CHAPTER 1

INTRODUCTION

The Objective of ship hull analysis is to understand the integrity of ship hull. It also helps in
understanding the precise amount of cargo that is safe to carry. By CFD analysis, unerring
dimensions of ship hull can be noted that can be used in providing safety to structure of ship hull so
that it can withstand a certain harsh environment during its voyage.
In the business of ship building, design of ship hull has a crucial part to play. So, the
problems related to ship design were a major issue that needed to be dealt with. The theoretical
implementation of CFD was first presented in 1960’s. It was just a matter of time that shipbuilding
companies began to adapt this method, the rapid progress of the computer technology was the main
reason for such nimble adaptation of CFD into industry. Before adapting and implementing CFD
analysis, some of the conventional methods that are used to understand the dimensions and design
of ship hull are regression-based method, standard series data and direct model testing.
The major reason for such implementation was simple, CFD analysis was cheaper and swift
compared to other conventional methods. The competitive methods in Computational Fluid
Dynamics are used in ship design, for the purposes of the hull form optimization and also to
understand the proper dimensions of other components in the ship propulsion system.
Hydrodynamic problems of ship design are well known to be complex and exacting. A
conventional approach to solve them is comparatively expensive and long-term experiment in the
towing tanks or other laboratory facilities. Since 1985 the numerical methods in Computational
Fluid Dynamics (CFD) are used in ship design, first of all, for the purposes of the hull form
optimization and also for the optimize/design of other components in the ship propulsion system.
The theoretical background of CFD came into sight already in the 1960s, however its
implementation in industry became only possible due to the rapid progress of the computer
technology. As it is well known, the panel methods based on the potential non-viscous flow model
have used singularities as the first computational model effectively applied to the ship design. They
had a lot of drawbacks due to the neglecting or incomplete modeling of viscosity. Nevertheless, the
panel methods provided quite realistic qualitative results of the hull flow behavior, including a
wave pattern, which complexity has been leveraged to the available computing resources at that
time.
1.1 TYPES OF CARGO-SHIPS

Container ships emerged during the 1960s when the idea of combining land routes with sea
routes came about. Such a decision necessitated vessels that could carry standard size containers.

Bulk vessels have a design perfect for carrying dry cargo. Specifically appropriate for things
like sugar, fertilizer, grains, and power sources like ore and coal.

Break bulk vessels design makes them a perfect fit to carry general cargo that otherwise
required individual loading without an intermodal container.
Reefer vessels are specifically designed to carry goods that have to be temperature controlled or
frozen during their shipment.

Barge vessels came about in the 1960s in an effort to minimize the amount of time that ships spent
in port.
Tanker vessels are designed specifically to transport liquids. If your company needs to ship
chemicals or oil, a tanker vessel is the best option.

Multi-purpose vessels can transport different types of cargo all-in-one. As the name suggests they
are very versatile and used for multiple purposes.
Ro-Ro vessels have a design that suits loading and unloading cargo trailers onto a ship with a ramp.
An essential component needed in order to utilize this vessel is a cargo trailer with wheels.

Traditional towing-tank tests are notoriously complex to perform. First an accurate scale
model of the ship hull needs to be manufactured, where parameters such as displacement, weight
distribution and surface geometry will be sources of error. The next step is to design a measurement
campaign where the model is tested under the right conditions. Here the measurement devices, and
possibly the testing facilities will introduce errors to the measurements. Finally the data needs to be
scaled up to give estimates of the performance of the full scale ship and this process will both
introduce new errors and possibly scale up the previously mentioned errors. For these reasons,
towing tank tests can easily become very expensive and are usually only performed near the end of
the design campaign.
A numerical towing tank based on Computational Fluid Dynamics (CFD) could instead
allow evaluations of designs multiple times during the design process. For a relatively recent
summary of state of the art numerical ship hydrodynamics. Simulations of full-scale ships would
most likely be too computationally expensive due to the high Reynolds numbers and large meshes,
but it would be possible to run simulations of models of different scales to further investigate how
the final results can be scaled up as accurately as possible.
When developing the simulation methodology emphasis was put on keeping down
computational costs to allow entire series of hull forms to be tested within a reasonable time frame.
In order to ensure that the methodology would work for many different types of ships three vastly
different hull types were tested, one high speed displacement hull, one bulk carrier hull belonging
to the largest class of bulk carriers and one bare submarine hull. The software chosen as basis for
the numerical towing tank was the open source finite volume based software Open FOAM.

1.2 SUBMARINES
The idea of submarines has been around for hundreds of years but it wasn’t until the end of
the 18th century that working prototypes were built, the first being Bushnell’s Turtle followed by
Fulton’s Nautilus. These early submarines were man-powered military vessels designed for the
purpose of planting explosive charges on the underside of warships. Although the vessels were
technologically advanced for their time, they had little to no success.
Major strides in submarine technology were made over the course of the 1800s and by the
end of the century the Holland-class submarine was designed for the British Royal Navy by John
Philip Holland. The Holland-class had many features of modern submarines and was powered by a
petrol engine coupled with an electric motor.
However it was during the 20th century that the development of submarines really took off,
mainly due to the two world wars. Many of the early military submarines were however optimized
for surface operation and little attention was given to underwater performance.
Figure 1: Top: German Type VII-C U-boat (1930s) Bottom: German Type XII U-boat (1940s)

