1.
A. van der Ploeg, Bles; Zelderen, J. van
Optimization of a ship with a large diameter propeller Conference
19th Numerical Towing Tank Symposium (NuTTS), St. Pierre d'Oléron, France, 2016, 2016.
@conference{Ploeg2016,
title = {Optimization of a ship with a large diameter propeller},
author = {Ploeg, A. van der, Bles, G. van der, and Zelderen, J. van},
url = {http://www.marin.nl/web/Publications/Papers/Optimization-of-a-ship-with-a-large-diameter-propeller.htm},
year = {2016},
date = {2016-10-01},
booktitle = {19th Numerical Towing Tank Symposium (NuTTS), St. Pierre d'Oléron, France, 2016},
pages = {102-107},
abstract = {From several studies in the past it has been demonstrated that the fuel consumption of a ship can be decreased by enlarging the propeller and reducing its rotation rate. One of the work packages in the EU project "LeanShips" aims to integrate the design of the aft ship and a large area propeller. As a test case and demonstrator, we consider a container ship in which the propeller diameter was enlarged from 5.85m to 7.00m.
It is expected that the increase of the propeller diameter decreases the required power by approximately 4%. A further decrease is expected from a combined optimization of the aft part of the hull and the propeller. In this paper, we focus on the method that can be used to optimize the hull form, in which candidate hull forms will be evaluated by full-scale RANS-computations.},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
From several studies in the past it has been demonstrated that the fuel consumption of a ship can be decreased by enlarging the propeller and reducing its rotation rate. One of the work packages in the EU project "LeanShips" aims to integrate the design of the aft ship and a large area propeller. As a test case and demonstrator, we consider a container ship in which the propeller diameter was enlarged from 5.85m to 7.00m.
It is expected that the increase of the propeller diameter decreases the required power by approximately 4%. A further decrease is expected from a combined optimization of the aft part of the hull and the propeller. In this paper, we focus on the method that can be used to optimize the hull form, in which candidate hull forms will be evaluated by full-scale RANS-computations.
It is expected that the increase of the propeller diameter decreases the required power by approximately 4%. A further decrease is expected from a combined optimization of the aft part of the hull and the propeller. In this paper, we focus on the method that can be used to optimize the hull form, in which candidate hull forms will be evaluated by full-scale RANS-computations.
2.
Joy; Veldhuis Klinkenberg, Christian
CFD for twin gondola aft ship design Conference
Proceedings of PRADS2016, 4th – 8th September, 2016, Copenhagen, Denmark, 2016.
@conference{Klinkenberg2016,
title = {CFD for twin gondola aft ship design},
author = {Klinkenberg, Joy; Veldhuis, Christian},
url = {http://www.marin.nl/web/Publications/Papers/CFD-for-twin-gondola-aft-ship-design.htm},
year = {2016},
date = {2016-09-04},
booktitle = {Proceedings of PRADS2016, 4th – 8th September, 2016, Copenhagen, Denmark},
abstract = {This paper shows a test case in the optimization for a twingondola
ship. In optimizing ships, one can optimize for minimal
resistance or for minimal power. For twin-gondola this
choice is of great importance, due to the asymmetric nature of
the flow coming into the propeller. We first show the optimization
of a twin-gondola ship for resistance only, where the
decrease in resistance is found to be 1.5%. When including the
propeller, using RaNS-BEM coupling, a large difference is
found between inward and outward rotating propeller. The
ship with the largest resistance, requires the least power if the
propeller turns in the right direction. We show that RaNSBEM
coupling could be an efficient method of taking the
propeller rotation direction into account in an optimization
process. The results are also compared to a model test of the
same ship, showing the same trend.},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
This paper shows a test case in the optimization for a twingondola
ship. In optimizing ships, one can optimize for minimal
resistance or for minimal power. For twin-gondola this
choice is of great importance, due to the asymmetric nature of
the flow coming into the propeller. We first show the optimization
of a twin-gondola ship for resistance only, where the
decrease in resistance is found to be 1.5%. When including the
propeller, using RaNS-BEM coupling, a large difference is
found between inward and outward rotating propeller. The
ship with the largest resistance, requires the least power if the
propeller turns in the right direction. We show that RaNSBEM
coupling could be an efficient method of taking the
propeller rotation direction into account in an optimization
process. The results are also compared to a model test of the
same ship, showing the same trend.
