Relevant bibliographies by topics / Twisted rudder

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Academic literature on the topic 'Twisted rudder'

Author: Grafiati
Published: 4 June 2021
Last updated: 3 February 2022

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Journal articles on the topic "Twisted rudder"

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Shen, Young T., Chen W. Jiang, and Kenneth D. Remmers. "A Twisted Rudder for Reduced Cavitation." Journal of Ship Research 41, no. 04 (December 1, 1997): 260–72. http://dx.doi.org/10.5957/jsr.1997.41.4.260.

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A rudder operating behind a propeller can experience large onset flow angles along the rudder span. At a given speed, the maximum rudder angle before cavitation is substantially higher in turning to one direction than to the opposite side. At high speeds, rudders can experience severe surface cavitation, even at zero degree rudder deflection angle. Observation from full-scale trials and dry dock inspection of a surface ship combatant show that rudder cavitation is a real problem in terms of ship operation and maintenance. It is shown in this paper that cavitation inception and erosion problems associated with the existing fleet rudders can be avoided or reduced by using the concept of a twisted rudder. A fleet rudder can be twisted along its span to align the incoming flow. The twisted rudder model has been designed, fabricated, and tested in the Navy's Large Cavitation Channel (LCC). Two-component Laser Doppler Velocimetry (LDV) was used to measure the field velocity and inflow angles in the propeller slipstream. A dynamometer and a series of pressure taps were used to measure rudder lift, drag and pressure distributions on the rudder surface. To evaluate the effect of twist angles on rudder performances, a full-scale rudder, designated the non-twisted rudder, has also been fabricated and tested back-to-back in the LCC with the twisted rudder for direct comparison. The advantages of using a twisted rudder to improve cavitation performance are presented in this paper.
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Park, Ilryong, Bugeun Paik, Jongwoo Ahn, and Jein Kim. "The Prediction of the Performance of a Twisted Rudder." Applied Sciences 11, no. 15 (July 31, 2021): 7098. http://dx.doi.org/10.3390/app11157098.

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A new design approach using the concept of a twisted rudder to improve rudder performances has been proposed in the current paper. A correction step was introduced to obtain the accurate inflow angles induced by the propeller. Three twisted rudders were designed with different twist angle distributions and were tested both numerically and experimentally to estimate their hydrodynamic characteristics at a relatively high ship speed. The improvement in the twisted rudders compared to a reference flat rudder was assessed in terms of total cavitation amount, drag and lift forces, and moment for each twin rudder. The total amount of surface cavitation on the final optimized twin twisted rudder at a reference design rudder angle decreased by 43% and 34.4% in the experiment and numerical prediction, respectively. The total drag force slightly increased at zero rudder angle than that for the twin flat rudder but decreased at rudder angles higher than 4° and 6° in the experiment and numerical simulation, respectively. In the experimental measurements, the final designed twin twisted rudder gained a 5.5% increase in the total lift force and a 37% decrease in the maximum rudder moment. Regarding these two performances, the numerical results corresponded to an increase of 3% and a decrease of 66.5%, respectively. In final, the present numerical and experimental results of the estimation of the twisted rudder performances showed a good agreement with each other.
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Sun, Yu, Yu-min Su, and Hai-zhou Hu. "Experimental Study and Numerical Simulation on Hydrodynamic Performance of a Twisted Rudder." Marine Technology Society Journal 49, no. 5 (September 1, 2015): 58–69. http://dx.doi.org/10.4031/mtsj.49.5.7.

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AbstractTo analyze the energy-saving effect of a twisted rudder, this work presents the simulated and experimental results of propeller-rudder systems. In this article, a surface panel method (SPM) and computational fluid dynamics (CFD) are introduced to simulate the hydrodynamic performance of propeller-rudder systems. The thrust coefficient Kt, torque coefficient Kq, open-water efficiency η of the propeller, and thrust coefficient Kr of the rudder as a function of the advance coefficient J are obtained and plotted. The energy-saving effect of the twisted rudder is analyzed by comparing the results of numerical simulation and a cavitation tunnel experiment. The experimental energy-saving effect is 2.23% at the design advance coefficient J = 0.8. The pressure distributions of the propeller blade and rudder are plotted by two methods, and the difference of the force on an ordinary rudder and a twisted rudder is discussed. This study improved the experimental twisted rudder model. The change makes the rudder take advantage of propeller wake and improves the energy-saving effect of a twisted rudder. After improvement, the energy-saving effects obtained by the two methods are 0.448% and 0.441%. To analyze the energy-saving mechanism, this study compares the pressure distributions and efficiencies of different systems.
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Kim, Jung-Hun, Jung-Eun Choi, Bong-Jun Choi, and Seok-Ho Chung. "Twisted rudder for reducing fuel-oil consumption." International Journal of Naval Architecture and Ocean Engineering 6, no. 3 (September 2014): 715–22. http://dx.doi.org/10.2478/ijnaoe-2013-0207.

