Thalib, Hani (2022) Analisa Hambatan Kapal Akibat Kekasaran Tak-Homogen Di Arah Memanjang Dengan Metode CFD: Studi Kasus Kriso Container Ship (KCS). Other thesis, Institut Teknologi Sepuluh Nopember.
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Abstract
KRISO Container Ship merupakan kapal kontainer modern dengan bulbous bow yang didesain pada tahun 1997 dan dapat ditemukan di situs web MOERI atau NMRI. Pada penelitian ini, kapal KRISO Container Ship direncanakan akan disimulasikan dengan permukaan lambung halus, lambung kasar homogen, dan lambung kasar tak-homogen, di mana masing – masing kekasaran akan berpengaruh pada koefisien hambatan gesek (CF) dan koefisien hambatan total (CT). Penelitian pengaruh kekasaran pada kapal KCS akan disimulasikan dengan menggunakan metode CFD (Computational Fluid Dynamics). Simulasi CFD dimulai dengan pembuatan model 3D kapal menggunakan data lines plan kapal dan diverifikasi menggunakan data hidrostatik yang tercantum dalam website MOERI atau NMRI. Validasi lambung halus dilakukan dengan membandingkan nilai CF hasil simulasi CFD dengan nilai CF ITTC 1957. Validasi lambung dengan kekasaran homogen QQQ (Q = 325 µm) dilakukan dengan membandingkan nilai CF hasil simulasi CFD dengan hasil perhitungan menggunakan similarity law (Granville, 1978). Hasil penelitian menunjukkan bahwa kekasaran homogen akan meningkatkan nilai CF sebesar 55% pada simulasi full viscous dan sebesar 56.8% pada simulasi free surface jika dibandingkan dengan lambung halus. Kekasaran tak-homogen baik dalam simulasi full viscous maupun free surface memiliki nilai CF yang lebih rendah jika dibandingkan dengan kekasaran homogen QQQ. Urutan kekasaran pada kekasaran tak-homogen juga berpengaruh pada nilai CF. Dalam studi ini ada 6 variasi kekasaran tak-homogen yang disimulasikan. Urutan CF yang diperoleh adalah sebagai berikut: RPQ < QPR < RQP < PQR < QRP < PRQ. Luasan masing-masing segmen kekasaran tidak sama, di mana luasan terbesar berada pada daerah parallel middle body (3819.414 m2) diikuti dengan luasan pada daerah stern (3252.252 m2), dan luasan terkecil berada pada daerah bow (2797.859 m2). Ketinggian kekasaran pada daerah parallel middle body memberikan kontribusi besar pada peningkatan hambatan gesek dan CF. Apabila bagian PMB diberikan kekasaran tertinggi (R = 568.75 µm) seperti pada kasus kekasaran PRQ maka CF nya akan memiliki nilai tertinggi sebesar 2.136 × 10-3 untuk simulasi full viscous dan sebesar 2.168 × 10-3 untuk free surface. Namun jika bagian PMB diberikan kekasaran terendah (P = 81.25 µm) seperti pada kasus kekasaran RPQ menghasilkan nilai CF terendah sebesar 2.062 × 10-3 untuk simulasi full viscous dan sebesar 2.114 × 10-3 untuk free surface.
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KRISO Container Ship is a modern container ship with a bulbous bow designed in 1997 and can be found on the MOERI or NMRI websites. In this study, the KRISO Container Ship is planned to be simulated with a smooth hull surface, a homogeneous rough hull, and a inhomogeneous rough hull, where each roughness will affect the coefficient of frictional resistance (CF) and the coefficient of total resistance (CT). Research on the effect of roughness on the KCS ship will be simulated using the CFD (Computational Fluid Dynamics) method. The CFD simulation begins with the creation of a 3D model of the ship using the lines plan data and verified using the hydrostatic data listed on the MOERI or NMRI website. Smooth hull validation was carried out by comparing the CF value of the CFD simulation results with the CF value of ITTC 1957. Validation with homogeneous roughness QQQ (Q = 325 m) was carried out by comparing the CF value of the CFD simulation results with the results of calculations using the similarity law (Granville, 1978). The results showed that homogeneous roughness would increase the CF value by 55% in the full viscous simulation and by 56.8% in the free surface simulation when compared to the smooth hull. The inhomogeneous roughness in both the full viscous and free surface simulations has a lower CF value when compared to the QQQ homogeneous roughness. The order of roughness on the inhomogeneous roughness also affects the CF value. In this study there were 6 variations of simulated inhomogeneous roughness. The CF sequence obtained is as follows: RPQ < QPR < RQP < PQR < QRP < PRQ. The area of each roughness segment is not the same, where the largest area is in the parallel middle body area (3819.414 m2) followed by the stern area (3252.252 m2), and the smallest area is in the bow area (2797.859 m2). The height of roughness in the parallel middle body region contributes greatly to the increase in frictional resistance and CF. If the PMB section is given the highest roughness (R = 568.75 m) as in the case of PRQ roughness, the CF will have the highest value of 2.136 × 10-3 for full viscous simulation and 2.168 × 10-3 for free surface. However, if the PMB section is given the lowest roughness (P = 81.25 m) as in the case of RPQ roughness, the lowest CF value is 2.062 × 10-3 for full viscous simulation and 2.114 × 10-3 for free surface.
| Item Type: | Thesis (Other) |
|---|---|
| Uncontrolled Keywords: | Computational fluid dynamics, kekasaran homogen, kekasaran tak-homogen arah memanjang, koefisien hambatan gesek, koefisien hambatan total. ======================================================================================================================== Coefficient of frictional resistance, coefficient of total resistance, computational fluid dynamics, homogeneous roughness, longitudinal direction non-homogeneous roughness. |
| Subjects: | V Naval Science > VM Naval architecture. Shipbuilding. Marine engineering > VM751 Resistance and propulsion of ships |
| Divisions: | Faculty of Marine Technology (MARTECH) > Naval Architecture and Shipbuilding Engineering > 36201-(S1) Undergraduate Thesis |
| Depositing User: | Hani Thalib |
| Date Deposited: | 09 Feb 2022 06:55 |
| Last Modified: | 04 Jul 2024 08:33 |
| URI: | http://repository.its.ac.id/id/eprint/92677 |
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