Dynamic motions of planing vessels in head seas
The dynamic response of planing vessels in regular head seas is investigated numerically. Nonlinear time domain simulations were performed using a 2D + t theory (two-dimensional plus time dependent theory). A prismatic hull form was assumed. We employed a two-dimensional (2D) boundary element metho...
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| Veröffentlicht in: | Journal of marine science and technology 2011-06, Vol.16 (2), p.168-180 |
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| creator | Sun, Hui Faltinsen, Odd M. |
| description | The dynamic response of planing vessels in regular head seas is investigated numerically. Nonlinear time domain simulations were performed using a 2D +
t
theory (two-dimensional plus time dependent theory). A prismatic hull form was assumed. We employed a two-dimensional (2D) boundary element method to solve the initial boundary value problems in 2D cross planes, in which nonlinear free-surface conditions and exact body boundary conditions were satisfied. At each time step, the total force and moment on the hull could be obtained by using the sectional forces calculated in those 2D planes. Heave and pitch motions were then acquired by solving the equations for those motions. The calculated heave and pitch responses were compared with the experiments by Fridsma (A systematic study of the rough-water performance of planing boats. Davidson Laboratory Report R-1275,
1969
) for two different Froude numbers. Three-dimensional (3D) corrections at the transom stern were applied to show the influence of the 3D effect at the stern on the numerical results. Ship motions were affected by the 3D corrections, especially near the resonance frequency, while the phase angles were slightly affected and the acceleration peaks at the bow near the resonance frequency were sensitive to the 3D corrections. Other error sources in the theoretical results are also mentioned. |
| doi_str_mv | 10.1007/s00773-011-0123-4 |
| format | Article |
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t
theory (two-dimensional plus time dependent theory). A prismatic hull form was assumed. We employed a two-dimensional (2D) boundary element method to solve the initial boundary value problems in 2D cross planes, in which nonlinear free-surface conditions and exact body boundary conditions were satisfied. At each time step, the total force and moment on the hull could be obtained by using the sectional forces calculated in those 2D planes. Heave and pitch motions were then acquired by solving the equations for those motions. The calculated heave and pitch responses were compared with the experiments by Fridsma (A systematic study of the rough-water performance of planing boats. Davidson Laboratory Report R-1275,
1969
) for two different Froude numbers. Three-dimensional (3D) corrections at the transom stern were applied to show the influence of the 3D effect at the stern on the numerical results. Ship motions were affected by the 3D corrections, especially near the resonance frequency, while the phase angles were slightly affected and the acceleration peaks at the bow near the resonance frequency were sensitive to the 3D corrections. Other error sources in the theoretical results are also mentioned.</description><identifier>ISSN: 0948-4280</identifier><identifier>EISSN: 1437-8213</identifier><identifier>DOI: 10.1007/s00773-011-0123-4</identifier><language>eng</language><publisher>Japan: Springer Japan</publisher><subject>Automotive Engineering ; Boats ; Boundary conditions ; Boundary value problems ; Engineering ; Engineering Design ; Engineering Fluid Dynamics ; Fluid dynamics ; Flying-machines ; Free surfaces ; Heave ; Marine ; Mathematical analysis ; Mechanical Engineering ; Nonlinearity ; Offshore Engineering ; Original Article ; Planes ; Planing ; Resonance ; Sailing & sailboats ; Three dimensional ; Two dimensional ; Vessels</subject><ispartof>Journal of marine science and technology, 2011-06, Vol.16 (2), p.168-180</ispartof><rights>JASNAOE 2011</rights><rights>COPYRIGHT 2011 Springer</rights><lds50>peer_reviewed</lds50><woscitedreferencessubscribed>false</woscitedreferencessubscribed><citedby>FETCH-LOGICAL-c448t-46a31d9a70bb7702da41a90434ee2092563ff2c90b95c529c79e4abc83a30e923</citedby><cites>FETCH-LOGICAL-c448t-46a31d9a70bb7702da41a90434ee2092563ff2c90b95c529c79e4abc83a30e923</cites></display><links><openurl>$$Topenurl_article</openurl><openurlfulltext>$$Topenurlfull_article</openurlfulltext><thumbnail>$$Tsyndetics_thumb_exl</thumbnail><linktopdf>$$Uhttps://link.springer.com/content/pdf/10.1007/s00773-011-0123-4$$EPDF$$P50$$Gspringer$$H</linktopdf><linktohtml>$$Uhttps://link.springer.com/10.1007/s00773-011-0123-4$$EHTML$$P50$$Gspringer$$H</linktohtml><link.rule.ids>314,780,784,27924,27925,41488,42557,51319</link.rule.ids></links><search><creatorcontrib>Sun, Hui</creatorcontrib><creatorcontrib>Faltinsen, Odd M.</creatorcontrib><title>Dynamic motions of planing vessels in head seas</title><title>Journal of marine science and technology</title><addtitle>J Mar Sci Technol</addtitle><description>The dynamic response of planing vessels in regular head seas is investigated numerically. Nonlinear time domain simulations were performed using a 2D +
t