ship. In optimizing ships, one can optimize for minimal
resistance or for minimal power. For twin-gondola this
choice is of great importance, due to the asymmetric nature of
the flow coming into the propeller. We first show the optimization
of a twin-gondola ship for resistance only, where the
decrease in resistance is found to be 1.5%. When including the
propeller, using RaNS-BEM coupling, a large difference is
found between inward and outward rotating propeller. The
ship with the largest resistance, requires the least power if the
propeller turns in the right direction. We show that RaNSBEM
coupling could be an efficient method of taking the
propeller rotation direction into account in an optimization
process. The results are also compared to a model test of the
same ship, showing the same trend.
3.
Starke, Bram
A Workshop on CFD in Ship Hydrodynamics, Tokyo, Japan, no. 15-2, Tokyo 2015, 2015.
@conference{Starke2015,
title = {Viscous Free-Surface Power Predictions For Self-Propulsion Using A Hybrid RANS-BEM Coupling Procedure (PARNASSOS-PROCAL)},
author = {Bram Starke},
url = {http://www.marin.nl/web/Publications/Papers/Viscous-FreeSurface-Power-Predictions-For-SelfPropulsion-Using-A-Hybrid-RANSBEM-Coupling-Procedure-PARNASSOSPROCAL.htm},
year = {2015},
date = {2015-12-01},
booktitle = {A Workshop on CFD in Ship Hydrodynamics, Tokyo, Japan},
journal = {Tokyo 2015, A Workshop on CFD in Ship Hydrodynamics, Tokyo, Japan},
number = {15-2},
publisher = {Tokyo 2015},
abstract = {This paper presents results of computations for the 2015 CFD workshop in Tokyo. It briefly describes the RANS method used, the particular treatment of the free surface boundary conditions, and the coupling between the steady RANS code and a boundary element method used for the propeller analysis. Computations for the KCS (case 2.5) have been performed at five grids with different densities. It will be shown that mesh dependence of thrust, torque and RPM at the finest meshes is small, with comparison errors of approximately -0.3 per cent for the resistance, -1.8 per cent for RPM, +3.5 for KT and +5.9 per cent for KQ. The corresponding error estimation results in uncertainties of less than 1 per cent for the powering parameters, but this value may be too optimistic as a result on at least one more grid has to be generated to perform the uncertainty estimation correctly.},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
This paper presents results of computations for the 2015 CFD workshop in Tokyo. It briefly describes the RANS method used, the particular treatment of the free surface boundary conditions, and the coupling between the steady RANS code and a boundary element method used for the propeller analysis. Computations for the KCS (case 2.5) have been performed at five grids with different densities. It will be shown that mesh dependence of thrust, torque and RPM at the finest meshes is small, with comparison errors of approximately -0.3 per cent for the resistance, -1.8 per cent for RPM, +3.5 for KT and +5.9 per cent for KQ. The corresponding error estimation results in uncertainties of less than 1 per cent for the powering parameters, but this value may be too optimistic as a result on at least one more grid has to be generated to perform the uncertainty estimation correctly.
4.
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.
2016
A. van der Ploeg, Bles; Zelderen, J. van
Optimization of a ship with a large diameter propeller Conference
19th Numerical Towing Tank Symposium (NuTTS), St. Pierre d'Oléron, France, 2016, 2016.
