Академический Документы
Профессиональный Документы
Культура Документы
Ahmed Swidan1, Giles Thomas2, Dev Ranmuthugala1, Irene Penesis1, Walid Amin1, Tom Allen3, Mark Battley3.
1.
Australian Maritime College, University of Tasmania, Australia
2.
University College London, UK
3.
Centre for Advanced Composite Materials, University of Auckland, New Zealand
ABSTRACT
Wetdeck slamming is one of the principal hydrodynamic loads acting on catamarans. CFD techniques are shown to successfully
characterise wetdeck slamming loads, as validated through a series of controlled-speed drop tests on a three-dimensional catamaran
hullform model. Simulation of water entry at constant speed by applying a fixed grid method was found to be more computationally
efficient than applying an overset grid. However, the overset grid method for implementing the exact transient velocity profile resulted
in better prediction of slam force magnitude. In addition the splitting force concurrent with wetdeck slam event was quantified to be
21% of the vertical slamming force.
KEY WORDS
Catamaran; Slam; Drop-test; CFD; Water-entry.
INTRODUCTION
A major challenge in structural optimisation of high-speed
catamarans is the accurate prediction of sea loads imparted on
such vessels. The most important hydrodynamic loads
experienced by large high-speed catamarans are generally
referred to as wetdeck slamming loads. This sudden
hydrodynamic load, which occurs mainly on the cross deck
structure between demihulls (see Fig. 1) due to wave impacts,
can result in structural failure (Faltinsen (2012), Thomas et al.
(2002)). For high-speed catamarans the majority of wetdeck
slamming loads are located in the vicinity of the centrebow,
predominantly in the archway between the centrebow and the
demihull as shown in Fig. 1 (Thomas et al. (2011)). Accurate
prediction of wetdeck slamming loads in this particular vicinity
of high-speed catamarans is necessary for efficient structural
design as well as better seakeeping.
Past experience has shown that Computational Fluid Dynamics
(CFD) is one of most efficient numerical tools in predicting
quasi-two dimensional (2-D) slamming loads, (Swidan et al.
(2014), Lewis et al. (2010)). However to date CFD has not been
used to investigate three-dimensional effects in slamming which
are known to be significant (French and Thomas (2014)).
There are several available methods for assessing the magnitude
of slamming loads. Whilst performing measurements in fullscale trials can provide valuable data, it is generally unsuitable
for the validation of numerical results due to the high
uncertainty in isolating actual slam loads (Jacobi et al. (2012)).
An efficient method for obtaining a high-quality validation
dataset of slamming loads and pressures is drop test
experiments. However, currently the only available data for
catamaran drop tests are restricted to 2-D models impacting
water under gravitational force, such as the 2-D free-falling drop
test conducted by Davis and Whelan (2007).
Swidan
NUMERICAL METHOD
The numerical simulations were executed using the Reynolds
Averaged Navier Stokes (RANS) solver STAR-CCM+. The
code resolves the incompressible RANS equation in integral
form utilising the finite volume method. The motions of the
model were restricted in all degrees of freedom except in the
vertical direction. To validate the computed results against
experimental data, simulations were performed using the
velocity profile measured during the experiment.
Symmetry
plane
Test model
Swidan
Table 1: Summary of numerical independence study with associated uncertainty against experimental data
Courant
Overset Grid
Fixed Grid
No1.
t %
Fmax %
Simulation t % Fmax %
Simulation
time (hr.)
time (hr.)
Coarse
0.1
9.9% 0.6
11
6%
5
8.5
Grid
0.5
9.9% 0.6
10
6%
5
8
Medium 0.1
10%
0.5
17
5%
4.8
14
Grid
0.5
10 % 0.5
14.5
5%
4.8
12
Fine
0.1
10%
0.5
30
4.9% 4.8
26
Grid
0.5
10%
0.5
28
5%
4.8
23.5
1
Swidan
Model
LPC
5t
113B26
REC
139L
Maximum
Range
5000 kg
68950
kNm-2
3m
The test model was sized to ensure that there would be a gap
between the model and the tank wall of double the models
overall beam. This was to minimise boundary condition effects
and the possibility of wave reflections, as well as to facilitate
replication of the experimental set-up in numerical simulations.
EXPERIMENTAL SETUP
To provide high-quality experimental data suitable for
validation purposes a series of drop-test experiments was
conducted using the Servo-hydraulic Slam Testing System
(SSTS), at Industrial Research Limited, Auckland, New Zealand
(Battley and Allen (2012)).
Fig. 4 illustrates the main mechanical components of the SSTS.
The hydraulic system can achieve a range of controlled waterentry velocities up to 10 m/s, with the required hydraulic power
for each target velocity controlled by a servo-proportional
control valve. This advanced servo-valve controls the hydraulic
power based on an electronic feedback signal from the rig
position transducer. Details of the used instrumentation on the
test rig are given in Table 2.
