A review on the turbulence modelling strategy for ship hydrodynamic simulations

Pena, Blanca; Huang, Luofeng

doi:10.1016/j.oceaneng.2021.110082

Cited by 37 publications

(14 citation statements)

References 73 publications

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“…The selection of a turbulence model is important for the use of CFD. Blanca Pena et al [4] reviewed the capability, limitation, computation cost, and accuracy of turbulence models for ship CFD. This paper reviewed that the Reynolds-averaged Navier-Stokes (RANS) calculations were sufficiently accurate for the estimation of integral hydrodynamic forces and moment at 2 of 19 both the model-scale and full scale.…”

Section: Introductionmentioning

confidence: 99%

Hydrodynamic Forces and Wake Distribution of Various Ship Shapes Calculated Using a Reynolds Stress Model

Matsuda

Katsui

2022

JMSE

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The Reynolds-averaged Navier–Stokes (RANS)-based computational fluid dynamics (CFD) calculation using a two-equation turbulence model, such as the k–omega shear-stress transport (SST) model, is a mainstream method with sufficient accuracy for the estimation of integral hydrodynamic forces and moment at both the model-scale and full scale. This paper confirmed that the Reynolds stress model (RSM) has sufficient estimation accuracy of viscous resistance and wake distribution at the hull design stage. Herein, the ability of RSMs to estimate the viscous resistance and wake distribution of a JBC ship is evaluated. Specifically, the verification and validation (V&V) method is employed to indicate the numerical and model uncertainties of each turbulence model used to estimate the viscous resistance. The RSMs showed higher numerical uncertainty than the k–omega SST. However, the uncertainty of the experimental measurements is generally smaller than the numerical uncertainty. Moreover, the linear pressure–strain (LPS) and the linear pressure–strain two-layer (LPST) models show less comparison error of the viscous resistance than the k–omega SST. Furthermore, the LPST and k–omega SST models are applied to twenty ships with various full and fine hull forms to calculate the viscous resistance and compare it with the experimental results. The viscous resistance of the LPST model showed a small difference when employed in experimental fluid dynamics (EFD) and CFD calculations. Using the LPST model, the viscous resistance can be estimated with high accuracy in our setting. For industrial use, this study could provide an important insight into the designing of various types of vessels.

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Section: Introductionmentioning

confidence: 99%

Hydrodynamic Forces and Wake Distribution of Various Ship Shapes Calculated Using a Reynolds Stress Model

Matsuda

Katsui

2022

JMSE

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“…These methods apply certain numerical treatments to account for the turbulent effects in the simulation, allowing savings in cell amount. More details of different turbulence modelling approaches can be seen in [66]. Figure 6 illustrates the approaches' levels of fidelity and the computational demand.…”

Section: 22mentioning

confidence: 99%

A Review on the Modelling of Wave-Structure Interactions Based on OpenFOAM

Huang

Benites-Munoz

et al. 2022

OpenFOAM J

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The modelling of wave-structure interaction (WSI) has significant applications in understanding natural processes as well as securing the safety and efficiency of marine engineering. Based on the technique of Computational Fluid Dynamics (CFD) and the open-source simulation framework - OpenFOAM, this paper provides a state-of-the-art review of WSI modelling methods. The review categorises WSI scenarios and suggests their suitable computational approaches, concerning a rigid, deformable or porous structure in regular, irregular, non-breaking or breaking waves. Extensions of WSI modelling for wave-structure-seabed interactions and various wave energy converters are also introduced. As a result, the present review aims to help understand the CFD modelling of WSI and guide the use of OpenFOAM for target WSI problems.

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“…The surrounding fluid flow is solved by the standard Reynolds-Averaged Navier-Stokes (RANS) equations:

where

is the time-averaged velocity,

is the velocity fluctuation, ρ is the fluid density ( ρ air = 1 kg/m 3 ),

denotes the time-averaged pressure,

= μ [∇v+ (∇v) T ] is the viscous stress term, μ is the dynamic viscosity ( μ air = 1.48 × 10 −5 N·s/m 2 ). Since the RANS equations have considered the turbulent fluid, the Shear Stress Transport (SST) k − ω model was adopted to close the equations ( Menter, 1993 ; Pena and Huang, 2021 ).…”

Section: Computational Approachmentioning

confidence: 99%