Relevant bibliographies by topics / Transom-stern

Academic literature on the topic 'Transom-stern'

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Published: 4 June 2021
Last updated: 3 February 2022

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Journal articles on the topic "Transom-stern"

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Kamal, I. Z. Mustaffa, A. Imran Ismail, M. Naim Abdullah, and Y. Adnan Ahmed. "Influence of the transom immersion to ship resistance components at low and medium speeds." Journal of Naval Architecture and Marine Engineering 17, no. 2 (December 30, 2020): 165–82. http://dx.doi.org/10.3329/jname.v17i2.48494.

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The transom stern offered some advantages over the traditional rounded cruiser stern reducing the resistance of a ship. This can only be achieved if the transom stern is carefully designed with suitable transom immersion ratio. In this study, the influence of different transom area immersion ratios on the resistance components was investigated for a semi-displacement hull and a full displacement hull. The base hull was based on NPL hull form and KCS hull form for a semi-displacement and full-displacement hull respectively. The transom immersion ratios for the NPL hull were varied at a ratio of 0.5, 0.7, 0.8 and 1.0. The resistance of each of the NPL hull form was simulated at Froude number 0.3 up to 0.6. The transom immersion ratios for the KCS hull were varied at a ratio of 0.05, 0.1, 0.15 and 0.3. The resistance of each of the KCS hull form was simulated at Froude number 0.195, 0.23, 0.26 and 0.28. The transoms of both hulls were modified or varied systematically to study the influence of the transom shape or immersion on the total and wave resistance components. The investigation was carried out using a CFD software named SHIPFLOW 6.3 based on RANSE solver. These results on the NPL hull shows that the larger the transom immersion, the higher the resistance will be for a semi-displacement vessel. The increased resistance is contributed by additional frictional and wave resistance components. The results for the KCS hull seems to contradict with the results obtained from the NPL hull. The larger and deeper transom for the case of KCS hull form sometimes can be beneficial at higher Froude number.
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KIHARA, Hajime. "243 Transom-Stern Free-Surface Flows." Proceedings of the JSME annual meeting 2005.2 (2005): 169–70. http://dx.doi.org/10.1299/jsmemecjo.2005.2.0_169.

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Haase, M., J. Binns, G. Thomas, and N. Bose. "Wave-piercing catamaran transom stern ventilation process." Ship Technology Research 63, no. 2 (April 21, 2016): 71–80. http://dx.doi.org/10.1080/09377255.2015.1119922.

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Maki, Kevin J., Lawrence J. Doctors, Robert F. Beck, and Armin W. Troesch. "Transom-stern flow for high-speed craft." Australian Journal of Mechanical Engineering 3, no. 2 (January 2006): 191–99. http://dx.doi.org/10.1080/14484846.2006.11464508.

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Maki, Kevin J., Armin W. Troesch, and Robert F. Beck. "Experiments of Two-Dimensional Transom Stern Flow." Journal of Ship Research 52, no. 04 (December 1, 2008): 291–300. http://dx.doi.org/10.5957/jsr.2008.52.4.291.

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Measurements of the free-surface behind a backward facing step are made using laser-induced fluorescence and a digital video camera. Tests are conducted for two Reynolds numbers and a range of Froude numbers. An edge detection algorithm is used to locate the free surface from the digital images, and the ensemble of images are used to calculate the mean and root mean square of the elevation. The results of amplitude, length, and steepness are determined from the mean profiles and compared to existing potential flow theories. It is found that the potential flow theories overpredict the real-fluid measured mean-wave amplitude. The experimentally determined wavelength is much shorter than the nominal length, and an existing stream function theory is implemented to explain how the viscous wake acts to shorten the steady wavelength.
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Mola, Andrea, Luca Heltai, and Antonio DeSimone. "Wet and Dry Transom Stern Treatment for Unsteady and Nonlinear Potential Flow Model for Naval Hydrodynamics Simulations." Journal of Ship Research 61, no. 01 (March 1, 2017): 1–14. http://dx.doi.org/10.5957/jsr.2017.61.1.1.

