INTERNATIONAL CONFERENCE ON SHIP DRAG REDUCTION (SMOOTH-Ships)

ISTANBUL TECHNICAL UNIVERSITY 20-21 May 2010 Macka Campus, Istanbul, Turkey
Editors Mustafa Insel Ismail Hakki Helvacioglu Sebnem Helvacioglu

Copyright 2010, SMOOTH Consortium

Paper No: 13

Flow Analysis of an Air Injection Through Discrete Air Lubrication

M.INSEL, S.GOKCAY, I.H.HELVACIOGLU

Istanbul Technical University and Trk Loydu

INTERNATIONAL CONFERENCE ON SHIP DRAG REDUCTION (SMOOTH-Ships) 20-21 May 2010 Istanbul Technical University Faculty of Naval Architecture and Ocean Engineering ISTANBUL-TURKEY

International Conference on Ship Drag Reduction SMOOTH-SHIPS, Istanbul, Turkey, 20-21 May 2010

Flow analysis of an air injection through discrete air lubrication

M.INSEL, S. GOKCAY & IH.HELVACIOGLU
Istanbul Technical University, Faculty of Naval Architecture and Ocean Engineering, Istanbul, Turkey and Trk Loydu, Istanbul, Turkey ABSTRACT: Global warming effects caused investigation of a number of techniques to reduce ship energy consumption to minimise ship emissions and optimise energy efficiency. By utilising breakdown of resistance into viscous and wave resistance, ship hull form optimisation has been utilised commonly to reduce the wave resistance component of a ship. However, viscous resistance has not successfully been dealt with up to now. One of these techniques proposed currently is the air lubrication of hull wetted surface to reduce this component. Air lubrication can be established by utilisation of techniques such as air cavity, micro-bubbles, and air film formation. This paper describes experimental and numerical modelling of air injection at the bottom of a ship form through a single air injection hole or a series of discrete holes. Flow from a porous media forming bubbles has also been compared. Experiments were conducted at two water depths and variations of air for a ship form. Flow visualisation over the ship bottom have been made thoroughly to understand the flow mechanism. The shape of air film has been recorded systematically with variation of water speed and the air injection rate. Numerical investigation of air flow through CFD studies has also been performed. The interaction between the ship boundary layer and air injection vorticity have been investigated. Total resistance test have been conducted and results clearly indicate that resistance reduction can be obtained by using this technique even at low speeds. 1 INTRODUCTION Carbon emission reduction measures are proposed all over the world including housing, industry and transportation. Studies to reduce the carbon emissions have been evaluated ranging from engine modifications, fuel specifications, and power consumption reduction measures in maritime transport. Resistance of ships is key parameter for such studies. By utilizing the division assumption of ship resistance into wave and viscous resistance, different proposals have been made for these components. Wave resistance reduction of a surface ship through form optimization is a mature technique utilized frequently. However the low speed hull forms are the main source of carbon emission and savings from wave resistance optimization are secondary comparing to viscous resistance. A number of techniques to reduce the viscous resistance have been proposed by boundary layer modification through suction, riblets, polymer injection, micro-bubbles and air films. Air lubrication is a general term utilized to express the use of air to reduce resistance. Microbubble injection to modify the boundary layer, air cavity to form a natural air volume pocket and air film formation between hull surface and water are techniques being currently developed. 2 AIR LUBRICATION TECHNIQUES Three physically different techniques are applied to lubricate the underwater hull surface with air: 2.1 Air Cavity It is established by creating an air volume over the hull bottom by using an air cavity behind a sudden hull form discontinuity, i.e. a step. A natural cavity can be established behind a bluff body or step at high speeds by use of vapours of the ambient

liquid. However, the required speed for such process is too high for commercial marine crafts. It was demonstrated that cavitation can be stimulated by supplying air into separation zone or behind a discontinuity. Artificial air cavity ship concept is based on injecting air into separation zone behind a wedge shaped step at the bottom to stimulate artificial cavitation (or ventilation) such as the one given in Figure 1. The stern part of the air cavity chamber is inclined downwards forming a planing surface for the closure of the cavity. This surface is in contact with water to reduce air escape from the cavity. The circulation field behind the step can be filled with air and air can be kept at this area with small amount of air supply for high speed craft, meanwhile more air is needed for lower speed marine vessels.

