1.
Dang, Jie; Chen, Hao; Rueda, Luis; Willemsen, Harry
Fourth International Symposium on Marine Propulsors (SMP), Austin, Texas , Symposiums on Marine Propulsors 2015.
@conference{Dang2015,
title = {Integrated Design of Asymmetric Aftbody and Propeller for an Aframax Tanker to Maximize Energy Efficiency},
author = {Jie Dang and Hao Chen and Luis Rueda and Harry Willemsen},
url = {http://www.marin.nl/web/Publications/Papers/Integrated-Design-of-Asymmetric-Aftbody-and-Propeller-for-an-Aframax-Tanker-to-Maximize-Energy-Efficiency.htm
http://www.marinepropulsors.com/proceedings.php},
year = {2015},
date = {2015-06-01},
booktitle = {Fourth International Symposium on Marine Propulsors (SMP), Austin, Texas },
organization = {Symposiums on Marine Propulsors},
abstract = {With the implementation of the EEDI, energy saving and emission reduction of ships, especially merchant ships, become more and more important. To achieve high efficiency and low emissions, recently Energy Saving Devices (ESDs) have been re-studied and installed to many ships, both new buildings and also retrofits. Various ESDs, including new concepts, have been tested in model scale and large improvements on energy efficiency have been confirmed. However due to the fact that most ESDs are fitted in the wake field, the performance of the ESDs is influenced by scale effects. For the operators, the fouling and the structure integration of the ESD’s with the hull are the important issues to make decisions on applying ESDs to their ships.
Distinguished from the ESDs where extra ‘appendages’ have to be added in front of and/or behind a propeller, an asymmetric aftbody can also change the flow towards the propeller without appendages. The wake with pre-swirl generated by an asymmetric aftbody is in general more uniform than that by an ESD (such as a pre-stator with finite blades) and with almost no penalty on the ship’s resistance. By integrating a propeller, a ship with asymmetric aftbody can be designed so that the hull-propeller interaction is optimized for its total propulsive efficiency and the required shaft power is minimized at given speed.
In this paper, discussions have been given on the optimization procedure by using the Computational Fluid Dynamics (CFD) towards a fully-integrated hull-propeller design to maximize the energy efficiency of a single screw ship. Comparative model tests, carried out with optimized symmetric and asymmetric ships, showed more than 6% gain in efficiency with a moderate asymmetric aftbody, without detriments to its course stability. },
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
With the implementation of the EEDI, energy saving and emission reduction of ships, especially merchant ships, become more and more important. To achieve high efficiency and low emissions, recently Energy Saving Devices (ESDs) have been re-studied and installed to many ships, both new buildings and also retrofits. Various ESDs, including new concepts, have been tested in model scale and large improvements on energy efficiency have been confirmed. However due to the fact that most ESDs are fitted in the wake field, the performance of the ESDs is influenced by scale effects. For the operators, the fouling and the structure integration of the ESD’s with the hull are the important issues to make decisions on applying ESDs to their ships.
Distinguished from the ESDs where extra ‘appendages’ have to be added in front of and/or behind a propeller, an asymmetric aftbody can also change the flow towards the propeller without appendages. The wake with pre-swirl generated by an asymmetric aftbody is in general more uniform than that by an ESD (such as a pre-stator with finite blades) and with almost no penalty on the ship’s resistance. By integrating a propeller, a ship with asymmetric aftbody can be designed so that the hull-propeller interaction is optimized for its total propulsive efficiency and the required shaft power is minimized at given speed.
In this paper, discussions have been given on the optimization procedure by using the Computational Fluid Dynamics (CFD) towards a fully-integrated hull-propeller design to maximize the energy efficiency of a single screw ship. Comparative model tests, carried out with optimized symmetric and asymmetric ships, showed more than 6% gain in efficiency with a moderate asymmetric aftbody, without detriments to its course stability.
Distinguished from the ESDs where extra ‘appendages’ have to be added in front of and/or behind a propeller, an asymmetric aftbody can also change the flow towards the propeller without appendages. The wake with pre-swirl generated by an asymmetric aftbody is in general more uniform than that by an ESD (such as a pre-stator with finite blades) and with almost no penalty on the ship’s resistance. By integrating a propeller, a ship with asymmetric aftbody can be designed so that the hull-propeller interaction is optimized for its total propulsive efficiency and the required shaft power is minimized at given speed.
In this paper, discussions have been given on the optimization procedure by using the Computational Fluid Dynamics (CFD) towards a fully-integrated hull-propeller design to maximize the energy efficiency of a single screw ship. Comparative model tests, carried out with optimized symmetric and asymmetric ships, showed more than 6% gain in efficiency with a moderate asymmetric aftbody, without detriments to its course stability.
