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SUMMARY
To determine the hull form parameters affecting wave wake, a testing program was conducted utilising a computational
fluid dynamics program, (CFD), and scale model tests. A parent hull form was chosen, which was representative of a
typical low wave wake high speed catamaran. From the parent hull form, multiple variant hull forms were created. Their
wave wake was obtained for a range of speeds in deep water using CFD, and the free surfaces recorded and analysed
using a decay method. The CFD was validated though scale model testing.
From the results, regression analysis was used to develop a simple prediction tool. The regression analysis was then
validated though the trial of a test hull form, which was unrelated to the original hull series. Given key hull form
parameters the wave wake height for a vessel can be predicted. The tool allows the designer to rank hull forms relative
to each other, within a given variable range.
NOMENCLATURE 1 INTRODUCTION
There are two main approaches for reducing a vessel’s 3.1 WAVE ENERGY METHOD
wave wake: hull wave minimisation and hull wave
cancellation. The first is the reduction of the hull forms The wave energy criterion is simply a measure of the
wave making, the second being the maximisation of energy contained in a single wave. This measure is an
positive interference between the wave trains. attempt to address the inequalities of the simplistic
maximum wave height, and period measures.
For most vessels, speed and hull configuration are fixed
or at least limited by commercial or structural Waves of similar heights yet different periods will have
constraints. Therefore frequency and possible different energies contained within them, and visa
interference considerations are known, and so it is the versa. It is the combination of height and period that
wave height that is the main variable influencing wave determines the energy in the waves.
wake. This assumption has lead to the primary focus of
attention of this work being placed on the hull shape The energy in a wave can be obtained from equation
generating the wave wake. 3.1. The output units are expressed as Joules per metre
of wave front.
WAVE /WAKE
REDUCTION
Wave Energy E = Hw2.Tw2 (3.1)
MINIMISATION
MAXIMISATION Stumbo et al, [4, 5 & 6], used this kinetic energy
OF HULL WAVE
OF HULL WAKE
GENERATION
CANCELLATION criterion to establish their wave wake measure. This
criterion required that the sample wave cut be taken
300m from the vessel’s sailing line. They proposed that
the maximum wave amplitude for a vessel to be
LENGTH/ CP AT/AK Fn S/L ASYMMETRY POSITIONING
DISPLACEMENT PRISMATIC TRANSOM FROUDE DEMI HULL ASYMMETRIC ARRANGEMENTS
VOLUME RATIO COEFFICIENT AREA RATIO NUMBER SEPARATION DEMI HULLS OF DEMI HULLS
Hw=γ.y-1/3
HSC with the benchmark wash of a conventional CFD
Hw'
PREDICTED
vessel. 0.3
0.1
period. Hc is maximum wave height of the benchmark Offset from Sailing Line (x/L)
This criterion, while representing the concerns of shore The decay method was selected, as it is the best method
side users and recreational vessels, may prove difficult for ranking one hull form against another. Also through
to measure. This is mainly due to water depth, but also the use of multiple longitudinal cuts, the decay method
due to the criticality of the wave as it enters shallow is relatively independent from the exact sailing line of
water. The local topography of the coast where the the vessel.
measurement occurs may significantly affect results.
It is known that the decay coefficient, (-1/3), is not
3.3 WAVE DECAY FUNCTION always fixed, and does vary with vessel speed, [11],
however for this work the coefficient has been assumed
Renilson and Lenz, [8 & 9] describe a method which constant at -1/3. It is recognised that further work could
operates on the principle that the characteristics of be done on re-analysing the series with respect to decay
wave trains generated from different vessels decay at function
different rates and that the divergent waves are
dominant. It follows that if the decay of this wave train 4 PARENT HULL FORM & VARIANTS
can be determined, the wave measurement goals will be
achieved. 4.1 PARENT HULL FORM
It is known from Havelock, [10], that the divergent The parent hull form, (PHF), is the basis from which all
wave system decays at a rate approximately equal to other hull form variants are generated.