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We present a model for the fast evaluation of the total drag of ship hulls operating in both wet and dry transom stern conditions, in calm or wavy water, based on the combination of an unsteady semi-Lagrangian potential flow formulation with fully nonlinear free-surface treatment, experimental correlations, and simplified viscous drag modeling. The implementation is entirely based on open source libraries. The spatial discretization is solved using a streamline upwind Petrov-Galerkin stabilization of an iso-parametric, collocation based, boundary element method, implemented using the open source library deal. II. The resulting nonlinear differential-algebraic system is integrated in time using implicit backward differentiation formulas, implemented in the open source library SUNDIALS. The Open CASCADE library is used to interface the model directly with computer-aided design data structures. The model accounts automatically for hulls with a transom stern, both in wet and dry regimes, by using a specific treatment of the free-surface nodes on the stern edge that automatically detects when the hull advances at low speeds. In this case, the transom stern is partially immersed, and a pressure patch is applied on the water surface detaching from the transom stern, to recover the gravity effect of the recirculating water on the underlying irrotational flow domain. The parameters of the model used to impose the pressure patch are approximated from experimental relations found in the literature. The test cases considered are those of the U.S. Navy Combatant DTMB-5415 and the National Physical Laboratory hull. Comparisons with experimental data on quasi-steady test cases for both water elevation and total hull drag are presented and discussed. The quality of the results obtained on quasi-steady simulations suggests that this model can represent a promising alternative to current unsteady solvers for simulations with Froude numbers below 0.35.
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Bai, K. J., J. H. Kyoung, and J. W. Kim. "Numerical Computations for a Nonlinear Free Surface Problem in Shallow Water." Journal of Offshore Mechanics and Arctic Engineering 125, no. 1 (February 1, 2003): 33–40. http://dx.doi.org/10.1115/1.1537723.

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A finite-element method is developed to simulate a numerical towing tank, in the scope of potential theory. The exact nonlinear free-surface flow problem formulated in an initial/boundary value problem is replaced by an equivalent weak formulation and then discretized by the finite-element method. Emphasis is made on the present simulation to include the dry bottom occurring at the downstream of a transom stern model stretched from the free surface to the tank bottom in supercritical speeds. The dry bottom has been observed in an earlier study of Bai et al. But it was not clear whether the phenomenon was physical or simply due to numerical instability. In the present paper, we have introduced a number of numerical schemes to improve the numerical stability and to simulate the dry bottom in more robust manner. Also made is a series of experiments to validate the numerical results and the existence of the dry bottom at the downstream. Numerical simulations and towing-tank tests are made for wedge-shaped ships with different stern shape, beam-draft ratios and the Froude numbers. For the model with transom stern, both the computed results and the experimental observations show the generation of the dry bottom behind the transom stern. We dedicate this article to our teacher, Prof. John V. Wehausen.
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Nakos, D. E., and P. D. Sclavounos. "Kelvin Wakes and Wave Resistance of Cruiser-and Transom-Stern Ships." Journal of Ship Research 38, no. 01 (March 1, 1994): 9–29. http://dx.doi.org/10.5957/jsr.1994.38.1.9.

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The steady wave patterns, Kelvin-wake spectra and wave resistance of several realistic ship hulls are computed by a Rankine panel method. Wall-sided as well as transom-stern ships are studied over a broad range of Froude numbers and the importance of enforcing a Kutta-type condition of smooth flow detachment at the transom stern is demonstrated. The lack of numerical damping in the solution scheme permits the reliable prediction of the Kelvin wake far from the ship and allows its use in the evaluation of the free wave spectrum. The wave resistance is evaluated by pressure integration as well as momentum conservation and the merits of the latter method are discussed.
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Wyatt, Donald C. "Development and Assessment of a Nonlinear Wave Prediction Methodology for Surface Vessels." Journal of Ship Research 44, no. 02 (June 1, 2000): 96–107. http://dx.doi.org/10.5957/jsr.2000.44.2.96.