2.
van der Ploeg, Auke; Starke, Bram; Veldhuis, Christian
Optimization of a Chemical Tanker with Free-surface Viscous Flow Computations Conference
Proceedings of the PRADS2013, CECO, Changwon City, Korea, no. 096, Practical Design of Ships and Other Floating Structures 2013.
@conference{Ploeg2013,
title = {Optimization of a Chemical Tanker with Free-surface Viscous Flow Computations},
author = {Auke van der Ploeg and Bram Starke and Christian Veldhuis},
url = {http://www.marin.nl/web/Publications/Papers/Optimization-of-a-Chemical-Tanker-with-Freesurface-Viscous-Flow-Computations.htm},
year = {2013},
date = {2013-10-01},
booktitle = {Proceedings of the PRADS2013, CECO, Changwon City, Korea},
journal = {Proceedigs of the PRADS 2013},
number = {096},
organization = {Practical Design of Ships and Other Floating Structures},
abstract = {This paper discusses a procedure to optimize ship hull forms for minimum required power and best wake field quality, based on CFD computations of the viscous flow. A flexible and effective definition of parametric hull form variations is used, based on interpolation between basis hull forms. All RANS computations were performed for full-scale Reynolds number. An initial optimization has been obtained neglecting the ship’s wave making. Clear Pareto fronts and trends in the solutions are obtained in a systematic variation study for the afterbody of a chemical tanker. In addition we performed a systematic variation using RANS free surface, to study the influence of wave making on the computed trends. As a result, a further decrease in the object functions could be obtained and another hull form appeared to be optimal.},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
This paper discusses a procedure to optimize ship hull forms for minimum required power and best wake field quality, based on CFD computations of the viscous flow. A flexible and effective definition of parametric hull form variations is used, based on interpolation between basis hull forms. All RANS computations were performed for full-scale Reynolds number. An initial optimization has been obtained neglecting the ship’s wave making. Clear Pareto fronts and trends in the solutions are obtained in a systematic variation study for the afterbody of a chemical tanker. In addition we performed a systematic variation using RANS free surface, to study the influence of wave making on the computed trends. As a result, a further decrease in the object functions could be obtained and another hull form appeared to be optimal.
2015
Dang, Jie; Chen, Hao; Rueda, Luis; Willemsen, Harry
Fourth International Symposium on Marine Propulsors (SMP), Austin, Texas , Symposiums on Marine Propulsors 2015.
Abstract | Links | BibTeX | Tags: aframax, asymmetric aftbody, CFD, efficiency, Energy Saving Device, ESD, propeller, RANS-BEM, tanker
@conference{Dang2015,
title = {Integrated Design of Asymmetric Aftbody and Propeller for an Aframax Tanker to Maximize Energy Efficiency},
author = {Jie Dang and Hao Chen and Luis Rueda and Harry Willemsen},
url = {http://www.marin.nl/web/Publications/Papers/Integrated-Design-of-Asymmetric-Aftbody-and-Propeller-for-an-Aframax-Tanker-to-Maximize-Energy-Efficiency.htm
http://www.marinepropulsors.com/proceedings.php},
year = {2015},
date = {2015-06-01},
booktitle = {Fourth International Symposium on Marine Propulsors (SMP), Austin, Texas },
organization = {Symposiums on Marine Propulsors},
abstract = {With the implementation of the EEDI, energy saving and emission reduction of ships, especially merchant ships, become more and more important. To achieve high efficiency and low emissions, recently Energy Saving Devices (ESDs) have been re-studied and installed to many ships, both new buildings and also retrofits. Various ESDs, including new concepts, have been tested in model scale and large improvements on energy efficiency have been confirmed. However due to the fact that most ESDs are fitted in the wake field, the performance of the ESDs is influenced by scale effects. For the operators, the fouling and the structure integration of the ESD’s with the hull are the important issues to make decisions on applying ESDs to their ships.
Distinguished from the ESDs where extra ‘appendages’ have to be added in front of and/or behind a propeller, an asymmetric aftbody can also change the flow towards the propeller without appendages. The wake with pre-swirl generated by an asymmetric aftbody is in general more uniform than that by an ESD (such as a pre-stator with finite blades) and with almost no penalty on the ship’s resistance. By integrating a propeller, a ship with asymmetric aftbody can be designed so that the hull-propeller interaction is optimized for its total propulsive efficiency and the required shaft power is minimized at given speed.