Figure 2. Artificial air cavity ship concept for low speed hull forms by Matveev (2007).

2.2 Micro-Bubbles The second approach in the air lubrication is supply of micro-bubbles into the boundary layer. Since the pioneering work of McCormick and Bhattarcharya (1973), a number of studies have investigated the effect of bubble diameter, void ratio on the drag reduction characteristics such as by Moriguchi & Kato (2002), Kato et al (1998), Wu et al (2007), Kodama et al (2005). Resistance reductions of up to 20% are reported for a 50 m long large scale model by micro-bubble injection as shown in Figure 3.

Figure 1. Artificial air cavityship concept by Chaban et al. (1993).

High speed air-cavity concepts have been investigated by Matveev (2003), Butuzov et al (1999), and Gokcay et al (2004). Air cavity concept should be modified in order to be applied into low speed hull forms as circulation field length is greatly effected by the hull speed. The cavity limiting length can be expressed from potential flow as given by Butuzov (1967) and Matveev (2003) :
L = 0.37 lim

Figure 3. Resistance reduction by micro-bubble injection to 50 m long plate by Kodama et al. (2005).

(1)

2.3 Air Film The paints based on Tributyltin (TBT) concept were banned due to their adverse environmental effects. A number of paint concepts have been developed to replace TBT paints including silicone based paints. Some of the newly developed paints are superhydrophobic, i.e. repelled from a mass of water and very difficult to wet. A water drop on the solid surface shown in Figure 4 with a contact angle and on the superhydrophobic surface forms an angle larger than 150 such as shown in Figure 5.

where = free surface wave length which can be expressed as = 2U 2 g . Although a high speed hull bottom can be covered with air by using a single step, this is not possible for a slow ship. Hence a number of cavities are required to obtain sufficient air lubrication area as illustrated in Figure 2. Positioning of the steps becomes the most important aspect of such forms. Choi et al (2005) investigates the positioning by CFD.

6 m wide and 3.4 m deep testing section. Resistance measurements were made with mechanical dynamometer, wave pattern was recorded through resistance type wave probes and longitudinal wave traces were recorded at four transverse positions of the tank.
Contact Angle

3.1 Hull Form A model hull form denoted as M266B has been utilized in the pilot project to asses the air lubrication study. Model utilized in the tests was a tanker form with block coefficient of 0.772 and principle characteristics of the form are given in Table 1. Model surface was painted with International paint Intersleek 900. The model was equipped with an air supply system consisting of a compressor, flow regulator/filter, and a flowmeter.
Table 1. M266B Main dimensions M266B Model Loading Condition Length waterline Length wetted surface Breadth Draught midship Displacement Vol. Block Coefficient Full Load LWL (m) LWS (m) B T CB (m) (m)
3

Figure 4. Contact angle of a water drop with solid surface (Wikipedia 2009)

Scale Model 4.185 4.311 0.620 0.262 0.509 0.772

30.5 Ship 127.6 131.5 18.90 7.98 14431 0.772

(m )

Figure 5. Water drop at a superhydrophobic surface (Wikipedia 2009)

Use of hydrophobic paints may help the air lubrication of hull forms. Air blown at the right quantity and right position may form an air film over the surface which in turn reduces the frictional resistance. This concept has been investigated by Fukuda et al (2000), Bruin (2007) and Elbring et al (2007). 3 EXPERIMENTAL SETUP Experiments with an example model hull form were conducted for air film application. All tests were conducted in Istanbul Technical University, Ata Nutku Ship Model Testing Laboratory. Flow visualization tests were conducted in circulation water channel with a testing section of 6 m long, 1.5 m wide and 0.75 m deep. The flow conditions were observed through the windows at side and at the bottom. Recordings were made both through still photographs and high speed camera to observe the air bubble movements. All resistance and wave pattern measurements were made at the large towing tank with 160 m long,

