• International Journal of Naval Architecture and Ocean Engineering
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• v.9 no.6
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• pp.641-654
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• 2017

The KVLCC2 and its modified hull form were investigated in regular head waves using Unsteady Reynolds Averaged Navier-Stokes (URANS) methods. The modified KVLCC2 (named KWP-bow KVLCC2) is designed for reducing wave reflection from the bow. Firstly, the original KVLCC2 is studied for verification of the present code and methodology and the computed time history of total resistance and 2DOF motions (heave and pitch) for the selected two wave length conditions are directly compared with the results obtained from KRISO towing tank experiment under the identical condition. The predicted added resistance, heave and pitch motion RAOs show relatively good agreement with the experimental results. Secondly, the comparison of performance in waves between KVLCC2 and KWP-bow KVLCC2 is carried out. We confirmed that newly designed hull form shows better performances in all the range of wave length conditions through both the computation and the experiment. The present URANS method can capture the difference of performance in waves of the two hull forms without any special treatment for short wave length conditions. It can be identified that KWP-bow KVLCC2 gives about 8% of energy saving in sea state 5 condition.

• Journal of the Society of Naval Architects of Korea
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• v.32 no.3
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• pp.72-82
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• 1995

In the present paper, flow characteristics and free surface waves generated by a submerged hydrofoil advancing with an uniform speed are calculated. Using a numerical method based on a MAC(Marker And Cell) method, the Navier-Stokes and the continuity equations are solved to simulate flow fields around the hydrofoil. Computations are carried out in a rectangular grid system in which grids are concentrated near the foil and the free surface to improve numerical accuracies. Viscous flow phenomenas including pressure distributions are computed. Moreover, the influences of submerged depths upon the generated wave profiles and the wave breaking phenomena are also investigated. Experiments are performed at the towing tank of Inha University to measure free surface wave elevations due to the advancing hydrofoil. The computational results are compared with the present and the other available experimental data to show the accuracy of the numerical method developed.

• Journal of the Society of Naval Architects of Korea
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• v.38 no.1
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• pp.52-61
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• 2001

It is necessary to obtain the well-documented local flow measurement data for the validation of CFD prediction of hydrodynamic performance. In the present paper the local flow fields around the stern region of a VLCC model with drift angles of $0^{\circ},\;5^{\circ},\;and\;10^{\circ}$ are measured. Mean velocity components are documented at St. 2 and A.P. of both port and starboard side of KVLCC in KRlSO towing tank. Flow information associated with the formation of four discrete vortices in the stern region is explored. The present experimental data can provide a good test case to validate the accuracy of numerical modeling for stern flow and maneuverability prediction of modern tanker hull forms.

• Journal of the Society of Naval Architects of Korea
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• v.38 no.1
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• pp.9-26
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• 2001

In this paper. the development of a pusher-barge hull form which enables the continuous transportation along the coast and canal is performed. For the design stage of the hull forms. these are developed for Kyungin canal which is will be drawn up as the next contribution project of the Korean government are adopted. The model tests for the designed ship are carried out in the Inha University Towing Tank and the numerical simulations are done with a finite difference method based on MAC scheme. At first, the experiments are performed with designed model ships from low speed to high speed including service speed(6knots) among the corresponding designed speed. Resistance characteristics of designed ships are compared with experimental results of other several pusher-barge hull shapes. Next, the numerical simulations are performed for three cases, that is pusher only, barge only and pusher-barge condition in the designed speed. Each calculations are carried out in deep and restricted water condition. The flow characteristics around hulls in the latter condition are compared with those in the former condition.

• Journal of the Society of Naval Architects of Korea
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• v.52 no.6
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• pp.471-477
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• 2015

When a ship sails in a seaway, the resistance on a ship increases due to incident waves and winds. The magnitude of added resistance amounts to about 15–30% of a calm-water resistance. An accurate prediction of added resistance in waves, therefore, is essential to evaluate the performance of a ship in a real sea state and to design an optimum hull form from the viewpoint of the International Maritime Organization (IMO) regulations such as Energy Efficiency Design Index (EEDI) and Energy Efficiency Operational Indicator (EEOI). The present study considers added resistance problem of AFRAMAX-class tankers with the conventional bow and Ax-bow shapes. Added resistance due to waves is successfully calculated using 1) a three-dimensional time-domain seakeeping computations based on a Rankine panel method (three-dimensional panel) and 2) a commercial CFD program (STAR-CCM+). In the hydrodynamic computations of a three-dimensional panel method, geometric nonlinearity is accounted for in Froude-Krylov and restoring forces using simple wave corrections over exact wet hull surface of the tankers. Furthermore, a CFD program is applied by performing fully nonlinear computation without using an analytical formula for added resistance or empirical values for the viscous effect. Numerical computations are validated through four degree-of-freedom model-scale seakeeping experiments in regular head waves at the deep towing tank of Hyundai Heavy Industries.

• International Journal of Naval Architecture and Ocean Engineering
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• v.8 no.5
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• pp.442-455
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• 2016

The resistance and seakeeping performance of a high-speed monohull vessel were investigated through a series of model tests in a towing tank. The hull had a slender wave-piercing bow, round bilge, and small deadrise angle on stern. Tests on the bare hull in calm water were first conducted and tests on spray rails followed. The spray rails were designed to control the flow direction and induce a hydrodynamic lift force on the hull bottom to reduce trim angle and increase rise of the hull. The maximum trim of the bare hull was $4.65^{\circ}$ at the designed speed, but the spray rails at optimum location reduced trim by $0.97^{\circ}$. The ship motion in head seas was examined after the calm water tests. Attaching the rails on the optimum location effectively reduced the pitch and heave motion responses. The vertical acceleration at the fore perpendicular reduced by 11.3%. The effective power in full scale was extrapolated from the model test results and it was revealed that the spray rails did not have any negative effects on the resistance performance of the hull, while they effectively stabilized the vessel in calm water and waves.

