CN113946905A

CN113946905A - CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method

Info

Publication number: CN113946905A
Application number: CN202111069155.7A
Authority: CN
Inventors: 焦甲龙; 李晓晨
Original assignee: South China University of Technology SCUT
Current assignee: South China University of Technology SCUT
Priority date: 2021-09-13
Filing date: 2021-09-13
Publication date: 2022-01-18

Abstract

The invention discloses a CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method, which comprises the following steps of: s1, establishing a three-dimensional finite element model of the ship structure in an FEM solver, carrying out finite element mesh division on the ship structure, and defining parameters of various structural units and applying constraints and loads; s2, establishing a numerical pool model in a CFD solver, establishing a pool fluid domain and a hull shell model, and setting various conditions; s3, establishing a liquid tank sloshing model in an SPH solver, and performing attribute setting on the liquid tank; s4, setting a CFD-FEM-SPH four-way fluid-solid coupling data transfer method; and S5, running a program to solve and exporting data. The method comprehensively considers the combined action of the ship body motion, the wave load, the sloshing of the liquid tank and the structural response, fully considers various fluid-solid coupling problems, and can more accurately simulate the motion and stress conditions of the carrier-carrying ship during navigation in waves.

Description

CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method

Technical Field

The invention belongs to the technical field of ship hydro-elasticity forecasting, and particularly relates to a CFD-FEM-SPH four-way coupled carrier liquid ship hydro-elasticity response simulation method.

Background

With the global increasing demand for energy sources such as oil, natural gas, and hydrogen, the number of various carrier-carrying ships, such as ultra-large oil tankers, liquefied natural gas carriers, and chemical carriers, has rapidly increased. With the increase in size, speed, weight, and global progress in international trade of such ships, problems of hull motions and structural loads in severe ocean-going sea conditions have been highlighted. For example, excessive hull sway motion can reduce vessel stability and may even cause the hull to topple. The huge wave load threatens the safety of the ship structure, and further can damage the local structure or the whole structure of the ship. In addition, due to the action of environmental loads such as wind, wave and flow, the liquid in the liquid tank can also induce a sloshing phenomenon under the excitation action of the shaking motion of the ship body, so that huge liquid impact force is generated on the ship body structures such as the cabin wall, and further catastrophic results such as ship body structure damage, ship overturning, marine environmental pollution and the like can be caused. Therefore, the coupling of vessel motion, wave loading, structural deformation and tank sloshing should be considered in the design analysis of the carrier-carrying vessel. Particularly when two or three of the wave encounter frequency, the hull natural frequency, the tank sloshing natural frequency are close to each other, resulting in a significant increase in the hull's gross motion, structural resonance response, or sloshing effects of the fluid in the tank.

At present, the numerical simulation of the motion of a ship in waves and the wave load mainly adopts a potential flow theory and a Computational Fluid Dynamics (CFD) method, but the problem of tank sloshing and the influence of the tank sloshing on the whole ship motion and the wave load cannot be reasonably considered. The strength and deformation effect of a hull structure under the action of wave load can be researched by adopting a Finite Element Method (FEM), but the current technical level is mainly limited to static or quasi-static loading, namely, the wet surface pressure of the hull obtained by hydrodynamic analysis is applied to a structural finite element model for independent analysis, and the dynamic effect of fluid-solid coupling is difficult to consider. The method can well simulate the sloshing problem of the liquid tank by adopting a smooth particle fluid dynamics (SPH) method, and effectively solves the strong nonlinear violent flowing phenomena of local flow field crushing, liquid splashing and the like. However, the coupling effect of the sloshing of the liquid tank and the movement of the ship body in the waves is generally difficult to consider by the conventional methods, and almost no method can comprehensively consider the problems of the structural load of the ship, the hydro-elastic response and the sloshing of the liquid tank.

Disclosure of Invention

The invention mainly aims to overcome the defects of the prior art and provide a CFD-FEM-SPH four-way coupling carrier ship water elasticity response simulation method, which comprehensively considers the combined action of ship body motion, wave load, tank sloshing and structural response, fully considers various fluid-solid coupling problems and can more accurately simulate the motion and stress conditions of a carrier ship during navigation in waves.

