• Journal of Ship and Ocean Technology
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• v.7 no.4
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• pp.16-31
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• 2003

The finite volume based multi-block RANS code, WAVIS developed at KRISO, is used to simulate the turbulent flows around a submarine with the realizable $\textsc{k}-\varepsilon$ turbulence model. RANS methods are verified and validated at the level of validation uncertainty 1.54% of the stagnation pressure coefficient for the solution of the turbulent flows around SUBOFF submarine model without appendages. Another SUBOFF configuration, axisymmetric body with four identical stem appendages, is also computed and validated with the experimental data of the nominal wake and hydrodynamic coefficients. The hydrodynamic forces and moments for SUBOFF model and a practical submarine are predicted at several drift and pitch angles. The computed results are in extremely good agreement with experimental data. Furthermore, it is noteworthy that all the computations at the present study were carried out in a PC and the CPU time required for 2.8 million grids was about 20 hours to get fully converged solution. The current study shows that CFD can be a very useful and cost effective tool for the prediction of the hydrodynamic performance of a submarine in the basic design stage.

• International Journal of Naval Architecture and Ocean Engineering
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• v.12 no.1
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• pp.491-500
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• 2020

The present study proposes a time domain model for the Vortex-induced Vibration (VIV) simulation of a catenary riser under the combination of the current and oscillatory flow induced by vessel motion. In this model, the hydrodynamic force of VIV comprises excitation force, hydrodynamic damping and added mass, which are taken as functions of the non-dimensional frequency and amplitude ratio. The non-dimensional frequency is related with the response frequency, natural frequency, lock-in range and the fluid velocity. The relatively oscillatory flow induced by vessel motion is taken into account in the fluid velocity. Considering that the added mass coefficient and the non-dimensional frequency can affect each other, an iterative analysis is conducted at each time step to update the added mass coefficient and the natural frequency. This model is in detail validated against the published test models. The results show that the model can reasonably reflect the effect of the added mass coefficient on the VIV, and can well predict the riser's VIV under stationary and oscillatory flow induced by vessel motion. Based on the model, this study carries out the VIV simulation of a catenary riser with harmonic vessel motion. By analyzing the bending moment near the touchdown point, it is found that under the combination of the ocean current and oscillatory flow the vessel motion may decrease the VIV response, while increase the excited frequencies. In addition, the decreasing rate of the VIV under vessel surge is larger than that under vessel heave at small vessel motion velocity, while the situation becomes opposite at large vessel motion velocity.

• International Journal of Naval Architecture and Ocean Engineering
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• v.11 no.1
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• pp.482-494
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• 2019

In this paper, the oblique water-entry impact of a vehicle with a disk cavitator is studied experimentally and numerically. The effectiveness and accuracy of the numerical simulation are verified quantitatively by the experiments in this paper and the data available in the literature. Then, the numerical model is used to simulate the hydrodynamic characteristics and flow patterns of the vehicle under different entry conditions, and the axial force is found to be an important parameter. The influences of entry angle, entry speed and cavitator area on the axial force are studied. The variation law of the force coefficient and the dimensionless penetration distance at the peak of the axial force are revealed. The research conclusions are beneficial to engineering calculations on the impact force of a vehicle with a disk cavitator over a wide range of water-entry parameters.

• Composites Research
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• v.27 no.1
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• pp.31-36
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• 2014

This paper presents the slip behavior of composite fabrics by high speed resin flow in high pressure resin transfer molding. In order to observe the fiber deformation behavior, we constructed the measuring equipment for friction coefficient between fiber and mold, and the monitoring system for deformation of fiber preform in high-pressure RTM process. Coulomb friction coefficient and hydrodynamic friction coefficient between fiber preform and mold were measured and the external force induced by fluid flow causing the deformation of fiber preform was measured. Friction force calculated by friction coefficient and the external force upon fiber deformation were compared, which showed that preform deformation occurred when the external force was bigger than the friction force. The slip behavior of the fiber preform was mainly influenced by the volume fraction of fiber preform and the friction coefficient.

• Bulletin of the Society of Naval Architects of Korea
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• v.20 no.4
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• pp.33-40
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• 1983

The drift force acting on a freely-floating sphere in water of finite depth is studied within the framework of a linear potential theory. A velocity potential describing fluid motion is determined by distribution pulsating sources and dipoles on the immersed surface of the sphere. Upon knowing values of the potential, hydrodynamic forces are evaluated by integrating pressures over the immersed surface of the sphere. The motion response of the sphere in water of finite depth is obtained by solving the equation of motion. From these results, the drift force on the sphere is evaluated by the momentum theorem, in which a far-field velocity potential is utilized in forms of Kochin function. The drift force coefficient Cdr of a fixed sphere increases monotononically with non-dimensional wave frequency ${\sigma}a$. On the other hand, in freely-floating case, the Cdr has a peak value at ${\sigma}a$ of heave resonance. The magnitude of the drift force coefficient Cdr in the case of finite depth is different form that for deep water, but the general tendency seems to be similar in both cases. It is to note that Cdr is greater than 1.0 when non-dimensional water depth d/a is 1.5 in the case of freely-floating sphere.