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A numerical method for the prediction of steady nonlinear ship waves and their dependence on hull geometry is developed and assessed. The method employs desingularized Rankine singularities and Havelock singularities in an iterative boundary-integral solution procedure. The Fortran code incorporating this methodology, Das Boot, is tested on three validation cases and applied to a surface combatant hull form. Nonlinear wave elevation predictions for the case of a moving pressure pulse show a 0.988 correlation with a validated fifth-order spectral prediction. Nonlinear wave elevation predictions for a Series 60 hull form show a 0.974 correlation with model-scale wave elevation data. A nonlinear transom stern boundary condition is implemented. Stern wave predictions employing this model are shown to agree with an analytic two-dimensional solution. Initial predictions for a naval surface combatant incorporating a transom stern geometry show encouraging correlation, 0.81, with model-scale tank test data.
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Elangovan, Muniyandy, Hidetsugu Iwashita, Saito Hiroyuki, and Ito Akio. "Seakeeping Estimations of Fast Ships with Transom Stern." Journal of the Japan Society of Naval Architects and Ocean Engineers 7 (2008): 195–206. http://dx.doi.org/10.2534/jjasnaoe.7.195.

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Dissertations / Theses on the topic "Transom-stern"

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Robards, Simon William Mechanical &amp Manufacturing Engineering Faculty of Engineering UNSW. "The hydrodynamics of high-speed transom-stern vessels." Publisher:University of New South Wales. Mechanical & Manufacturing Engineering, 2008. http://handle.unsw.edu.au/1959.4/42782.

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In the design of all marine craft the prediction of a vessel??s resistance characteristics is a major consideration. The accurate prediction of resistance is particularly important in the design of modern high-speed vessels where the primary contractual obligation placed upon the builder is the vessel??s achievable speed. Investigation was made of the methods of Doctors and Day, whereby the traditional Michell wave-resistance theory, published in 1898, is improved on through a better understanding of the hydrodynamics of transom sterns and the application of statistically determined form factors. One of the difficulties with the Michell theory is how to account for the hollow that forms behind a transom stern, a feature prevalent in high-speed vessels. A common approach in the numerical prediction of wave resistance for transom-stern vessels is to discretize the hollow as a geometrically-smooth addition to the vessel. Therefore, of great importance in accurate prediction of wave resistance is the hydrodynamics of, and in particular, the length and depth of the hollow formed behind the transom stern. Accordingly, a systematic series of transom-stern models were tank tested at various drafts and speeds in order to determine experimentally the length and depth of the hollow as a function of vessel speed, draft and beam. From the experimental data, algorithms for the determination of the length and depth of the transom hollow, have been developed and utilised in the discretization of the transom hollow for prediction of resistance using the Michell wave- resistance theory. Application of the developed hollow algorithms produced significant improvements in correlation of the experimental and theoretical predictions of total resistance, particularly in the lower Froude range. In addition to the transom-hollow investigation, form factors were obtained using least-squares regression of existing experimental data. The form factors were based on the major geometric parameters of the models used. In the research presented here, the method was applied to a large range of published resistance data for high-speed displacement vessels. Considerable improvement in correlation, between theoretical and experimental predictions of total resistance, was obtained by incorporating the calculated form-factors into the total resistance formulation.
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Salian, Rachit Pravin. "Adjustable Energy Saving Device for Transom Stern Hulls." Thesis, Virginia Tech, 2019. http://hdl.handle.net/10919/89490.