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Ahn, Kyoung-Soo, Gil-Hwan Choi, Dong-Igk Son, and Key-Pyo Rhee. "Hydrodynamic characteristics of X-Twisted rudder for large container carriers." International Journal of Naval Architecture and Ocean Engineering 4, no. 3 (September 30, 2012): 322–34. http://dx.doi.org/10.3744/jnaoe.2012.4.3.322.

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Ahn, Kyoungsoo, Gil-Hwan Choi, Dong-Igk Son, and Key-Pyo Rhee. "Hydrodynamic characteristics of X-Twisted rudder for large container carriers." International Journal of Naval Architecture and Ocean Engineering 4, no. 3 (September 2012): 322–34. http://dx.doi.org/10.2478/ijnaoe-2013-0100.

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Kim, Myoung-Gil, Moon-Chan Kim, Yong-Jin Shin, and Jin-Gu Kang. "Numerical Study on Optimization of Bulb Type Twisted Rudder for KCS." Journal of Ocean Engineering and Technology 32, no. 6 (December 31, 2018): 419–26. http://dx.doi.org/10.26748/ksoe.2018.32.6.419.

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Choi, Jung-Eun, Jung-Hun Kim, Hong-Gi Lee, and Dong-Woo Park. "Hydrodynamic Characteristics and Speed Performance of a Full Spade and a Twisted Rudder." Journal of the Society of Naval Architects of Korea 47, no. 2 (April 20, 2010): 163–77. http://dx.doi.org/10.3744/snak.2010.47.2.163.

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Chun, Ho-Hwan, Kyung-Jung Cha, Inwon Lee, and Jung-Eun Choi. "Development of Twisted Rudder to Reduce Fuel Oil Consumption for Medium Size Container Ship." Journal of the Society of Naval Architects of Korea 55, no. 2 (April 30, 2018): 169–77. http://dx.doi.org/10.3744/snak.2018.55.2.169.

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Sukas, Omer Faruk, Omer Kemal Kinaci, and Sakir Bal. "Asymmetric ship maneuvering due to twisted rudder using system-based and direct CFD approaches." Applied Ocean Research 108 (March 2021): 102529. http://dx.doi.org/10.1016/j.apor.2021.102529.

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Dissertations / Theses on the topic "Twisted rudder"

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Hörberg, Andreas. "Parametric Adjoint Optimization of a Twisted Rudder." Thesis, KTH, Marina system, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-290171.

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Optimization methods are commonly used to develop new products and are also an importantstep in more incremental design improvements. In the maritime industry, these methodsare often used to create more ecient vessels and to ful ll the environmental requirementsimposed by the IMO. In recent years, the adjoint method have been used more frequently.This method can be used to predict the inuence of some input parameters on a quantityin a Computational Fluid Dynamics (CFD) simulation.In this project, the adjoint method has been investigated and applied on a relevant case;how it can be used to reduce the drag of a twisted rudder by changing the twist angles.STAR-CCM+ has been used to perform the CFD and adjoint simulations. These resultshave been imported to CAESES, a CAD-modeler, which connects the adjoint results to thedesign parameters. The adjoint results indicate a possible change of the design parameter,the twist angle is modi ed based on these results and a new geometry of the rudder is constructedin CAESES. Furthermore, the numerical results indicates that the method can beused to reduce the drag on the rudder. One of the cases in the project achieved a reductionof the rudder drag by 3.35 % and the total drag decreased with 0.18 %. However, the othertwo cases did not achieve a reduction of the drag and hence further investigations needs tobe done.The adjoint method have the possibility to be a good optimization alternative for developmentof new products or in engineering-to-order processes. The option of connecting theadjoint results to design parameters is a great advantage. On the other hand, the method inthis project is not reliable and the reason for the contradictory results needs to be studiedfurther.
Optimeringsmetoder är vanligt förekommande när nya produkter utvecklas och är också ett viktigt steg i inkrementella designförbättringar. I sjöfartsindustrin används dessa metoder för att skapa effektivare fartyg och för att uppfylla miljökraven framtagna av IMO. På senare år har adjointmetoden börjat användas mer. Metoden kan användas för att förutspåindataparametrars inverkan på en kvantitet i en strömningsmekanisk beräkning, även kallat CFD. I det här projektet ska adjointmetoden utvärderas och hur den kan användas för att reducera motståndet på ett tvistat roder genom att ändra tvist vinklarna. STAR-CCM+ har använts för att utföra CFD- och adjointberäkningarna. Dessa resultat importerades till en CAD-modellerare, CAESES, som kopplar adjointresultaten till designvariabler. Resultaten från adjointsimuleringen indikerar en möjlig förändring av designvariabeln, som sedan ändras utefter detta resultat och en ny rodergeometri genereras av CAESES. De numeriska resultaten indikerar att adjointmetoden kan användas för att reducera motståndet på ett tvistat roder. I ett av fallen i projektet reducerades motståndet med 3,35 % och det totala motståndet för hela fartyget reducerades med 0,18 %. Däremot så påvisade två andra fall ingen förändring av rodermotståndet och anledningen till detta kräver ytterligare unders ökningar. Adjointmetoden har möjligheterna att bli ett bra alternativ i en optimeringsprocess och för utveckling av nya produkter. Möjligheten att koppla adjointresultaten till designvariabler är också en stor fördel. Däremot så är metoden i detta projekt inte så tillförlitlig och anledningen till de motsägelsefulla resultaten måste studeras ytterligare.
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Conference papers on the topic "Twisted rudder"