Towards the end of the Second World War German designers started to realize the
improvements in underwater performance that could be gained by streamlining the hull and
removing appendages. The difference in design philosophy can be seen by comparing the earlier
Type VII with the later Type XII [2] (see Figure 1).
After the war both the British and American navies obtained Type XII’s for evaluation and
were stunned by the technological advances that the Germans had made. Their subsequent designs,
the British Porpoise-class and American Tang-class, were heavily influenced by the German
submarine. Modern day submarines are even more streamlined and are usually based around an
axisymmetric base hull, such as the Joubert Bare Hull.
1.1.1 Resistance
The resistance acting on a body moving through a 1-phase fluid (constant density) is usually
divided into two components, pressure resistance (or form resistance), Rp, and frictional resistance,
Rf . Pressure resistance: Since all fluids are viscous to some degree there will be a boundary layer
on all surfaces of the body in contact with the fluid. This disrupts the fore-aft symmetry of the
pressure acting on the body, resulting in a net drag force known as the pressure resistance.
Frictional resistance: The no-slip condition at the surface of the submarine means that the fluid
counteracts the movement of the body by exerting tangential shear forces on the surface as it moves
forward. The resulting drag coming from these shear forces is referred to as the frictional resistance.

1.3 WHAT IS CFD ANALYSIS

Computational fluid dynamics (CFD) is a branch of fluid mechanics that uses numerical

analysis and data structures to analyze and solve problems that involve fluid flows. Computers are
used to perform the calculations required to simulate the free-stream flow of the fluid, and the
interaction of the fluid (liquids and gases) with surfaces defined by boundary conditions. Since
many parameters can be evaluated, it gives precise calculations when compared to other
conventional methods so CFD analysis is more reliable. With high-speed supercomputers, better
solutions can be achieved, and are often required to solve the largest and most complex problems.
Ongoing research yields software that improves the accuracy and speed of complex simulation
scenarios such as transonic or turbulent flows.

WHY CFD ANALYSIS

Ship behavior and performance are highly influenced by the hydrodynamic

interaction between the hull and the proximity of the seabed. The three main parameters influencing
ship squat are the blockage factor, the block coefficient, and the velocity of the ship. Understanding
such basic parameters plays a crucial role in the integrity of ship hull. In addition to that, CFD
analysis is a great cost cutting method for understanding integrity of ship hull.

With a CFD analysis, we can understand the flow and heat transfer throughout the design
process. The basic methodology for any engineering CFD Analysis is based on a few procedures:

Understanding flow model by Flow separations, transient effect, physical interactions.

Proving assumed model by Experimental results validation, parametric studies, structural
simulations.
Model optimizing by Reducing pressure drops, flow homogenization, improving laminar
and turbulent mixing.
 CHAPTER II
LITERATURE REVIEW
The DSTO has a requirement to calculate propeller loadings, performance and signatures for
both naval surface ships and submarines. A detailed knowledge of the fluid velocity in the propeller
plane is required in order to perform these calculations. Modern Computational Fluid Dynamics
(CFD) computer codes which solve the Reynolds-Averaged Navier-Stokes (RANS) equations for
complex geometries have been used to simulate viscous flow around ship hulls since the early
1990s. The first significant simulations were confined to tanker hulls and were relatively simple by
today’s standards; wave effects were absent, the free surface was considered as a plane of
symmetry, and the most sophisticated turbulence model employed was the k- model. A summary
of these early simulations can be found in the proceedings of the SSPA-CTH-IIHR workshop on
Ship Viscous Flow held in Gothenburg, Sweden, in 1990 [1].
As the speed of computers increased and more sophisticated RANS codes were developed more
realistic simulations were able to be performed. These advances are well documented in the
proceedings of several international conferences on the application of CFD techniques to ship flows
which have been held every few years since 1990, most notably those in Tokyo in 1994 [2],
Gothenburg in 2000 [3] and Tokyo in 2005 [4]. Significant information on the application of CFD
codes to naval ships and submarines can also be found in recent proceedings of the “Symposium on
Naval Hydrodynamics”, which is a biennial symposium sponsored by the US Office of Naval
Research (ONR) and was first held in 1956.
An example of the sophistication of current specialised CFD codes for the simulation of flow
around naval hulls is provided by the work of Burg et al. [5] reported at the 24th Symposium on
Naval Hydrodynamics. They used U2NCLE, a three-dimensional unstructured, parallelized CFD
code developed by the Computational Simulation and Design Centre at Mississippi State University
to simulate the free surface flow around a fully-appended model of a US naval ship. The
simulations produced by this code realistically captured the turbulent flow and vortices arising from
the bulbous bow and the tips of the propulsors and rudders and were found to accurately model the
rotation of the propulsors. Near-field wave shapes were accurately simulated using a nonlinear free
surface algorithm.
CDFShip-Iowa, which was developed at The University of Iowa's Institute of Hydraulic Research
(IIHR) under funding provided by ONR, is another example of a RANS code which has been
specifically developed for surface-ship and marine-propulsor flow problems. Typical applications
in naval hydrodynamics include the prediction of resistance (friction and pressure drag), wave
profiles, sea keeping (the code is six-degree-of-freedom capable), and manoeuvring.
Wilson et al. [6] recently compared the performance of CFDShip-Iowa with that of two
commercial CDF codes, Fluent, developed by Fluent Inc., and Comet, developed by CD-Adapco, in
the prediction of ship generated wave fields. It was found that each of the codes had different
advantages and disadvantages, and that each had certain specific requirements for obtaining
accurate solutions of a surface ship wave field. It was also noted that the commercial solvers may
have an advantage when complex hull shapes involvingunstructured as well as hybrid meshes. Both
Fluent and Comet also have the advantage of allowing solution based grid adaption techniques to
provide finer grid resolution in restricted regions of the grid, such as in the air-water interface
region, and hence may offer a more robust and computationally economical way to provide accurate
free surface predictions in the vicinity of surface ship hulls.
The Hydrodynamics Group within MPD has considerable experience in the use of the
Fluent code and its application to a variety of flow related problems in the naval context. Recent
examples involving submarine related flows include the evaluation of hull modifications for the
Collins Class Submarine [7,8], the analysis of flow disturbances created by fin-mounted cameras on
a Collins Class submarine [9] and the simulation of the hydrodynamic forces on a model submarine
[10]. More general applications have included the simulation of flow around a generic fin-body
junction [11] as well as turbulence in the wake of a generic bluff body flow [12].
This report describes the application of the Fluent code to the numerical simulation of the
free-surface flow around a model naval ship; the DTMB 5415. This model was conceived by the
US David Taylor Model Basin (DTMB) in the early 1980s as a preliminary design for a surface
combatant with a sonar dome bow and transom stern. The model has been studied extensively, both
experimentally and numerically, and is one of the benchmark models for the ship hydrodynamics
community, having been used for software validation at the Ship Hydrodynamics CFD Workshops
in Gothenburg in 2000 [3] and Tokyo in 2005 [4]. Our focus in this work is to study the capability
of the Fluent code to accurately simulate the total ship resistance, near-field wave shapes, and the
velocity field in the propeller plane.
 CHAPTER III
METHODOLOGY
In all of these approaches the same basic procedure is followed.

