University “ Dunarea de Jos” Galati

Naval Architecture Faculty

COMPUTATIONAL FLUID
DYNAMICS

PROJECT

Student: Necula Petrică

Professor: prof.dr.ing Adrian Lungu
 Kriso Container Ship

1. Introduction

The Kriso Container Ship (KCS) is a ship designed by the Maritime and Ocean Engineering
Research Institute. For our project, we use a model of the KCS derived with a value that has been
given to us. This project purpose was to determine the ship’s model resistance in water, using a
potential method in nonlinear scheme. This was made using the CFD software Shipflow.
Shipflow uses potential flow methods that are a very useful instrument for optimizing,
for example fore bodys or aft bodys of the ship. The power of this software stand in the
accuracy in ranking design modifications in combination with the short computation time. The
short computation time makes it possible to try many different variants or to set up a parametric
optimization that will finish within reasonable time.
Combining the potential flow method in XPAN with frictional resistance from the thin
boundary layer method in XBOUND will include the viscous effects. Detailed predictions of the
wake are required for design of propellers and for looking at the interaction with appendages. This
calls for an advanced viscous flow method. Shipflow uses an unconventional technique, which
combines a very stable numerical scheme with other advanced features, such as a turbulence model
especially developed for ship stern flow and a novel gridding technique. Depending on the type of
ship, speed and what effects are studied the user can choose which modules to use. To enhance the
stability of the solution the differential equations are discretized considering the magnitude and
direction of the flow of information and non-physical fluctuations in the solution are suppressed.

2.Ship Description
Initial dimensions are:
Length between perpendiculars, Lbp = 7.2786 [m];
Mean draught, T = 0.3418 [m].
Model wetted surface area, S0=9.4379 [m2]

Model speed, Vm=2.196 [m/s]

3.Hull Geometry Definition

Dimensions of the derivated ship are:

Length between perpendiculars, Lb = 6.18681 [m];
Mean draught, T = 0.29053 [m].

4. Computational Strategy

To define the hull geometry, an IGES file was used. The XMESH module of the Shipflow
software reads the IGES geometry file and generates an offset file, based on which the XMESH
module generates the panels needed for the flow analysis. The Rhinoceros software allows for
geometry manipulation and fairing up to a certain extent. The hull is separated into bodies by the
software, “main”, “aft”, “boss”, “bulb”, “bow” and “tran”. In the first series of runs, the bodies
were not used because we used Auto-Mesh and for that we use the mark “#” to put the bodies in
a comment. Instead in the second series of runs we must use them because it use a Manual Mesh,
that means we can use the distribution of panels.
The project results were achieved in a single manner, we used a non-linear method
computation. The following configuration files were used to run the simulations:

 Non-linear Auto Mesh:

 xflow
 titl( titl="prima" )
 prog( xmesh,xbound, xpan, xpost)
 hulltype ( mono, fsflow, coarse )
 offs( iges="kcs8(.85).igs", zori=0.29053, lpp=6.18681 )
 vshi( fn=[0.108], rn=[11000000])
 end

 #xmesh
 # body( grno = 1, offsetgroup = "hull",
 # station = 61, point = 16, expa = 2,
 # str2 = 5, df2 = 0.005, dl2 = 0.0075 )
 # body( grno = 2, offsetgroup = "stern",
 # station = 9, point = 10, expa = 2 )
 # body( grno = 4, offsetgroup = "boss",
 # station = 5, point = 5 )
 # free( grno = 5,
 # nbd2 = 4, ibd2 = [1,2,3,4],
 # xups = -0.5, xdow = 1.6, y4side=-0.6,
 # point = 16, str1 = 1, df1 = 0.02,
 # stau = 31, stru = 1, dlu = 0.012,
 # stam = 86,
 # stad = 41, strd = 1, dfd = 0.012 )
 # tran( grno = 6, poin = 5,
 # stad = 41, strd = 1, dfd = 0.012 )
 #end