In order to achieve the purpose, the invention adopts the following technical scheme:

a CFD-FEM-SPH four-way coupled carrier-mounted ship hydro-elastic response simulation method comprises the following steps:

s1, establishing a three-dimensional finite element model of the ship structure in an FEM solver, carrying out finite element mesh division on the ship structure, and defining parameters of various structural units and applying constraints and loads;

s2, establishing a numerical pool model in a CFD solver, establishing a pool fluid domain and a hull shell model, and setting various conditions;

s3, establishing a liquid tank sloshing model in an SPH solver, and performing attribute setting on the liquid tank;

s4, setting a CFD-FEM-SPH four-way fluid-solid coupling data transfer method;

and S5, running a program to solve and exporting data.

Furthermore, the CFD solver is used for simulating a numerical pool wave field and fluid flow outside the ship body, the SPH solver is used for simulating fluid sloshing flow inside a liquid tank of the ship body, and the FEM solver is used for simulating movement and structural deformation of a ship body structure and a liquid tank wall under the action of fluid force.

Further, step S1 is specifically:

establishing a three-dimensional finite element model of a hull structure in an FEM solver, wherein the three-dimensional finite element model comprises a hull shell, a reinforced aggregate and a liquid tank bulkhead structure;

finite element meshing of a hull structure, namely performing shell unit meshing on a hull shell and a liquid tank bulkhead and performing beam unit meshing on a reinforcing aggregate;

the method comprises the following steps of (1) defining the attributes of a ship structure material, and defining the mass, the density, the rigidity, the elastic modulus, the Poisson ratio and the structural damping of a ship hull, a reinforcing aggregate and a liquid tank wall;

and applying constraint and load, applying displacement constraint on grid nodes by combining the motion freedom of the ship body, and applying corresponding load according to the type of the load borne by the grid.

Further, step S2 is specifically:

establishing a water pool fluid domain in a CFD solver, wherein the water pool fluid domain is a cuboid space domain and is formed by 6 surfaces including 4 side wall surfaces, a bottom surface and a top surface;

establishing a hull shell model, wherein the hull shell consists of a hull plate and a deck;

setting the weight, the gravity center position and the rotational inertia of the ship body, and setting the position of the ship body in the fluid domain;

dividing a pool fluid domain into two parts of water and air by adopting a fluid volume method;

carrying out grid division on a pool fluid domain, and carrying out grid encryption near a ship body and a free surface;

setting a grid deformation mode, and simulating the movement and structural deformation of the ship body by adopting the overlapped grid and deformed grid technologies respectively to realize the mixed deformation of the grids;

setting boundary conditions, wherein 4 side wall surfaces and the bottom surface of a pool fluid domain adopt speed inlets, the top surface adopts a pressure outlet, and the outer surface of a ship body adopts a non-slip wall surface;

setting wave generation and wave elimination modes, carrying out numerical wave generation by adopting a momentum source item, and carrying out waveform control and wave elimination by adopting a forced wave force technology;

and the fluid reverse translation speed is set so as to realize the forward sailing speed of the ship.

Further, step S3 is specifically:

establishing a geometric model of a liquid tank in an SPH solver, wherein the liquid tank is a cavity area surrounded by a plurality of tank wall surfaces, and part of liquid is filled in the liquid tank;

filling and attribute setting of fluid particles, filling and generating water particles for the liquid tank, and setting gravity acceleration, fluid density, viscosity type, viscosity coefficient and particle spacing;

setting boundary conditions, setting properties of the bulkhead, setting the type and generation mode of the particle.

Further, step S4 specifically includes:

setting a data transmission method between the CFD solver and the FEM solver;

and setting a data transmission method between the SPH solver and the FEM solver.