Abstract | Links | BibTeX | Tags: large diameter propeller, RANS-BEM, RANS-code
@conference{Ploeg2016,
title = {Optimization of a ship with a large diameter propeller},
author = {Ploeg, A. van der, Bles, G. van der, and Zelderen, J. van},
url = {http://www.marin.nl/web/Publications/Papers/Optimization-of-a-ship-with-a-large-diameter-propeller.htm},
year = {2016},
date = {2016-10-01},
booktitle = {19th Numerical Towing Tank Symposium (NuTTS), St. Pierre d'Oléron, France, 2016},
pages = {102-107},
abstract = {From several studies in the past it has been demonstrated that the fuel consumption of a ship can be decreased by enlarging the propeller and reducing its rotation rate. One of the work packages in the EU project "LeanShips" aims to integrate the design of the aft ship and a large area propeller. As a test case and demonstrator, we consider a container ship in which the propeller diameter was enlarged from 5.85m to 7.00m.
It is expected that the increase of the propeller diameter decreases the required power by approximately 4%. A further decrease is expected from a combined optimization of the aft part of the hull and the propeller. In this paper, we focus on the method that can be used to optimize the hull form, in which candidate hull forms will be evaluated by full-scale RANS-computations.},
keywords = {large diameter propeller, RANS-BEM, RANS-code},
pubstate = {published},
tppubtype = {conference}
}
From several studies in the past it has been demonstrated that the fuel consumption of a ship can be decreased by enlarging the propeller and reducing its rotation rate. One of the work packages in the EU project "LeanShips" aims to integrate the design of the aft ship and a large area propeller. As a test case and demonstrator, we consider a container ship in which the propeller diameter was enlarged from 5.85m to 7.00m.
It is expected that the increase of the propeller diameter decreases the required power by approximately 4%. A further decrease is expected from a combined optimization of the aft part of the hull and the propeller. In this paper, we focus on the method that can be used to optimize the hull form, in which candidate hull forms will be evaluated by full-scale RANS-computations.
It is expected that the increase of the propeller diameter decreases the required power by approximately 4%. A further decrease is expected from a combined optimization of the aft part of the hull and the propeller. In this paper, we focus on the method that can be used to optimize the hull form, in which candidate hull forms will be evaluated by full-scale RANS-computations.
Joy; Veldhuis Klinkenberg, Christian
CFD for twin gondola aft ship design Conference
Proceedings of PRADS2016, 4th – 8th September, 2016, Copenhagen, Denmark, 2016.
Abstract | Links | BibTeX | Tags: optimization, propeller, RANS-BEM, rotation direction, twin-gondola
@conference{Klinkenberg2016,
title = {CFD for twin gondola aft ship design},
author = {Klinkenberg, Joy; Veldhuis, Christian},
url = {http://www.marin.nl/web/Publications/Papers/CFD-for-twin-gondola-aft-ship-design.htm},
year = {2016},
date = {2016-09-04},
booktitle = {Proceedings of PRADS2016, 4th – 8th September, 2016, Copenhagen, Denmark},
abstract = {This paper shows a test case in the optimization for a twingondola
ship. In optimizing ships, one can optimize for minimal
resistance or for minimal power. For twin-gondola this
choice is of great importance, due to the asymmetric nature of
the flow coming into the propeller. We first show the optimization
of a twin-gondola ship for resistance only, where the
decrease in resistance is found to be 1.5%. When including the
propeller, using RaNS-BEM coupling, a large difference is
found between inward and outward rotating propeller. The
ship with the largest resistance, requires the least power if the
propeller turns in the right direction. We show that RaNSBEM
coupling could be an efficient method of taking the
propeller rotation direction into account in an optimization
process. The results are also compared to a model test of the
same ship, showing the same trend.},
keywords = {optimization, propeller, RANS-BEM, rotation direction, twin-gondola},
pubstate = {published},
tppubtype = {conference}
}
This paper shows a test case in the optimization for a twingondola
ship. In optimizing ships, one can optimize for minimal
resistance or for minimal power. For twin-gondola this
choice is of great importance, due to the asymmetric nature of
the flow coming into the propeller. We first show the optimization
of a twin-gondola ship for resistance only, where the
decrease in resistance is found to be 1.5%. When including the
propeller, using RaNS-BEM coupling, a large difference is
found between inward and outward rotating propeller. The
ship with the largest resistance, requires the least power if the
propeller turns in the right direction. We show that RaNSBEM
coupling could be an efficient method of taking the
propeller rotation direction into account in an optimization
process. The results are also compared to a model test of the
same ship, showing the same trend.