During preprocessing

 The geometry and physical bounds of the model can be designed using SOLIDWORKS.

From there, Model data can be suitably processed (cleaned-up) and the fluid volume (or
fluid domain) is extracted.
 The volume occupied by the fluid is divided into discrete cells (the mesh). The mesh may be
uniform or non-uniform, structured or unstructured, consisting of a combination of
hexahedral, tetrahedral, prismatic, pyramidal or polyhedral elements.
 The physical modeling is defined – for example, the equations of fluid motion, enthalpy,
radiation, and species conservation.
 Boundary conditions are defined. This involves specifying the fluid behavior and properties
at all bounding surfaces of the fluid domain. For transient problems, the initial conditions
are also defined.

The simulation is started and the equations are solved iteratively as a steady-state or

transient. Finally, a postprocessor is used for the analysis and visualization of the resulting solution.

3.1 THE NAVIER-STOKES METHOD

The time averaged Navier-Stokes equations for incompressible flow are solved in zone
three, and if all terms are included, the equations are elliptic. A predominant flow direction is often
present for the flow around a ship hull and a somewhat simplified set of equations can be used,
assuming that the stress derivative in this direction is small. The equations for the velocities then
become parabolic and a marching technique can be used for the solution. The pressure calculation
is, however, elliptic and the method can be referred to as partially parabolic. A curvi-linear
nonorthogonal coordinate system is used and both the independent and the dependent variables are
transformed to this system.
Transport equations are solved for the turbulent kinetic energy, k, and its rate of dissipation, ε. A
wall law represents the velocity distribution close to the hull surface and the k–ε model can then be
used for obtaining the turbulent viscosity in the entire flow domain.

Numerically the problem is solved using a finite-difference method. In the cross-plane a

finite-analytic scheme is used while a second order upwind scheme is used in predominant
direction. The pressure-velocity coupling is based on the SIMPLER algorithm.

Upstream, the boundary conditions are obtained from the boundary layer solution and
from the potential flow solution outside this layer. The potential flow solution is used as boundary
condition at the outer edge of the domain and at the downstream boundary.

Zero derivatives are specified for the dependent variables. Symmetry conditions are
specified at the undisturbed free-surface level and at the centre plane.

3.2 MULTIPHASE FLOW ANALYSIS

The multiphase fluid flow analysis is used to simulate the behavior of two fluid phases
and their interactions. The analysis is carried out using the Volume of Fluid (VoF) method, which is
a standard approach for the computation of multiphase systems.

In fluid mechanics, multiphase flow is the simultaneous flow of materials with two or

more thermodynamic phases. Virtually all processing technologies from cavitating pumps
and turbines to paper-making and the construction of plastics involve some form of multiphase
flow. It is also prevalent in many natural phenomena. These phases may consist of one chemical
component (e.g., flow of water and water vapor), or several different chemical components (e.g.,
flow of oil and water). A phase is classified as continuous if it occupies a continually connected
region of space. Whereas a classification of disperse is applied when the phase occupies
disconnected regions of space. The continuous phase may be either gaseous or a liquid. The
disperse phase can consist of either a solid, liquid or gas.
3.2.1 Types

The most common class of multiphase flows are two-phase flows, and these include Gas-
Liquid Flow, Gas-Solid Flow, Liquid-Liquid Flow and Liquid-Solid Flow. These flows are the most
studied, and are of most interest in the context of industry. Different patterns of multiphase flow are
known as flow regimes.

3.3 PRINCIPAL PARAMETERS CONSIDERED ARE AS GIVEN BELOW:

• Length of ship= 156.45 m

• Width= 20.23m
• Height= 11.73 m
• Wave height= 125.16m
• Wave length= 312.9m
• Free surface level= 2.9325m
• Bottom level= 2.546m
• Draught=10.78m
• Block coefficient, CB =0.674
• Deadweight, DWT=40900tonnes
• Cargo capacity: 2800TEU containers;
• Design speed: 20 knots
 CHAPTER IV

INTRODUCTION TO CAD

Computer-aided design (CAD), also known as computer-aided design and drafting (CADD),
is the use of computer technology for the process of design and design-documentation. Computer
Aided Drafting describes the process of drafting with a computer. CADD software, or
environments, provide the user with input-tools for the purpose of streamlining design processes;
drafting, documentation, and manufacturing processes. CADD output is often in the form of
electronic files for print or machining operations. The development of CADD-based software is in
direct correlation with the processes it seeks to economize; industry-based software (construction,
manufacturing, etc.) typically uses vector-based (linear) environments whereas graphic-based
software utilizes raster-based (pixelated) environments.