• Journal of the Korean Institute of Navigation
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• v.13 no.2
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• pp.23-36
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• 1989

Marine casualities in the high sea are mainly classified into the breakage of hull and capsize , of which the latter occurs frequently to a small craft and container vessels by extreme rolling. The aim of this study is to develop shiphandling techniques for the prevention of ship's large rolling by way of evaluating dangerous degree of rolling in heavy weather. In this study, rolling motion is analized by using statistical method as follow : (1) 8 sample ships is presented for calculation. (2) Analized sea state are Beaufort scale 7 and 10 (wind velocity 30kts and 50kts respectively) and significant wave height is put as 5.2m and 11.2m. (3) The formula recommended by International Towing Tank Conference (ITTC) is used to calculated the wave spectrum. The results of this study are as follow : The results of this study are as follow : (1) Most of the vessels with beam of 20 meters or less was found to be capized in the waves abeam under the sea condition of Bearfort scale7(30kts). (2) For the vessels range 20m to 30m was found safe under the sea conditions of Bearfort scale 7(30kts) and imminent danger under the sea condition of Beaufort scale 11(50kts). (3) It is proved that any vessel could be capsized by heavy rolling regardless of vessel's size whenever the motion is synchronized with waves abeam. This study concludes that the navigator, especially at night , must anticipate the exact wave direction, referring to the wether report and coastaline, not to lay the vessel in the serial wave abeam.

• Journal of Advanced Marine Engineering and Technology
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• v.6 no.2
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• pp.69-91
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• 1982

The major factors which affect the crankshaft axial vibration are such items as the axial stiffness and mass of crankshaft, the thrust block stiffness, the propeller's entrained water and the exciting and damping forces of engine, propeller and shafting. Among above mentioned items, the axial stiffness and mass of crankshaft, thrust block stiffness and propeller's entrained water were treated in detail in part I, and so in this paper, the rest of above items will be studied. The exciting forces of crankshaft axial vibration are generated mainly from the gas explosion pressure of cylinder, the thrust fluctuation of propeller, and sometimes the torsional vibration of crankshaft induces the crankshaft axial vibration. As for the propeller thrust fluctuation, its harmonic components can be fairly exactly calculated from the experimental results of propeller in the towing tank, but as the calculation process is rather tedious and laborious, the empirical values are ordinarily used. On the other hand, the table of harmonic components of gas pressure has been already published by major slow speed diesel engine makers, but the axial thrust conversion factor of radial force is not unknown yet, and as its estimated value is unreliable, the axial vibration force of gas pressure is uncertain. As the calculation of damping force is very complicated and it includes some uncertain factors, the thoretically estimated amplitudes of axial vibration are much more incorrect in comparison with those of torsional vibrations. Authors have paid special attentions to deriving the theoretical calculation formula of axial conversion factor of radial force and damping force of crankshaft axial vibration and developed a computer program to calculate resonance amplitudes and additional stresses of crankshaft axial vibrations. Also, to check the reliability of the developed computer program, the axial vibrations of three ships' propulsion shaftings were analyzed and their results were compared with those of measured values and makers' results.

• Journal of Advanced Marine Engineering and Technology
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• v.40 no.7
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• pp.574-579
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• 2016

Grid systems used in previous studies were determined to be valid only if the length between the perpendiculars in a model ship was in the range of 6-8 m, and the maximum dynamic trim angle was smaller than $1^{\circ}$. The application of the grid system to a small fishing boat can create numerical instability because the dynamic trim of small boats is generally larger than $3^{\circ}$, and their Froude numbers are in the range of 0.3-0.8. In the present study, resistances of a small fishing boat were stably obtained by reducing the length between the center of buoyancy and the inlet boundary of the numerical domain, and by refining grid cells vertically in a region that would be swept by a free surface. The effective power of the small fishing boat was predicted based on the ITTC-1978 two-dimensional analysis. By using the results of previous towing tank tests, the coefficient of quasi-propulsive efficiency and the brake horsepower at a design draft were calculated.

• Journal of the Society of Naval Architects of Korea
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• v.53 no.1
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• pp.37-44
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• 2016

Recently researchers are conducting a lot of research related to EEDI in order to satisfy IMO resolution MEPC. Especially they are interested in design of energy saving device. This paper is to design the asymmetric pre-swirl stator for 160K LNG carrier in order to reduce energy. Two types of the asymmetric pre-swirl stator are taken into account; constant and variable pitch angle stators. “constant” and “variable” mean state that the pitch of stators change by radius. The dimensions of the stators are initially determined using potential-flow code. The propulsion performances of the stators are predicted using viscous-flow code. The model test is carried out in towing tank in PNU. Prediction of ship performance generally follow ITTC recommended. Ship wake prediction was done by two method, ITTC 1978 and ITTC 1999. Therefore propulsion performances were compared ITTC 1978 with ITTC 1999 methods. Comparison components are delivered power and thrust deduction coefficient of the model. Final pre-swirl stator is selected by comparing experiment and CFD.