2012 International Conference on Systems and Informatics (ICSAI 2012)

Hull Form Hydrodynamic Optimization Based on Parametric Modeling

Jinfeng Huang
China Ship Development and Design Center
Wuhan China
Abstract-This paper discusses the hydrodynamic optimization of
Following this, an example optimization are presented.
hull form mainly. The study has been carried out using an
The optimization of DTMB 5415 is presented in order to
integrated tool for hydrodynamic optimization, incorporating a
illustrate objectives, methods, and results.
CAD modeler for definition and parametric modification of hull
Measures of merit is wave resistance in calm water,
forms, CFD codes for the evaluation of hydrodynamic
Displacement and Lcb were considered as inequality
performance and software for optimization and decision making.
constraints. The set of free variables contained selected form
A study includes the geometric modeling, hydrodynamic analysis,
parameters of the hull.
design evaluation and shape variation of a DTMB5415. Genetic
Various systems were utilized for this investigation: TU
Algorithm is utilized to explore the design space and to improve
Berlins FRIENDSHIP Modeler for the parametric modeling
the hull shape. The most relevant feature of the tool is its
capability to carry out and automatically evaluate parametric
of ship hull forms, wave resistance codes Shipflow.
modifications of DTMB5415s shape, providing an assessment of
the shape variants and proposing one or several Pareto optimal
shapes. The hydrodynamic design process is implemented: An
advanced parametric modeling kernel is applied for efficient
form generation and variation. The hydrodynamic performance
is analyzed by state-of-the-art Computational Fluid Dynamics
(CFD) codes for calm water resistance. A commercial
optimization system is used to integrate the various CAD and
CFD tools and to carry out the optimization.
Keywords-Hull form Hydrodynamic optimization Parametric
modelingDTMB5415FriendshipShipflow

Achieving hull forms with a very good hydrodynamic

performance has been the ambition of designers ever since the
first ships went out to sea. Hydrodynamic behavior is actually
the big issue of early design and one that requires skill and
experience. The time and effort involved in this design phase
are rather critical as they affect the competition of shipyards
and consultants today more than ever.
In recent years an effort has been made to produce
knowledge and tools to support early design. The key issue is
to be able to easily generate variants of an initial hull and
assess their hydrodynamic performance in order to take the
right decisions.
In this regard, the development of tools for parameter
shape modifications, the use of optimization techniques and
the optimization techniques and the development of CFD tools
are important and are expected to be exploited in early design
activities.
This paper presents a software tool for hull form
optimization based on a parameter approach to hull form
design and modifications. An application is discussed in detail
regarding the optimization of a DTMB5415 ship. This is
carried out based on both potential flow CFD with typical
design objectives and constraints.
Within this paper the synthesis model of hydrodynamic
optimization is first outlined. The novel approach of
parametric modeling of ship hull forms and the tools utilized
for hydrodynamic analysis are then briefly described.
Subsequently, the optimization environment employed to
establish the synthesis model is discussed.

I.

SYNTHESIS MODEL

The synthesis model of hydrodynamic optimization as

presented. comprises four modules, see figure 1:
Geometric modeling of the hull form,
Hydrodynamic analysis of the flow field,
Rational analysis of the associated performance,
Systematic change for improvement.
So as to take full advantage of this synthesis model, a
complete IT (information technology) integration is needed,
i.e., all modules need to be executed without manual
interference. In this way many more design variants can be
investigated than with traditional methods.
Initial
Optimized
Hull form
hull form
Shape
Shape design
variation
Genemetric
Optimization
Modeling
Change
strategy
(geom
parameters
(NLP)
constraints)

Geometric
description

Genemetric
Modeling
(geom
constraints)

Measure
of merit

Flow
field

Perfomance
analysis

Figure 1. Synthesis model of hydrodynamic optimization

II.

PARAMETRIC MODELING

A. GENERAL IDEA
The general idea of parametric modeling is to express
shapes in terms of their desired properties. The specified

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978-1-4673-0199-2/12/$31.00 2012 IEEE

