less so with Gadget3. We validate our choice of time-step by halving the step size and find sub-percent differences in the power spectrum and 2PCF at nearly all measured scales, with ${\lt }0.3{{\ \rm per\ cent}}$ errors at $k\lt 10\ \mathrm{Mpc}^{-1}\, h$. On large scales, Abacus reproduces linear theory better than 0.01 per cent. Simulation snapshots are available at http://nbody.rc.fas.harvard.edu/public/S2016.

Guidelines for CFD Simulations of Spar VIM

2013 ◽  
Author(s):  
Charles Lefevre ◽  
Yiannis Constantinides ◽  
Jang Whan Kim ◽  
Mike Henneke ◽  
Robert Gordon ◽  
...  
Keyword(s):  
Reynolds Number ◽  
Test Data ◽  
Model Test ◽  
Model Tests ◽  
Full Scale ◽  
Mooring System ◽  
Time Step ◽  
Cfd Simulations ◽  
Scaled Model ◽  
Sway Motion

Vortex-Induced Motion (VIM), which occurs as a consequence of exposure to strong current such as Loop Current eddies in the Gulf of Mexico, is one of the critical factors in the design of the mooring and riser systems for deepwater offshore structures such as Spars and multi-column Deep Draft Floaters (DDFs). The VIM response can have a significant impact on the fatigue life of mooring and riser components. In particular, Steel Catenary Risers (SCRs) suspended from the floater can be sensitive to VIM-induced fatigue at their mudline touchdown points. Industry currently relies on scaled model testing to determine VIM for design. However, scaled model tests are limited in their ability to represent VIM for the full scale structure since they are generally not able to represent the full scale Reynolds number and also cannot fully represent waves effects, nonlinear mooring system behavior or sheared and unsteady currents. The use of Computational Fluid Dynamics (CFD) to simulate VIM can more realistically represent the full scale Reynolds number, waves effects, mooring system, and ocean currents than scaled physical model tests. This paper describes a set of VIM CFD simulations for a Spar hard tank with appurtenances and their comparison against a high quality scaled model test. The test data showed considerable sensitivity to heading angle relative to the incident flow as well as to reduced velocity. The simulated VIM-induced sway motion was compared against the model test data for different reduced velocities (Vm) and Spar headings. Agreement between CFD and model test VIM-induced sway motion was within 9% over the full range of Vm and headings. Use of the Improved Delayed Detached Eddy Simulation (IDDES, Shur et al 2008) turbulence model gives the best agreement with the model test measurements. Guidelines are provided for meshing and time step/solver setting selection.

scholarly journals Marker Re-Distancing (MRD) Algorithm for High-Fidelity Interface Tracking on Arbitrary Meshes

2017 ◽  
Author(s):  
Patrick T. Greene ◽  
Robert Nourgaliev ◽  
Samuel P. Schofield
Keyword(s):  
Material Flow ◽  
High Order ◽  
Interface Tracking ◽  
High Fidelity ◽  
Time Step ◽  
Tracking Method ◽  
Flow Problems ◽  
Constrained Minimization Problem ◽  
Irregular Meshes ◽  
Stability Time

A new sharp high-order interface tracking method for multi-material flow problems on unstructured meshes is presented. This marker re-distancing (MRD) method is designed to work accurately and robustly on unstructured, generally highly distorted meshes, necessitated by applications within ALE-based hydrocodes. The method is a hybrid of a Lagrangian marker tracking method and a novel discontinuous Galerkin (DG) projection based level set re-distancing algorithm. The re-distancing method is formulated as a constrained minimization problem and is shown to obtain arbitrary orders of convergence for smooth interfaces. High-order (>2nd) re-distancing on irregular meshes is a must for applications were the interfacial curvature is important for the underlying physics, such as surface tension, wetting, and detonation shock dynamics. Since no PDE is solved for re-distancing, the method does not have a stability time step restriction, which is particularly useful in combination with AMR, used here to efficiently resolve fine interface features. In addition, the method can robustly handle discontinuities in the distance function without explicit utilization of solution limiters. Results will be shown for a number of different interface geometries, which will demonstrate the method’s capability of obtaining high-fidelity results on arbitrary meshes.

scholarly journals Tank Tests with a Scaled Model of a BOC-50 Sailing Yacht Model in Calm Water and in Regular and Random Head Waves