the inverse cube root of the distance from sailing line,
(for deep water). A vessel’s maximum wave height, A survey of current catamaran vessels was made, which
(Hw), can be calculated for a given offset from sailing included low wash and conventional hull forms. The
line, y, once gamma, γ is known, (equation 3.3). surveyed vessels were mainly commercial
car/passenger ferries, but some motor sailing and
Maximum Wave Height Hw = γ . y -1/3 (3.3) pleasure catamarans were included. The survey
provided parameter ranges within which the PHF was
To obtain γ for a vessel at a particular speed, a series of set.
longitudinal wave cuts must be taken at varying offset
from the vessel. The cuts are analysed for maximum The PHF met the following program aims:
wave elevation, and these maximums plotted as a
function of y. From this plot a curve of best fit is • Has perceived low wash characteristics;
obtained, and γ determined, (Figure 2.). • Is commercially viable;
• Is “scalable” within set parameters ranges
3.4 DISCUSSION & can be utilized in future work
The wash criterion used in this work is based on the The Parent hull form parameters can be seen in Table 1.
decay method. As the measurements are taken from The Parent hull form body plan can be seen in Figure 3.
CFD data, any physical measurement problems or bias
are not relevant.
L/B
Length / Beam
Range 10 - 40
( Parent 20 )
B/T Fn
Beam / Draught
Froude Number
Range 0.78 - 3.9
Range 0.4 - 0.6
( Parent 1.76 )
Some hull variables have had a greater influence on Accordingly, for each hull form at each speed a wave
wave wake reduction than others. The effect of a decay coefficient, or γ, was obtained. From these
variable can depend upon vessel speed and the parent
hull form. For example, if a hull form is already
Hw'
0.50
EXPT
0.20
The grid resolution sets a practical limit for the It was concluded that CFD is valid wave wake
sampling rate used when taking longitudinal wave cuts. prediction tool, within the given Froude number range.
The panel resolution should be as high as possible,
within computational limits. The longitudinal direction 7 RESULTS
should be the primary concern when allocating grid
resolution. The first aim of the work was to determine which
variables had a significant effect on vessel’s wave
The grid size should be as large as possible, within wake. The second aim was to create a simple method
computational limits. The grid shape should be seven for calculating/predicting a vessels wave wake within a
vessel lengths downstream for every one taken given variable range.
outboard. Longitudinal cuts should be taken no closer
than one vessel length from the demi hull centreline, 7.1 VARIABLE RANKING
and at a sample rate of no less than half the longitudinal
grid resolution. Each variable was ranked on its decay function. The
higher change in the decay function, γ, the more
For a decay curve to be established, longitudinal cuts influence the variable has on vessel wave wake.
should be taken over at least one vessel length, with
approximately five to ten cuts taken per vessel length
The percentage change of γ’, (%δγ’), across each
outboard.
variable, was obtained for each Froude number. This
was determined by calculating the difference between
6 VALIDATION
the high and low value of γ’ divided by the γ’ for the
A CFD package is an excellent tool for establishing the PHF, for a given Fn, (i.e. (% δ γ’= (Variable γ’ (hi) ±
relative performance of hull forms. It is standard Variable γ’ (low)) / PHF γ’ )).
practice to correlate CFD predictions with physical
data, such as scale model testing or full-scale trials. In From Table 2. it is clear that the L/∇1/3 variable has the
doing so it is then possible to predict a hull forms largest absolute change in γ’. This is closely followed
performance, in absolute terms. In order to correlate the by the L/B variable and third is the S/L variable.
CFD, scale model tests were conducted at the AMC’s Grouped together are the B/T, CP and Trim variables.
Wave Wake Facility, (WWF). In this last grouping the variables change ranking
according to Froude number.
A series of tank tests were conducted using the PHF.
The data from this has been used to correlate actual The variables have been listed in order of overall affect.
Regr.
The following equation form gave the best combination Froude Number