properties are treated as input to a CAD system and the

modeling problem then reads: Produce a geometry such that
specified properties are directly met and the shape is
considered good within the design context.
This means that the language the designer uses is based
on high-level and problem-oriented vocabulary instead of the
low-level elements associated with a specific mathematical
representation. Rather than producing a hull form via points
(e.g. offsets, vertices etc.) and subsequently evaluating the
geometry (e.g. form parameters, basic longitudinal curves,
various ship lines, fairness etc.),the naval architect defines the
parameters and lets the system determine the corresponding
geometry. The form parameter approach thus reverses the
conventional modeling technique
B. CAD Tool : FRIENDSHIP MODELER
FRIENDSHIP system have been developed at TU Berlin.
The system follows the classic naval architect's technique of
describing a ship's geometry in terms of longitudinal curves
so-called basic curvesfrom which all design sections are
derived. Basic curves comprise positional, differential and
integral information. The design waterline, the center plane
curve and the deck are straight-forward examples of positional
basic curves. The sectional area curve is the most prominent
integral curve. An example for a differential basic curves is the
curve of sectional slopes at the design waterline. A flexible set
of basic curves is available to accommodate different hull
topologies. The shape of the envisioned hull is exclusively
defined in terms of form parameters from which the basic
curves are laid out. The basic curves then contain all
information necessary to subsequently create an ordered set of
design sections. A surface description of the hull is derived
using the design sections in an interpolation, approximation or
association scheme. The idea of the modeling process is
illustrated in figure 2.

manipulation is required. The advantage of the approach when

compared to traditional modeling techniques is that hull
shapes are generated and modified in a highly-concerted
manner, allowing to evoke both fine-tuned and considerable
changes in geometry by varying just a few selected form
parameters, thus making the FRIENDSHIP system a valuable
choice for formal hydrodynamic optimization.
III.

HYDRODYNAMIC ANALYSIS

A. GENERAL IDEA
At the preliminary design stage the evaluation of
hydrodynamic performance is carried out on the basis of
numerical simulations. For a thorough investigation calmwater resistance need to be taken into account.
B. WAVE RESISTANCE
In deep waters, ship is sailing at the speed of U in still water in
uniform. Assume that the fluid is inviscid, irrotational flow of
incompressible, the velocity potential exists as .Construct
the following definite solution of this problem :

2 = 0
Within the fluid domain V (1)
K
1
1
= (V + ) On the free surface SF (2)
g
2
K
( V ) + g z = 0 On the free surface SF (3)
K K
On the surface of the hull (4)
=V n
n
= ( 0 ,0, 0 )
At infinity
(5)
K
In (4), n is the unit normal vector of the hull
K
surface. V = (U ,0, 0)
The fluid velocity potential

is available when solving

the above problem. Then the fluid disturbance velocity

can be got. According to the Bernoulli equation, fluid pressure
distribution can be got.

1
p = (U x + gz )
2

(6)

The fluid pressure points along the wet surface of the

hull, the fluid forces and moments suffered by the hull can be
got:

K
K
F = ( F1 , F2 , F3 ) = pnds
SB

K
K K
M = ( M 1 , M 2 , M 3 ) = p(r n ) ds

(7)

SB

Figure 2 Parametric modeling process

The FRIENDSHIP system is completely based on Bspline curves and surfaces. Each B-spline is determined from
form parameters by optimizing suitable fairness criteria. Bspline vertices are treated as free variables while form
parameters represent equality constraints. Since fairness is an
intrinsic part of the generation process all shapes are smooth
and display excellent quality. No interactive vertex

Ship wave resistance:

Rw = F1 = pn1ds
SB

Dimensionless wave resistance coefficient:

1197

(8)

Cw =

Rw

(9)

1
V 2 S
2

Heave force and trim moment:

M 2 = p( zn1 xn3 ) ds
SB

F3 = pn3 ds

(10)

SB

NURBS-based high-order panel method has been used to

solve the fluid velocity potential. The fluid velocity potential
K
at the field point p :

( p) =

1
4

K 1
r

1
r

(q )( )dsq

SB + SF

(11)

K
r , r is the distance between field point p and
K
K
K
source point q ,meeting point q respectively. ( q ) is the
In(10):

strength of the distribution source.

The amount of the flow field (such as the hull surface
type value, the fluid velocity potential and the source intensity
distribution, etc.) are expressed by NURBS
m

i, j

p (u , v) =

d i , j N i ,k (u ) N j ,l (v)

i = 0 j =0
m n

i, j

(12)

N i , k (u ) N j ,l (v)

of one or more suitable measures of merit. The measures of

merit depend on a set of significant free variables that are
systematically changed in order to identify one or several
maximums or minimums. Often the search space is restricted
by a set of constraints imposed on the free variables and,
sometimes on the objective function itself. The objective
functions are usually calculated by means of sophisticated
simulation programs, here by means of CFD codes.
In order to set up the synthesis model of hydrodynamic
optimization, see figure 1,an environment is needed which
integrates the various modules of modeling, analysis,
evaluation and variation. This paper uses Friendship to achieve
the integration and optimization of each module.
V.

