Bookmark and Share Email this page Email Print this page Print Feed Feed

DNV GL offers shipowners option of assymetric stern

May 9, 2017 09:48 AM

The classification society reports propulsion power improvements of up to 5 percent

Computational fluid dynamics (CFD) allow the details of the water flow to be assessed. The colors denote the pressure distribution on the hull.

Courtesy DNV GL

Computational fluid dynamics (CFD) allow the details of the water flow to be assessed. The colors denote the pressure distribution on the hull.

The following is the text of a news release from DNV GL:

(HAMBURG, Germany) — A vessel with an asymmetric stern has a twisted aft shape that is designed to account for the differing flow conditions on each side of the propeller. The idea emerged in the 1960s, but due to the difficulty of manually developing the optimal shape, this design failed to make a large impact at the time. DNV GL has revisited the idea and, using high-fidelity computer fluid dynamics (CFD) in combination with parametric formal optimization, the classification society can now offer shipowners the option of incorporating an asymmetric stern into their new vessels.      

“Basically, what we are now able to do is model an aft shape that acts as a propulsion improving device, without the vibration and fatigue strength concerns that come with fins and nozzles,” said Karsten Hochkirch, head of fluid engineering at DNV GL-Maritime. “Using our in-house formal parametric optimization procedure, we can assess hundreds of options until we find a design that strikes an optimal balance between pre-swirl and resistance, while meeting the design requirements of the customer.”

In a recent project, a 3,000-TEU containership was tuned to achieve minimum power consumption. Starting from a well-optimized symmetric baseline design, the asymmetric design achieved a propulsion power reduction of more than 3 percent, a result that was confirmed in tank testing. In another project, the ECO Lines team was asked to find propulsion efficiencies in a 38,000-DWT tanker. The CFD optimization generated a design promising a 3.5 percent decrease in propulsion power compared to the symmetrical design.

“This is another instance where advances in computing power and software sophistication are enabling us to unlock efficiencies in ship design. By accurately simulating the performance of these complex hull forms, we are achieving propulsion power improvements of up to 5 percent, with greater structural robustness,” said Hochkirch. “And because yards are now able to utilize advanced CAD/CAM techniques and modern, CNC-controlled fabrication methods, they can bring these designs into production much more easily and economically.”

Add your comment:
Edit Module