CADD environments often involve more than just shapes. As in the manual drafting of
technical and engineering drawings, the output of CAD must convey information, such as materials,
processes, dimensions, and tolerances, according to application-specific conventions. CAD may be
used to design curves and figures in two-dimensional (2D) space; or curves, surfaces, and solids in
three-dimensional (3D) objects.

CAD is an important industrial art extensively used in many applications, including

automotive, shipbuilding, and aerospace industries, industrial and architectural design, prosthetics,
and many more. CAD is also widely used to produce computer animation for special effects in
movies, advertising and technical manuals. The modern ubiquity and power of computers means
that even perfume bottles and shampoo dispensers are designed using techniques unheard of by
engineers of the 1960s. Because of its enormous economic importance, CAD has been a major
driving force for research in computational geometry, computer graphics (both hardware and
software), and discrete differential geometry.

The design of geometric models for object shapes, in particular, is often called computer-
aided geometric design (CAGD).
 Current computer-aided design software packages range from 2D vector-based drafting
systems to 3D solid and surface modellers. Modern CAD packages can also frequently allow
rotations in three dimensions, allowing viewing of a designed object from any desired angle, even
from the inside looking out. Some CAD software is capable of dynamic mathematic modeling, in
which case it may be marketed as CADD — computer-aided design and drafting.

CAD is used in the design of tools and machinery and in the drafting and design of all types
of buildings, from small residential types (houses) to the largest commercial and industrial
structures (hospitals and factories).

4.1 INTRODUCTION TO SOLIDWORKS

SolidWorks is a solid modeling computer-aided design (CAD) and computer-aided

engineering(CAE) computer program that runs on Microsoft Windows. SolidWorks is published by
Dassault Systèmes.
More than 3,246,750 product designers and engineers worldwide, representing 240,010
organizations, use SOLIDWORKS to b r i n g their designs to life–from the coolest gadgets to
innovations that deliver a better tomorrow.
Dassault Systèmes SOLIDWORKS Corp. offers complete 3D software tools that let you create,
simulate, publish, and manage your data. SOLIDWORKS products are easy to learn and use and work
together to help you design products better, faster, and more cost-effectively. The SOLIDWORKS focus
on ease-of-use allows more engineers, designers and other technology professionals than ever before
to take advantage of 3D in bringing their designs to life.
 It is headquartered at Waltham, Massachusetts, USA.

 The latest version of Solidworks was released on 19th September, 2016 as Solidworks 2017.

SolidWorks partners with third party developers to add functionality in niche market applications
like finite element analysis, circuit layout, tolerance checking, etc. SolidWorks has also licensed its 3D
modeling capabilities to other CAD software vendors, notably ANVIL.
4.2 HISTORY
SolidWorks Corporation was founded in December 1993 by Massachusetts Institute of
Technology graduate Jon Hirschtick. Hirschtick used $1 million he had made while a member of the
MIT Blackjack Team to set up the company. Initially based in Waltham, Massachusetts, United
States, Hirschtick recruited a team of engineers with the goal of building 3D CAD software that was
easy-to-use, affordable, and available on the Windows desktop. Operating later from Concord,
Massachusetts, SolidWorks released its first product SolidWorks 95, in November 1995. In 1997
Dassault, best known for its CATIA CAD software, acquired SolidWorks for $310 million in

stock.[5] Jon Hirschtick stayed on board for the next 14 years in various roles. Under his leadership,
SolidWorks grew to a $100 million revenue company.
SolidWorks currently markets several versions of the SolidWorks CAD software in addition to
eDrawings, a collaboration tool, and DraftSight, a 2D CAD product.
SolidWorks was headed by John McEleney from 2001 to July 2007 and Jeff Ray from 2007 to
January 2011. The current CEO is Gian Paolo Bassi from Jan 2015. Gian Paolo Bassi replaces Bertrand
Sicot, who is promoted Vice President Sales of Dassault Systèmes’ Value Solutions sales channel.
4.3 THE SOLIDWORKS MODEL

The SolidWorks model is made up of:

 Parts -2D design (Sketch), 3D design (Features) , Part design consider in the part design section.
 Assemblies - Assembling of two or more than two parts consider in this section.
 Drawings - Designing with standards is consider in the drawing section.
4.4 SOLIDWORKS USER INTERFACE
The interface is native Windows interface, and such behaves in the same manner as other
Windows applications.

4.4.1 Menus:
1. It provides access to all commands that the Solid Works offers.
2. When a menu item has a right pointing arrow, it means there is a sub-menu associated with the
choice,
3. When a menu item is followed by a series of dots, it means that option opens a dialog box with
additional choices or information

4.4.2 Toolbars menus:

1. Provide shortcut senabling to quickly access the most frequently used commands.
2. They are organized according to function and can be customized, removed and rearranged
according to your preferences.

4.4.3 Feature Manager Design Tree:

1. It is located on the left side of the Solid Works Graphic window.
2. It displays the details chronological sequence on how all the parts, assembly and drawing are
created.
3. It allows access to do editing of the models.

It consists of three default tabs:

1. Feature Manager Design tree
2. Property Manager
3. Configuration Manager
4.4.4 The Feature Manager Design tree makes it easy to:
1. Select items in the model by name.
2. Identify and change the order in which features are created. You can drag items in the Feature
Manager Design tree list to reorder them. This changes the order in which features are
regenerated when the model is rebuilt.
3. Display the dimensions of a feature by double-clicking the feature’s name.
4. Rename items by slowly clicking two times on a name to select it and then entering a new
name.
5. Suppress and Unsuppressed part features and assembly components.

