Creating Novel Ship Design Concepts with Advanced Optimization Environment Professor Apostolos Papanikolaou Director Ship Design Laboratory National Technical University of Athens [email protected], http://www.naval.ntua.gr/sdl A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 1 Nov. 2015
58
Embed
TRAINMOS II SEMINAR INNOVATIVE SHIP DESIGN NOV 2015
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
Creating Novel Ship Design Concepts
with Advanced Optimization Environment
!Professor Apostolos Papanikolaou!
Director Ship Design Laboratory!National Technical University of Athens!
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 2Nov. 2015
Innovative fast transport and cargo handling concept proposed by NTUA-SDL: SMUCC
SWATH Multipurpose Container Carrier1
st
Prize Award International University Competition Schiff-Maschine-Meerestechnik (SMM Hamburg), September 1994
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 3Nov. 2015
SWATH ROPAX (NTUA-SDL 2007)
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 4Nov. 2015
WEGEMT-CESA-VISIONS Student Contest Novel Ship and Floating Structures Concepts 2006-2010
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 5Nov. 2015
Creating Innovative Concepts
…through exploitation of modern Optimization Methods and Integrated Design Software Systems…
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 6Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow
Generic Ship Design Optimization Platform of NTUA-SDL
7Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow
Fundamentals of Mathematical MULTI-OBJECTIVE OPTIMIZATION
¨ Ship design is a typical mathematical optimization problem of multiple (in many cases contradicting) objectives and constraints. Typical objectives in ship design (to be minimized within a multi-objective optimization procedure), are:
Steel weight, Powering and other hydrodynamic criteria (added resistance in waves, seakeeping, maneuvering, etc..) Economic criteria: Shipbuilding and Operational cost, Required Freight Rate, Net Present Value Environmental criteria: accidental oil outflow, wave wash-HSC, EEDI, etc…
¨ The result of a multi-objective optimization is a set of “best designs”, i.e. designs which in order to further improve one design attribute (objective) the Decision Maker (DM =designer) has to sacrifice the performance of another.
¨ This set of “best designs” is known as the Pareto Set and its graphical depiction is the Pareto Frontier.
¨ One of the most efficient methods for finding the Pareto Frontier is the Multi-objective Genetic Algorithms (MOGA) method.
8Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow
MULTI-CRITERIA DECISION MAKING (MCDM)
❑ With the Pareto set of non-dominated designs in hand, the Decision Maker has to select the optimal solution according to his preferences. This can be done in a number of ways: ❑ Use of the Utility Function technique for ranking the different
designs ❑ Use of Scatter 2D & 3D diagrams for visually identifying the more
attractive designs, compare them on the basis of his criteria-preferences and intuitively (experience) select the optimum or set-up relevant utility function (see above)
❑ Use other visual tools (parallel plots, histograms, frequency plots, Student plots etc.) and decide again according to his experience
9Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 10
Typical Example of AFRAMAX Tanker Pareto Frontier Designs (1)
10Nov. 2015
11
Multi-criteria Decision Making by Utility Functions Technique – Equal Weights (2)
Case 6x3 FlatDesign ID 1710 (#1)Cargo.Vol 129804 (+2%)Oil.Outflow 0.00777 (-23%)
Case 6x3 FlatDesign ID 2122 (#2)Cargo.Vol 135950 (+7%)Oil.Outflow 0.00942 (-6%)
Wst.cargo.area 11013 (-1%)
12A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow
GL-NTUA-FS Collaborative Project Outline
¨ Optimization of an AFRAMAX tanker with respect to: Maximization of cargo capacity Minimization of steel weight Minimization of powering, fuel consumption and EEDI Minimization of Required Freight Rate while minimizing the probable accidental oil outflow according to MARPOL
¨ This is a unique multi-objective optimisation problem with multiple constraints
¨ The steel weight of generated design solutions is calculated using GL-POSEIDON; this ensures realistic estimates of the weight impact on the different design solutions
¨ Background work: EU Integrated Project SAFEDOR, subproject 6.9 (Risk-based design of AFRAMAX tanker) and thereafter developments through a collaborative project of Germanischer Lloyd and NTUA-SDL; the development team was enforced by Friendship Systems (FS) in 2010.