In this paper, discussions have been given on the optimization procedure by using the Computational Fluid Dynamics (CFD) towards a fully-integrated hull-propeller design to maximize the energy efficiency of a single screw ship. Comparative model tests, carried out with optimized symmetric and asymmetric ships, showed more than 6% gain in efficiency with a moderate asymmetric aftbody, without detriments to its course stability. },
keywords = {aframax, asymmetric aftbody, CFD, efficiency, Energy Saving Device, ESD, propeller, RANS-BEM, tanker},
pubstate = {published},
tppubtype = {conference}
}
With the implementation of the EEDI, energy saving and emission reduction of ships, especially merchant ships, become more and more important. To achieve high efficiency and low emissions, recently Energy Saving Devices (ESDs) have been re-studied and installed to many ships, both new buildings and also retrofits. Various ESDs, including new concepts, have been tested in model scale and large improvements on energy efficiency have been confirmed. However due to the fact that most ESDs are fitted in the wake field, the performance of the ESDs is influenced by scale effects. For the operators, the fouling and the structure integration of the ESD’s with the hull are the important issues to make decisions on applying ESDs to their ships.
Distinguished from the ESDs where extra ‘appendages’ have to be added in front of and/or behind a propeller, an asymmetric aftbody can also change the flow towards the propeller without appendages. The wake with pre-swirl generated by an asymmetric aftbody is in general more uniform than that by an ESD (such as a pre-stator with finite blades) and with almost no penalty on the ship’s resistance. By integrating a propeller, a ship with asymmetric aftbody can be designed so that the hull-propeller interaction is optimized for its total propulsive efficiency and the required shaft power is minimized at given speed.
In this paper, discussions have been given on the optimization procedure by using the Computational Fluid Dynamics (CFD) towards a fully-integrated hull-propeller design to maximize the energy efficiency of a single screw ship. Comparative model tests, carried out with optimized symmetric and asymmetric ships, showed more than 6% gain in efficiency with a moderate asymmetric aftbody, without detriments to its course stability.
Distinguished from the ESDs where extra ‘appendages’ have to be added in front of and/or behind a propeller, an asymmetric aftbody can also change the flow towards the propeller without appendages. The wake with pre-swirl generated by an asymmetric aftbody is in general more uniform than that by an ESD (such as a pre-stator with finite blades) and with almost no penalty on the ship’s resistance. By integrating a propeller, a ship with asymmetric aftbody can be designed so that the hull-propeller interaction is optimized for its total propulsive efficiency and the required shaft power is minimized at given speed.
In this paper, discussions have been given on the optimization procedure by using the Computational Fluid Dynamics (CFD) towards a fully-integrated hull-propeller design to maximize the energy efficiency of a single screw ship. Comparative model tests, carried out with optimized symmetric and asymmetric ships, showed more than 6% gain in efficiency with a moderate asymmetric aftbody, without detriments to its course stability.
2013
van der Ploeg, Auke; Starke, Bram; Veldhuis, Christian
Optimization of a Chemical Tanker with Free-surface Viscous Flow Computations Conference
Proceedings of the PRADS2013, CECO, Changwon City, Korea, no. 096, Practical Design of Ships and Other Floating Structures 2013.
Abstract | Links | BibTeX | Tags: CFD, Fuel consumption, ship design, tanker
@conference{Ploeg2013,
title = {Optimization of a Chemical Tanker with Free-surface Viscous Flow Computations},
author = {Auke van der Ploeg and Bram Starke and Christian Veldhuis},
url = {http://www.marin.nl/web/Publications/Papers/Optimization-of-a-Chemical-Tanker-with-Freesurface-Viscous-Flow-Computations.htm},
year = {2013},
date = {2013-10-01},
booktitle = {Proceedings of the PRADS2013, CECO, Changwon City, Korea},
journal = {Proceedigs of the PRADS 2013},
number = {096},
organization = {Practical Design of Ships and Other Floating Structures},
abstract = {This paper discusses a procedure to optimize ship hull forms for minimum required power and best wake field quality, based on CFD computations of the viscous flow. A flexible and effective definition of parametric hull form variations is used, based on interpolation between basis hull forms. All RANS computations were performed for full-scale Reynolds number. An initial optimization has been obtained neglecting the ship’s wave making. Clear Pareto fronts and trends in the solutions are obtained in a systematic variation study for the afterbody of a chemical tanker. In addition we performed a systematic variation using RANS free surface, to study the influence of wave making on the computed trends. As a result, a further decrease in the object functions could be obtained and another hull form appeared to be optimal.},
keywords = {CFD, Fuel consumption, ship design, tanker},
pubstate = {published},
tppubtype = {conference}
}
This paper discusses a procedure to optimize ship hull forms for minimum required power and best wake field quality, based on CFD computations of the viscous flow. A flexible and effective definition of parametric hull form variations is used, based on interpolation between basis hull forms. All RANS computations were performed for full-scale Reynolds number. An initial optimization has been obtained neglecting the ship’s wave making. Clear Pareto fronts and trends in the solutions are obtained in a systematic variation study for the afterbody of a chemical tanker. In addition we performed a systematic variation using RANS free surface, to study the influence of wave making on the computed trends. As a result, a further decrease in the object functions could be obtained and another hull form appeared to be optimal.