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The study presents a numerical investigation about the hydrodynamic characteristics of a transom mounted interceptor on the Oliver Hazard Perry class frigate (FFG-7), in order to assess the potential of propulsion power reduction in a wide range of speeds. This study is aimed to design a stern interceptor with optimal efficiency not only at top speed, but also cruising/transfer speeds, by a simple regulation of its variable geometrical characteristics (from a construction and operational standpoint). A high fidelity numerical model is developed in the open source CFD suite OpenFOAM for the prediction of the longitudinal dynamic equilibrium at speed and the total resistance characteristics of the bare hull. The Reynolds Averaged Navier-Stokes Equations are solved using interDyMFoam, a multiphase volume of fluid solver which allows for a dynamic mesh. The numerical model is validated using the results of the experimental model tests conducted on a 1/80th scale model at the United States Naval Academy Hydromechanics Laboratory (NAHL). The validated numerical model is used to predict the hydrodynamic characteristics of the transom mounted interceptor at different interceptor settings and speeds. The results show that the interceptor reduces the amount of resistance, the running trim, and the sinkage of the ship at high speeds. For a speed of 0.392 Froude number (Fr), a drag reduction of 3.76% was observed, as well as a significant reduction in trim.
Master of Science
The drag acting on the hull is an important component that has to be considered during the process of designing the ship. An interceptor is a device that has been developed to improve the performance of hulls by reducing the drag. This research studies the influence of the interceptor on the resistance and motion of the ship across a range of speeds. The geometrical characteristics of the interceptor are varied in order to identify the geometry that would provide optimal performance across the speed range tested. This study is conducted using the Computational Fluid Dynamics (CFD) software OpenFOAM as well as model tests that were conducted on a 1/80th scale model.
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Banerjee, Sankha Ph D. Massachusetts Institute of Technology. "Three-dimensional effects on flag flapping dynamics ; [and], Study and modeling of incompressible highly variable density turbulence in the bubbly wake of a transom stern." Thesis, Massachusetts Institute of Technology, 2013. http://hdl.handle.net/1721.1/79313.

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Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2013.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 309-328).
Part I: A classic problem in the field of fluid-structure interaction is the flapping-flag instability. Fluid-mechanical studies of the phenomenon date back to the 19th century, increased in number in recent years with increasingly accurate representations for the coupled fluid-structure interaction. The problem continues to attract attention because the effect of fluid forces and aspect ratio on stability is non-obvious. In the first part of the flapping studies, we examine three-dimensional effects on the flapping dynamics of a flag, modeled as a thin membrane, in a uniform fluid inflow. We consider periodic span-wise variations of length (ignoring edge effects) characterized by discrete span-wise wavenumber. Using linear stability analysis we show the increase in stability with discrete span-wise wavenumber. We confirm the stability analysis and study the nonlinear responses of three-dimensional flapping, using direct numerical simulation of the Navier-Stokes equations on a moving body-fitted computational grid for thin membrane structure undergoing arbitrarily (large) displacement. We perform direct numerical simulations, initialized using normal modes we derive, up to Reynolds number 1000 based on L. For nonlinear evolutions, we identify and characterize the effect of span-wise variations on the fundamental modes and responses of flapping in terms of span-wise standing wave (SW) and travelling wave (TW) modes respectively in the absence and presence of cross flow; and their corresponding flag displacements and wake vortex structures. We report for TW, the flag flapping and vortex shedding frequencies and angles are matched, and are related to the corresponding shedding frequency of SW. When both SW and TW modes are present due to stabilization of drag by the cross-flow, the fluid-flag response trends to be dominated over time by TW with continuous wake structure. In the second part of the flapping work we investigate the absolute or convective nature of the instability of a two-dimensional flapping filament submerged in a uniform fluid inflow. When the structure-to-fluid mass ratio is zero, we show that two families of flapping waves exist, with phase velocities that are equal in magnitude and have opposite signs, increasing the mass ratio for a given Reynolds number increases the phase velocity of the waves propagating in the same direction as the flow, and decreases the phase velocity of the waves propagating opposite to the flow. Using a linearized energy conservation law we show that after a critical value of mass ratio is exceeded the flapping instability is sustained when the fast (positive energy) and the slow (negative energy) waves coalesce creating waves with zero energy which do not require an energy source or a sink to be sustained, and grow exponentially in time. Under such conditions an analytical condition for absolute instability is derived. We further show based on a group velocity criterion, that when the two characteristic speeds have opposite signs the instability is absolute, where as if they have the same sign the instability is convective. A range of mass ratio regimes is found where the instability is absolute and where it is convective; with the unstable flapping amplitude at the instability threshold, satisfying the Klein-Gordon equation.
Part II: Accurate prediction of the highly mixed flow in the near field of a surface ship is a challenging and active research topic in Computational Ship Hydrodynamics. The disparity in length and time scales recognizes the importance of accurate bubble source and mixed-phase flow models; whereas the current state of the art models are adhoc at best. Second part of the thesis details the air entrainment characteristics in the incompressible highly variable density turbulent flow-field behind a canonical stern with the inclusion of simple speed/geometry/Reynolds number effects. Using high-resolution two-phase flow data sets generated from high fidelity simulations of a canonical stern simulated down to the scales of bubble entrainment. The study details key variables for: (i) characterization of wake structure, near-wake air entrainment and the nature of incompressible variable density turbulence, underlining the major implications and dominant terms by studying the dynamics of the continuity equation, the momentum equation, the density variance equation, the turbulent mass flux and the turbulent kinetic energy; (ii) the role of non-Boussinesq effects and turbulent mass flux in the wake of the stern, identifying the breaking event to be related to the air-entrainment and subsequent generation of turbulent mass flux and establishing the density intensity as an effective metric; (iii) develop and a priori validate novel multiphase models for turbulent mass flux and turbulent kinetic energy using gradient hypothesis and measuring the model performance for varied geometry/speed/Reynolds number effects. The first part of the thesis advances our understanding in varying applications ranging from the biomechanics of snoring, to improving novel designs for flow energy harvesters. The second part presents a methodology, using high-fidelity simulations coupled to physics-based parameterization of near-field air entrainment about surface ships to help improve mixed-phase turbulent flow models in Computational Ship Hydrodynamics.
by Sankha Banerjee.
Ph.D.
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Book chapters on the topic "Transom-stern"

