yacht lec34 hydrodynamics
TRANSCRIPT
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Yacht Design & Technology
Hydrodynamics
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Lecture Contents
• How is resistance determined?
• Components of resistance
• How can resistance be minimised?
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Resistance
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1) Model testing in a towing tank
Determining the Resistance of a Design
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Determining the Resistance of a Design
2) Calculation by Computational Fluid Dynamics (CFD)
Using numerical techniques to solve equations defining fluid flow
Equations solved are numerical approximations, hence inherent level of approximation in solution
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Determining the Resistance of a Design
3) Systematic Series
Calculation by empirical formulae - determined by regressional analysis of Systematic Series
• Series of towing tank test models all derived from one particular parent
• Change one parameter at a time and keep others constant
• Empirical formulation for determination of resistance of arbitrary shape
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Components of Calm Water Resistance
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Components of Calm Water Resistance
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Influence of Speed on Resistance
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
4 5 6 7 8 9 10 12 14 16 20 25
True Wind Speed (knots)
Dra
g B
ud
get induced drag
heel drag
appendage viscous drag
canoe body viscous drag
wave drag
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Components of Calm Water Resistance
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Dependent on:• area of hull/keel/rudder in contact with water• forward speed• frictional coefficient
Frictional Resistance
SCV2
1R f
2friction
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Frictional Resistance
Total frictional resistance of yacht is
)CCC(2
1R rfrkfkcfc
2f SSSV
Subscripts: c = canoe body
k = keel
r = rudder
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Frictional Resistance
Note that Van Oossanen gives
Rn
1800
2) - (Log(Rn)
075.0C
2f
Cf determined from experiments with flat plates, now a standard equation, ITTC-57, is used
2f 2) - (Log(Rn)
075.0C
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Dependent on:• length• forward speed• kinematic viscosity of fluid
Reynolds Number
vL
Rn
Remember that flow changes from laminar to turbulent flow at around Rn = 4.5x105
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Reynolds Number – Canoe Body
WL
c
0.8L vRn
For ships L is taken as waterline length.
For yachts this is not a realistic representation. Therefore typically a value of L is taken between 70% & 90% of the waterline length.
This obviously leaves space for interpretation.
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Reynolds Number - Foils
k
k
C vRn
r
r
C vRn
Average chord length used to determine RnIf taper ratio (difference between chord length at tip and root) greater than 0.6, then appendage divided into strips and total skin friction found by summing skin friction of all the strips.
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Components of Calm Water Resistance
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The actual frictional resistance of the yacht will differ from plat plate frictional resistance due to shape of hull or ‘form’, i.e. flow is 3D rather than 2D.
Viscous Resistance - Form Drag
frictionviscous R)k1(R
))1(C)1(C)1(C(2
1R rrfrkkfkccfc
2viscous SkSkSkV
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Form Factor, k, is determined from tank tests using Prohaska Plot. Obtain k from CT/Cf versus Fn4/Cf plot
k may also be calculated from Holtrop 1977.For sailing yacht k~0.1
Additional increase to viscous resistance caused by effects of hull surface, since ITTC-57 accounts for smooth surface only.
Viscous Resistance - Form Drag
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Viscous Resistance - Form Drag
length chord aerofoil c
thicknessaerofoilt
digit-4NACA 60(t/c) 2(t/c) 1 k 1
65 & 64 63,NACA 70(t/c) 2(t/c) 1 k 14
4
Keel and rudder Form Factor may be determined from data available in literature e.g. Hoerner ‘Fluid Dynamics Drag’ & ‘Fluid Dynamics Lift’
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Components of Calm Water Resistance
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Viscous Resistance - Transom
)(2
1with
5 0C
5 )2.01(2.0C
area transomimmersedA
CAV2
1
TR
TR
TR
TRTR2
TR
WL
WPWLT
T
T
T
TT
L
ABB
gB
VFn
Fn
FnFn
R
Pressure drag caused by immersed transom is a component of the viscous resistance
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OK, we now know what Viscous Drag is - how do we minimise it?
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Minimise Viscous Drag:
• Reduce wetted surface area
• Maintain laminar flow as far back as possible (use straight lines in forebody)
• Minimise form factor by ensuring that flow lines along hull are as straight as possible
• Straight flow obtained by adoptingslender waterlines in low BWL/Tc
slender/straight buttock lines in high BWL/Tc
avoid pronounced bilges in diagonal flow
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Components of Calm Water Resistance
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Wave-making resistance is associated with the energy involved with generating the pattern of waves seen when a vessel travels along the surface.
Wave-Making Resistance
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Flow along hull reduced (in relation to yacht speed) at bow and stern while increased at amidships.
This is responsible for: • increase pressure in bow region • decrease in pressure amidships• increase pressure at stern
Wave-Making Resistance
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The length of the wave is a function of the wave speed:
g
V2=
2
Wave-Making Resistance
This means that as the speed of the yacht changes the interference between the waves generated by significant parts of yacht hull e.g. bow, shoulder, stern changes.
