Professional Documents
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Optimization
Khairul Hassan
Doctoral student in Department of Maritime Engineering
Graduate School of Engineering, Kyushu University, Japan
Maurice F. White
Professor of Marine Engineering
Department of Marine Technology
Norwegian University of Science and Technology (NTNU)
Norway
Cosmin Ciortan, PhD, Consultant
Dept. of Ship Hydrodynamics, Det Norske Veritas (DNV),
Oslo, Norway
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Introduction
Aerodynamic
resistance
Hydrodynamic
resistance
Ship design
optimization
Dimensions
optimization
CFD simulation
can be used for
both of the
optimizations
Shape
optimization
Ship Hull
Principle particulars
Length water line, LWL=221.65m
Breadth=32.2m
Depth=18.5m
Draught=10.78m
Block coefficient, CB=0.674
Deadweight, DWT=40900tonnes
Cargo capacity: 2800TEU containers;
Design speed: 23 knots
4
Simulation Space
Motion
Time
Flow materials
Air density
Dynamic viscosity
Flow type
Equation of state
Viscous Regime
3 dimensional
stationary
steady
Gas / air
1.18415 kg/m^3
1.85508E-5 Pa-s
Couple
Constant density
Turbulence (Reynolds
averaged Navier-Stokes)
Reynolds averaged K-Epsilon turbulence
turbulence
Ship speed
23knots
Mesh/grid generation
Grid/mesh generation is the most
important task and valid mesh generation is
the most time consuming part in CFD
analysis.
The quality of the CFD analysis mostly
depends on the quality of generated mesh.
Mainly three types of mesh: structured,
unstructured and hybrid. Here the
unstructured mesh and hybrid mesh are
used.
Generating the mesh type for CFD
analysis by Starccm+ is Polyhedral. In
analysis the volumetric control density is
2.5m.
The used numbers of prism layers are 4
for 3 cm
1. graphical from
2. tabular form
In graphical form the
streamlines represent the air
flow and help to give us a
better understanding of the
numerical results
The simulation results are taken from the M. Sc. project work done under Marine Technology, NTNU, Norway and partially financed by DNV
Comparison
By applying:1.General form of stacks
2. By modifying 3 rear container stacks, for
considering accommodating the available spaces due
to remove the stacks
3.The 45o drag reduction surface with the front edge
of the first stack, with modifying rear stacks
4.Sloping upper surface including above modification
Air resistance
(KN)
1
103.6
96.84
85
69.86
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The simulation results are taken from the M. Sc. project work done under Marine Technology, NTNU, Norway and partially financed by DNV
Drag force
300000
250000
200000
150000
100000
50000
0
0
20
40
60
80
100
120
140
160
Angle betweent the ship sailing direction and the wind direction
180
Conclusions
By applying the design optimization: The aerodynamic drag force can be reduced by attention to the layout
and steamlineing of the container stacks
Due to increase in the spaces between containers the drag forces will
also increase
The emission of exhaust gases produced from the fuel can be reduced
by design optimization
The most important things are the proper knowledge and
understanding about ship design optimization and that CFD simulation is
used properly. Interesting questions are:- Verification of the CFD results
- Size and resolution of the model
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Summary of CFD results for this case study: A drag reduction surface at 45 on front row of containers reduced air
flow resistance by 11.5%
By sloping the upper surface of the container stacks and avoiding large
gaps between stacks the air resistance could be reduced by about 15%
Streamlining of containers on the after deck behind the deck house
reduced the air resistance by about 6.5%
By design optimization a reduction of air resistance of about 33% was
achieved.
The air resistance was 3.2% of the total resistance for this design and
speed of ship leading to fuel and emissions reductions of ~ 1% .
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