Further, the method for data transmission between the CFD solver and the FEM solver is specifically set as follows:

in the bidirectional coupling of the CFD solver and the FEM solver, the CFD solver transmits the fluid pressure and the shearing force acting on the surface of the ship body to the FEM solver; the FEM solver performs dynamic analysis on the hull structure according to the external flow field force, the rigid body inertia force and the structure elastic force, and feeds back the obtained hull motion and deformation to the CFD solver for updating flow field information;

the fluid force on each grid in the FEM model is obtained through Gaussian surface integral, and the fluid pressure at each Gaussian point is defined as the pressure value at the node of the CFD grid closest to the Gaussian point; the displacement and deformation of the CFD volume grid node are obtained through the shape function interpolation of the displacement of the FEM grid node around the CFD volume grid node;

the data transmission method between the SPH solver and the FEM solver is specifically set as follows:

in the bidirectional coupling of the SPH solver and the FEM solver, the SPH solver transmits the fluid pressure and the shearing force acting on the surface of the bulkhead to the FEM solver; the FEM solver adds the sloshing load of the liquid tank into the stress analysis of the whole ship structure, takes the structural deformation effect of the liquid tank bulkhead into consideration, and feeds the movement and deformation conditions of the liquid tank back to the SPH solver for updating the vibration and deformation information of the bulkhead;

the fluid forces on the individual meshes in the FEM model are obtained by gaussian surface integral, and the fluid pressure at each gaussian point is defined as the pressure value at the SPH particle closest to it.

Further, a four-way fluid-solid coupling method of the CFD-FEM-SPH solver is set, the CFD solver and the FEM solver are set to carry out bidirectional coupling and mutually transmit data, the SPH solver and the FEM solver are set to carry out bidirectional coupling and mutually transmit data, and coupling and data exchange do not occur between the CFD solver and the SPH solver.

Further, step S5 is specifically:

setting a joint simulation method as an implicit partition cross coupling algorithm;

program operation solving, namely setting a calculation time step length, total simulation duration and data exchange times in each time step length, and synchronously operating three solvers to perform numerical simulation calculation;

and outputting result data, namely outputting the wave surface elevation and the hull surface pressure in a CFD solver, outputting the liquid level height and the bulkhead pressure in an SPH solver, and outputting hull motion, section load, local stress and structural deformation in an FEM solver.

Further, the CFD solver specifically adopts OpenFOAM software, the FEM solver specifically adopts deal.II software, and the SPH solver specifically adopts DualSPHysics software;

the precCE software is adopted as a coupling platform.

Compared with the prior art, the invention has the following advantages and beneficial effects:

1. the invention provides an integrated time domain simulation method of ship motion, wave load and hydro-elastic response considering the problem of liquid tank sloshing, which comprehensively considers the combined action of ship motion, wave load, liquid tank sloshing and structural response, fully considers various fluid-solid coupling problems and can more accurately simulate the motion and stress conditions of a carrier-carrying ship when the ship sails in waves.

2. The method integrates the advantages of three types of numerical methods, adopts CFD to simulate an external wave field, FEM to simulate the structural load and deformation of a ship body and SPH to simulate the sloshing particle flow of a liquid tank, wherein the CFD-FEM and the FEM-SPH are both in bidirectional coupling and are in four-directional coupling in total, and various fluid-solid coupling effects are completely considered.

3. The method not only can analyze the water elasticity response of the flexible ship body under the action of waves, such as elastic vibration, flutter and the like, but also can consider the influence of elastic deformation of the bulkhead structure on the sloshing of the liquid tank; and then the influence of the wave encounter frequency, the inherent frequency of the ship body, the inherent frequency of the sloshing of the liquid tank and the mutual relation of the wave encounter frequency, the inherent frequency of the ship body and the sloshing inherent frequency on the large-amplitude movement of the ship body, the structural resonance response and the fluid resonance in the liquid tank can be analyzed, and a reliable method is provided for the design and research of the liquid-carrying ship.

Drawings

FIG. 1 is a flow chart of the method of the present invention;

FIG. 2 is a schematic illustration of a mid-longitudinal section of a hull structure model for a FEM solver;

FIG. 3 is a schematic cross-sectional mid-plane view of a hull structure model for a FEM solver;

FIG. 4 is a finite element mesh of a hull structure hull generated by the FEM solver;

FIG. 5 is a side view of a numerical basin model for a CFD solver;

FIG. 6 is a numerical basin model elevation view for a CFD solver;

FIG. 7 is a schematic view of a geometric model of a hull in a CFD solver;

FIG. 8 is a schematic diagram of fluid domain grid partitioning in a CFD solver;

FIG. 9 is a schematic view of a surface grid partitioning of hull surfaces in a CFD solver;

FIG. 10 is a schematic side view of a tank model for an SPH solver;

