This is a revised version of a paper presented at Marintec Offshore China, Shanghai, 1983. Some aspects of the dynamic response of a heavily-listed semi-submersible pontoon/column type of platform are discussed. It is pointed out that the equations of motion are essentially nonlinear for list and draught conditions where the pontoons are very close to, or penetrate, the water surface. A time domain solution technique is described and is shown to give fairly good agreement with experimental results.
A numerical method for prediction of global loads on high-speed catamarans is presented. Alternative formulas are used as a verification of the computer program and to discuss how global loads depend on wave heading, period and ship motions. Comparisons are made with experimental results for motions and global loads in regular waves with 45 degrees and 90 degrees heading at Froude number 0.49. The agreement is generally satisfactory except for vertical shear forces. Theoretical and experimental error sources are discussed. The numerical model is used to discuss the sensitivity of the results to wave heading, period, trim angle and autopilot system. Short term predictions of standard deviations of global loads are evaluated. Long term predictions of global loads on catamarans of length between 50 and 120 m are presented and compared with existing design rules.
The importance of wave-current interaction effects on the determination of mean drift forces on floating offshore structures is well documented. Wave-current interaction effects will also influence the first-order motions and loads as well as the diffracted and radiated waves around the structure. One of the significant contributions to the influence of wave-current interaction effects on the motion responses is the additional coupling between motion modes due to the current. These effects are well known from seakeeping calculations of ships with forward speed. A structure with fore-aft symmetry will have no hydrodynamic coupling between heave and pitch in regular waves only. Due to the presence of a current, the symmetry of the flow around the body is lost, resulting in hydrodynamic coupling between the modes. This will also occur for a moored structure with slowly varying motions in the horizontal plane. The most important couplings are from the heave motion into pitch and surge and from heave to roll and sway. These couplings are otherwise present only for asymmetric structures. Due to the presence of the heave resonance and cancellation periods, the motion responses in roll and pitch for a semi-submersible will be influenced by the wave-current interaction effects. Due to the differences in phase between the different motion modes, the hydrodynamic coupling may have significant influence on the rotational motions roll and pitch and thus significant influence on the prediction of airgap. This coupling between the heave and roll/pitch modes due to the current adds complexity to the numerical simulations since the structure responses are more sensitive to the actual orientation of the structure, mooring configuration etc. A three-dimensional linear potential flow code, MULDIF, has been developed by SINTEF Ocean. This code accounts for hydrodynamic interaction between waves and current from arbitrary directions. The code can be applied to single or multiple bodies in infinite or finite water depth. Verification studies have previously shown good agreement with other numerical codes, Hermundstad et.al. [1], Zhiyuan et.al [2]. Validation studies with emphasis on airgap and comparison with experimental results are presented and numerical results for airgap and upwell are visualized and discussed. It is demonstrated how MULDIF can be used in airgap studies.
Wave-current interaction effects may significantly influence the mean wave drift forces on a structure as well as the motion responses and wave elevation around the structure. Additionally, the drift force may be used to estimate the wave drift damping of a moored structure. A new numerical potential theory code for industry applications (MULDIF) has been recently developed, where the hydrodynamic interaction between waves and current of arbitrary direction with large volume structures is consistently included. The code also handles multiple bodies and finite water depth including wave-current interaction effects. The aim has been to create a robust and easy-to-use practical tool. Initial validation studies against model tests have been conducted. The numerical results show a strong heave-pitch coupling due to the presence of the current. Preliminary results for a semi-submersible show good agreement for the motions provided that the mooring used in the model tests are accounted for. The free surface elevation around the semi-submersible is presented in contour plots.
This paper presents a new unified seakeeping-maneuvering simulation model valid for surface ships and underwater vessels. If the total ship motions are derived from the traditional formulations for the hydrodynamic and maneuvering models, considering them as two separate problems, the results will be inconsistent. It has therefore been necessary to develop a unified formulation which calculates the total ship motions including both the maneuvering aspects and the wave induced motions. Focus in this study has been on submarines. Examples of application of the developed time domain simulation code are given. These are simulations of the response and corresponding control plane forces of a submarine in straight line motions in regular waves at given headings. The developed code can also be used to e.g. simulate turning circles. This has been conducted for the same submarine, and the results are compared to experimental results. Additionally, simulations of the response of a surface vessel (Wigley hull) with forward speed in regular waves at given headings are presented. In this case only the potential forces are considered. The results from the simulations are used to establish motion transfer functions, which are compared to other numerical and experimental results. There are some limitations in the developed method which affects the application area of the numerical code. This refers particularly to underwater vessels. This will be addressed, and further possible development of the method will be discussed.