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Shon, Y. E., B. J. Chang, J. M. You, and B. W. Han. "Analysis of Propeller Wake Field for Twisted Rudder Design." In International Conference on Computer Applications in Shipbuilding 2015. RINA, 2015. http://dx.doi.org/10.3940/rina.iccas.2015.10.

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2

Seaver, Mark, and Stephen T. Trickey. "Underwater blast loading of a composite twisted rudder with FBGs." In 19th International Conference on Optical Fibre Sensors, edited by David D. Sampson. SPIE, 2008. http://dx.doi.org/10.1117/12.786084.

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3

Falkenhorst, Arne, Stefan Krüger, and Christoph Michael Steinbach. "Application of Energy Saving Fins on Rudders." In ASME 2015 34th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/omae2015-41796.

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Due to rising fuel oil prices in the last decade as well as rising design speeds, it has become common practice to build rudders with twisted leading edges to minimize resistance and cavitation risk. The next step in this development is the application of fins on to the rudder. The aim is to generate a distinct amount of thrust through the fins by retrieving rotational kinetic energy from the propeller slipstream. This paper presents a fast method to design and calculate rudder fins in the propeller slipstream, which has been implemented in the ship design environment E4. Because of his working principle, the propeller induces velocities to its slipstream. In the usual setup, the rudder is placed behind the propeller to generate higher steering forces caused by the higher inflow speed in the slipstream. In this arrangement, propeller and rudder together are forming a rotor–stator system. The gains of the stator can be maximized by adding fins to the rudder. The main challenge of a fin design is the maximization and prediction of the regained thrust from the propeller slipstream. In order to do this, a steady, three dimensional, direct panel method is used to calculate the flow around the rudder and fin bodies, from which later the pressures and forces are evaluated. A lifting line method is used to predict the inflow velocities caused by the vortex dominated propeller slipstream on each panel. A special focus is on the treatment of the vortex wake, as crossing wake elements can lead to numerical instabilities and a wrong wake alignment produces bad thrust predictions. For the purpose of rudder design steady computation should be preferred over fully unsteady computation, since only time average integral values are of interest and the degrees of freedom are reduced to the relevant ones. For example, it is not necessary to know the fluctuation of the angle of attack for the basic design of the profile respective the leading edge of the foil, only the mean value is needed. In the industrial practice, rudder fins are not often used because the calculation is difficult. Until now it is more expensive to design and build the fins than the savings earned by the ship owner. This phenomenon will change in the next years due to better calculations and rising fuel oil prices.
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Hackett, John P., Clarence O. E. Burg, and Wesley H. Brewer. "Manufacturing Tolerance Effects on Ship Rudder Force/Cavitation Performance." In SNAME Maritime Convention. SNAME, 2005. http://dx.doi.org/10.5957/smc-2005-d17.

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Rudder manufacturing tolerances can have an effect on rudder lift, drag, torque, cavitation, and surface erosion. An unstructured, incompressible Reynolds-averaged Navier-Stokes Computational Fluid Dynamics code, U2NCLE, is used in this study to evaluate the effects of manufacturing variations on rudder lift, drag, and torque, in the absence of cavitation. Additionally, a boundary element method code, PROPCAV, is used to analyze the effects of manufacturing tolerances on rudder cavitation inception speed. This study investigated: (1) leading edge droop, (2) trailing edge twist, (3) spanwise twist, (4) longitudinal misalignment, and (5) transverse misalignment, as well as certain combinations of these effects, on a typical navy type spade rudder. The resulting computations for the deformed rudders revealed that construction variations which result in trailing edge twist have a significant impact on the rudder’s torque coefficients. The results also showed the effects were additive when multiple manufacturing deformations were applied on the same side of the rudder, but subtractive when applied on opposite sides. For the cavitation study, the resulting computations for the deformed rudders reveal that construction variations which result in leading edge droop have the greatest effect on rudder cavitation.
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