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Sailing Yacht Dynamic Simulator

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Sailing Yacht Dynamic Simulator Degree Project in Naval Architecture Second Cycle Stockholm, 2017 Design and models optimisation of a sailing yacht dynamic simulator Paul KERDRAON KTH Royal Institute of Technology Centre of Naval Architecture Contents Acknowledgements 4 Abstract 5 Index of variables 6 Index of acronyms 8 Introduction 9 I Performance of a sailing yacht and dynamic simulation 10 1 The physical model of sailing 10 1.1 Apparent wind . 10 1.2 Sailing boat equilibrium . 10 2 Yacht design and performance prediction 11 2.1 Velocity Prediction Programmes . 11 2.2 Limits of VPP studies . 11 3 A dynamic simulator 12 3.1 Objectives . 12 3.2 State of the art . 12 3.3 Principle . 13 3.4 Main hypothesis . 14 3.5 Coordinate systems . 15 4 Studied ships 17 5 Presented work 17 II Sailing boats dynamic simulator 18 1 Equations of motion 18 1.1 General presentation . 18 1.2 Linearised equations: added mass and damping . 19 1.3 Symmetry considerations . 20 2 A wave model for the simulator 20 2.1 Interest . 20 2.2 Model and assumptions . 20 3 Steady and unsteady waves 22 3.1 Ship in waves . 22 3.2 Wave-form parameter . 23 3.3 High forward speed . 24 4 Appendages 26 4.1 Model . 26 4.2 Appendages dynamics . 26 4.3 Added mass and damping . 27 4.4 Dynamics in waves . 27 4.5 Angles of attack in waves . 27 4.6 Wave loads . 28 4.7 Other dynamical aspects . 28 2 5 Hulls 29 5.1 Model . 29 5.2 Restoring force . 29 5.3 Wave loads . 30 5.4 Added mass and damping . 30 6 Hulls hydrodynamic coefficients 31 6.1 Numerical methods . 31 6.1.1 Seakeeping prediction . 31 6.1.2 Panel methods . 33 6.2 Discussion . 33 6.3 Determination from CFD . 34 7 Aerodynamic response 35 III Stability of offshore sailing foilers 36 1 Foil and stability, state of the art 36 1.1 Foil principle . 36 1.2 Conditions of use and class rules . 37 1.3 The question of the stability . 38 1.4 Pitch stability and airplane equivalence . 38 1.5 Heave stability and foil design . 39 2 Dynamic considerations 41 2.1 Initial interest . 41 2.2 Pitch study . 41 2.3 Heave: one-parameter study . 43 2.4 Heave: multi-parameter study . 44 Conclusion 47 Bibliography 48 A Heaving foil in head sea 49 3 Acknowledgements I would like to express my deep gratitude to the whole VPLP team, especially Vannes' agency, Vincent, Char- lotte, Xavier, Anne, Quentin, Daniele, Xavier, Nicolas, Adrien, Antoine, Gabriel, Erwan, Patricia and Philippe. Thanks for having welcomed me so generously and taken time to show and explain your work and projects. Through the numerous conversations we had and the warm atmosphere which reigns there, I have been able to learn a lot, to enlarge my scientific culture as well as my general knowledge. I would like to thank in particular Xavier and Adrien for their kind supervision of my master thesis. Our discussions have been of great help and you were always able to lend a helping hand or to propose new ideas when I had the impression to be in a dead-end. 4 Abstract This master thesis is concerned with the design and optimisation of a dynamic velocity prediction programme for high performance sailing yachts. The simulator uses response surfaces methods, maximising the computa- tional efficiency. Insights are given on dynamic theoretical aspects and models are discussed with respect to the studied ships, 100 feet offshore racing trimarans. The consistency of the currently used models is assessed, and feasible solutions and methods are proposed and implemented as solutions to the identified defaults. The simulator is subsequently used on a concrete case with the objective of assessing the effects of precise geo- metrical features of appendages (rudders, foils and boards) on the ship dynamical stability properties. Area, ex- tension, cant angle and tip-shaft angle in particular are studied. Tests cases are developed and multi-parameters studies carried out. Dynamic results are compared to usual static stability criteria. Simulations show some inconsistencies of dynamic responses with the behaviour expected from the static criteria. Such processes allow better understanding of the design and scantling of the studied appendages. 5 Index of variables Variables Coefficient of the hydrodynamic force in ith direction in phase with body acceleration in th Aij the j direction (Added mass coefficient) AWA Apparent wind angle AWS Apparent wind speed Coefficient of the hydrodynamic force in ith direction in phase with body velocity in jth Bij direction (Damping coefficient) b Ship max beam Coefficient of the hydrostatic force in ith direction due to body motion in jth direction Cij (restoring force) c Appendage mean chord cg Group speed cw Wave velocity (= !