Inland Waterway Ship Test Case: Difference between revisions
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for the purpose of establishing a benchmark test case for numerical and experimental | for the purpose of establishing a benchmark test case for numerical and experimental | ||
methods. | methods. | ||
[[File:IMG 7832.JPG|thumbnail|Captive Manouevring Tests]] | |||
Investigations center on | Investigations center on | ||
* Resistance, | * Resistance, | ||
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Particular incentives for establishing the test case stem from the increasing importance | Particular incentives for establishing the test case stem from the increasing importance | ||
of ship handling simulators coming into operation for navigability analyses, and the advance of Computational Fluid Dynamics (CFD). | of ship handling simulators coming into operation for navigability analyses, and the advance of Computational Fluid Dynamics (CFD). | ||
Ship hydrodynamics in shallow water differ from deep water conditions in terms | Ship hydrodynamics in shallow water differ from deep water conditions in terms | ||
Revision as of 07:50, 3 July 2017
A typical inland waterway ship as encountered in European inland shipping was designed for the purpose of establishing a benchmark test case for numerical and experimental methods.
Investigations center on
- Resistance,
- Propulsion,
- Manouevring,
- Bank effects.
Particular incentives for establishing the test case stem from the increasing importance
of ship handling simulators coming into operation for navigability analyses, and the advance of Computational Fluid Dynamics (CFD).
Ship hydrodynamics in shallow water differ from deep water conditions in terms
of the pressure field ambient to the ship underway, wave patterns, dynamic changes
in floating position (squat) and underkeel-clearance (UKC), a complex flow regime
in the UKC region involving distinct flow separation in the after body and oblique inflow
to propellers.