theory (two-dimensional plus time dependent theory). A prismatic hull form was assumed. We employed a two-dimensional (2D) boundary element method to solve the initial boundary value problems in 2D cross planes, in which nonlinear free-surface conditions and exact body boundary conditions were satisfied. At each time step, the total force and moment on the hull could be obtained by using the sectional forces calculated in those 2D planes. Heave and pitch motions were then acquired by solving the equations for those motions. The calculated heave and pitch responses were compared with the experiments by Fridsma (A systematic study of the rough-water performance of planing boats. Davidson Laboratory Report R-1275,
1969
) for two different Froude numbers. Three-dimensional (3D) corrections at the transom stern were applied to show the influence of the 3D effect at the stern on the numerical results. Ship motions were affected by the 3D corrections, especially near the resonance frequency, while the phase angles were slightly affected and the acceleration peaks at the bow near the resonance frequency were sensitive to the 3D corrections. Other error sources in the theoretical results are also mentioned.</description><subject>Automotive Engineering</subject><subject>Boats</subject><subject>Boundary conditions</subject><subject>Boundary value problems</subject><subject>Engineering</subject><subject>Engineering Design</subject><subject>Engineering Fluid Dynamics</subject><subject>Fluid dynamics</subject><subject>Flying-machines</subject><subject>Free surfaces</subject><subject>Heave</subject><subject>Marine</subject><subject>Mathematical analysis</subject><subject>Mechanical Engineering</subject><subject>Nonlinearity</subject><subject>Offshore Engineering</subject><subject>Original Article</subject><subject>Planes</subject><subject>Planing</subject><subject>Resonance</subject><subject>Sailing & sailboats</subject><subject>Three dimensional</subject><subject>Two dimensional</subject><subject>Vessels</subject><issn>0948-4280</issn><issn>1437-8213</issn><fulltext>true</fulltext><rsrctype>article</rsrctype><creationdate>2011</creationdate><recordtype>article</recordtype><sourceid>ABUWG</sourceid><sourceid>AFKRA</sourceid><sourceid>AZQEC</sourceid><sourceid>BENPR</sourceid><sourceid>CCPQU</sourceid><sourceid>DWQXO</sourceid><sourceid>GNUQQ</sourceid><recordid>eNp9kV1LwzAUhoMoOKc_wLvijd50nnx0SS7H_ISBN3od0vR0dnTJbDph_96UCoKghORAeN5z3uQl5JLCjALI25gOyXOgNG3Gc3FEJlRwmStG-TGZgBYqF0zBKTmLcQNAZaFhQm7vDt5uG5dtQ98EH7NQZ7vW-savs0-MEduYNT57R1tlEW08Jye1bSNefNcpeXu4f10-5auXx-flYpU7IVSfi7nltNJWQllKCayygloNggtEBpoVc17XzGkodeEKpp3UKGzpFLccUDM-Jddj310XPvYYe7NtosM2WcOwj0YpDgJ06jMlN_-SdJivBjKhV7_QTdh3Pr3DKCmAzZkWCZqN0Nq2aBpfh76zLq0K0z8Fj3WT7heSCiWLQg5W6ShwXYixw9rsumZru4OhYIZwzBiOSeGYIRwzDGGjJibWr7H7cfK36AtJyY4i</recordid><startdate>20110601</startdate><enddate>20110601</enddate><creator>Sun, Hui</creator><creator>Faltinsen, Odd M.</creator><general>Springer Japan</general><general>Springer</general><general>Springer Nature B.V</general><scope>AAYXX</scope><scope>CITATION</scope><scope>3V.</scope><scope>7ST</scope><scope>7TB</scope><scope>7TN</scope><scope>7XB</scope><scope>88I</scope><scope>8FD</scope><scope>8FE</scope><scope>8FG</scope><scope>8FK</scope><scope>ABJCF</scope><scope>ABUWG</scope><scope>AFKRA</scope><scope>ATCPS</scope><scope>AZQEC</scope><scope>BENPR</scope><scope>BGLVJ</scope><scope>BHPHI</scope><scope>BKSAR</scope><scope>C1K</scope><scope>CCPQU</scope><scope>DWQXO</scope><scope>F1W</scope><scope>FR3</scope><scope>GNUQQ</scope><scope>H96</scope><scope>HCIFZ</scope><scope>L.G</scope><scope>L6V</scope><scope>M2P</scope><scope>M7S</scope><scope>PATMY</scope><scope>PCBAR</scope><scope>PQEST</scope><scope>PQQKQ</scope><scope>PQUKI</scope><scope>PTHSS</scope><scope>PYCSY</scope><scope>Q9U</scope><scope>SOI</scope></search><sort><creationdate>20110601</creationdate><title>Dynamic motions of planing vessels in head seas</title><author>Sun, Hui ; 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Nonlinear time domain simulations were performed using a 2D +
t
theory (two-dimensional plus time dependent theory). A prismatic hull form was assumed. We employed a two-dimensional (2D) boundary element method to solve the initial boundary value problems in 2D cross planes, in which nonlinear free-surface conditions and exact body boundary conditions were satisfied. At each time step, the total force and moment on the hull could be obtained by using the sectional forces calculated in those 2D planes. Heave and pitch motions were then acquired by solving the equations for those motions. The calculated heave and pitch responses were compared with the experiments by Fridsma (A systematic study of the rough-water performance of planing boats. Davidson Laboratory Report R-1275,
1969
) for two different Froude numbers. Three-dimensional (3D) corrections at the transom stern were applied to show the influence of the 3D effect at the stern on the numerical results. Ship motions were affected by the 3D corrections, especially near the resonance frequency, while the phase angles were slightly affected and the acceleration peaks at the bow near the resonance frequency were sensitive to the 3D corrections. Other error sources in the theoretical results are also mentioned.</abstract><cop>Japan</cop><pub>Springer Japan</pub><doi>10.1007/s00773-011-0123-4</doi><tpages>13</tpages></addata></record> |
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| subjects | Automotive Engineering Boats Boundary conditions Boundary value problems Engineering Engineering Design Engineering Fluid Dynamics Fluid dynamics Flying-machines Free surfaces Heave Marine Mathematical analysis Mechanical Engineering Nonlinearity Offshore Engineering Original Article Planes Planing Resonance Sailing & sailboats Three dimensional Two dimensional Vessels |
| title | Dynamic motions of planing vessels in head seas |
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