• International Journal of Naval Architecture and Ocean Engineering
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• 제5권3호
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• pp.333-347
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• 2013

The present study numerically models the interaction between a regular wave and the roll motion of a rectangular floating structure. In order to simulate two-dimensional incompressible viscous two-phase flow in a numerical wave tank with the rectangular floating structure, the present study used the volume of fluid method based on the finite volume method. The sliding mesh technique is adopted to handle the motion of the rectangular floating structure induced by fluid-structure interaction. The effect of the wave period on the flow, roll motion and forces acting on the structure is examined by considering three different wave periods. The time variations of the wave height and the roll motion of the rectangular structure are in good agreement with experimental results for all wave periods. The present response amplitude operator is in good agreement with experimental results with the linear potential theory. The present numerical results effectively represent the entire process of vortex generation and evolution described by the experimental results. The longer wave period showed a different mechanism of the vortex evolution near each bottom corner of the structure compared to cases of shorter wave periods. In addition, the x-directional and z-directional forces acting on the structure are analyzed.

• International Journal of Naval Architecture and Ocean Engineering
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• 제11권2호
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• pp.883-898
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• 2019

This paper employs computational tools to predict power increase (or speed loss) and propulsion performances in waves of KVLCC2. Two-phase unsteady Reynolds averaged Navier-Stokes equations have been solved using finite volume method; and a realizable k-ε model has been applied for the turbulent closure. The free-surface is obtained by solving a VOF equation. Sliding mesh method is applied to simulate the flow around an operating propeller. Towing and self-propulsion computations in calm water are carried out to obtain the towing force, propeller rotating speed, thrust and torque at the self-propulsion point. Towing computations in waves are performed to obtain the added resistance. The regular short head waves of λ/LPP = 0.6 with 4 wave steepness of H/λ = 0.007, 0.017, 0.023 and 0.033 are taken into account. Four methods to predict speed-power relationship in waves are discussed; Taylor expansion, direct powering, load variation, resistance and thrust identity methods. In the load variation method, the revised ITTC-78 method based on the 'thrust identity' is utilized to predict propulsive performances in full scale. The propulsion performances in waves including propeller rotating speed, thrust, torque, thrust deduction and wake fraction, propeller advance coefficient, hull, propeller open water, relative rotative and propulsive efficiencies, and delivered power are investigated.

• 대한조선학회논문집
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• 제53권5호
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• pp.343-352
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• 2016

In this study, a pre-swirl duct for the 180,000 DWT bulk carrier has been designed from a propulsion standpoint using CFD. The stern duct - designed by NMRI - was selected as the initial duct. The objective function is to minimize the value of delivered power in model scale. Design variables of the duct include duct angle, diameter, chord length, and vertical and horizontal displacements from the center. Design variables of the stators are blade number, arrangement angle, chord length, and pitch angle. A parametric design was carried out with the objective function obtained using CFD. Reynolds averaged Navier-Stokes equations have been solved; and the Reynolds stress model applied for the turbulent closure. A double body model is used for the treatment of free-surface. MRF and sliding mesh models have been applied to simulate the actuating propeller. A self-propulsion point has been obtained from the results of towing and self-propelled computations, i.e., form factor obtained from towing computation and towing forces obtained from self-propelled computations of two propeller rotating speeds. The reduction rate of the delivered power of the improved stern duct is 2.9%, whereas that of the initial stern duct is 1.3%. The pre-swirl duct with one inner stator in upper starboard and three outer stators in portside has been designed. The delivered power due to the designed pre-swirl duct is reduced by 5.8%.

