Simulation of free-surface flow using code FINFLO for KVLCC2 and KCS cases

Source: OAI

ABSTRACT Gothenburg 2010. A workshop on numeriacl ship hydrodynamics. Proceedings Volume II, 657-661 RANS solver FINFLO is used to simulate the turbulent free-surface flow around two ship hulls. FINFLO solves the three-dimensional RANS equations by the method of artificial compressibility. A non-linear free-surface boundary condition is implemented in the code for the treatment of hull flows. Calculations of the KRISO tanker (KVLCC2 model) and the KRISO container ship (KCS) are presented. The k-? SST turbulence model has been utilized in the computations for both ships and submitted for the comparative study. Measurements from POSTECH and MOERI are available for validation purposes. They include free-surface waves, total resistance and velocities at different locations. Good correlation of resistance coefficients with measurements is obtained for both ships. The predictions of wave profiles are especially good for both cases near the hull. Gothenburg 2010. A workshop on numeriacl ship hydrodynamics. G2010, Göteborg 9 - 11 Dec. 2010

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    ABSTRACT: The Gothenburg 2000 was an international benchmark workshop for computational fluid dynamics applied to ship flows. Test cases were three modern hull forms. One case without a free surface focused on turbulence modeling, whereas wave prediction was of interest for the other two. Of the free-surface cases, one had an operating propeller. For the first time, verification and validation procedures were an integral part of such benchmark efforts in ship flows. The workshop showed that free-surface waves may now be well predicted also away from the hull. There is a general improvement in the computation of the stern flow thanks to better turbulence modeling, but there is still room for improvement. Full-scale viscous flows may be computed without numerical difficulties. Verification and validation procedures should be applied for uncertainty analysis, and there is a discussion of the uncertainty in the predicted integral quantities in the paper. Further detailed conclusions and recommendations are also given based on the comparison of extensive standardized plots of the comparative computations and evaluation of the integral quantities.
    Journal of Ship Research 02/2003; 47(1):63-81. · 0.88 Impact Factor