Swidan
rather than simulating a fixed body with the transient inlet flow
applied, however this needs further numerical investigation.
Table 3: Results Summary
Test
Approach
Experiment
Drop test
Fixed grid
Overset grid
CFD
Fmax
kN
8.1
7.7
8.1
Pmax
kPa
228
236
243
t
ms
40
38
36
Fig. 7: Pressure distributions along arched way of catamaran wetdeck time histories. Subplots (a-e) present the measured pressure time
histories against computed results using overset and fixed grid methods from P1 to P5 respectively.
Swidan
CONCLUSIONS
This project investigated wetdeck slamming loads for a generic
wave-piercer catamaran hullform model during water-entry on
an initially calm free-surface.
Numerical predictions using two CFD modeling techniques
were performed for the wetdeck slamming problem and
successfully validated against new experimental drop test of a 3D model.
For the problem of water-entry at constant speed, although both
techniques provided close predictions in comparison with the
experimental work, the overset grid technique employing a
moving body relative to stationary fluid presented significantly
better prediction of the slam force magnitude. However, the
fixed grid method with a stationary body and moving fluid is
more computationally efficient.
The transverse split force has also been quantified during a slam
event and found to be approximately 21% of the vertical load.
Swidan
ACKNOWLEDGEMENTS
The authors acknowledge the ongoing support of Revolution
Design and INCAT. The assistance of Industrial Research
Limited in providing access to the experimental facilities is
gratefully appreciated. The Authors also recognise the work of
Liam Honeychurch at the Australian Maritime College for
constructing the experimental model.
REFERENCES
Battley, M. & Allen, T. 2012. Servo-hydraulic system for controlled
velocity water impact of marine sandwich panels.
Experimental mechanics, 52, 95-106.
Davis, M. R. & Whelan, J. R. 2007. Computation of wet deck bow
slam loads for catamaran arched cross sections. Ocean
Engineering, 34, 2265-2276.
Dragomir, S. S., Pietro, C. & Anthony, S. 1998. Some Remarks on the
Midpoint Rule in Numerical Integration. RGMIA research
report collection, 1.
FALTINSEN, O. M. 2012. International Ship and Offshore Structures
Congress (ISSC) 2012 in Rostock/Germany. Ships and
Offshore Structures, 7, 309-310.
French, B. & Thomas, G. A. 2014. Slam characteristics of a high-speed
wave piercing catamaran in irregular waves. Royal Institution
of Naval Architects. Transactions. Part A. International
Journal of Maritime Engineering, 156, A-25-A-36.
Incat. 2015. HSV 2 Swift (98 Metre Wave Piercing Catamaran)
[Online].
http://www.incat.com.au/domino/incat/incatweb.nsf/0/732EE
FD364269304CA2573A10011D332/$File/0610312EH.jpg.
Jacobi, G., Thomas, G. A., Davis, M. R., Holloway, D. S., Davidson,
G. & Roberts, T. 2012. Full-scale motions of a large highspeed catamaran: The influence of wave environment, speed
and ride control system. International Journal of Maritime
Engineering, 154, A143-A155.
Lewis, S. G., Hudson, D. A., Turnock, S. R. & Taunton, D. J. 2010.
Impact of a free-falling wedge with water: synchronized
visualization, pressure and acceleration measurements. Fluid
Dynamics Research, 42, 035509.
Menter, F. R. 1994. Two-equation eddy-viscosity turbulence modeling
for engineering applications. AIAA Journal, 32(8).
STARIUS, G. 1977. Composite mesh difference methods for elliptic
and boundary value problems. Numer. Math, 28, 243258.
Swidan, A., Amin, W., Ranmuthugala, D., Thomas, G. & Penesis, I.
2013. Numerical Prediction of Symmetric Water Impact
Loads on Wedge Shaped Hull Form Using CFD. World
Journal of Mechanics, 3, 1-8.
Swidan, A. A., Thomas, G. A., Ranmuthugala, D., Penesis, I. & Amin,
W. 2014. Numerical investigation of water slamming loads
on wave-piercing catamaran hull model. In: RINA, ed. 10th
Symposium on High Speed Marine Vehicles (HSMV 2014),
October 2014 Naples, Italy.
Thomas, G., Davis, M., Holloway, D. & Roberts, T. Extreme
asymmetric slam loads on large high speed catamarans. In:
RINA, ed. High Speed Marine Vehicles, 2002 Naples, Italy.
9.
Thomas, G., Winkler, S., Davis, M., Holloway, D., Matsubara, S.,
Lavroff, J. & French, B. 2011. Slam events of high-speed
catamarans in irregular waves. Marine Science Technology,
16, 14.
Wacawczyk, T. & Koronowicz, T. 2008. Comparison of CICSAM and
HRIC high-resolution schemes for interface capturing.
Journal of Theoretical and Applied Mechanics, 46, 325-345.