Journal of Marine Science and Technology最新文献

Computational fluid dynamics is used to analyze the influence of the horseshoe vortex on the wake features of a simplified geometry representing an underwater vehicle sail (i.e. Rood wing). The sail wake features are of interest as they influence the performance of the downstream components of an underwater vehicle such as the aft appendages and propeller. This paper uses the Rood wing, a generic wing body, mounted on a flat plate as its low aspect ratio is comparable to the underwater vehicle sail and there are substantial published experimental data for validation. Two main simulation schemes were adopted in this paper, i.e. the Reynolds-averaged Navier–Stokes (RANS) and hybrid RANS–large Eddy simulation (LES) incorporating several turbulence models. Both schemes were also examined in their ability to predict the downstream wake features as the literature available to date have primarily focused only on the near-field flow features around the wing root. Three main parameters were investigated including the pressure distribution along the wing’s body, the mean streamwise velocity, and its root mean square fluctuation at three different downstream planes, two in the near field and one in the far field. Results show that the RANS and the hybrid RANS–LES models are capable of predicting the wing-body pressure distribution and the paths of the horseshoe vortex (HSV) as it moves downstream with acceptable numerical dissipation. It was found that different models provided higher accuracy when compared to the experiment depending on the downstream location of the plane. The re-normalization group k-epsilon model with enhanced wall treatment (RNG KE-EN) model captured the wake properties with the highest accuracy within the near field, while further downstream (in the far field), the scale adaptive simulation (SAS) model predicted the flow field with the highest accuracy followed by the RNGKE-EN model.

Scenario-based verification defines the current state of the art for examining a vessel’s control systems for reliability and safety. However, software updates after release can only be covered to a limited extent. To take changes to a deployed system into account, the design and test phase must be harmonized with the operational phase. For all phases, regulatory, technical and safety requirements provide the scope to which the development process and the scenario-based tests need to be aligned and whose specifications the System under Test (SuT) must adhere to during operation. For this reason, a procedure is needed that converts the requirements into a format that can be utilized across all phases and measured in a structured manner comparing the original system to the updated version. This work does so by combining scenario-based verification methods with formal composition and monitoring techniques based on contract-based design into an integrated development approach. It is shown how safety requirements can be transferred into a Verification Descriptor that in turn provides the foundation for the division into model-based system development, contract-based virtual integration testing and a scenario-based test environment. For the entire lifecycle of the System under Test (SuT) to be included, the extended scenario and contract descriptors are carried forward up to the operational phase, such that the previously defined properties of the SuT can be monitored and validated during runtime. The approach is designed alongside a minimal-viable system and evaluated on an actual implementation of a safety-critical maritime LiDAR-based positioning system.

Floating production storage and offloading unit (FPSO) is an offshore vessel, producing, storing natural gas or crude oil, prior to oil shuttle tanker transport. The equivalent of natural gas is known as floating liquefied natural gas (FLNG). Robust prediction of the extreme mooring hawser tensions, during FPSO operations, is an important design and engineering reliability and safety concern. Excessive mooring hawser tensions may occur during certain types of offloading operations, posing potential operational risks. In this study, ANSYS-AQWA-software package has been used to model vessel dynamics, subjected to hydrodynamic wave loads, acting on FPSO or liquefied natural gas (LNG) vessel, under actual in situ environmental conditions. Experimental validation of the numerical results has been briefly discussed as well.

This study presents novel multi-dimensional reliability method, based on Monte Carlo simulations (or alternatively on measurements). Proposed methodology provides accurate failure or damage risks assessment, utilizing available underlying dataset efficiently. Described approach may be well utilized at the vessel design stage, while selecting optimal vessel’s parameters, minimizing potential FPSO mooring hawser tensions. The aim of this study was to benchmark state of the art Gaidai reliability method, proposed recently; this novel methodology opens up the possibility to predict simply and efficiently failure or damage risks for non-linear multi-dimensional dynamic offshore energy system as a whole.

Key advantage of the suggested methodology is its multi-dimensionality (with unlimited number of system dimensions/components/processes, all having different physical dimensions), while classic reliability methods typically are not covering dimensions higher than two.

The trajectory prediction using ship maneuverability mathematical models is one of the essential technologies implemented in autonomous surface ship. Several ship maneuverability mathematical models and each one with a particular hydrodynamic coefficient approximation using towing tank tests are existed. However, it is presented difficult to directly inverse estimate the hydrodynamic maneuvering coefficients of a ship maneuverability mathematical model from operational data consisting of ship trajectory and maneuvering operation records. This paper proposed a method for estimating the hydrodynamic maneuvering coefficients of the MMG 3DOF model using three types of time-series ship motions (surge, sway, and yaw velocity) as observed data. In the assumption of this paper, there is uncertainty in observations and the hydrodynamic maneuvering coefficients of the MMG 3DOF model. The proposed method outputs samples of the simultaneous posterior probability distribution of the hydrodynamic maneuvering coefficients by the MCMC method using the observed data and stochastic model. A robust trajectory with a wide range can be presented by conducting ship maneuvering simulations using these samples. To verify the feasibility of the proposed method, this paper conducted observation system simulation experiments (OSSE) using the KVLCC2 L7 model and applied the proposed method to several free-running model ship tests. Results showed that on the assumption that MMG 3DOF model can explain the ship's state and trajectory in real world, the proposed method can estimate the ship hydrodynamic maneuvering coefficients of the MMG 3DOF model corresponding to the observed ship trajectory and control data including the error of observed data.