The Property Manager appears on the Property Manager tab in the panel to the left of the
graphics area. It opens when you select entities or commands defined in the Property Manager.
4.4.5 The View Toolbar
The View toolbar provides tools for manipulating Solid Works parts, drawings, and assemblies.

Icon Description
Zoom to Fit rescales the view so the entire part, drawing, or assembly is visible.
Zoom to area Zooms in on a portion of the view that you select by creating a Bounding box.
1. Place the cursor where you want the one corner of the box to be.
2. Drag the cursor diagonally to the opposite corner of the bounding Box.
3. Release the cursor. The image enlarges proportionally to the size of
the bounding box.
4. To resize the image back to fit the screen, select Zoom to Fit.

Zoom In/ Out Dynamically changes the scale of the image.

1. To enlarge the image, Press the left mouse button and drag upward.
2. To reduce the image: Press the left mouse button and drag downward.

Rotate View Dynamically turns the part or assembly image around a view center As you
move the mouse. (Not for drawings.)
 To rotate the image on a vertical axis: Move the mouse left to right
 To rotate the image on a horizontal axis: Move the mouse up and
 down.
 To rotate the image diagonally: Move the mouse diagonally. You can
also use the keyboard arrow keys to rotate the image.

Pan Dynamically moves the image. Press and hold the left mouse button while
moving the cursor around on the screen.
Hidden Displays only those lines that are visible at the angle the model is
Lines Removed Rotated. Obscured lines are removed
Perspective Displays a perspective view of the model. A perspective view is the most
normal view as seen by the eye or a camera. Parallel lines recede into the
distance to a vanishing point.
Perspective may be used in combination with any of the view modes.

4.5 2D SKETCHING
 Sketching: Sketching is the act of creating 2-dimensional profile comprised of wire frame
geometry. Sketches are used for all sketched feature in Solid Works including:
1. Extrusions
2. Sweeps
3. Revolves
4. Lofts

Process of completing the sketches

1. Starting a New part (It can be created in inch, millimetre or other units)
2. Sketches (Collections of 2D geometry that are used to create solid features)
3. Sketch Entities/Geometry (Types of 2D geometry such as lines, circles and rectangles that make
up the sketch)
4. Sketch Relations (Geometric relationships such as horizontal and vertical are applied to the
sketch entities. The relations restrict the movement of the entities)
5. State of the sketch (Each sketch has a status that determines whether it is ready to be used or
not. The state can fully-, under- or over defined)
6. Sketch tools (Tools can be used to modify the sketch geometry that has been created/ this often
involves the trimming or extension of the entities)
 7. Extruding the sketch (Extruding uses the 2D sketch to create a 3D solid feature)
 Sketch Entities/Geometry:

Solid Works offers a rich variety of sketch tools for creating profile geometry.
Sketch entity Toolbar button Geometry example
Line

Circle

Center point Arc

3 Point Arc

Tangent Arc

Ellipse

Partial Ellipse

Parabola

Spline

Polygon

Rectangle

Parallelogram

Point
Centerline
4.6 STATUS OF A SKETCH
The most common colour codes are:
No. Colour Diagnostic Case
1 Blue Under constrained
 This is usually appears when first
drawn.
 Additional dimensions or
relations are required.
 Under defined sketch entities are
blue (by default).

2 Black Fully constrained

 When more constraints and
dimensions are added to the
sketch – the sketch
Become completely
defined.
 No additional dimensions
or relationships are
required.

3 Red Over constrained

 Adding any dimension to
fully defined Would serve to
over define the sketch
 Contains conflicting
dimensions or relations, or
both.

4.7 SKETCH RELATIONS

The following table describes the entities that you can select for a relation and the
characteristics of the resulting relation.

Relation Entities to select Resulting relations

Horizontal or One or more lines or two or The lines become horizontal or vertical as
Vertical more points. defined by the current sketch space.
Points are aligned horizontally or
vertically.
Collinear Two or more lines The items lie on the same infinite line.
Cordial Two or more arcs The items share the same center point and
radius.
Perpendicular Two lines The two items are perpendicular to each other.
Parallel Two or more lines The items are parallel to each other.

4.8 CREATING FEATURES

Features are the individual shapes that, when combined, make up the part. You can also add
some types of features to assemblies. Some features originate as sketches; other features, such as shells
or fillets, are created when you select the appropriate menu command and define the dimensions or
characteristics that you want. This chapter describes the following:
 Base, Boss, and Cut
 Extrude, Revolve, Sweep, and Loft
 Fillet/Round, Chamfer, and Draft
 Hole - Simple and Hole Wizard
 Shell
 Rib
 Dome
 Pattern - Circular, Linear, and Mirror
 Curve
 Surface

1. Extrude:
Extrude extends the sketched profile of a feature in one or two directions as either a thin feature or a solid
feature. An extrude operation can either add material to a part (in a base or boss) or remove material
from a part (in a cut or hole).

SOLID FEATURE THIN FEATURE

2. Cut:

A cut is a feature which removes material from a part or an assembly.

A cut may be created by Extrude, Sweep, Revolve, or Loft (from one or more sketches), or
Thicken or cut With Surface (from a surface).

