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Research Papers: Fundamental Issues and Canonical Flows

Investigation of the Flow Around Two Interacting Ship-Like Sections

[+] Author and Article Information
Tufan Arslan

Department of Marine Technology;
IT Department,
Norwegian University of Science and Technology (NTNU),
Trondheim 7491, Norway
e-mail: tufan.arslan@ntnu.no

Bjørnar Pettersen

Department of Marine Technology,
Norwegian University of Science and Technology (NTNU),
Trondheim 7491, Norway
e-mail: bjornar.pettersen@ntnu.no

Helge I. Andersson

Department of Energy and Process Engineering,
Norwegian University of Science and Technology (NTNU),
Trondheim 7491, Norway
e-mail: helge.i.andersson@ntnu.no

1Corresponding author.

Contributed by the Fluids Engineering Division of ASME for publication in the JOURNAL OF FLUIDS ENGINEERING. Manuscript received May 27, 2014; final manuscript received October 16, 2014; published online December 18, 2014. Assoc. Editor: Mark F. Tachie.

J. Fluids Eng 137(4), 041205 (Apr 01, 2015) (9 pages) Paper No: FE-14-1278; doi: 10.1115/1.4028876 History: Received May 27, 2014; Revised October 16, 2014; Online December 18, 2014

This paper reports calculations of three-dimensional (3D) unsteady cross flow over two ship sections in close proximity and compares the results with measurements. The ship sections have different breadth and draft conditions which represent typical situations in a ship-to-ship marine operation in a cross current. The behavior of the vortex-shedding around the two different ship hull sections is investigated numerically by computational fluid dynamics (CFD) methods. For the two sections, simulations are done for Reynolds number Re = 68,000, Froude number Fr = 0.25, and Re = 6800, Fr = 0.025 by using the dynamic Smagorinsky large eddy simulation (LES) turbulence model. The simulations are performed by using the software ansysfluent and the numerical results are compared with particle image velocimetry (PIV) results taken from the literature. The hydrodynamic forces acting on the two ship sections are predicted by numerical simulations and interaction effects between the two ships are evaluated.

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References

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Figures

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Fig. 1

Two ships in load transfer operation

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Fig. 2

3D computational domain with the two parallel midship sections

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Fig. 3

The dimensions of the entire computational domain (B1 is the breadth of the larger ship)

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Fig. 4

Details of the computational domain and ship section dimensions (water depth and bottom surface is not shown here)

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Fig. 5

Boundary conditions at each surface of the computational domain

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Fig. 6

Cross section of the 3D computational mesh also showing details close to the bilge of the Aframax hull's downwind side for MESH-CM

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Fig. 7

Streamlines at xy plane based on measured [18] mean normalized velocity at Re = 6800 (0.025 m/s inflow velocity). Dimensions (mm) in model scale.

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Fig. 8

Streamlines at xy plane based on calculated mean velocity at Re = 6800 (0.025 m/s inflow velocity)

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Fig. 9

Streamlines at xy plane based on measured [18] mean normalized velocity at Re = 68,000 (0.25 m/s inflow velocity)

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Fig. 10

Streamlines at xy plane based on calculated mean velocity at Re = 68,000 (0.25 m/s inflow velocity)

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Fig. 11

Contours of normalized mean velocity. Results from Re = 6800 (0.025 m/s inflow velocity), CFD (left), and PIV [18] (right).

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Fig. 12

Contours of normalized mean streamwise velocity. Re = 6800 (0.025 m/s inflow velocity), CFD (left), and PIV [18] (right).

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Fig. 13

Contours of normalized mean velocity magnitude. Re = 68,000 (0.25 m/s inflow velocity), CFD (left), and PIV [18] (right).

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Fig. 14

Contours of normalized mean streamwise velocity. Re = 68,000 (0.25 m/s inflow velocity), CFD (left), and PIV [18] (right).

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Fig. 15

Mean pressure coefficient CP at midspan of the KVLCC section (0.25 m/s inflow velocity). X axis shows the longitudinal distance from stagnation point along the surface.

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Fig. 16

Mean pressure coefficient CP at midspan of the Aframax section (0.25 m/s inflow velocity). X axis shows the longitudinal distance from stagnation point along the surface.

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Fig. 17

Dye visualization of the flow around the larger body at 0.25 m/s inflow velocity [18]. The smaller ship can be seen in yellow behind the larger one.

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Fig. 18

Calculated pathlines of the flow around the larger body at 0.25 m/s inflow velocity

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