• Journal of the Society of Naval Architects of Korea
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• v.60 no.2
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• pp.76-85
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• 2023

The present study aims to review the wave pattern resistance analysis method suggested by the International Towing Tank Conference. From the experimental database of a container carrier ship model, the wave pattern measurement and resistance test results are utilized. The wave pattern resistance at the design Froude number is obtained to be compared with the wave making resistance of experiments. Wave pattern resistance is lower than wave making resistance by 1978 ITTC and uniform regardless of transverse location of wave cut. The method is also applied to the wave height field by Computational Fluid Dynamics (CFD) analyses with Froude number variation. Although numerical damping suppressed waves in downstream, waves around the hull and wave pattern resistance are properly predicted.

• Bulletin of the Society of Naval Architects of Korea
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• v.16 no.2
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• pp.9-14
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• 1979

Havelock was considered the wave resistance of a post extending vertically downwards through the water from the surface, its section by a horizontal plane being the same at all depths and having its breath small compared with its length. This enables us to elucidate certain points of interest in ship resistance. However, the ship has not infinte draft. So, the problem which is investigated in detail in this paper is the wave resistance of a mathematical quadratic model in a uniform stream. The author wishes to study the effect of viriation of draft. The form of the water-plane is varied while keeping in length and the cross sectional area constant. As a numerical example, we calculated the wave resistance for mathematical quadratic ship models. The results are compared with a post having infinite depth. The results are as follows; The models with finer ends have smaller wave resistance up to $V/\sqrt{L}=1.1{\sim}1.2$ than its mate with blunter ends, but above this speed the models with blunter ends have less wave resistance. According to the decrease of draft, the wave resistance gap between the models with blunter ends the models with finer ends decrease at high speed. In this case of T/L=0.025, the models with finer ends have less wave resistance than the models with blunter ends at high speed.

• Journal of the Society of Naval Architects of Korea
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• v.54 no.3
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• pp.258-266
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• 2017

Numerical simulations of turbulent two phase flows around KCS have been performed to investigate effects of trim conditions on ship resistance of KCS in short waves by utilizing waves2foam. The wave lengths of LPP/2 and LPP/4 with 1m and 2m wave heights were imposed at inlet boundary. The resistance reduction at 2m trim by head and the increase of resistance at trims by stern were observed regardless of wave lengths and wave heights. The hull pressure on fore-and-aft rather than wave patterns around bulbous bows was mainly responsible for the total resistance coefficients of KCS in short waves. A phase diagram of contribution of hull pressure to the total resistance coefficients disclosed that the phase of representing the maximum resistance in time history played an important role in the effect of trim conditions on ship resistance of KCS in short waves.

• International Journal of Naval Architecture and Ocean Engineering
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• v.9 no.5
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• pp.499-508
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• 2017

This paper uses optimization techniques to obtain bow hull form of a 66,000 DWT bulk carrier in calm water and in waves. Parametric modification functions of SAC and section shape of DLWL are used for hull form variation. Multi-objective functions are applied to minimize the wave-making resistance in calm water and added resistance in regular head wave of ${\lambda}/L=0.5$. WAVIS version 1.3 is used to obtain wave-making resistance. The modified Fujii and Takahashi's formula is applied to obtain the added resistance in short wave. The PSO algorithm is employed for the optimization technique. The resistance and motion characteristics in calm water and regular and irregular head waves of the three hull forms are compared. It has been shown that the optimal brings 13.2% reduction in the wave-making resistance and 13.8% reduction in the added resistance at ${\lambda}/L=0.5$; and the mean added resistance reduces by 9.5% at sea state 5.

• Bulletin of the Society of Naval Architects of Korea
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• v.13 no.4
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• pp.11-18
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• 1976

In 1925 Havelock compared theoretical wave resistance with experimental one varying draft, in which the two ship's forms were different from each other. So, in this paper theoretical wave resistance was compared with the experimental one on the ship of the same form. And, though Havelock calculated theoretical wave resistance by mathematical artifice, in this paper it was calculated by computer using the method of numerical integration. In Havelock's paper, the increment of wave resistance decreased when the draft increased. but in this paper the conclusion is changed: the increment of wave resistance increases when the draft increases. The reason is supposed by the effect of the displacement of the ship.

