Abstract
Maneuvering in waves is a hydrodynamic phenomenon that involves both seakeeping and maneuvering problems. The environmental loads, such as waves, wind, and current, have a significant impact on a maneuvering vessel, which makes it more complex than maneuvering in calm water. Wave effects are perhaps the most important factor amongst these environmental loads. In this research, a framework has been developed that simultaneously incorporates the maneuvering and seakeeping aspects that includes the hydrodynamics effects corresponding to both. To numerically evaluate the second-order wave loads in the seakeeping problem, a derivation has been presented with a discussion and the Neumann-Kelvin linearization has been applied to consider the wave drift damping effect. The maneuvering evaluations of the KVLCC (KRISO Very Large Crude Carrier) and KCS (KRISO Container Ship) models in calm water and waves have been conducted and compared with the model tests. Through the comparison with the experimental results, this framework had been proven to provide a convincing numerical prediction of the horizontal motions for a maneuvering vessel in waves. The current framework can be extended and contribute to the IMO (International Maritime Organization) standards for determining the minimum propulsion power to maintain the maneuverability of vessels in adverse conditions.
Highlights
A ship’s maneuverability is typically only considered in calm water in most previous research [1], while a seagoing vessel maneuvering in waves is more often the actual scenario
There are several existing methods to study ship maneuverability in waves, such as model tests and numerical simulation that can be generally classified as CFD methods, two-time scale methods, and hybrid approaches
Eng.eJ2x.0Mc2ea0lrl.,eS8nc,it.3mE9na2gt. c2h02w0, i8t,hx tFhOeRePxEpEeRriRmEVeInEtWal results, providing a convincing comparison basis: the diam12eotfe2r2 of the turning circle through the numerical simulation is 397.3 m, only 8.64% higher than that of the modeIlntecsatl,mwwhiactheris, a3s65ca.7nmbe. seen in Figure 9, the numerically simulated turning trajectory shows an excellent match with the experimental results, providing a convincing comparison basis: the diameter of the turning circle through the numerical simulation is 397.3 m, only 8.64% higher than that of the model test, which is 365.7 m
Summary
A ship’s maneuverability is typically only considered in calm water in most previous research [1], while a seagoing vessel maneuvering in waves is more often the actual scenario. A derivation and full expression of the second-order wave loads acting on a floating body was presented in our previous research [15] through a direct pressure integral method, in which both the mean drift wave forces and moments coefficients and the full quadratic transfer function have been presented. It contained a comparison of Newman’s approximation [16] with an evaluation of the off-diagonal elements in the full QTF matrix.
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