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De Biasea, Mario, Vincenzo Basile, and Simone Mancini. "Stern Flap Solution to Contain the Speed Performance Loss Due to the Ship Weight Growth: An Application on the “De La Penne” Destroyer Class." In Progress in Marine Science and Technology. IOS Press, 2020. http://dx.doi.org/10.3233/pmst200022.

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It is well known that during the lifecycle the growth of the ship’s weight is one of the main sources of the performance-loss. Stern flaps have been used in many recent designs of transom stern vessels, in particular by the US Navy, to increase top speed or to realize improvements in fuel economy over the operating range. Furthermore, stern flap implementation has also become a practical retrofit on the existing platform because significant improvements can be achieved at a minimal cost. According to the US Navy experience, to analyze this aspect, the Ship Design Office of the Italian Navy General Staff performed a preliminary evaluation of the application of this device on own Destroyer hull (De La Penne class), using the CFD U-RANS approach and through experimental test campaign performed at Model Basin of CNR-INM (Council of National Research – Institute of Marine Engineering). This preliminary study was conducted in the model and full scale: several flap angles have been tested with a fixed NACA profile. The results have shown that the major improvements, in terms of power reduction, have been obtained for the interest speed range (Fr = 0.335 – 0.419).
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Yamano, Tadao, Yoshikazu Kusunoki, Fumiyasu Kuratani, Teturo Ikebuchi, and Isao Funeno. "On Scale Effect of the Resistance Due to Stern Waves Including Forward-Oriented Wave Breaking Just Behind a Transom Stern." In Practical Design of Ships and Other Floating Structures, 485–92. Elsevier, 2001. http://dx.doi.org/10.1016/b978-008043950-1/50061-2.

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Rosano, Gennaro, Ermina Begović, Guido Boccadamo, and Barbara Rinauro. "Second Generation Intact Stability Criteria Fallout on Naval Ships Limiting KG Curves." In Progress in Marine Science and Technology. IOS Press, 2020. http://dx.doi.org/10.3233/pmst200047.

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The International Maritime Organization (IMO) finalized the Second Generation Intact Stability Criteria (SGISC), in February 2020. They are intended to be included in Part A of the 2008 International Code on Intact Stability in the following years. The SGISC consider five modes of dynamic stability failure in waves: parametric roll, pure loss of stability, surf-riding/broaching to, dead ship condition and excessive acceleration. In this paper, two semi-displacement, round bilge and transom stern hull forms, the parent hull of the Systematic Series D and the ONR Tumblehome, i.e. typical naval hull forms, are examined. Although naval ships are not directly impacted by SGISC, they are sensitive to dynamic stability failure phenomena due to their geometry and range of service speeds. The procedures to assess the ship vulnerability to the dead ship condition and excessive acceleration criteria, referring to the latest drafts of the criteria (SDC 7/5, 2019), were implemented in Matlab®,. The limiting KG curves associated with this set of criteria were obtained for each vessel. The minimum allowable KG curve associated with the excessive acceleration criterion was compared with the maximum allowable KG curve associated with dead ship condition, to investigate the existence of a safe operational area.
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Conference papers on the topic "Transom-stern"