3. Fillet/Round:
 Fillet/Round creates a rounded internal or external face on the part. You can fillet all edges
of a face, selected sets of faces, selected edges, or edge loops.
In general, it is best to follow these rules when making fillets:
 Add larger fillets before smaller ones. When several fillets converge at a vertex, create the larger
fillets first.
 Add drafts before fillets. If you are creating a molded or cast part with many filleted edges and
drafted surfaces, in most cases you should add the draft features before the fillets.
 Save cosmetic fillets for last. Try to add cosmetic fillets after most other geometry is in place.
If you add them earlier, it takes longer to rebuild the part.
 To enable a part to rebuild more rapidly, use a single Fillet operation to treat several edges that
require equal radius fillets. Be aware however, that when you change the radius of that fillet, all
the fillets created in the same operation change.

4. Chamfer:

Chamfer creates a beveled edge on the selected edges and/or faces.

5. Draft:
 Draft tapers faces using a specified angle to selected faces in the model, to make a molded
part easier to remove from the mold. You can insert a draft in an existing part or draft while extruding a
feature.
You can draft using either a neutral plane or a parting line.

6. Hole:

Hole creates various types of hole features in the model. You place a hole on a planar face, then
specify its location by dimensioning it afterwards.
 Simple - Places a circular hole of the depth you specify.
 Wizard - Creates holes with complex profiles, such as Counter bore or

Countersunk.
In general, it is best to create holes near the end of the design process. This helps you avoid
inadvertently adding material inside an existing hole.

7. Dome:
 You can add a dome feature to any model face that has a circular, elliptical, or four- sided
boundary. A four-sided boundary need not be rectangular, and each side may consist of a single
segment or a set of tangent segments.

8. Mirror Feature:

Mirror Feature creates a copy of a feature (or features), mirrored about a plane. You can either
use an existing plane or create a new one. If you modify the original feature, the mirrored copy is updated
to reflect the changes.

9. Revolved features:

Revolved Boss/Base – material added by rotating the profiles about a centerline

Revolved Cut – material removed by rotating the sketch The Revolve parameters box provides
the ability to select:
 HOLLOW CYLINDER SOLID CYLINDER

10. Swept :
 Swept Boss/Base – material added by sweeping a profile along the path
 Cut Sweep – material removed by sweeping a profile along the path

Follow path – the section Keep Normal Constant – the

remains at the same angle with section remains parallel to the
respect to the path at all times. beginning section at all times.

11. Lofted:
 Loft creates a feature by making transitions between profiles. A loft can be a base, boss,
cut, or surface. You create a loft using two or more profiles. Only the first, last, or first and last
profiles can be points. All sketch entities, including guide curves and profiles, can be contained in a
single 3D sketch.

12. Rib:

Rib is a special type of extruded feature created from open or closed sketched contours. It adds
material of a specified thickness in a specified direction between the contour and an existing part. You can
create a rib using single or multiple sketches.

 Sketch L shape and extrude the sketch.

 Sketch a Line to use as the rib feature on a plane.
 Click Rib on the Features toolbar, or click Insert, Features, Rib.
 Click OK
 13. Shell:

Shell tool hollows out a part, leaves open the faces you select, and creates thin walled features on
the remaining faces. If you do not select any face on the model, you can shell a solid part, creating a
closed, hollow model. You can also shell a model using multiple thicknesses.

4.9 ASSEMBLY MODELING

 Stages in the process:
 Creating a new assembly

New assemblies are created using the same method as new parts
  Adding the first component

Components can be added in several ways. They can be dragged and dropped from an open
part window or opened from standard browser.
 Position of the first component

The initial component added to the assembly is automatically fixed as it is added.

Others components can be positioned after they are added.
 Mating components to each other

Mates are used to position and orient components with reference to each other. Mates remove
degrees of freedom from the components.

 Sub assemblies

Assemblies can be created and inserted into the current assembly. They are considered sub-
assembly components
 ASSEMBLY TOOLBARS:

 Insert components

 Hide/show components

 Change suppression state

 Edit component

 No external references

 Mate

 Move component

 Smart fasteners

 Exploded view
 Explode line sketch

 Interference detection

 Simulation
 Basic assembly mates:
 Coincident – place two flat surfaces in the same Plane
 Parallel – define two flat surfaces as parallel
 Perpendicular – define two lines or planes as perpendicular to one another
 Tangent – defines a cylindrical feature as tangent to a line or plane
 Concentric – align the centerlines of two cylindrical features
 Distance – make two surfaces parallel, with a specified distance between them

4.10 DESIGN OF SHIP HULL

 CHAPTER V
INTRODUCTION TO FEA

5.1 INTRODUCTION

Finite Element Analysis (FEA) was first developed in 1943 by R. Courant, who utilized the Ritz
method of numerical analysis and minimization of variation calculus to obtain approximate
solutions to vibration systems. Shortly thereafter, a paper published in 1956 by M. J. Turner, R. W.
Clough, H. C. Martin, and L. J. Topp established a broader definition of numerical analysis. The
paper centered on the "stiffness and deflection of complex structures".

By the early 70's, FEA was limited to expensive mainframe computers generally owned by the
aeronautics, automotive, defense, and nuclear industries. Since the rapid decline in the cost of
computers and the phenomenal increase in computing power, FEA has been developed to an
incredible precision. Present day supercomputers are now able to produce accurate results for all
kinds of parameters.

FEA consists of a computer model of a material or design that is stressed and analyzed for
specific results. It is used in new product design, and existing product refinement. A company is
able to verify a proposed design will be able to perform to the client's specifications prior to
manufacturing or construction. Modifying an existing product or structure is utilized to qualify the
product or structure for a new service condition. In case of structural failure, FEA may be used to
help determine the design modifications to meet the new condition.