3.2 Single Discrete Hole Air Supply Discrete air feed holes can be utilized to supply air under the hull form. The pressure field and incoming water/air flow interact and special flow regimes are obtained. Figure 8 shows air feeding hole position schematically, meanwhile Figure 7 demonstrates the complicated air flow through this single discrete hole.

Figure 6. Air supply through a single discrete hole

Air fed through a single hole separates into two arms forming a V section with an angle depending on water flow speed and air feed quantity. The area between the V arms is filled with an unstable air film. This area may be fully filled with air film, with no air at all, air film breaking into sections with partially formed air film.

V angle trend by change of speed and air feed rate is given in Figure 18. Additionally, the area between the V arms is also with less air as the water speed increases.

Figure 7. Air lubrication from a single discrete hole

Figure 8, 9 and 10 demonstrates the effect of air supply rate through the single for a single speed of 0.42 m/s corresponding to Froude Number of 0.068. As the air rate increased, the V angle increase.
Figure 10. Air lubrication with Fn:0.067 and air supply rate of 1.0 m3/h

Figure 8. Air lubrication with Fn:0.067 and air supply rate of 0.5 m3/h Figure 11. Air lubrication with Fn:0.12 and air supply rate of 1.0 m3/h

Figure 9. Air lubrication with Fn:0.067 and air supply rate of 0.75 m3/h

Figure 12. Air lubrication with Fn:0.158 and air supply rate of 1.0 m3/h

The effect of model speed is illustrated in Figures 10-15. As the water speed increases, V angle of the air decreases. Air film between the V arms also is reduced by the increase of model speed. The

Figure 13. Air lubrication with Fn:0.198 and air supply rate of 1.0 m3/h

Figure 16. V Angle of the single hole air injection

3.3 Multiple Discrete Holes Air Supply The hypothesis to increase the effective air film area by use of air injection through multiple holes was investigated using a number of holes illustrated in Figure 17.

Figure 17. Air lubrication with Fn and air supply rate of 0.5 m3/h Figure 14. Air lubrication with Fn:0.221 and air supply rate of 1.0 m3/h

When the holes are arranged in the same horizontal section (Figure 1), the air supply from the center hole is less effective. Formation of V arm at the center is cancelled and only outer holes forms V arm at the outer side where the pressure is smaller. When holes are arranged longitudinally, each hole air supply form their own V shaped air film. The V shaped air film patterns do not mix, separation of V shapes with fully wetted hull surface sections is clearly visible from Figure 19.

Figure 15. Air lubrication with Fn:0.24 and air supply rate of 1.0 m3/h

Figure 18. Air supply through 3 horizontal holes

cylindrical hole is defined in right angle to the flow as defined in Figure 21 and 22. Volume of Flow model was utilized in unsteady flow solutions. Same air inflow quantities and water speeds were simulated to generate validation with the experiments
Air inflow Water inflow Calculati on plate

Waterair mixed outflow

Figure 19. Air supply through 2 longitudinal holes

Figure 21. Computational domain of the air injection flow

3.4 Porous Media Air Supply Covering the underwater surface of the hull with full air layer may not be possible with simple discrete holes. Hence air film derived from air bubble clouds have been considered for this purpose. Generation of air micro-bubbles through electrolysis have been utilized frequently. However the energy consumption and low air flow rate obtained prohibits practical applications of such an approach. Instead air bubbles obtained from pumping of air through porous media have been utilized in a number of research and full scale applications. A horizontal strip of porous media have been applied to the ship bottom near the bow from one side of the hull to the other side in the current work as shown in Figure 20. Air flow rates between 0.5 m3/h to 1.0 m3/h have been applied to observe the resistance changes. Even though the bubbles are formed discretely, these bubbles may be combined to form an air film.