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Radojcic, D., T. Rodic, T. Kuvelic, G. J. Grigoropoulos, and D. P. Damala. "Resistance and Trim of Semi-Disp, 2–Chine, Transom–Stern Hulls." In FAST 2001. RINA, 2001. http://dx.doi.org/10.3940/rina.ft.2001.71.

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Zhang, Xin, Huilong Ren, Guoqing Feng, Yifu Liu, and Zhaonian Wu. "Analysis of Local Vibration and Strength of Water Jet Propulsion Unit of High Speed Ship." In ASME 2018 37th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/omae2018-77340.

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In recent years, water jet propulsion unit has been widely used in the field of high speed ship. Compared with traditional propeller, water jet propulsion unit has excellent maneuverability with high speed, and lateral force generated by water jet propulsion unit can reduce the radius of turning. High speed ship with water jet propulsion has higher efficiency, lower noise. However, water jet propulsion unit needs to be opened in stern transom plate, and it causes the water jet force when ship is operating, all of these will affect the local strength of stern. It remains to be researched whether the vibration generated by water jet excitation force has a significant influence. These problems are designers worried about. To solve these problems, this paper builds the finite element model of stern contains water jet propulsion unit, considering hull deck load, broadside load, bottom load, bulkhead load and water jet load, checking the local strength of stern. Analysis of vibration problem, considering the influence of added mass of entrained water, dividing stern into deck, bottom, water jet propulsion unit, stern transom plate and other local structure, calculating natural frequencies of plate, panel and grillage of each local structures. Comparing the results with shaft frequency and blade frequency, checking the reserve frequency, judging whether water jet propulsion unit on vibration problem meets standards, providing reference for the following hull design.
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Bai, K. J., J. H. Kyoung, and J. W. Kim. "Numerical Computations for a Nonlinear Free Surface Problem in Shallow Water." In ASME 2002 21st International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2002. http://dx.doi.org/10.1115/omae2002-28463.

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This paper describes a finite element method applied to a nonlinear free surface flow problem for a ship moving in three dimensions. The physical model is taken to simulate the towing tank experimental conditions. The exact nonlinear free-surface flow problem formulated by an initial/boundary value problem is replaced by an equivalent weak formulation. The same problem was considered earlier by Bai, et. al. [1] where some irregularities were observed in the downstream waves and a transom stern ship geometry could not be treated. In the present paper, specifically, three improvements are made from the earlier work. The first improvement is the introduction of the 5-point Chebyshev filtering scheme which eliminates the irregular and saw-toothed waves in the downstream. The second improvement is that now we can treat a transom stern ship geometry. The third improvement is the introduction of a new boundary condition to simulate a dry bottom behind a transom stern ship which is stretched from the free surface to the bottom at a high Froude number. Computations are made for two models. The first model is tested for the generation of the solitons in the upstream and smooth waves in the downstream. The second model is used to compute the generation of a dry bottom behind a transom stern which is one of highly nonlinear phenomena. The results of the first model show a good agreement with previous results for the generation of the solitons. The results of the second model also show a good agreement with the preliminary experimental observation for a dry-bottom, which will be reported in near future. The numerical simulation of the second model can be applied to the local flow behind a sail of a submarine in cruise, a sloshing problem in LNG tankers, and a dam breaking problem. Both computed models are assumed to be in shallow water for simplicity. However, the present numerical method can treat arbitrary water-depth and practical ship geometries.
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Fullerton, Anne M., and Thomas C. Fu. "Acoustic Doppler Current Profiler (ADCP) Measurements of Breaking Waves." In ASME 2008 Fluids Engineering Division Summer Meeting collocated with the Heat Transfer, Energy Sustainability, and 3rd Energy Nanotechnology Conferences. ASMEDC, 2008. http://dx.doi.org/10.1115/fedsm2008-55313.