There are generally two types of analysis that are used in industry: 2-D modeling, and 3-D
modeling. While 2-D modeling conserves simplicity and allows the analysis to be run on a
relatively normal computer, it tends to yield less accurate results. 3-D modeling, however, produces
more accurate results while sacrificing the ability to run on all but the fastest computers effectively.
Within each of these modeling schemes, the programmer can insert numerous algorithms
(functions) which may make the system behave linearly or non-linearly. Linear systems are far less
complex and generally do not take into account plastic deformation. Non-linear systems do account
for plastic deformation, and many also are capable of testing a material all the way to fracture.

FEA uses a complex system of points called nodes which make a grid called a mesh. This mesh
is programmed to contain the material and structural properties which define how the structure will
react to certain loading conditions. Nodes are assigned at a certain density throughout the material
depending on the anticipated stress levels of a particular area. Regions which will receive large
amounts of stress usually have a higher node density than those which experience little or no stress.
Points of interest may consist of: fracture point of previously tested material, fillets, corners,
complex detail, and high stress areas. The mesh acts like a spider web in that from each node, there
extends a mesh element to each of the adjacent nodes. This web of vectors is what carries the
material properties to the object, creating many elements.

A wide range of objective functions (variables within the system) are available for minimization
or maximization:

 Mass, volume, temperature

 Strain energy, stress strain
 Force, displacement, velocity, acceleration
 Synthetic (User defined)

There are multiple loading conditions which may be applied to a system. Some examples are
shown:
  Point, pressure, thermal, gravity, and centrifugal static loads
 Thermal loads from solution of heat transfer analysis
 Enforced displacements
 Heat flux and convection
 Point, pressure and gravity dynamic loads

Each FEA program may come with an element library, or one is constructed over time. Some
sample elements are:

 Rod elements
 Beam elements
 Plate/Shell/Composite elements
 Shear panel
 Solid elements
 Spring elements
 Mass elements
 Rigid elements
 Viscous damping elements

Many FEA programs also are equipped with the capability to use multiple materials within the
structure such as:

 Isotropic, identical throughout

 Orthotropic, identical at 90 degrees
 General anisotropic, different throughout

5.2 TYPES OF ENGINEERING ANALYSIS

Structural analysis consists of linear and non-linear models. Linear models use simple parameters
and assume that the material is not plastically deformed. Non-linear models consist of stressing the
material past its elastic capabilities. The stresses in the material then vary with the amount of
deformation as in.
Vibrational analysis is used to test a material against random vibrations, shock, and impact. Each
of these incidences may act on the natural vibrational frequency of the material which, in turn, may
cause resonance and subsequent failure.

Fatigue analysis helps designers to predict the life of a material or structure by showing the effects
of cyclic loading on the specimen. Such analysis can show the areas where crack propagation is
most likely to occur. Failure due to fatigue may also show the damage tolerance of the material.

Heat Transfer analysis models the conductivity or thermal fluid dynamics of the material or
structure. This may consist of a steady-state or transient transfer. Steady-state transfer refers to
constant thermo properties in the material that yield linear heat diffusion.

5.3 RESULTS OF FINITE ELEMENT ANALYSIS

FEA has become a solution to the task of predicting failure due to unknown stresses by showing
problem areas in a material and allowing designers to see all of the theoretical stresses within. This
method of product design and testing is far superior to the manufacturing costs which would accrue
if each sample was actually built and tested.
In practice, a finite element analysis usually consists of three principal steps:

1. Preprocessing: The user constructs a model of the part to be analyzed in which the
geometry is divided into a number of discrete sub regions, or elements," connected at
discrete points called nodes." Certain of these nodes will have fixed displacements, and
others will have prescribed loads. These models can be extremely time consuming to
prepare, and commercial codes vie with one another to have the most user-friendly graphical
“preprocessor" to assist in this rather tedious chore. Some of these preprocessors can overlay
a mesh on a preexisting CAD file, so that finite element analysis can be done conveniently
as part of the computerized drafting-and-design process.
2. Analysis: The dataset prepared by the preprocessor is used as input to the finite element
code itself, which constructs and solves a system of linear or nonlinear algebraic equations
 3. Postprocessing: In the earlier days of finite element analysis, the user would pore through
reams of numbers generated by the code, listing displacements and stresses at discrete
positions within the model. It is easy to miss important trends and hot spots this way, and
modern codes use graphical displays to assist in visualizing the results. Typical
postprocessor display overlays colored contours representing stress levels on the model,
showing a full field picture similar to that of photo elastic or moiré experimental results.
5.4 THERMAL

ANSYS is capable of both steady state and transient analysis of any solid with thermal boundary
conditions. Steady-state thermal analyses calculate the effects of steady thermal loads on a system
or component. Users often perform a steady-state analysis before doing a transient thermal analysis,
to help establish initial conditions. A steady-state analysis also can be the last step of a transient
thermal analysis; performed after all transient effects have diminished. ANSYS can be used to
determine temperatures, thermal gradients, heat flow rates, and heat fluxes in an object that are
caused by thermal loads that do not vary over time. Such loads include the following:

 Convection
 Radiation
 Heat flow rates
 Heat fluxes (heat flow per unit area)
 Heat generation rates (heat flow per unit volume)
 Constant temperature boundaries

A steady-state thermal analysis may be either linear, with constant material properties; or nonlinear,
with material properties that depend on temperature. The thermal properties of most material vary
with temperature. This temperature dependency being appreciable, the analysis becomes nonlinear.
Radiation boundary conditions also make the analysis nonlinear. Transient calculations are time
dependent and ANSYS can both solve distributions as well as create video for time incremental
displays of models.
5.5 METHODOLOGY

In all of these approaches the same basic procedure is followed.

