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Computational fluid
dynamics
-Project-
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
1. Introduction
Computational fluid dynamics (CFD) is a branch of fluid mechanics that uses numerical analysis
and algorithms to solve and analyze problems that involve fluid flows. Computers are used to
perform the calculations required to simulate the interaction of fluid with surfaces defined by
boundary conditions.
This project studies the fluid flow around an oil tanker. To get results as close to reality was used
CFD analysis using the program SHIPFLOW.
SHIPFLOW is a software that studies ship motions in waves and provides information about
pressures and speeds of fluid on ship’s hull.
Before using SHIPFLOW must be obtained the data about the ship. It was used for this stage
LINES module from TRIBON for fairing and exporting sections in EXCEL format.
TRIBON is actually a family of programs that create and refer to a common set of databases
containing the design details of the ship. Together, these databases are used to depict a 3D model of
the ship, with embedded information for all of the parts of the design, from ship structural elements
to pipe segments to equipment.
SHIPFLOW uses sets of points in order to define the geometry of the hull. These points build
ship’s sections and can be extracted from LINES module.
Before getting the sets of points, ship’s sections must go through fairing process. This step
corrects sections form and reduce the number of points on each section.
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
Second step to do is to export the sets of point that build ship’s section in a format accepted by
SHIPFLOW. For this process hull ship must be divided in 4 parts: Bulb, Hull, Stern and BulbStern.
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
Stern
SternBulb Bulb
Hull
After separating sections for each group, there are several conditions to achieve before running
the analysis in SHIPFLOW:
Sections must be built from z min to z max, respectively from bow to stern.
Next to each starting point of each section must be added number 1, while next to other
points must be added number 0. This step will separate each section.
At the end of each group, the last point of the las section must have next to it number 9,
in order to make the separation between groups.
Using Microsoft Excel I managed to divide each group, then I copied all sets of points in a
Notepad document, which I deleted .txt extension. At this point presets for data to be run are done.
4. Computational Strategy
xflow
titl( titl="Stefanel" )
prog( xmesh,xpan )
hull( mono, h1gr="HULL", ogrp="STERN", fbgr="BULB", abgr="BULBSTERN", fsflow )
offs( file="Offset_Stefanel", zori=6.5, lpp=100.7 )
vshi(number=1, vknot= [11], reflen= 100.7)
end
xpan
cont( free, nonlin )
iter( maxit = 100 )
para( nthr = 4 )
end
XMESH is a panel generator for the potential flow module XPAN. XMESH can be executed as a
separate program to check the panelization of the body and free-surface before the potential flow
computation is executed.
XPAN is the flow solver for the potential flow around three dimensional bodies based on a
surface singularity panel method.
Using the XPAN program, the following features of the flow around the hull may be computed:
●Wave resistance from pressure integration and from transverse wave cuts
●Wave pattern
●Wave profile along the waterline
●Wave profile along longitudinal and transverse wave cuts
●Far-field waves in deep water
●Potential streamlines (traced in XBOUND)
●Pressure contours
●Velocity vectors
●Sinkage and trim
●Lift and induced drag
4
“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
Flow solver was used for 12 speeds. Unfortunately only five cases had fair results, while the
remaining cases were erroneous results.
v[kn] Convergence
11 Convergence achieved after 9 iterations
11.25 Convergence achieved after 7 iterations
11.5 Convergence achieved after 7 iterations
13.5 Convergence achieved after 19 iterations
13.75 Convergence achieved after 17 iterations
Table 1.1 Convergence
Fig. 2.1 Wave resistance depending on speed Fig. 2.2 Total resistance depending on speed
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
The following figures represent free surface contour for each case of speed.
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
For each speed case was obtained a wave profile, represented into following graphics:
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
Pressures on the hull varies from bow to stern. This can be seen in these images.
Fig. 2.13 Pressures on the hull at speed v=11 knot (left side bow view, right side stern view)
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
Fig. 2.15 Pressures on the hull at speed v=11.25 knot (left side bow view, right side stern view)
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
Fig. 2.17 Pressures on the hull at speed v=11.5 knot (left side bow view, right side stern view)
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
Fig. 2.19 Pressures on the hull at speed v=13.5 knot (left side bow view, right side stern view)
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
Fig. 2.21 Pressures on the hull at speed v=13.75 knot (left side bow view, right side stern view)
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“Dunarea de Jos” University of Galati
Faculty of Naval Arhitecture
6. Concluding Remarks
7. References
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