RESISTANCE PERFORMANCE

David - Taylor pool (DTMB) 5415 ship model has almost

the same shape with the U.S. Navy ship DDG51.DTMB5415
Hull line is a typical high-speed line for military vessels,
which has a huge sonar cover and a square tail. The resistance
performance optimization problem is: Optimize its shape
while meeting certain constraints to improve the resistance
properties. The main dimensions are listed in Table 1.
Table 1: DTMB5415 main elements
Waterline
Block
Bwl
Displacement
length
Draft(m)
coefficient
(m)
(t)
Lwl (m)
Cb

i =0 j =0

Where, i , j is the coefficients for NURBS weights

the control vertices,

d i , j is

N i ,k (u ) is k -order B-spline basis.

Calculate discretely in the parameter space

(u , v) .

Discretized (u , v ) into M N grid points. Express the

(11) discretely according to (12) and substituted into (2) - (4)
to get the fluid velocity type. Then yield the hull wave
resistance according to (8) and (9).
IV.

EXAMPLE OF DTMB5415 HULL LINE OPTIMIZATION ON

5.700

0.769

0.372

0.344

0.574

A. DTMB parametric geometry model

In this paper, Friendship software has been used to
achieve DTMB5415 parametric modeling of the whole ship, as
shown in Figure 3 .The global parameters constituting the ship
are listed in Table 2.

OPTIMIZATION

Optimization is the formal process of finding a good

(possibly the best)solution from a set of feasible alternatives. It
follows a rigid format that allows a unified problem
formulation but relies on the possibility to capture the problem
mathematically in respect to the following important terms:
(1)Measure(s)of merit The objective function(s),i.e.,
criterion/criteria, by which a solution is assessed.
(2)Free variables The independent decision variables that
can be modified directly and that uniquely describe the
optimization problem.
(3)Constraints The restrictions imposed on the search
space which reduce the possible combinations of free variables
to those that are considered feasible; one may further
distinguish bounds(i.e., upper and lower limits of each
variable),equality constraints and inequality constraints.
The general idea is that many optimization problems can
be formulated as the search for the minimum or the maximum

Figure 3 DTMB5415 parametric model

Table 2 Llist of the global parameters
1
2
3
4
5

Global
parameters
baseKeel
draft
maxLength
maxbeamAtDeck
midXpos

XAftbase

No.

XAp

8
9
10

Xforbase
XFp
XPeak

Significance
Bottom baseline height
Draft
Maximum length of the hull
half-width value at the deck
X coordinate at the maximum cross-section
The vertical position of baseline end point in the
tail
the X coordinate of end point on waterline at the
tail
X coordinate of first end point on baseline
X coordinate of first end point in waterline
x coordinate of the first front point

Positions of these characteristic parameters

corresponding in the hull geometry are shown in Figure 4.

1198

in

(1) Displacement constraints:

Disp

Disp

Disp

1%

(2) Vertical position of buoyancy center constraints:

Lcb o Lcb
Lcb o

Figure 4 The main geometric parameters reflected in the ship

hull
B. set design variables
This study is to optimize the sonar shield shape and select
the parameters which control the change of sonar shape as
design variables. The corresponding changing ranges are
shown in Table 3.

Of which: Disp o Disp were the initial displacement

and the optimized displacement, Lcb o Lcb were the initial
vertical position of buoyancy center and the optimized vertical
position of buoyancy center. In optimization, the change of
displacement and vertical position of buoyancy center are
within a certain range. According to the constraint of plus or
minus 1% ,the four binding parameters are defined in Table 4
below.

Table 3 Definition for design variables

No.

Variable name

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25

X_domeTip
dome_TipElevation
xtemlow
xminlow
domelowaftmidZ
XmaxH
domeupMaxH
domeupaftH
domemaxHprofile
domeupforfulns
domeaftmidH
fulnsatstemlow
domelowfulnsmid
domeupfulnsBeg
domeupfulnsEnd
domeupC1fullness
domelowForfullness
fulnsdomepffore
domeElevationMid
domeupForeTan
domeBeamtipfulns
Xmaxbeam
domeMaxbeam
domeaftbeam
domebeamc2TanEnd

Variable value
Variable
Variable
upper limit
lower limit
0.38
0.406
0.04
0.09
0.407
0.415
0.49
0.54
0.02
0.04
0.485
0.53
0.145
0.155
0.117
0.133
0.160
0.170
0.60
0.76
0.135
0.15
0.75
0.79
0.81
0.84
0.716
0.75
0.655
0.695
0.1
0.25
0.3
0.4
0.76
0.8
0.062
0.082
8
16
0.7
0.85
0.513
0.553
0.115
0.135
0.065
0.09
-18
-14

Table 4 Definition of constraint parameters

The initial
value
0.39485
0.0723
0.409818
0.515
0.03100467
0.50788434
0.149959
0.1251
0.165
0.68
0.143
0.77
0.828
0.73725
0.675
0.15
0.36
0.7835
0.072
15.2
0.8
0.533
0.1257
0.07503
-16

C. Definition of target parameters

As the ship belongs to high-speed boats, wave resistance
accounts for the main ingredients in the total resistance.
Therefore, wave resistance coefficient C w has been the chosen
as the target for optimization.
D.