  During preprocessing
 The geometry (physical bounds) of the problem is defined.
 The volume occupied by the fluid is divided into discrete cells (the mesh). The mesh may be
uniform or non-uniform.
 The physical modeling is defined – for example, the equations of motion + enthalpy +
radiation + species conservation
 Boundary conditions are defined. This involves specifying the fluid behaviour and
properties at the boundaries of the problem. For transient problems, the initial conditions are
also defined.
 The simulation is started and the equations are solved iteratively as a steady-state or
transient.
 Finally a postprocessor is used for the analysis and visualization of the resulting solution.

5.6 CFD SIMULATION IN SHIP DESIGN OPTIMIZATION

During design optimization the important considerations are

1.Ship capacity

A Container ship is a cargo ship that carries all of its loaf in truck size intermodal containers, in
a technique called Containerization. Container ships are a common means of commercial
intermodal freight transport and now carry most seagoing non-bulk cargo. Container ship
capacity is measured in twenty-foot equivalent units (TEU).

2.Ship Stability

Ship Stability is the ability of a ship to float in an upright position and, if inclined under the
action of an external force, to return to this position after the external force has ceased acting.
Stability is not connected with a defined direction. However, ship inclination in transverse the
direction is most common and most natural to achieve, and in practical, transverse stability is
 most critical to ship safety. The Stability of a loaded ship depends on her shape and dimensions
on actual location of her center of gravity.

Ship Hull simulation can be divided into two forms they are

1. Under water Hull

The Structural body or shell of the ship that is responsible for Buoyancy.

2.Above water Hull

The Hull section of ship above the waterline, the visible part of Ship.

Ship Design Optimization can be done by

1.Dimensions Optimization

The Optimization variables include the ship main dimensions, ship hull form coefficients, ship
speed, and main engine power.
5.7 SHAPE OPTIMIZATION
5.7.1 MULTIPHASE FLOW ANALYSIS

The multiphase fluid flow analysis is used to simulate the behavior of two fluid phases and
their interactions. The analysis is carried out using the Volume of Fluid (VoF) method, which is a
standard approach for the computation of multiphase systems.

In fluid mechanics, multiphase flow is the simultaneous flow of materials with two or more

thermodynamic phases. Virtually all processing technologies from cavitating pumps and turbines to
paper-making and the construction of plastics involve some form of multiphase flow. It is also
prevalent in many natural phenomena. These phases may consist of one chemical component (e.g.,
flow of water and water vapor), or several different chemical components (e.g., flow of oil and
water). A phase is classified as continuous if it occupies a continually connected region of space.
Whereas a classification of disperse is applied when the phase occupies disconnected regions of
space. The continuous phase may be either gaseous or a liquid. The disperse phase can consist of
either a solid, liquid or gas.

5.7.2 Types

The most common class of multiphase flows are two-phase flows, and these include Gas-Liquid
Flow, Gas-Solid Flow, Liquid-Liquid Flow and Liquid-Solid Flow. These flows are the most
studied, and are of most interest in the context of industry. Different patterns of multiphase flow are
known as flow regimes.

5.7.3 Creating A Multiphase Analysis

Here after completion of design of ship hull, import design model in to ANSYS 2019 R3 or any
other analysis software. Then converting design into 2D model using Boolean. Now perform
Meshing. Next to that giving Boundary conditions by diving model into inlet, outlet, ship, walls
respectively. Now as Multiphase includes air and water, choose fluids air and water and sectioning
with air and water fluids and observe depth of volume and floating. Analysis can be done in 3
methods, Volume of fluid method, Eulerian method, and Mixture. We choose Volume of fluid
method and we check surface fractioning. In volume phase, we can observe floating through values
obtained and differentiation of water and air across body. We check velocity in two different ways,
Phase one includes VoF occupancy with momentum and mass distribution and Phase two includes
In-depth wave iterations along with differential air and water calculates air pressure with air flow
and water pressure with water flow.
5.8 CENTROID FORMATION
MESHING

PRESSURE CONTOUR

VOLUME FRACTION CONTOUR

DENSITY CONTOUR

EDDY VISCOSITY CONTOUR

ITERATIONS

HULL DRAG ANALYSIS

If the ship moves are completely or partially immersed the hydrodynamic coefficient will be studied
by combining the frictional resistance to the resistance form. The combination of these two
resistances is called the viscous resistance or Drag. Generally, while ship is moving, waves fall on
body with certain range. This analysis finds out the cutting off range of waves falling on it. Drag
means Resistance force acting opposite to ship hull also known as friction. In case of direction, we
consider force from front side. It is performed in 3D format. We perform analysis by generating
waves against ship hull.

BOUNDARY CONDITIONS

VELOCITY PROJECTION

VELOCITY CONTOUR
ITERATIONS

LIMITATIONS OF CFD ANALYSIS

• Errors may occur due to simple flow models or simplified boundary conditions.

• Possible uncertainties caused by too little computing values per cell and hence therefore
resulting interpolation errors.
• Computation time may extend for large models.

• Even though it gives many perks in evaluation of integrity of ship hull. It involves complex
steps that require special attention to get accurate results.

CONCLUSION

• In view of the above details, we can concur that even though having some impediments,
CFD analysis can be deemed useful for understanding the integrity of ship hull.
• Multiphase flow analysis exhibits the behavior of ship hull when placed in two different
fluids
• Hull drag analysis shows the resistance force or drag force experienced by the ship hull as
the water level rises.
• For this project, Ansys workbench (ANSYS 2019 R3) was utilized due its user-friendly
interface and our availability.
• The tests showed that the prototype model exhibited its characteristics under resistance and
wave height. Thus, giving a scope to look into ways so as to improve hull integrity.
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