• Journal of Navigation and Port Research
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• v.35 no.3
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• pp.197-204
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• 2011

The authors adopt the Unmanned Undersea Vehicle(UUV), the shape of which is like a manta. They call here it Manta UUV. Manta UUV has been designed from the similar concept of the UUV called Manta Test Vehicle(MTV), which was originally built by the Naval Undersea Warfare Center of USA(Lisiewicz and French, 2000; Simalis et al., 2001; U.S. Navy, 2004). The present study deals with the effect of Reynolds numbers on hydrodynamic forces acting on Manta UUV at large angles of attack. The large angles of attack cover the whole range of 0 to ${\pm}$ 180 degrees in horizontal plane and in vertical plane respectively. Static test at large attack angles has been carried out with two Manta UUV models in circulating water channel. The authors assume that the experimental results of hydrodynamic forces (lateral force, yaw moment, vertical force and pitch moment) are analyzed into two components, which are lift force component and cross-flow drag component. First of all, Based on two dimensional cross-flow drag coefficient at 90 degrees of attack angle, the cross-flow drag component at whole range of attack angles is calculated. Then the remainder is assumed to be the lift force component. The only cross-flow drag component is assumed to be subject to Reynolds number.entstly the authors suggest the methodology to predict hydrodynamic derivertives acting on the full-scale Manta UUV.

• Journal of the Society of Naval Architects of Korea
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• v.48 no.1
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• pp.23-32
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• 2011

Numerical analysis of hydrodynamic performance of a movable submerged breakwater was carried out as an eco-friendly marine structure for coastal and harbor protection. Using boundary elements method with two-dimensional frequency-domain reflection and transmission coefficients and wave forces acting on the submerged flat plate were calculated with various submerged depths and respective motion allowable modes. The movable breakwater was found to be more efficient in wave-blocking than the fixed structure. Variation of reflection coefficients was significantly influenced by vertical motion of the body.

• Bulletin of the Society of Naval Architects of Korea
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• v.23 no.2
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• pp.1-13
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• 1986

The nonlinear hydrodynamic forces acting on a two-dimensional circular cylinder, oscillating with large amplitude in the free surface, are calculated by using the Semi-Lagrangian Time-Step-ping Method used by O.M. Faltinsen. In present calculation the position and the potential value of free surface are calculated using the exact kinematic and dynamic free surface boundary condition. At each time step an integral equation is solved to obtain the value of potential and normal velocity along the boundaries, consisting of both the body surface and the free surface. Some effort was devoted to the elimination of instability arising in the range of high frequency. Numerical simulations were performed up to the 3rd or 4th period which seems to be enough for the transient effect to die out. Each harmonic component and time-mean force are obtained by the Fourier transform of forces in time domain. The results are compared with others' experimental and theoretical results. Particularly, the calculation shows the tendency that the acceleration-phase 1st-harmonic component(added mass) increases as the motion amplitude increases and a reverse tendency in the velocity-phase 1st-harmonic component(damping coefficient). The Yamashita's experimental result also shows the same tendency. In general, the present result show relatively good agreement with the Yamashita's experimental result except for the time-mean force.

• Journal of Advanced Marine Engineering and Technology
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• v.33 no.1
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• pp.52-61
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• 2009

This experiment was conducted in attempt of improving hydrodynamic efficiency of the propulsion mechanism by installing a spring to the wing so that the opening angle of the wing in one stroke can be changed automatically, compared to the existing method of fixed maximum opening angle in Weis-Fogh type ship propulsion mechanism. Average thrust coefficient was almost fixed with all velocity ratio with the prototype, but with the spring type, thrust coefficient increased sharply as velocity ratio increased. Average propulsive efficiency was larger with bigger opening angle in the prototype, but in the spring type, the one with smaller spring coefficient had larger value. In the range over 1.0 in velocity ratio where big thrust can be generated, spring type had more than twice of propulsive efficiency increase compared to the prototype.

• Transactions of the Korean Society of Automotive Engineers
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• v.8 no.3
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• pp.56-64
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• 2000

A friction force measurement system using the floating liner method was developed to study the frictional behavior of piston rings. The measurement system was carefully designed to control the effect of the piston secondary motion and the temperature of cylinder wall and oil. The friction force between the barrel shaped piston ring and the cylinder liner, was measured under the condition of flooded oil supply. The measured friction forces were classified into five frictional modes with regard to the combination of predominant lubrication regimes(boundary, mixed and hydrodynamic lubrication) and stroke regions(midstroke and dead centers). The modes could be identified on the Stribeck diagram of the friction coefficients and the dimensionless number of ㎼/p, where the friction coefficients are evaluated at near the midstroke and dead centers.