ship. In optimizing ships, one can optimize for minimal
resistance or for minimal power. For twin-gondola this
choice is of great importance, due to the asymmetric nature of
the flow coming into the propeller. We first show the optimization
of a twin-gondola ship for resistance only, where the
decrease in resistance is found to be 1.5%. When including the
propeller, using RaNS-BEM coupling, a large difference is
found between inward and outward rotating propeller. The
ship with the largest resistance, requires the least power if the
propeller turns in the right direction. We show that RaNSBEM
coupling could be an efficient method of taking the
propeller rotation direction into account in an optimization
process. The results are also compared to a model test of the
same ship, showing the same trend.
2015
Starke, Bram
A Workshop on CFD in Ship Hydrodynamics, Tokyo, Japan, no. 15-2, Tokyo 2015, 2015.
Abstract | Links | BibTeX | Tags: CFD, hybrid, PARNASSOS, PROCAL, RANS-BEM, self-propulsion, viscous
@conference{Starke2015,
title = {Viscous Free-Surface Power Predictions For Self-Propulsion Using A Hybrid RANS-BEM Coupling Procedure (PARNASSOS-PROCAL)},
author = {Bram Starke},
url = {http://www.marin.nl/web/Publications/Papers/Viscous-FreeSurface-Power-Predictions-For-SelfPropulsion-Using-A-Hybrid-RANSBEM-Coupling-Procedure-PARNASSOSPROCAL.htm},
year = {2015},
date = {2015-12-01},
booktitle = {A Workshop on CFD in Ship Hydrodynamics, Tokyo, Japan},
journal = {Tokyo 2015, A Workshop on CFD in Ship Hydrodynamics, Tokyo, Japan},
number = {15-2},
publisher = {Tokyo 2015},
abstract = {This paper presents results of computations for the 2015 CFD workshop in Tokyo. It briefly describes the RANS method used, the particular treatment of the free surface boundary conditions, and the coupling between the steady RANS code and a boundary element method used for the propeller analysis. Computations for the KCS (case 2.5) have been performed at five grids with different densities. It will be shown that mesh dependence of thrust, torque and RPM at the finest meshes is small, with comparison errors of approximately -0.3 per cent for the resistance, -1.8 per cent for RPM, +3.5 for KT and +5.9 per cent for KQ. The corresponding error estimation results in uncertainties of less than 1 per cent for the powering parameters, but this value may be too optimistic as a result on at least one more grid has to be generated to perform the uncertainty estimation correctly.},
keywords = {CFD, hybrid, PARNASSOS, PROCAL, RANS-BEM, self-propulsion, viscous},
pubstate = {published},
tppubtype = {conference}
}
This paper presents results of computations for the 2015 CFD workshop in Tokyo. It briefly describes the RANS method used, the particular treatment of the free surface boundary conditions, and the coupling between the steady RANS code and a boundary element method used for the propeller analysis. Computations for the KCS (case 2.5) have been performed at five grids with different densities. It will be shown that mesh dependence of thrust, torque and RPM at the finest meshes is small, with comparison errors of approximately -0.3 per cent for the resistance, -1.8 per cent for RPM, +3.5 for KT and +5.9 per cent for KQ. The corresponding error estimation results in uncertainties of less than 1 per cent for the powering parameters, but this value may be too optimistic as a result on at least one more grid has to be generated to perform the uncertainty estimation correctly.
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.