=k) Fw Wave hydromechanical loads g Acceleration of gravity h Seabed depth Iij Mass moment or product of inertia i Imaginary unit k Wave number (= !2=g) L Boat length li Appendage lever-arm in pitch Mij Mass matrix m Mass of the body n Unit normal vector of body/free surface boundary, directed into the fluid p Pressure p0 Atmospheric pressure pD Dynamic pressure pH Hydrostatic pressure S Appendage area s Appendage span T Period t Time t∗ Pseudo-time variable TWA True wind angle TWS True wind speed V Translational velocity vector Vb Boat mean speed α Wave angle in earth-fixed coordinate system αc Kelvin angle αw Wave slope β Shaft-tip angle Γ Appendage cant angle 6 ∆ Displacement (mass) δ Wave velocity amplitude to boat speed ratio (= ζ0!=Vb) Phase shift ζ Surface elevation ζ0 Wave amplitude η Leeway angle th ηi i degree of freedom θ Pitch angle λ Wavelength µ Angle of wave incidence ν Fluid kinematic viscosity ρ Specific mass of water ' Roll angle φ Velocity potential Yaw angle ; heading Ω Angular velocity vector ! Wave frequency - Circular frequency of motion !e Circular frequency of encounter r Displacement (volume) Non dimensional numbers p F n Froude number (= Vb= gL) Istab Heave stability index Re Reynolds number (= VbL/ν) Vstab Horizontal tail volume coefficient γ Wave-form parameter (= !Vb=g) ξ Frequency number (= !pL=g) Operators ∆ Laplace operator r Gradient operator Coordinate systems R0 = (x0; y0; z0) Earth-fixed coordinate system Rb = (xb; yb; zb) Body-fixed coordinate system Re = (xe; ye; ze) Element-fixed coordinate system Rf = (xf ; yf ; zf ) Fluid coordinate system Rt = (xt; yt; zt) Linear seakeeping coordinate system 7 Index of acronyms AVL Athena Vortex Lattice AWA Apparent Wind Angle AWS Apparent Wind Speed BEM Boundary Elements Methods CE Centre of Effort CFD Computational Fluid Dynamics CG Centre of Gravity CLR Centre of Lateral Resistance DES Detached Eddy Simulation DNS Direct Numerical Simulation DVPP Dynamic Velocity Prediction Programme EFD Experimental Fluid Dynamics FSI Fluid Structure Interactions GSM Green Function Method HSST High Speed Strip Theory IMOCA International Monohull Open Class Association, 60 ft monohull LES Large Eddy Simulation ORMA Ocean Racing Multihull Association, 60 ft trimarans RANSE Reynolds-Averaged Navier Stokes Equations (also RANS) RSM Rankine Source Method STF Salvesen - Tuck - Faltinsen method, conventional strip theory TWA True Wind Angle TWS True Wind Speed VPP Velocity Prediction Programme 8 Introduction VPLP is a young and international team of naval architects and yacht designers. It was founded in 1983 by Marc Van Peteghem and Vincent Lauriot Pr´evost and has since then proved successful in a number of design concepts, including multi and monohulls, power and sailing concepts, from high performance sailing yachts to production cruise boats and super yachts. Among other projects, they collaborated with Alain Thebaud on the Hydropt`ere,first sail craft to ever reach more than 50 knots over 1 nm in 2009. Figure 1: The Hydropt`ere,breaking the speed record. Figure 2: Oracle's trimaran, USA 17. G. Martin-Raget G. Grenier/Oracle Racing After having been contacted by Russell Coutts in 2007, and after numerous optimisations and improvements, they designed Oracle's USA 17, winner of the 33rd America's Cup, a light and powerful 90' trimaran with a canting wing-sail. More recently, this winter, their 31 m trimaran Sodebo IV sailed by Thomas Coville broke the solo round the world record in 49 days, 3 h and 7 mn while team IDEC lead by Francis Joyon on a VPLP- designed trimaran won the Jules Vernes trophy (fastest circumnavigation of the world) in only 43 days, 23 h and 30 mn with an average speed over ground of 26:9 kn. In monohull design, the 2016 Vend´eeGlobe has seen the participation of twelve 60' IMOCA designed by the team, among which 6 new generation boats with foils imagined in collaboration with G. Verdier. Armel Le Cl´eac'h,winner of the edition, sailed one of them. Figure 3: IDEC, training off Belle-Ile, Brittany. Figure 4: Banque Populaire VIII, winner of the 2016 JM. Liot / DPPI / IDEC Vend´eeGlobe. T Martinez / BPCE 9 Part I Performance of a sailing yacht and dynamic simulation 1 The physical model of sailing This first part aims at recalling the main concepts and models involved in the current understanding of sailing ships. 1.1 Apparent wind Due to its forward motion, the wind perceived by the moving boat is not the wind that a motionless point (weather station for instance) would measure. The lat- ter, the wind blowing in the earth coordinate system, is usually referred to as True Wind (TW), defined by its norm, the True Wind Speed (TWS), and its angle, the True Wind Angle (TWA). The interaction of the True −! Wind with the boat speed (BS) creates an Apparent Wind (AW) (see Figure 5) which is received by the sails and defined in terms of Apparent Wind Angle (AWA) Figure 5: The wind triangle.
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