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Research Papers: Structures and Safety Reliability

A Rankine Panel Method for Added Resistance of Ships in Waves

[+] Author and Article Information
Heinrich Söding

Institute of Fluid Dynamics and Ship Theory,
Hamburg University of Technology,
Schwarzenbergstrasse 95C,
21073 Hamburg, Germany
e-mail: h.soeding@tuhh.de

Vladimir Shigunov

DNV GL,
Brooktorkai 18,
20457 Hamburg, Germany
e-mail: vladimir.shigunov@dnvgl.com

Thomas E. Schellin, Ould el Moctar

DNV GL,
Brooktorkai 18,
20457 Hamburg, Germany

1Corresponding author.

Contributed by the Ocean, Offshore, and Arctic Engineering Division of ASME for publication in the JOURNAL OF OFFSHORE MECHANICS AND ARCTIC ENGINEERING. Manuscript received September 4, 2012; final manuscript received February 7, 2014; published online April 1, 2014. Assoc. Editor: Dominique Roddier.

J. Offshore Mech. Arct. Eng 136(3), 031601 (Apr 01, 2014) (7 pages) Paper No: OMAE-12-1087; doi: 10.1115/1.4026847 History: Received September 04, 2012; Revised February 07, 2014

A new Rankine panel method and an extended Reynolds-Averaged Navier–Stokes (RANS) solver were employed to predict added resistance in head waves at different Froude numbers of a Wigley hull, a large tanker, and a modern containership. The frequency domain panel method, using Rankine sources as basic flow potentials, accounts for the interaction of the linear periodic wave-induced flow with the nonlinear steady flow caused by the ship's forward speed in calm water, including nonlinear free surface conditions and dynamic squat. Added resistance in waves is obtained by the pressure integration method. The time domain RANS solver, based on a finite volume method, is extended to solve the nonlinear equations of the rigid body six-degrees-of-freedom ship motions. The favorable comparison of the panel and RANS predictions demonstrated that the Rankine method is suitable to efficiently obtain reliable predictions of added resistance of ships in waves. Comparable model test predictions correlated less favorably, although the overall agreement was felt to be acceptable, considering the difficulties associated with the procedures to obtain accurate measurements.

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Figures

Grahic Jump Location
Fig. 1

Wigley III hull: GL Rankine predictions (—), RANS simulations in Ref. [30] (Δ), and experiments [3] (▪)

Grahic Jump Location
Fig. 2

KVLCC2 tanker: GL Rankine results (—) and experiments in Ref. [4] (▪) and Ref. [31] (▲)

Grahic Jump Location
Fig. 3

WILS containership: GL Rankine results compared to measurements based on spring deformations (▪) and model displacements (▲) and RANS predictions on fine (□) and coarse (Δ) grids

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