• Bulletin of the Society of Naval Architects of Korea
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• v.16 no.3
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• pp.35-47
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• 1979

Wave resistance of a parabolic thin ship, with its boundary layer and wake taken into account, was calculated up to second order. In addition to the double-model source distribution on the centerplane, image sources of the wave potential were calculated to keep the body introduced boundary condition undisturbed. Boundary layer and wake effects on the wave-making resistance were included by generating an irrotational flow which matches that exterior to the boundary layer and wake. For this purpose, the boundary layer and wake were calculated. The wave resistance refined with second-order corrections are found to be very important for wave resistance calculations even at moderate Froude numbers($Fr=0.2{\sim}0.3$). Wave-potential corrections are dominate around the bow. On the other hand, Viscosity plays and important role at the stern with its boundary layer and wake development.

• 한국기계연구소 소보
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• s.9
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• pp.153-167
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• 1982

From first-order thin-ship theory, we can obtain the" wave resistance, wave amplitude functions, wave elevation along the hull, sinkage and trim of a ship moving with constant speed into calm water. Generally, these calculations of ship is called with Michell’s Theory, and there is all the difference between calculated wave resistance and residual resistance from conventional wave resis¬tance test. But, these calculated results are important reference materials for initial hull form design procedure. Various calculated results for Shearer’ s Model, Wigley’s Model and Series 60 4210W Model have been calculated using this theory. The results are compared with the corresponding experimental values, and the agreement between theoretical and experimental values is considered satisfactory.

• Ocean Systems Engineering
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• v.7 no.4
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• pp.371-398
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• 2017

Calm water wave resistance plays a very important role in ship hull design. Numerical methods are meaningful for this reason. In this study, two prevailing methods, the Neumann-Kelvin and the Rankine source method, were implemented and compared. The Neumann-Kelvin method assumes linearized free surface boundary condition and only needs to mesh the hull surface. The Rankine source method considers nonlinear free surface boundary condition and meshes both the ship hull surface and free surface. Both methods were implemented and the wave resistance of a Wigley III and three Series 60(Cb=0.6, 0.7, 0.8) hulls were analyzed. The results were compared with experimental results and the merits of both numerical techniques were quantified. Based on the results, it is concluded that the Rankine source method is more accurate in the calculation of the wave-making resistance. Using the Neumann-Kelvin method, it is found to be easier to model the hull and can be used for slender ships to solve problems like wave current coupling calculation.

• Bulletin of the Society of Naval Architects of Korea
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• v.24 no.2
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• pp.1-10
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• 1987

The wave resistance of ships is calculated with the numerical solution of the Newmann-Kelvin problem. For the sake of the numerical evaluation of the Green function, Shen and Farell's method is used[7]. In particular, the contribution of the line integral term in the Neumann-Kelvin problem to the calculated values of the wave resistance is shown. For the Wigley's hull the calculated values of the wave resistance and the wave profiles at the hull surface are in fairly good agreement with the experimental data. However, for the series 60 hull and the practical hull, a 454,000 cubic feet reefer vessel, the calculated results of the wave resistance show definte hollows and humps considering the experimental result.

• Journal of the Society of Naval Architects of Korea
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• v.57 no.5
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• pp.278-286
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• 2020

Reynolds-averaged Navier-Stokes simulations have been performed to investigate an effect of numerical region with high resolution for Kelvin wave around KRISO container ship on its resistance. In the present study, 13 millions cells were used to describe wave profile along the ship hull and Kelvin wave patterns. In order to control a size of numerical region with high resolution for waves around the hull, we employed relaxation zones from a side boundary of numerical domain in which Kelvin wave was suppressed. When the far-field Kelvin wave was not precisely resolved due to the relaxation zone, the instantaneous history of ship resistance was affected although the time average of ship resistance showed -1.15~2.1 % errors. Especially, the damping characteristics of ship resistance in time history was significant when using a large relaxation zone in the side boundary.