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Detailed flow measurements of the turbulent multiphase flow associated with wave breaking present a unique instrumentation challenge. Measurement systems must be capable of high sampling rates, large dynamic ranges, and be capable of making measurements in water, air and optically opaque regions. An experiment was performed at the Naval Surface Warfare Center, Carderock Division, in October 2007 to measure various characteristics of the breaking wave generated from a submerged ship transom. The primary objective of this work was to obtain full-scale qualitative and quantitative flow field data of a large breaking transom wave over a range of conditions, specifically transom drafts and Froude numbers. Several types of measurements were made on the transom stern wave during this experiment, however, this paper will focus on the Nortek Acoustic Wave and Current (AWAC) profiler measurements of the stern wake. The AWAC has a center acoustic beam in addition to the three angled beams typically found on an acoustic Doppler current profiler. The trends of the acoustic return from the AWAC and the trends of the bubble density and location on the water surface compare well, and it is anticipated that this return can be related to void fraction and bubble measurements in the future. This type of non-intrusive measurement could be very useful in the evaluation of breaking waves.
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Jung, K. H., H. H. Chun, M. C. Kim, I. Lee, K. W. Lee, T. W. Lim, J. K. Lee, K. Kim, S. Yoon, and Y. H. Ryoo. "Experimental Investigation on Stern-Boat Deployment System for Coast Guard Ship." In SNAME Maritime Convention. SNAME, 2008. http://dx.doi.org/10.5957/smc-2008-043.

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The stern boat deployment system was investigated to evaluate the capability of launching and recovering RHIB via the stern ramp. The main parameters to launch and recover RHIB were tested at the design stage. The combined hydrodynamic effect of the stern wake and the water jet flow made it difficult to maintain the maneuvering and seakeeping ability of RHIB approaching to the stern ramp. The safe recovery course was proposed to maintain the directional control of RHIB and to reduce the combined hydrodynamic effect in the transom zone. To evaluate the feasibility of RHIB recovery, the stern sill depth was measured in various conditions and the ramp availability time was obtained. Also, the experimental PTO test was performed by the number of successive launching and recovering operations.
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Royce, Richard A., and Patrick J. Doherty. "Transom Flow Elevations in the Partially Ventilated Condition." In SNAME 13th International Conference on Fast Sea Transportation. SNAME, 2015. http://dx.doi.org/10.5957/fast-2015-009.

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Predicting separation from a transom stern presents a problem for potential flow calculations. As the vessel speed increases, the transom flow elevation progressively deviates from the static condition. In the absence of viscosity, potential theory is not able to adequately capture this process. Without a priori information regarding the transom flow elevation, potential flow calculations either under or over-predict the resistance. The under-prediction results from placement of the wake sheet at the static condition waterline, and over-prediction results from placement of the wake sheet at the transom/keel intersection (the fully ventilated condition). This paper expands the investigation of transom flow elevations by experimentally measuring the deflection of the flow from the static condition for five different transom configurations ranging from round bilge to deep-vee sections. The models use a common forebody of the vessel. The models were effectively fixed in sinkage and trim. High definition video was used to capture the flow elevations for a range of speeds. This paper presents the findings in terms of the transom Froude number and ventilation factors, and makes comparisons to prior empirical equations. Model data is also provided.
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Hendrickson, Kelli, Gabriel Weymouth, and Dick Yue. "Video: Flow Structure and Large Scale Air Entrainment in the Wake of a 3D Transom Stern." In 70th Annual Meeting of the APS Division of Fluid Dynamics. American Physical Society, 2017. http://dx.doi.org/10.1103/aps.dfd.2017.gfm.v0091.

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Parkyn, Nicholas D. "The Design of the “Dynabout” - The Dynaplane Concept Applied to the Design of a More Efficient Outboard Powered Recreational Runabout." In SNAME 13th International Conference on Fast Sea Transportation. SNAME, 2015. http://dx.doi.org/10.5957/fast-2015-017.