FIG. 11 is the respective regions of action of CFD, FEM, SPH solver in the fluid-solid coupling problem;

FIG. 12 is a data exchange path for CFD-FEM-SPH four-way coupling;

FIG. 13 is a data transfer method between a CFD and a FEM solver;

FIG. 14 is a data transfer method between the SPH and FEM solvers;

FIG. 15 is a CFD solver simulated motion of a ship model in waves;

FIG. 16 shows the distribution of particles and velocities of motion at a particular time during sloshing of the tank simulated by the SPH solver;

the reference numbers illustrate: 1-a hull plate; 2-deck; 3-longitudinal bone; 4-tank wall; 5-water area; 6-air domain; 7-free surface; 8-water particles; 9-an air gap; 10-CFD grid cells; 11-CFD mesh nodes; 12-FEM grid cells; 13-Gaussian point; 14-SPH particles.

Detailed Description

The present invention will be described in further detail with reference to examples and drawings, but the present invention is not limited thereto.

Examples

In this embodiment, an S175 type container ship is taken as an example, and the scale ratio of the model is calculated to be 1:40, the length of the model water line is 4.375m, and the displacement is 370.5 kg. Inside the hull, 4 rectangular liquid tanks are arranged, and are filled with part of water and a certain amount of air gaps 9 (loading rate 70%) are reserved. The ship model sails against waves in regular waves, and the flexible deformation effect of the ship structure under the action of the waves is considered in the simulation process.

In this embodiment, the CFD solver adopts OpenFOAM software, the FEM solver adopts deal.ii software, and the SPH solver adopts dual sphysics software. And adopting the precCE software as a coupling platform to perform bidirectional coupling data exchange between the CFD and the FEM solver and between the SPH and the FEM solver.

As shown in FIG. 1, a CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method comprises the following steps:

s1, establishing a hull structure model in the FEM solver, which specifically includes the following steps:

s11, establishing a three-dimensional finite element model of the ship structure, wherein the three-dimensional finite element model comprises a ship hull shell, a reinforced aggregate and a liquid tank bulkhead 4 structure. The hull shell comprises a hull plate 1 and a deck 2, and the reinforcing aggregate is seven longitudinal bones 3 arranged along the length direction of the ship. Schematic diagrams of a middle longitudinal section and a middle transverse section of the hull structural model employed in the present embodiment are shown in fig. 2 and 3, respectively.

S12, carrying out finite element meshing on a ship structure, and carrying out shell unit meshing on a ship shell and a liquid tank bulkhead, wherein the shell units are SFM3D4 types; and carrying out beam unit meshing aiming at the reinforced aggregates, wherein the beam units are B32 type. The finite element mesh of the hull structure hull generated in this embodiment is shown in fig. 4.

And S13, defining the properties of the ship hull structure material, and defining the mass, density, rigidity, elastic modulus, Poisson ratio and structural damping of the ship hull, the reinforced aggregate and the liquid tank bulkhead. In the embodiment, the mass of each structural unit is set according to the actual mass distribution condition of the ship body; and setting the rigidity of the structural unit according to the actual ship rigidity distribution. The hull structure is made of steel, the density is 7850kg/m3, the elastic modulus is 206GPa, and the Poisson ratio is 0.3.

And (3) adopting a Rayleigh damping model, assuming that a damping matrix can be represented as a linear combination of a mass matrix and a rigidity matrix, and inputting a dimensionless damping coefficient of 0.05.

And S14, applying constraint and load, applying displacement constraint on grid nodes by combining the freedom degree of motion of the ship body, and applying corresponding load according to the type of the load borne by the grid. In this embodiment, only the vertical motion of the hull in the wave-facing regular wave is considered, so that the lateral motion (including rolling, yawing, and rolling) of each grid node needs to be limited; in order to prevent the longitudinal drift of the hull, a surge displacement constraint needs to be imposed on the nodal point at the position of the center of gravity of the hull. Releasing the pitching and heaving motion freedom of the ship body.

Gravity loads are applied to all the mesh nodes, and corresponding fluid loads (including fluid pressure and shear) are applied to the hull surface in contact with the external flow field and the mesh nodes of the bulkhead in contact with the liquid in the tank, and the fluid loads are calculated by a CFD or SPH solver.