2015 ◽  
Vol 5 (6) ◽  
Author(s):  
Dimitrios Liarokapis ◽  
Konstantina Sfakianaki ◽  
Giannis Papantonatos ◽  
Gregory Grigoropoulos
Keyword(s):  
Scaled Model ◽  
Head Waves ◽  
Calm Water ◽  
Sailing Yacht

scholarly journals Full-scale self-propulsion simulation with a discretized propeller

2021 ◽  
Vol 4 (398) ◽  
pp. 15-23
Author(s):  
Zhang Qingshan ◽  
◽  
Chen Weimin ◽  
Du Yunlong ◽  
Dong Guoxiang ◽  
...  
Keyword(s):  
Boundary Layer Thickness ◽  
Polynomial Interpolation ◽  
Flow Characteristics ◽  
Uncertainty Assessment ◽  
Full Scale ◽  
The Self ◽  
High Fidelity ◽  
Cfd Simulations ◽  
Towing Tank ◽  
Grid Application

A comparison between towing tank testing and full-scale CFD simulations is presented at three different target speeds. For the current self-propulsion simulation, the self-propulsion point was obtained using polynomial interpolation. The studies of boundary layer thickness, a basic grid uncertainty assessment and verification were performed to give some confidence of grid application to current self-propulsion simulation. All simulations are performed using a commercial CFD software STAR-CCM+. It is concluded that with high-fidelity numerical methods, it’s possible to treat hull roughness and directly calculate full-scale flow characteristics, including the effects of the free surface, none-linearity, turbulence and the interaction between propeller, hull and the flow field.

A Modular Code for Real Time Dynamic Simulation of Gas Turbines in Simulink

2002 ◽  
Vol 128 (3) ◽  
pp. 506-517 ◽  
Author(s):  
S. M. Camporeale ◽  
B. Fortunato ◽  
M. Mastrovito
Keyword(s):  
Mathematical Model ◽  
Real Time ◽  
Gas Turbine ◽  
Dynamic Behavior ◽  
Gas Turbines ◽  
Simulation Software ◽  
Computational Time ◽  
High Fidelity ◽  
Time Step ◽  
The Mathematical Model

A high-fidelity real-time simulation code based on a lumped, nonlinear representation of gas turbine components is presented. The code is a general-purpose simulation software environment useful for setting up and testing control equipments. The mathematical model and the numerical procedure are specially developed in order to efficiently solve the set of algebraic and ordinary differential equations that describe the dynamic behavior of gas turbine engines. For high-fidelity purposes, the mathematical model takes into account the actual composition of the working gases and the variation of the specific heats with the temperature, including a stage-by-stage model of the air-cooled expansion. The paper presents the model and the adopted solver procedure. The code, developed in Matlab-Simulink using an object-oriented approach, is flexible and can be easily adapted to any kind of plant configuration. Simulation tests of the transients after load rejection have been carried out for a single-shaft heavy-duty gas turbine and a double-shaft aero-derivative industrial engine. Time plots of the main variables that describe the gas turbine dynamic behavior are shown and the results regarding the computational time per time step are discussed.

Time Simulation of Water Shipping for a Ship Advancing in Large Longitudinal Waves

1993 ◽  
Vol 37 (02) ◽  
pp. 126-137
Author(s):  
Ming-Chung Fang ◽  
Ming-Ling Lee ◽  
Chwang-Kuo Lee
Keyword(s):  
Nonlinear Effects ◽  
Ship Motion ◽  
Irregular Waves ◽  
Wave System ◽  
Time Step ◽  
Large Wave ◽  
Time Simulation ◽  
Head Waves ◽  
Speed Effect

The technique of time-domain numerical simulation for the occurrence of water shipping on board in head waves is presented. The nonlinear effects of the large-amplitude motion are treated. These nonlinear factors include the effect of large wave amplitude, large ship motion, the change of hull configuration below the free surface and the nonlinear resultant wave. Therefore, the variation of the potentials and the hydrodynamic coefficients for a ship at each time step must be carefully treated. While handling the determination of the instantaneous wave surface around the ship hull, the complete incident, diffracted, and radiated wave system is used rather than the incident wave only. The complexity of the ship speed effect on the related terms is also treated at each time step, especially for the radiation problems. An experimental setup is also designed to measure the motion response and the relative motion, and comparisons are made. The results show excellent agreement and the validity of the theory is confirmed. The successful development of the present technique can be extended to analyze the dynamic stability, capsize phenomena, and ship motion in irregular waves

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