 xpan
 cont( free, nonlin )
 iter( maxit =10 )
 para( nthr = 4 )
 end

 xpost
 cont (off)
 end
  Non-linear Manual Mesh:
xflow
titl( titl="108" )
prog( xmesh, xpan)
offs( file="off_kcs8(.85)", zori=0.29053, lpp=6.18681 )
vshi( fn=[0.108], rn=[11000000])
end

xmesh
body( grno = 1, offsetgroup = "main",
station = 101, point = 21, expa = 2,
str2 = 5, df2 = 0.005, dl2 = 0.005 )
body( grno = 2, offsetgroup = "aft",
station = 9, point = 10, expa = 2 )
body( grno = 3, offsetgroup = "bulb",
station = 12, point = 10 )
body( grno = 4, offsetgroup = "boss",
station = 5, point = 5 )
free( grno = 5,
nbd2 = 4, ibd2 = [1,2,3,4],
xups = -0.5, xdow = 1.8, y4side=-0.6,
point = 36, str1 = 1, df1 = 0.006,
stau = 31, stru = 1, dlu = 0.006,
stam = 106,
stad = 61, strd = 1, dfd = 0.006 )
tran( grno = 6, nbd1 = 1, ibd1 = [2],
point = 5, stad = 61, strd = 1, dfd = 0.006 )
end

xpan
cont( free, nonlin )
iter( maxit = 40 )
para( nthr = 4 )
end

xpost
cont (off)
end

The code was using the following program parameters and variables:

XMESH is a panel generator for the potential flow module XPAN. XMESH can be executed
as a separate program to check the panelization of the body and free-surface before the potential flow
computation is executed. The XMESH module is also executed during the potential flow
computation when sinkage/trim or non-linear iterations are performed and the panelization is updated
in each iteration. XMESH generates the panels used for a sink-disk representation of a propeller in
the potential flow.
 XPAN which is the potential flow solver based on surface singularity panel method was used
in the first place to compute the wave pattern and the pressure contours for a number of five speeds.
Using the XPAN program, the following features of the flow around the hull may be computed:
 Wave resistance from pressure integration and from transverse wave cuts
 Wave pattern
 Wave profile along the waterline
 Wave profile along longitudinal and transverse wave cuts
 Far-field waves in deep water
 Potential streamlines (traced in XBOUND)
 Pressure contours
 Velocity vectors
 Sinkage and trim
 Lift and induced drag

XBOUND is a program for thin turbulent boundary layer computations. The momentum
integral equations for boundary layers are solved along streamlines traced from a potential-flow
computation. XBOUND is also capable of computing the laminar boundary layer and the transition
to the turbulent boundary layer for simpler cases with a well define stagnation point or line.

5. Results and discussion

The model was analyzed at 6 different values of Froude numbers for non-linear (Auto
Mesh) and non-linear (Manual Mesh):
 0.108
 0.160
 0.195
 0.227
 0.260
 0.282
With these 6 values of Froude numbers and ship resistance for them, we can obtain
the resistance curve for model.

Nr.crt. Fn v [m/s] CW CF S Rt1 [N] Rt2 [N]

1 0.108 0.84095 4.97E-04 3.47E-03 1.80E-01 1.2439 13.2259
2 0.16 1.245852 3.24E-04 3.28E-03 1.80E-01 1.7791 22.8510
3 0.195 1.518382 1.06E-04 3.16E-03 1.80E-01 0.8687 31.6217
4 0.227 1.767552 8.30E-07 3.08E-03 1.80E-01 0.0092 40.5226
5 0.26 2.024509 1.52E-04 3.08E-03 1.80E-01 2.2065 54.2242
6 0.282 2.195814 8.77E-04 3.08E-03 1.80E-01 14.9734 78.0836
Table 1. Results Auto-Mesh
 Nr.crt. Fn v [m/s] CW S Rt1 [N]
1 0.108 0.841 7.23E-04 1.80E-01 1.8105
2 0.16 1.246 5.23E-04 1.80E-01 2.8744
3 0.195 1.518 4.35E-04 1.80E-01 3.5516
4 0.227 1.768 4.54E-04 1.80E-01 5.0288
5 0.26 2.025 6.77E-04 1.80E-01 9.8207
6 0.282 2.196 1.54E-03 1.80E-01 26.2817
Table 2. Results Manual-Mesh