The prediction of critical loads and responses from green sea on FPSOs in random storm waves is described. Physical mechanisms leading to water on deck and bow flare slamming, and the resulting responses, are analysed. A numerical engineering software tool, WaveLand, is reviewed. Critical inflow parameters predicted by this tool are addressed, in order to identify events in a 3-hours storm for subsequent detailed modelling. In particular, the incident wave particle velocity and the relative height above deck are considered. Model test data from two tests with a turret moored FPSO in steep storm sea states are used to demonstrate the role of these parameters in events leading to impact loads on deckhouse and bow flare. A comparison to VoF-based CFD simulations of a water-on-deck event is also shown The water propagation on a forecastle deck, as well as the resulting impact load on a deck house, shows promising comparisons to model test data and to WaveLand simulations.
The influence from a current on wave drift forces and resulting slowly varying vessel responses can be quite significant. In this paper the effect is reviewed and further investigated. Several works have been published on this complex topic during the last 20–25 years, while it is only to a little extent taken consistently into account in standard industry tools. Simplified methods are often used, if any, and /or empirical correction from model test data. Thus there is a need to improve standard tools in this respect. The effects on slowly varying vessel motions and resulting extreme mooring line loads are demonstrated through time series sequences from selected, previous model tests with FPSO’s and semisubmersibles in steep irregular waves. Wave-current interaction effects that can be larger than the effects from current and wind alone are identified. It is also confirmed from these examples that extreme mooring forces usually occur due to extreme slow-drift motions. An overview description is given of a new, general numerical potential theory code for industry use, MULDIF-2, where wave-current-structure interaction is consistently included as a basic element in the formulation. Main items in the approach are addressed and referred to previous works in the literature. Results from an initial comparison against previous results on drift forces on a vertical column are given, and a good agreement is found. Further verification and validation work is in progress.
Some aspects of the dynamic response in waves of a heavily listed, semisubmersible platform are discussed. Specifically, some of the results from an extensive set of model tests on the safety against capsizing of a damaged platform are presented. It is pointed out that the equations of motion are inherently nonlinear for certain list/draught conditions. In such cases time simulation methods are used to make predictions of the dynamic response. The results from such numerical predictions are compared with model test results. .
Station keeping analysis is an important activity in the early stages of any vessel/DP project that eventually determines the machinery and thruster configuration and thruster size selection. In order to obtain reliable results, it is crucial to apply engineering tools that realistically represent the flow physics and resulting hydrodynamic forces. Present computer tools are based on the assumption that wave drift- and current forces can be superimposed. However, there are also mutual interaction effects between waves, current and hulls that should be accounted for in the evaluation of the wave drift forces. In MULDIF, a 3D diffraction/radiation panel code developed by SINTEF Ocean within the framework of a JIP, this wave-current-body interaction is taken into consideration by a new potential flow numerical model. A case study with offshore vessels and general cargo ships of different main dimensions has been performed to assess the capabilities of MULDIF for station keeping purposes in wave and current environments. The first-order vessel motions as well as mean second-order drift forces for 0 kn forward speed without current have been calculated. Through an interface to SINTEF Ocean’s vessel response code VERES, MULDIF offers the possibility to include viscous roll damping due to hull friction, flow separation at bilge keels, lift effects as well as normal forces acting on bilge keels and hull pressure created by the presence of bilge keels. This reduces roll motions to a realistic extent as shown by the comparison of RAOs from MULDIF calculations and model tests. Roll reduction tank effects can currently only be considered through the external damping matrix. Model tests for the selected vessels have been performed in SINTEF’s Ocean Basin in a soft-mooring arrangement in different irregular sea states and headings in deep water. The models were equipped with two two-component force transducers, measuring the x- and y- components of the forces. The yaw moments have been calculated from the y-force measurements. In order to measure the vessel motions in six degrees of freedom, an optoelectronic position measuring system has been used. Selected cases illustrate the significant influence of wave-current interaction on motions and drift forces.
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