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The Dynaplane concept has many real advantages and benefits, but has not enjoyed the acceptance that it deserves. The Dynaplane concept was originally conceived for application to craft over 20ft in length powered by inboard engine with drive leg mounted well forward of transom, a transom mounted rudder and v-shaped stern foil configuration. The author has revised, revisited and simplified some aspects of the original Dynaplane concept to realize its application to a 16.5ft (5m) outboard powered “runabout” style craft which should appeal to the recreational boating market. Since research and previous application by Eugene Clement was on larger craft, some data and aspects were extended for applicability to the smaller sized version. Design software “Dyna_Designer” applicable to Dynaplane was developed and used during the design process. Powering, stern foil configuration, steering and step ventilation were re-worked to reduce complexity. During the design process the author was privileged to have the support of and input from Eugene Clement. The final design documents were made available to Eugene Clement by the author and his responses were positive. This paper describes some aspects of the development work done to date by the author in realizing a runabout design using the Dynaplane concept.
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9

Fu, Thomas C., Eric Terrill, Anne M. Fullerton, and Genevieve Lada Taylor. "A Comparison of the Model and Full Scale Transom Wave of the R/V Athena." In ASME 2010 29th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2010. http://dx.doi.org/10.1115/omae2010-20595.

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Over the past few years the U.S. Office of Naval Research has sponsored a series of measurements of the transom wave of the R/V Athena and of a 1/8.25-scale model (NSWCCD Model 5365) of the ship. The objectives of the testing were to characterize the free surface wave behind the ship’s transom at both model and full scale for use in identifying hydrodynamic features and for developing and validating numerical simulation tools. The focus of this paper is the comparison of these full scale and model scale measurements, specifically a comparison of the time-averaged free-surface stern wave profiles and the dominant hydrodynamic features, the rooster tail for example. Both the field measurements and the model scale tow tank measurements were made in as calm as possible ambient conditions. Full scale data was collected in the relatively protected waters of St. Andrews Bay, Florida. The winds, which typically build as the day progresses, were minimal, and it was a new moon during the test period, so tidal excursions were also minimized. While measurements were obtained for ship speeds ranging from 3.1 to 6.2 m/s (6 to 12 knots), equivalent to Froude number range based on length (47 m) of 0.14 to 0.29, respectively, the focus of the comparison is for the 0.24 Froude number (10.5 knots full scale) case. Measurements of the full scale stern wave were made by a scanning laser altimeter, while measurements at model scale were made using a traversing set of conductivity finger probes.
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10

Sun, Hui, and Odd M. Faltinsen. "Numerical Study of a Semi-Displacement Ship at High Speed." In ASME 2010 29th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2010. http://dx.doi.org/10.1115/omae2010-20565.

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A numerical analysis of a semi-displacement ship at high forward speed is performed by using a 2D+t theory. Time dependent two-dimensional (2D) boundary value problems are solved in space-fixed vertical planes by a Boundary Element Method (BEM). The steady advancing of the ship in the calm water is simulated, although the theory is also capable of solving the unsteady problem with forced oscillations in heave and/or pitch. The numerical results for the steady motions are compared with Keuning’s experiments [1]. The sectional vertical forces along the ship and the wave elevation around the ship hull are presented. The effects of non-viscous flow separation and the three-dimensional effects at the transom stern are discussed.
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Reports on the topic "Transom-stern"

1

Chen, Chu Y. Predictions of Transom Stern Hull Resistance by Two Potential Flow Panel Methods. Fort Belvoir, VA: Defense Technical Information Center, November 1989. http://dx.doi.org/10.21236/ada217949.

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2

Haussling, H. J., R. W. Miller, and R. M. Coleman. Computation of High-Speed Turbulent Flow about a Ship Model with a Transom Stern. Fort Belvoir, VA: Defense Technical Information Center, September 1997. http://dx.doi.org/10.21236/ada330142.

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3

Fu, Thomas, Anna Karion, Anne Pence, James Rice, Don Walker, and Toby Ratcliffe. Characterization of the Steady Wave Field of the High Speed Transom Stern Ship - Model 5365 Hull Form. Fort Belvoir, VA: Defense Technical Information Center, September 2005. http://dx.doi.org/10.21236/ada441904.

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