13Nov. 2015
Hydrodynamic Hull Form Optimization
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 14Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow
CFD simulation within Friendship Software System
!¨ Zonal approach
Potential flow analysis ▫ Free trim and sinkage ▫ Non-linear free surface
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 25Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow
Structural Assessment within Project BEST+
¨ Application of POSEIDON CSR Create structural model of cargo hold area Apply prescriptive part of the CSR Determine plate thicknesses at dedicated cross sections so that CSR requirements are met Compute structural weight of cargo hold area Der ive l ight ship weight from structural weight of cargo hold area and by using estimation formula for fore and aft body weight and equipment, depending on main dimensions and data of similar ships
26Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow
Details of parametric models and design parameters
General Arrangement created from FFW ....
... translates into structural CSR model in Poseidon*
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 31Nov. 2015
Final Optimization FlowchartIntegrated FS-NAPA-POSEIDON Platform
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow
BEST plus – a novel AFRAMAX tanker design concept | last modified: 2011-01-20, PCS | No. 1
Optimization Control (FFW)
Hull FormGeneration
Tank Computation
Cargo Hold Mass Computation
Total MassComputation
Max. SpeedComputation
Stability, Trim, Draft Computation
Oil Outflow IndexComputation
EEDIComputation
(Economic) TargetEvaluation
FFW
NAPA
POSEIDON
Optimization Flowchart
hullform IGES file
COT compartmentation file
structural configuration file
poseidon template file
hydrodynamic response
surface file
generated file
(fix) configuration file
32Nov. 2015
FS AFRAMAX Tanker GUI
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 33Nov. 2015
DISCUSSION OF RESULTS
AFRAMAX Tanker
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 34Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow
Typical Design Scenarios (initial studies)
¨ Total no of design variables 41 (initial) ¨ Total Number of designs examined: >21,000 ¨ Initially, four (4) different design scenarios were
examined for the COT arrangement, namely 6 cargo tanks along the ship, and 2 or 3 tanks across, flat and corrugated bulkheads
¨ Later on also 7x2 designs were examined ¨ Pending (appears very promising for AFRAMAX):
the 5x3 designs
35Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 36
Comparison of Pareto Designs (1)
36Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 37
Comparison of Pareto Designs (2)
37Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 38
Comparison of Pareto Designs (3)
38Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 39
Practical Demonstration Example
!!
See BEST+ project ¨ funded by Germanischer Lloyd ¨ Jointly developed by NTUA-SDL and GL ¨ Presented at SNAME Annual Conference 2011
39Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 40Nov. 2015
Present and Future of Container Shipping
▪ Increased need for seaborne transportation and changes in the global market
▪ More environmental concern and stricter regulations ▪ IMO’s water management regulation ▪ Energy Efficiency Design Index (EEDI)
▪ Increasing oil price and slow steaming as a result ▪ Future of uncertainty
Nov. 2015 A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 41
The E5-Containership received the 3rd Prize in VISIONS-OLYMPICS Academic Competition of European Shipyards
in year 2011/2012 !1. Elliptic: The elliptic midship section dominates the
whole design and provides the ship with many green advantages.
2. Efficient: Designed to carry more boxes than a conventional ship and even more boxes ON DECK at a low freight rate.
3. Energy saving: Slow steaming and with reduced powering demand via hull-form optimization.
4. Environmental friendly: 1. A very low carbon footprint identified on a very low EEDI
and 2. minimum need for ballast water at all loading conditions
5. Electric: An electric motor is the core of the diesel-electric power plant that drives two azimuth propulsors.
Concept developed by G. Koutroukis & A. Pavlou, supervision A. Papanikolaou (NTUA-SDL)
42A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
The E5-Containership: ‘Innovative’ Characteristics
!➢ Slow steaming (16kn-21kn). Optimized at service speed 19kn ➢ Beamer design (New Panama dimensions) ➢ Diesel-Electric power plant with two azimuthal propulsors ➢ Deckhouse moved forward; two engine rooms arrangement
(redundancy). ➢ Increased parallel body (1/3 Lbp) ➢ High form stability-Increased Waterplane Area (Increased BM) ➢ Reduced displacement at low drafts ➢ Smaller CM through ellipsoidal bilge region leads to reduced
wetted surface, reduced frictional and cross-flow drag.
43A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
The E5-Containership: Effects of Unique Arrangement and Machinery
Effects of Unique Arrangement & Machinery ¨ More containers on deck (at best navigational vision) ¨ D/E power plant in two E.R. offering:
High reliability (redundancy) Exploitation of the space below deckhouse. Better power distribution. Lower operational and maintenance costs. More cargo space.