1%

Set constraint
Choose the change of displacement and vertical position
of buoyancy center as constraint value to ensure the optimized
ship's displacement and vertical position of buoyancy center
does not change a lot, which are defined as follows:

Order
Number

Constraint
name

maxDisp

minDisp

maxLcb

minLcb

Meaning
Maximum
displacement
Minimum
displacement
maximum of
vertical
position of
buoyancy
center
minimum of
vertical
position of
buoyancy
center

Constraints

Constraint
parameter

<=0.558253

displacement

>=0.547198

displacement

<=3.55729

lcb

>=3.48685

lcb

E. Optimization algorithm
In this paper, the gradient algorithm (T-Search) has been
chosen as the optimization algorithm. This optimization
algorithm is a optimal solution within a small range of search.
When searching, a suitable direction is found for each time.
The chosen direction should make the search fastest, while
ensuring the search range is in the feasible region. In order to
achieve this goal, search along the direction of the constraint
tangent and ensure there is no constraint violations. In the
optimization process, the maximum number of calculation
times is 100.
F.

Results of resistance optimization

After 20h of computing, optimization results are in Table
5, Table 6 below. Comparison of the free surface wave
contour map and the side longitudinal waveform before and
after optimization are shown in Figure 5,comparison of the
surface before and after optimization is shown in Figure 6.
Table 5 Optimization result
No.
1
2
3
4

1199

Variable Description
Control
Variable name
parts
X_domeTip
Sonar
position

Variable value
The initial
Optimized
value
value
0.39485
0.38636

dome_TipElevation

0.0723

xtemlow

0.409818

0.05889
0.4148

xminlow

0.515

0.5067

domelowaftmidZ

0.03100467

0.02506

XmaxH

0.50788434

0.52099

domeupMaxH

8
9

0.149959

0.14613

domeupaftH

0.1251

0.13173

domemaxHprofile

0.165

0.16408

10

domeupforfulns

11

domeaftmidH

0.68

0.6086

0.143

0.13709

0.77

0.7697

12

fulnsatstemlow

13

domelowfulnsmid

0.828

0.8164

14

domeupfulnsBeg

0.73725

0.72873

15

domeupfulnsEnd

0.675

0.69410

16

domeupC1fullness

0.15

0.24096

17

domelowForfullness

0.36

0.33804

18

fulnsdomepffore

0.7835

0.793

19

domeElevationMid

0.072

0.07982

20

domeupForeTan

15.2

15.9

21

domeBeamtipfulns

0.8

0.73386

22

Xmaxbeam

0.533

0.5494

23

domeMaxbeam

0.1257

0.12567

24

domeaftbeam

0.07503

0.08338

25

domebeamc2TanEnd

-16

-17.92

Table 6 Comparison between constraint and objective

name

Initial
value

Optimized
value

lcb

3.28005

3.2912

0.552726

0.549639

0.89321677

0.67616622

Constraint
Disp
Objective

Cw10

Changing value
Backward
0.339%
Increase
0.5585%

-3

Decline 24.30%

Optimization

Original

Figure 6 Comparison of the surface before and after

optimization
From the comparison results we can see that the
optimized ship's wave resistance decreased 24.3%, vertical
position of buoyancy center move forward slightly and the
number of waveforms reduces near the optimized hull. Figure
10 illustrate the amplitude of wave slices in the vicinity of the
optimized bow becomes smaller.
VI.

CONCLUSION

In this paper, Friendship system software platform has

been used to complete the DTMB 5415 hull form
optimization. Following conclusions:
(1) Friendship based full hull line parametric modeling is
feasible and the hull line can be transformed automatically
through modifying the characteristic parameters.
(2) The optimization search of the ship space has been
completed by using gradient-based algorithm. Even though it
can get good result, further study is needed to judge whether it
is a global optimal solution.
(3) optimization of the ship takes long, further research is
needed to improve the optimization efficiency.
(4) The optimization goal of this paper is wave resistance
coefficient and further study is required for multi-objective
optimization methods.
ACKNOWLEDGEMENTS
The author is gratefully thankful to the research team
members and the Support of The 111 Project (B08031),
National Natural Science Foundation of China (No:51039006).
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[2]

[3]

Figure 5 comparison of the free surface wave contour map and

the side longitudinal waveform before and after optimization

[4]

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