‘hull speed’ is when: = LWL
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Influence of yacht speed on wave length
Wave-Making Resistance
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Wave-Making Resistance
0
0.5
1
1.5
2
2.5
3
0.6 0.8 1 1.2 1.4 1.6 1.8 2
V/sqrt(L)
Ct
Humps and hollows of a yacht resistance curve(Ct = total resistance coefficient)
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The volume of the keel produces wave-making resistance.
To avoid abrupt changes in lengthwise distribution of volume, keel volume may be faired into Curve of Cross Sectional Areas.
Work by Keuning & Binkhorst (Chesapeake 1997) measured forces on keel and rudder separately from hull forces. Results clearly showed residuary drag on the keel in upright condition (2 – 5% of overall resistance).
Wave-Making Appendage Resistance
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OK, we now know what Wave-Making Drag is - how do we minimise it?
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Minimise Wave-Making Drag:• Design hull to have long effective waterline length
• Carefully distribute displacement volume along length
• More volume towards bow and stern, decrease XSA of maximum section of hull - this increases prismatic coefficient, Cp
mWLAL=p
C
• Effective wave-making length of the hull is increased (distance between wave peak at bow & wave peak at stern increased)
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Components of Calm Water Resistance
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Going to windward hull, keel and rudder develop side force.To generate side force flow requires angle of attack with respect to hull centreline.
Induced resistance is directly related to side force generated by hull and appendages. It is dependent on:
• wing geometry• flow around wing tip• aspect ratio of wing• presence of the free surface
Induced Resistance
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Induced Resistance
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Induced resistance minimised when wing has elliptical load distribution over span
Elliptical plan form is not strictly necessary for elliptical loading - taper ratio ct/cr=0.6 is effective (ct = tip chord & cr = root chord)
Induced Resistance – Wing Geometry
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Induced resistance strongly related to strength and shape of tip vortex – changes to shape of wing tip may influence induced resistance.
Flow around tip, from high-pressure side to low-pressure side, must be restricted to minimise RI.
‘End plate’ may be used to minimise tip losses. Hull is one end plate. Wing tips or bulbs may be used at other end.
End plates & bulbs however have additional resistance e.g. large wetted area & form drag.
Induced Resistance – Wing Tip
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Aspect ratio is ratio between wing span and the wing area. A long slender wing has a high aspect ratio.
For high AR wing, effect of wing tip on overall performance of wing is small.
Lift/RI increases with increasing AR
Induced Resistance – Aspect Ratio
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‘Induced’ resistance effect due to pressure field around keel being close to free surface as yacht heels. This pressure field generates waves which manifests itself as resistance.
Induced Resistance – Free Surface Effect
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When sweep angle increased pressure field is spread out over longer portion of free surface, hence reducing wave generation.
Has led to development of inverse taper keels and winglets.
Interaction between pressure field around keel and free surface may not be neglected during keel design.
Induced Resistance – Free Surface Effect
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Forces on sails produce heeling and trimming moments in addition to drive force for yacht.
Running trim will lead to a bow down attitude, unless counteracted by crew movement.
This will change both the viscous and residuary resistance
Heeled Resistance
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When yacht heels underwater part of hull will become asymmetrical and there will most likely be a change in the wetted surface area.
New wetted area may be found from hydrostatic calculations.
Change of Viscous Res. due to Heel
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This is more significant than change in viscous resistance due to heel.
When yacht heels there will be a change in the distribution of of the cross sectional areas over the length of the yacht.
Depending on hull geometry this will lead to change in hull shape parameters:• waterline length• waterline beam• canoe body depth• LCB – may lead to change in trim (bow down as LCB moves aft)
Change of Residuary Res. due to Heel
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Most influential are B/T ratio and LCB.
• Hullform with increased B/T ratio tends to have greater increase in residuary resistance when heeled.
• Trimming effect can significantly increase resistance – by 10-15% at high speeds.
Change of Residuary Res. due to Heel
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Ability of yacht to sail close to wind and achieve good VMG is mainly dependent on ability of hull, keel and rudder to develop substantial side force without significant resistance.
Side force produced when hull has yaw or leeway angle relative to track of yacht through water.
Yachts with good windward performance can generate high side force at small leeway angle, whereby leeway is reduced.
Hydrodynamic Side Force
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Keel & rudder must be symmetrical – this limits lift to drag ratio to the order of 10. (Non-symmetrical cambered wing sections can have lift to drag ratios of 30 for small angles of attack).Flaps may be used on trailing edge to increase lift, though drag penalty also present.
Canoe body is inefficient producer of side force with max L/D ratio about 5 – 6 at low speed and 2 – 3 at high speed.
Large Keel
• high sideforce, large wetted area, VB low, bTW small
• Sails high and slow
Small Keel
• low sideforce, small wetted area, VB high, bTW large
• Sails low and fast
Hydrodynamic Side Force
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Side Force:Aspect Ratio
Lift increases with angle of attack until flow separates from foil and it stalls.
High AR wing more effective at producing lift.
High AR wing generate high lift at small angles of attack stall very soon.