• International Journal of Fluid Machinery and Systems
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• 제6권4호
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• pp.200-205
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• 2013

In order to investigate the characteristics of unsteady flow in a mixed flow pump guide vane under the small flow conditions, several indicator points in a mixed flow pump guide vane was set, the three-dimensional unsteady turbulence numerical value of the mixed flow pump which is in the whole flow field will be calculated by means of the large eddy simulation (LES), sub-grid scale model and sliding mesh technology. The experimental results suggest that the large eddy simulation can estimate the positive slope characteristic of head & capacity curve. And the calculation results show that the pressure fluctuation coefficients of the middle section in guide vane inlet will decrease firstly and then increase. In guide vane outlet, the pressure fluctuation coefficients of section will be approximately axially symmetrical distribution. The pressure fluctuation minimum of section in guide vane inlet is above the middle location of the guide vane suction surface, and the pressure fluctuation minimum of section in which located the middle and outlet of guide vane. When it is under the small flow operating condition, the eddy scale of guide vane is larger, and the pressure fluctuation of the channel in guide vane being cyclical fluctuations obviously which leads to the area of eddy expanding to the whole channel from the suction side. The middle of the guide vane suction surface of the minimum amplitude pressure fluctuation to which the vortex core of eddy scale whose direction of fluid's rotation is the same to impeller in the guide vane adhere.

• Geomechanics and Engineering
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• 제2권1호
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• pp.1-18
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• 2010

The analysis of structure response and design of buried structures subjected to dynamic destructive loads have been receiving increasing interest due to recent severe damage caused by strong earthquakes and terrorist attacks. For a comprehensive design of buried structures subjected to blast loads to be conducted, the whole system behaviour including simulation of the explosion, propagation of shock waves through the soil medium, the interaction of the soil with the buried structure and the structure response needs to be simulated in a single model. Such a model will enable more realistic simulation of the fundamental physical behaviour. This paper presents a complete model simulating the whole system using the finite element package ABAQUS/Explicit. The Arbitrary Lagrange Euler Coupling formulation is used to model the explosive charge and the soil region near the explosion to eliminate the distortion of the mesh under high deformation, while the conventional finite element method is used to model the rest of the system. The elasto-plastic Drucker-Prager Cap model is used to model the soil behaviour. The explosion process is simulated using the Jones-Wilkens-Lee equation of state. The Concrete Damage Plasticity model is used to simulate the behaviour of concrete with the reinforcement considered as an elasto-plastic material. The contact interface between soil and structure is simulated using the general Mohr-Coulomb friction concept, which allows for sliding, separation and rebound between the buried structure surface and the surrounding soil. The behaviour of the whole system is evaluated using a numerical example which shows that the proposed model is capable of producing a realistic simulation of the physical system behaviour in a smooth numerical process.

• 대한조선학회논문집
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• 제56권4호
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• pp.373-382
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• 2019

This paper shows numerical results for the estimation of the propulsor efficiency of Pre-Swirl Duct for 176k bulk carrier as well as its design method. Reynolds averaged Navier-Stokes equations have been solved and the k-epsilon model applied for the turbulent closure. The propeller rotating motion is determined using a sliding mesh technique. The design process is divided into each part of Pre-Swirl Duct, duct and Pre-Swirl Stator. The design of duct was performed first because it is located further upstream than Pre-Swirl Stator. The distribution of velocity through the duct was analyzed and applied for the design of Pre-Swirl Stator. The design variables of duct include duct angle, diameter, and chord length. Diameter, chord length, equivalent angle are considered when designing the Pre-Swirl Stator. Furthermore, a variable pitch angle stator is applied for the final model of Pre-Swirl Duct. The largest reduction rate of the delivered power in model scale is 7.6%. Streamlines, axial and tangential velocities under the condition that the Pre-Swirl Duct is installed were reviewed to verify its performance.