¨ Twin Azimuth propulsion. Drop of propulsion axial system. More space. Freedom in design.
.
44A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
The E5-Containership: Ellipsoidal Mid-ship Section
45
Fig.1: Same Area – Same Beam
Fig.2: Same Area – Same Draft
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
The E5-Containership: General Arrangement
46A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
The E5-Containership: General Arrangement
47A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
The E5-Containership: Renderings
48
Stern View: Elliptic Stern, FOS(green)
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
The E5-Containership: Optimization Strategy
▪ The design of the E5-Containership is the result of Multi-objective Optimization utilizing genetic algorithms in a large design space (more than1000 variants). The optimization problem is defined by the following objectives and constraints.
Objectives ¨ Min. Wetted Surface ¨ Min. EEDI ¨ Max. TEU’s Capacity; max number of containers ON DECK ¨ Min. Ballast Water Constraints ➢ Adequate Initial Stability (GM) ➢ Adequate Payload/TEU (for homogenous loading) ➢ Several geometric irregularities control
49Department of Naval Architecture and Marine Engineering
National Technical University of AthensA. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
The E5-Containership: M.O. Optimization at 19kn(Fn=0.18)
Diagrams of M.O. Optimization and Pareto Frontier
50
Opt. Designs
Baseline Design
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
Comparisons: DWT vs. EEDI acc. to Reference Line
51
Source: Germanischer Lloyd Energy Efficiency Design Index – Update MARTECMAR-‐Conference „Building for the Future“, 06th April 2011
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
Comparisons: Full Load Condition
Homo. Loading 9 ton/TEU Comments
NAME CONTSHIP-9000 TEU E5
Lpp (m) 333.4 281.7
B (m) 42.8 47.2
T (m) 14.5 14.25
DWT (ton) 107,277 90,221 -16%
Wetted Area (m 18,010 15,150 -16%
Transport Capacity (TEU) 8,255 8,449 +2.5%
TEU on Deck (%Total) 3,582(43%) 4,908(58%) +37%
Ballast (ton) 20,454 10,006 -51%
52
Comparative Ship: CONVENTIONAL CONTSHIP-‐9000TEU
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
Comparisons: Full Load Condition
53
•51% less required Water Ballast in normal condition. •37% more containers carried on Deck.
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - GlasgowNov. 2015
CONCLUSIONS & WAY AHEAD
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 54Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 55
Summary & Conclusions
¨ A multi-objective optimization procedure for the development of efficient and environmental friendly ship designs has been developed and implemented for AFRAMAX tankers and post PANAMAX containership designs
¨ The implemented procedure, which is to a great extent fully automated, is based on an integration of the naval architectural software package NAPA, the Friendship Systems Design Platform and the structural design software POSEIDON of Germanischer Lloyd.
55Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 56
Conclusions (3)¨ The application of the implemented optimization
procedure to a reference AFRMAX tanker ship design, which was already optimized by the yard, showed that
That the reference design was close to the Pareto Frontier (optimal solutions) of the optimal generated designs A series of generated Pareto Front designs were of improved oil outflow performance and comparable steel weight and capacity, whereas other sets of designs were of improved capacity but slightly worse oil outflow performance Earlier observed design features of optimal tanker designs with respect to an increase of double bottom height and decrease of size of tanks towards the bow were confirmed.
56Nov. 2015
A. PAPANIKOLAOU-TRAINMOS II SEMINAR - Glasgow 57
Conclusions (2)¨ The application of the implemented optimization
procedure to a reference post-PANAMAX containership, which was already optimized by the yard, showed that
There is room for further improving existing containership designs by ▫ Enhancing their hull form efficiency ▫ Enhancing loading/unloading efficiency a reducing time at port by
maximizing the number of carried deck containers ▫ Minimizing the ballast water amount carried at all loading conditions ▫ Reducing significantly fuel cost and EEDI
The E5 concept is currently further elaborated in collaboration with Germanischer Lloyd, Hamburg (bi-lateral project) Earlier observed design features of optimal tanker designs with respect to an increase of double bottom height and decrease of size of tanks towards the bow were confirmed.
57Nov. 2015
Creating Novel Ship Design Concepts
with Advanced Optimization Environment
!Professor Apostolos Papanikolaou!
Director Ship Design Laboratory!National Technical University of Athens!