Figure 22. Computational grid of the air injection flow

Figure 23. Velocity streamlined behind a single hole air injection at 1 m/s water speed and 1m3/h air flow rate.

Figure 20. Air through porous media

4 NUMERICAL MODELLING The flow around an air injection at the bottom of a hull form was conducted using CFD package. A

Figure 23, 24 and 25 demonstrates calculated flow field around a single hole air injection. V form of the flow is well predicted the velocity streamlines, and phase division of mixed flow.

Figure 24. Phase difference behind a single hole air injection at 1.4 m/s water speed and 1m3/h air flow rate

Figure 27. Velocity streamlined behind a five hole air injection

5 FORCE MEASUREMENTS Total resistance measurement tests were been conducted in 10 conditions as given in Table 2. Two draughts have been utilized in order to observe the effect of static pressure effects. Conditions without air feed, 2 air feed rates for single hole and 2 air feed rates for porous media have been tested. Total resistance was measured for each configuration for model conditions of free to trim, sinkage and surge but fixed to heel, yaw and sway.
Table 2. Test conditions Condition Figure 25. Phase division behind a single hole air injection at 1.25 m/s water speed and 1m3/h air flow rate Without Air Injection Single Hole Air Injection at 0.5 m3/hour rate Single Hole Air Injection at 1.0 m3/hour rate Porous Media Air Injection at 0.5 m3/hour rate Porous Media Air Injection at 1.0 m3/hour rate Full Draught FDN00 FDH05 FDH10 FDP05 FDP10 Low Draught HDN00 HDH05 HDH10 HDP05 HDP10

The air injection case from 5 holes is demonstrated in Figures 26 and 27. The air flow is formed into V shape similar to the experimental measurements.

4.1 Total Resistance Test Total resistance measured at the towing post can be subdivided into components. Traditional way of subdivision according to ITTC 1978 method is wave resistance and viscous resistance. RT = RV + RW = (1 + k ) RF + RW (2) where RF : Frictional resistance RW : Wave resistance

Figure 26. Vorticity behind a five hole air injection case

(1 + k ) : Form factor The total resistance tests with single hole given in Figure 28 clearly indicate that resistance reductions up to 10% can be obtained for the model speed range of 0.8 to 1.1 corresponding to Froude number range of 0.125 to 0.171. The resistance reduction drops with increasing speed and there is no gain at the full speed of 1.4 m/s corresponding to Froude Number of 0.218.

6 CONCLUSIONS Air lubrication technique is an effective method to reduce the resistance of ships for both low and high speed craft. The resistance reduction using air cavity and micro-bubbles are relatively investigated. Air film lubrication for low speed ships is still not understood well. The case study approach in this work indicates that resistance reduction in the range of 5% to 10% of the total resistance can be obtained in the model scale for lower speeds. Location and air supply rate of air feed has the prime importance for the optimum performance of air lubrication technique. Single hole air feed system is simpler but optimization of location air supply rate is very critical. Experimental flow visualization studies have been indicated that a complex interaction between the ship boundary layer and air flow shapes the air distribution over hull bottom. It does not form a simple layer of air film, instead it diverges from the hull bottom. Numerical studies of air feed through discrete holes have been performed and simulation of flow can be achieved. The coverage of hull surface through discrete air injection holes requires a careful optimization of hole positions and air injection rates. 6 ACKNOWLEDGEMENTS This work was conducted partly within EU FP6 Project titled as Sustainable Methods for Optimal Design and Operation of Ships with Air LubricaTed Hulls (SMOOTH) with participation of MARIN, AKZO Nobel International Coating, Bureau Veritas, Damen Shipyards, Istanbul Technical University, Atlas Copco Ketting Marine Centre, New Logistics, SSPA, DST, Thyssesn Krupp Veerhaven, Imtech. REFERENCES
Bruin R. 2007. Airlayer drag reduction on a human powered submarine, http://wasub2.tudelft.nl/download/Airlayer%20drag%20red uciton%20on%20a%20human%20powered%20submarine. pdf accessed at 31-5-2009. Butuzov, A.A., 1967. Artificial cavitation flow behind a lender wedge on the lower surface if a horizontal wall. Fluid Dynamics 2(2), 56-58. Butuzov, A., Sverchkov A., Poustoshny A., Chalov S. 1999. High speed ships on the cavity : scientific base, design pecularities and perspectives fort he Mediterranean sea, Fifth Symposium on High Speed Marine Vehicles, HSMV 99, Capri , Italy, 24-26 March Chaban, Y.Y., Matveev, I.I. Rogojkin, S.Y., Matveev, I.I., Ejov, M.V., 1993. High speed ships. Russian Federation Patent 20411116.

