Research Papers

Multihull and Surface-Effect Ship Configuration Design: A Framework for Powering Minimization

[+] Author and Article Information
Ronald W. Yeung1

Department of Mechanical Engineering, University of California, Berkeley, CA 94720rwyeung@berkeley.edu

Hui Wan

Department of Mechanical Engineering, University of California, Berkeley, CA 94720wanh@berkeley.edu

We note in that paper the value of =64.8 on page 160 and Fig. 23 should have been stated as 129.6.


Correspondence author.

J. Offshore Mech. Arct. Eng 130(3), 031005 (Jul 15, 2008) (9 pages) doi:10.1115/1.2904590 History: Received March 28, 2007; Revised July 10, 2007; Published July 15, 2008

The powering issue of a high-speed marine vehicle with multihulls and air-cushion support is addressed, since there is an often need to quickly evaluate the effects of several configuration parameters in the early stage of the design. For component hulls with given geometry, the parameters considered include the relative locations of individual hulls and the relative volumetric ratios. Within the realm of linearized theory, an interference-resistance expression for hull-to-hull interaction is first reviewed, and then a new formula for hull-and-pressure distribution interference is derived. Each of these analytical expressions is expressed in terms of the Fourier signatures or Kochin functions of the interacting component hulls, with the separation, stagger, and speed as explicit parameters. Based on this framework, an example is given for assessing the powering performance of a catamaran (dihull) as opposed to a tetrahull system. Also examined is the wave resistance of a surface-effect ship of varying cushion support in comparison with that of a base line catamaran, subject to the constraint of constant total displacement.

Copyright © 2008 by American Society of Mechanical Engineers
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Figure 1

Coordinate systems for two hulls with separation and stagger

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Figure 2

Entry web page for the MULTIRES (MULTI-RES ) code

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Figure 3

Isometric views of a tetrahull, the SS Lin–Day (left), and a catamaran (dihull, right) of the same displacement for a comparative powering study. The elemental geometry is a normalized form of that used by Lin and Day (16).

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Figure 4

Wave-resistance coefficients (top) of the SS Lin–Day tetrahull and a catamaran (dihull) of the same displacement versus Froude number based on Lt with interference-resistance coefficients corresponding to Rw–intf also shown. Resistance and powering requirements of the two alternatives (bottom) are shown with the effects of skin friction based on ITTC (14).

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Figure 5

Pressure distribution P(x,y) of an air cushion

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Figure 6

RwP generated by a pressure P(x,y), α=5, β=20

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Figure 7

Comparison of resistances of an air cushion and a monohull of the same displacement

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Figure 8

Configuration of pressure cushion and a single hull

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Figure 9

Configuration of a pressure cushion and a catamaran

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Figure 10

Contours of hull-alone resistance coefficient CwH (left) and cushion-hull interference-resistance coefficient CwPH (right)

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Figure 11

Total wave-resistance coefficient CwT of SES

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Figure 12

Cw of base line catamaran and SES at Λ=0.4

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Figure 13

Powering of base line catamaran and SES at Λ=0.4




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