Proceedings of the Thirty-second (2022) International Ocean and Polar Engineering Conference
Shanghai, China, June 5–10, 2022
Copyright © 2022 by the International Society of Offshore and Polar Engineers (ISOPE)
ISBN 978-1-880653-81-4; ISSN 1098-6189

www.isope.org

CFD Predictions on Ship Performance in Waves using OpenFOAM Solver
Shuguang Wang, Byungsoo Kim, Zhang Zhu, Yonghwan Kim
Department of Naval Architecture and Ocean Engineering, Seoul National University
Seoul, Korea

consideration of propulsion effects and all motion responses can beobtained (Sanada et al., 2021) . The main drawbacks of the experimental
technique are expensive cost and uncertainties from wave generation andresistance measurement (Park et al., 2015).

ABSTRACTThis work presents CFD predictions on ship added resistance and motion
response in waves using the CFD solver snuMHLFoam, an in-housepackage developed on OpenFOAM. Both captive and free-running tests
in waves are carried out for the container ship model (H-CNTR) to study
the effects of the test method, wave slope, wave frequency, and heading
angle on ship performance. Two sets of experimental data are used forcomparison with CFD results. The results show that CFD provides
reasonable results on added resistance, heave, and pitch motions inwaves. It is found that the captive and free-running tests do not show
significant differences in the head sea. It is shown that a larger wave
slope induces smaller normalized added resistance and motion response
in CFD. Wave frequency and heading angle greatly affect added
resistance and ship motion responses in waves and the tendencies arefurther identified by comparing with EFD.

The numerical technique has been widely used in the prediction of shipperformance in waves and can be divided into the potential-theory-based
method and computational fluid dynamics (CFD). The potential-theorybased methods including strip-based method (Kashiwagi, 1997),
Faltinsen’s formula (Faltinsen et al., 1980) & SNU formula of added
resistance in short waves (Yang et al., 2018), and 3D Rankine panelbased method (Lee et al., 2017) are quite attractive because of the fastcomputation with reasonable accuracy. The disadvantages are that theiraccuracies strongly rely on the mathematical model, especially thelinearization of the boundary value problem. CFD has been becoming
the most popular method in ship hydrodynamics as it can consider theviscous effects in ship maneuvering problems and provide flow
information in detail for better understanding of the nonlinear features.
Extensive studies about the effects of wavelength and wave direction on
ship performance using CFD can be referred to the Gothenburg 2010
Workshop (Larsson et al., 2013) and the Tokyo 2015 Workshop (Hinoet al., 2017). Under the rapid development of techniques andcomputation power, CFD applications to the prediction on added
resistance and motion responses in waves were also carried out by many
researchers to study the effects of wave steepness (Shen and Wan, 2013,Chen et al., 2018, Kim et al., 2019), ship speed (Kim et al., 2017a) hullforms (Kim et al., 2017b), and scale effects (Sanada, et al., 2022), as wellas verification and validation study (Sadat-Hosseini et al., 2013).

KEY WORDS: Added resistance; motion response; rudder control;
OpenFOAMINTRODUCTION
An accurate prediction on added resistance and ship motion responses
induced by the waves is essential to evaluate the operational performanceof ships in a real sea state and assess the minimum power of ensuring thesafety and maneuvering performance. Experimental and numerical
techniques are two analysis methods for added resistance in waves. The
detailed comparative study can be referred to Lee et al. (2021). Generally,
the experimental model test is one of the most reliable methods as it
could produce real physical phenomena in the model scale. The captive
test is a simple way in experiments to obtain the added resistance by
extracting the difference of measured resistance between in calm waterand waves (Sigmund and el Mocat, 2018). However, only heave andpitch motion responses can be measured as the ship model is restrainedin the horizontal plane. The free-running test is the other experimental
approach where the ship model is fully free in 6 degree-of-freedoms(DoFs), self-propelled by the propeller(s), and kept advancing straightby a rudder controller. The added resistance is evaluated with theIn this work, a container ship model (H-CNTR) designed by Hyundai
Heavy Industries is simulated in waves to study the effects of the test
method (captive vs free-running), wave slope, frequency, and direction
on added resistance and ship motion responses with the comparison toexperimental data. The paper firstly gives a brief introduction ofnumerical methods, then the simulation design including geometry, meshgeneration, and grid convergence study, then the results and discussion,and finally the conclusions.

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