Resistance Curves (CW)

30.0000

Auto Mesh
25.0000 Manual
Mesh
20.0000

15.0000
Rt [N]

10.0000

5.0000

0.0000
0.100 0.120 0.140 0.160 0.180 0.200 0.220 0.240 0.260 0.280 0.300
Fn
Diagram 1. Resistance curves (Cw)
 Resistance Curves (CW+CF)
90.0000

80.0000
Auto Mesh
70.0000

60.0000

50.0000
Rt [N]
40.0000

30.0000

20.0000

10.0000

0.0000
0.100 0.120 0.140 0.160 0.180 0.200 0.220 0.240 0.260 0.280 0.300
Fn
Diagram 2. Resistance curves (Cw+Cf)

Next I’ll present the results from Tecplot program.

Case I. Non-linear Auto Mesh

Ship hull surface and free surface contour

 Ship Hull Surface

Free surface contour

 Ship hull

FN=108

Velocity X
Velocity Y

Velocity Z
Pressure distribution

Pressure distribution
Velocity X

Velocity Y
 Velocity Z

Pressure distribution
FN=160

Velocity X

Velocity Y
 Velocity Z

Pressure distribution
Pressure distribution

Velocity X
Velocity Y

Velocity Z
 Pressure distribution

FN 195

Velocity X
Velocity Y

Velocity Z
Pressure distribution

Pressure distribution
Velocity X

Velocity Y
 Velocity Z

Pressure distribution
FN 227

Velocity X

Velocity Y
 Velocity Z

Pressure distribution
Velocity X

Velocity Y
 Velocity Z

Pressure distribution
FN 260

Velocity X

Velocity Y
 Velocity Z

Presssure distribution
Velociy X

Velocity Y
 Velocity Z

Pressure distribution
FN 282

Velocity X

Velocity Y
 Velocity Z

Pressure distribution
Velocity X

Velocity Y
 Velocity Z

Pressure distribution
Case II. Non-linear Manual Mesh

Free surface contour

Ship hull
 Ship hull surface

FN 108

Velocity X
Velocity Y

Veocity Z
Pressure distribution

Velocity X
Velcity Y

Velocity Z
 Pressure distribution

FN 160

Velocity X
Velocity Y

Velocity Z
Pressure distribution

Velocity X
Velocity Y

Veelocity Z
 Pressure distribution

FN 195

Velocity X
Velocity Y

Velocity Z
Pressure distribution

Velocity X
Velocity Y

Velocity Z
 Pressure distribution

FN 227

Velocity X
Velocity Y

Velocity Z
Pressure distribution

Velocity X
Velocity Y

Velocity Z
 Pressure distribution

FN 260

Velocity X
Velocity Y

Velocity Z
Pressure distribution

Velocity X
Velocity Y

Velocity Z
 Pressure distribution

FN 282

Velocity X
Velocity Y

Velocity Z
Pressure distribution

Velocity X
Velocity Y

Velocity Z
 Pressure distribution

6. Concluding remarks

In conclusion, the results received from Shipflow for Auto Mesh and for Manual Mesh are
different, but that can be explain easly because we use two types of mesh, one generated by the
program and other manually generated.
If results are not what we were expacting, than we can o increase the accuracy of the
results obtained, we can change the mesh paneling in the critical areas.
Tecplot program is useful for interpretation the results generated by Shipflow, also it is
intuitive and after few steps in program we can easly export our results.