Figure 28. Total resistance measurement results with single hole air feed system at full draught

Resistance measurements with porous media have similarly shown a resistance reduction up to 7% for almost all speed range. However resistance reduction disappears around the service speed (Figure 29).

Figure 29. Total resistance measurement results with single hole and porous media air feed system at half draught

Resistance measurements with half draught has similar tendency, but porous media results are better than the single hole results indicating that single hole air lubrication is effected from the static pressure.

Choi J.-K., Hsiao C.-T., and Chahine G.L. 2005. Design tradeoff analysis for high performance ship hull with air plenums, 2nd international symposium on seawater drag reduction, Busan, Korea, May 23-26. Elbing B.R., Winkel E.S., Perlin M., Dowling D.R. and Ceccio S.L. 2007. Investigation of drag reduction methods by air injection beneath a turbulent boundary layer at highreynolds-number, 6th International Conference on Multiphase Flow, ICFM 2007, Leipzig, Germany, July 9-13 Fukuda, K., Tokunaga, J., Nobunaga, T., Nakatani, T., Iwasaki, T., Kunitake, Y. 2000. Frictional drag reduction with air lubricant over a super-water-repellent surface. Journal of Marine Science and Technology 5, 123130. Gokcay, S., Insel, M. and Odabasi A.Y. 2004. Revisiting Artificial Air CavityConcept for High Speed Craft, Ocean Engineering, 31: 253-267. Insel M. 1990. An investigation into the resistance components of high speed displacement catamarans, PhD Thesis, University of Southampton Kato H., Miura K., Yamaguchi H., Miyanaga M., 1998, Experimental study on microbubble ejection method for fritional drag reduction, Journal of Marine Science and Technology, 3, 122-129

Kodama, Y., Takashi, T., Makino M, Hori T. and Ueda T. 2005. Practical application of microbubbles to ships Large scale model experiments and a new full scale experiment, 6th International Symposium on Smart Control of Turbulence, Tokyo, March 2005. Matveev, K.I., 2003. On the limiting parameters of artificial cavitation. Ocean Engineering 30(9), 1179-1190. Matveev, K.I., 2007. Three-dimensional wave patterns in long air cavities on a horizontal plane. Ocean Engineering 34(13), 1882-1891. McCormick, M.E., Bhattacharyya R. 1973. Drag reduction of a submersible hull by electrolysis. Naval Engineers Journal, 85, 11-16. Moriguchi, Y., Kato H. 2002. Influence of microbubble diameter and distribution on frictional resistance reduction. J.Marine Science and Technology, 7, 79-85. Wikipedia. 2009. http://en.wikipedia.org/wiki/Hydrophobic, accessed at 31-5-2009 Wu S-J., Hsu C-H., Lin T-T., 2007, Model test of the surface and submerged vehicles with the micro-bubble drag reduction. Ocean Engineering, 34, 83-93