A vortex ring thruster (VRT) is a propulsion device in which a piston pushes fluid and thrusts it in reaction. As the fluid inside a VRT is moving, the boundary layer near the wall at the edge of the exit surface of a VRT separates and rolls up into a vortex ring. In this paper, we performed performance analysis on a regular VRT and a VRT enhanced by the Coanda effect (hereafter referred to as a CoVoRT) on axisymmetric geometry. A CoVoRT consists of two jets: a primary jet and a Coanda jet. The primary jet has a relatively large volume flow rate compared to the Coanda jet, and the Coanda jet attracts the surrounding fluid by flowing along the curved surface at a relatively small flow rate. The present study evaluates the propulsion performance in two ways using SNUFOAM. This software was developed based on OpenFOAM, which is an open-source computational fluid dynamics (CFD) toolkit and specialized for naval hydrodynamics. The first one quantifies the propulsion performance by calculating the ratio of energy input and energy output generated by two jets during a stroke of the piston motion. The second one is to observe the evolution and pinch-off process of a vortex ring with formation time, which is a non-dimensional time scale. The comparison of propulsion performance was conducted with changes in the curvature of the Coanda jet, changes in the length of the Coanda jet exit, and changes in the Coanda jet velocity and piston stroke ratio. For quantitative evaluation of propulsion performance, the propulsion performance evaluation index (PPEI) was introduced. The results showed that the PPEI of a CoVoRT was improved by about 50% compared to that of a VRT, and it was confirmed that the dynamic characteristics of a CoVoRT’s vortex ring were superior to those of a VRT in terms of propulsion performance.

About 60% of marine vessels’ power is consumed to overcome friction resistance between the hull and water. Air lubrication can effectively reduce this resistance and lower fuel consumption, and consequently emissions. This study aims to analyze the use of a gas-injected liquid lubrication system (GILLS) to reduce friction resistance in a real-world scenario. A 3D computational fluid dynamics model is adopted to analyse how a full-scale ship (the Sea Transport Solutions Designed Catamaran ROPAX ferry) with a length of 44.9 m and a width of 16.5 m is affected by its speed and draught. The computational model is based on a volume of fluid model using the k-ꞷ shear stress transport turbulence model. Results show that at a 1.5 m draught and 20 knots cruising speed, injecting 0.05 kg/s of compressed air into each GILLS unit reduces friction resistance by 10.45%. A hybrid model of natural air suction and force-compressed air shows a friction resistance reduction of 10.41%, which is a promising solution with less required external power. The proposed technique offers improved fuel efficiency and can help to meet environmental regulations without engine modifications.

This work addresses the issue of multi-ship collision avoidance decision-making complex encounter situations, and proposes a novel velocity varying-steering collision avoidance method based on an improved particle swarm optimization (IPSO) algorithm. The proposed method establishes a limited range based on the International Regulations for Preventing Collisions at Sea (COLREGs) and creates a multi-objective model, in which the collision risk of ships, the energy loss caused by velocity varying and the voyage loss caused by steering are taken into account. To obtain an optimal solution of the multi-objective model, an IPSO is introduced to determine the feasible solution domain for ship collision avoidance decision making(CADM). The proposed CADM is validated by numerical simulations and navigation simulator. The results indicate that the recommended velocity and course can effectively remove the risk of collision between the ship and target ships.

This study focused on the equation of motion, hydrodynamic derivatives, and course stability with respect to ship maneuvering in a canal. Based on the potential theory, a consistent linearized equation of motion was derived when a ship maneuvers near the center line of a canal with a symmetrical cross-section and uniform length. In the new equation of motion, hydrodynamic derivatives for the lateral force and yaw moment with respect to ship heading angle (psi) ((Y_psi), (N_psi)) appear, which have not been considered in existing studies. (Y_psi) and (N_psi) are measured by captive tests using a container ship model in a canal model, and they are significant. Furthermore, the course stability criterion for ships in the canal was derived by considering the (Y_psi) and (N_psi), and the course stability was investigated. As a result, we found that the effect of (Y_psi) and (N_psi) on course stability cannot be neglected when the water depth becomes shallower. In case of the studied container ship, the consideration of (Y_psi) and (N_psi) causes the ship to shift to the course stable direction.

In order to design a controller to control the pitch and depth of the submarine, this paper designs a submarine bow and stern rudder controller based on Closed-loop Gain Shaping Algorithm (CGSA) and nonlinear feedback and modification. The controller design considers the decoupling of the strong coupling of the submarine vertical surface motion model, the effect of wave disturbance and the optimization of the controller output. To verify the effectiveness and superiority of the proposed method, this research compares it with the Independent channel analysis and design (ICAD) method and introduces an evaluation index system to quantify the improvement effect. From the controller design process, the parameters of the CGSA are simple to solve and the engineering meaning is clear. From the simulation results, this controller can reach the setting depth quickly during the depth-changing maneuver. In the depth-keeping navigation stage, the control effect of depth and pitch angle is improved under wave disturbance, and the control energy evaluation index of the bow and stern rudder are reduced by 94.00% and 77.16% respectively, which proves that the controller has robust performance and energy saving effect. A new and efficient control algorithm is proposed for submarine motion control, which reduces the control energy while ensuring the control effect.