• International Journal of Naval Architecture and Ocean Engineering
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• 제12권1호
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• pp.102-115
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• 2020

In this study, the SST k - ω turbulence model and the sliding mesh technology based on RANS method have been adopted to simulate the exciting force and hydrodynamic of a pump-jet propulsor in different oblique inflow angle (0°, 10°, 20°, 30°) and different advance ratio (J = 0.95, J = 1.18, J = 1.58).The fully structured grid and full channel model have been adopted to improved computational accuracy. The classical skewed marine propeller E779A with different advance ratio was carried out to verify the accuracy of the numerical simulation method. The grid independence was verified. The time-domain data of pump-jet propulsor exciting force including bearing force and fluctuating pressure in different working conditions was monitored, and then which was converted to frequency domain data by fast Fourier transform (FFT). The variation laws of bearing force and fluctuating pressure in different advance ratio and different oblique flow angle has been presented. The influence of the peak of pulsation pressure in different oblique flow angle and different advance ratio has been presented. The results show that the exciting force increases with the increase of the advance ratio, the closer which is to the rotor domain and the closer to the blades tip, the greater the variation of the pulsating pressure. At the same time, the exciting force decrease with the oblique flow angle increases. And the vertical and transverse forces will change more obviously, which is the main cause of the exciting force. In addition, the pressure distribution and the velocity distribution of rotor blades tip in different oblique flow angles has been investigated.

• 한국항공우주학회지
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• 제50권10호
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• pp.677-690
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• 2022

Actuator disk method 기반의 유동 해석자를 이용하여 수직 이착륙 복합형 비행체 중 하나인 이중 덕트 팬 항공기에 대한 공력해석을 수행하고 관련 지면 효과를 분석하였다. 회전 격자 기법을 이용한 해석결과와의 비교를 통해, 지면 효과 분석을 위한 해석자의 특성과 정확도를 함께 평가하였다. 지면과의 거리에 따른 공력 성능과 유동장 특성을 분석하였다. 지면과의 거리가 가까울수록 팬 추력은 증가하지만, 덕트, 동체, 날개의 수직력 감소로 인한 총 수직력 및 제자리 비행 효율의 저하를 확인하였다. 동체 하부의 유동장 분석으로부터 팬 후류와 지면 간의 상호작용에 의해 발생하는 지면 와류와 분수 유동을 확인하고, 이들이 비행체 공력 성능에 미치는 영향을 분석하였다. 속도 프로파일 비교/검토를 통해 비행체로부터의 거리와 방향에 따른 기체 주변 아웃워시의 강도와 특성을 분석하였다. 또한 콜렉티브 피치각에 따른 지면 효과의 영향을 확인하였다.

• Wind and Structures
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• 제20권4호
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• pp.549-564
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• 2015

The three-dimensional unsteady incompressible Reynolds-averaged Navier-Stokes equations and k-${\varepsilon}$ double equations turbulent model were used to investigate the effect on the measurements of anemometers due to a passing high-speed train. Sliding mesh technology in Fluent was utilized to treat the moving boundary problem. The high-speed train considered in this paper was with bogies and inter-carriage gaps. Combined with the results of the wind tunnel test in a published paper, the accuracy of the present numerical method was validated to be used for further study. In addition, the difference of slipstream between three-car and eight-car grouping models was analyzed, and a series of numerical simulations were carried out to study the influences of the anemometer heights, the train speeds, the crosswind speeds and the directions of the induced slipstream on the measurements of the anemometers. The results show that the influence factors of the train-induced slipstream are the passing head car and tail car. Using the three-car grouping model to analyze the train-induced flow is reasonable. The maxima of horizontal slipstream velocity tend to reduce as the height of the anemometer increases. With the train speed increasing, the relationship between $V_{train}$ and $V_{induced\;slipstream}$ can be expressed with linear increment. In the absence of natural wind conditions, from the head car arriving to the tail car leaving, the induced wind direction changes about $330^{\circ}$, while under the crosswind condition the wind direction fluctuates around $-90^{\circ}$. With the crosswind speed increasing, the peaks of $V_X,{\mid}V_{XY}-V_{wind}{\mid}$ of the head car and that of $V_X$ of the tail car tend to enlarge. Thus, when anemometers are installed along high-speed railways, it is important to study the effect on the measurements of anemometers due to the train-induced slipstream.