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High Aspect Ratio:• High lift production• Small leeway angles • Minimal induced drag• Reduction in WSA lowers frictional resistance
Drawbacks:• After tack large angle of attack and wing may stall• Water depth• Structural implications• In waves angle of attack varies considerably due to motions, also lower speed, hence wing may stall.
Side Force – Aspect Ratio
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Thickness Ratio (max. section thickness/chord):• Greater thickness increase max lift.• Slightly higher resistance.• Thicker foils less sensitive to stall than thinner foils.
Longitudinal position along chord length of max. thickness:• Determines extent of laminar flow on foil.• Move position aft & laminar flow may be promoted.• Too far aft and boundary layer will separate at low lift coefficients.
Good reference: ‘Theory of Wing Sections’ Abbott & von Doenhoff
Side Force – Section Profile
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It is recommended that every Naval Architect draws a lines plan ‘by hand’ at some stage in their career.
Slow work but gives excellent appreciation of the process of simultaneously drawing 3 fair orthogonal views.
Possible Technique:• Work with parameters: length, displacement, beam waterline, Cp and LCB.• Draw profile • Draw maximum section shape• Examine Sectional Area curve• Adjust for displacement – using selected Cp
Hull Form – Lines Development
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Hull Form Influences:
Class Exercise - Try and define a possible influence of the following conditions or hull form parameters:
• Heel• Bow type• Flared topsides• Displacement• Cp• LCB
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Boats spend large sailing time at heel.
Tend to trim bow down as they heel - aft shift in LCB & sail force trimming moment.
Need to consider heeled lines as much as upright lines.
Hull Form – Design for Heel
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Cruising yachts: styling, flare forward, shape of deck edge in plan view, sea conditions.
Racing yachts: Rating rule• IMS system gives fine forward waterlines & vertical stem profile.• IACC rule measurement at waterline – overhanging bow encouraged (‘Meter bows’).
Hull Form – Bow Type
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Greater asymmetry results in greater drag at heel.
Flared topsides (high B to Bwl ratio) create asymmetry.
Deck beam important for crew-righting moment & water ballast.
Hull Form – Flared Topsides
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Determines general character of boat.
High L/disp tends to give increased beam-draft ratio since will derive stability from form rather than ballast.
Hull Form – Displacement
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Typically Cp optimised for Fn = 0.33-0.35 (upwind sailing for racing yacht in medium winds)
Cp typically vary from 0.52 to 0.56
Hull Form – Prismatic Coefficient
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LCB typically range between 3 – 6% aft of amidships.
LCB towards gives fine bow = less added resistance & may be appropriate for planing at higher speeds.
However may nose dive in large waves trim bow down with heel.
Hull Form – LCB
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Series established in 1974 by Gerritsma et al. at Delft university of Technology in order to derive empirical expressions for hydrodynamic forces on sailing yachts.
Over 50 systematically varied models tested upright, heeled and yawed at various speeds.
Parent hullforms have evolved as yacht design has developed:
Delft Systematic Yacht Hull Series
Parent Hull Form Year IntroducedStandfast 43 1974Van de Stadt 40 1980S&S IMS-40 1995
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Delft Systematic Yacht Hull Series
Length displacement Ratio 5.0 to 8.0Length to Beam Rat io 5.0 to 2.8Beam to Draft ratio 2.5 to 19LCB (%LW L) 0.0 to 8.0 (aft midship)Prismatic Coefficient 0.52 to 0.60Cross Sectional Area Coefficient 0.646 to 0.777
The following hull parameters were chosen:
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The total resistance is calculated from the addition of the residuary resistance and frictional resistance (ITTC-57):
The residuary resistance is determined analytically from the individual contributions made by the hull and the keel.
Using the polynomial equation with hull form geometry coefficients as variables the hull residuary resistance may be determined from:
Delft Systematic Yacht Hull Series
frt RRR
rkrhr RRR
LWLCA
LWL
LCBA
LCF
LCBA
SA
LWLLWL
BWLA
AACA
LWL
LCBAA
g
R
cp
fp
fp
fp
c
c
c
w
cp
fp
c
rh
3/12
8
2
76
3/2
5
3/1
4
3/2
3210
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Delft Systematic Yacht Hull Series
0
0 0.2 0.4 0.6 0.8
Fn
Res
ista
nce
004 experiment
theory, Kuening (1999)/Gerritsma (1992)
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Fn
Res
ista
nce
008 experiment
theory, Kuening (1999)/Gerritsma (1992)
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8Fn
Re
sist
an
ce
017 experiment
theory, Kuening(1999)/Gerritsma(1992)
0
0 0.2 0.4 0.6 0.8
Fn
Res
ista
nce
018 experiment
theory, Kuening(1999)/Gerritsma(1992)
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A similar procedure is utilised for determining:
• Appendage resistance
• Induced resistance
• Hydrodynamic side force
Delft Systematic Yacht Hull Series
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Good Reference for Delft Series:
Keuning, J.A. & Sonnenberg, U.B. Approximation of the Calm Water Resistance on a Sailing Yacht Based on the ‘Delft Systematic Yacht Hull Series’ 14th Chesapeake Sailing Yacht Symposium, January 1999.
Delft Systematic Yacht Hull Series
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Recap/reflect
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