S2, establishing a numerical pool model in the CFD solver, establishing a pool fluid domain and a hull model, and setting various conditions, in this embodiment, the method specifically includes the following steps:

and S21, establishing a pool fluid domain, wherein the pool fluid domain is a cuboid space domain and is formed by 6 surfaces including 4 side wall surfaces, a bottom surface and a top surface. The sizes of the pool fluid domain in the longitudinal x axis, the transverse y axis and the vertical z axis of the ship are respectively-2.3L < x <2.7L, -2.3L < y <2.3L and-2.3L < z <1.1L, wherein L is the length of the ship model water line. The side and front views of the relative positions of the numerical pool fluid field and the hull model are shown in figures 5 and 6, respectively.

S22, establishing a geometric model of the hull, wherein the hull is composed of a hull plate 1 and a deck 2. The geometric model of the hull is shown in figure 7.

S23, setting the weight, the gravity center position and the moment of inertia of the ship body, and setting the position of the ship body in the fluid domain. The weight of the ship model is 370.5kg, the longitudinal position of the center of gravity is 2.125m away from the stern post, the vertical position of the center of gravity is 0.213m away from the base line, the pitching inertia radius is 1.052m, and the rolling inertia radius is 0.241 m. The intersection point of the longitudinal section, the cross section of the stern post and the still water surface in the ship body is arranged at the origin of coordinates.

And S24, dividing the pool fluid area into a water area 5 and an air area 6 by adopting a fluid volume method, wherein the vertical position of the free surface 7 is positioned at the height of the origin of coordinates.

S25, gridding the fluid domain, and carrying out grid encryption near the hull and the free surface 7. And carrying out grid division on the calculation domain by adopting a hexahedral unstructured grid, and adopting an overlapped grid scheme, wherein the calculation domain comprises a background area and an overlapped area. In order to accurately capture the severe changes of physical quantities such as free liquid level and turbulence around the ship body, local grid encryption is carried out on the free liquid level and the ship body. The wave height range comprises 16 layers of grids, the wavelength range comprises 80 layers of grids, and 5 layers of boundary layer grids are arranged at the shell wall surface of the ship body. The volume meshing of the fluid domains is shown in fig. 8, and the surface meshing of the hull surface is shown in fig. 9.

And S26, setting a grid deformation mode, and simulating the movement and the structural deformation of the ship body by respectively adopting an overlapping grid (overjet grid) technology and a deforming grid (morphing grid) technology to realize the mixed deformation of the grids. The overlapped grid technology is used for simulating the large-amplitude motion of the ship body in waves, and the deformed grid technology is used for simulating the elastic deformation of the ship body structure.

And S27, setting boundary conditions, wherein 4 side wall surfaces and the bottom surface of a pool fluid domain adopt speed inlets, the top surface adopts a pressure outlet, and the outer surface of the ship body adopts a non-slip wall surface.

And S28, setting wave generation and wave elimination modes, carrying out numerical wave generation by adopting a momentum source term, and carrying out waveform control and wave elimination by adopting a forced wave force technology. The fluid domain of the wave field is divided into an inner domain and an outer domain. In the wave forcing region, a source term is added to the Navier-Stokes equation to form a fixed target waveform and prevent wave reflections.

And S29, setting the fluid reverse translation speed to realize the forward sailing speed of the ship. Since the pool is limited in extent, the vessel is fixed relative to the pool, and the speed of the vessel is achieved by imparting a reverse translational velocity to the fluid.

S3, establishing a sloshing model in the SPH solver, which specifically includes the following steps:

s31, establishing a geometric model of the liquid tank, wherein the liquid tank is a cuboid cavity enclosed by 6 liquid tank walls 4, part of liquid is filled in the liquid tank, and an air gap 9 (the loading rate is 70%) is reserved in the liquid tank; the tank wall 4 can be subject to movements and structural deformations.

And S32, fluid particle filling and attribute setting, filling and generating water particles 8 for the liquid tank, and setting gravity acceleration, fluid density, viscosity type, viscosity coefficient and particle spacing. A schematic view of the tank after filling with water particles 8 is shown in fig. 10. In the embodiment, the gravity acceleration is defined as vertical downward 9.81m/s2, the fluid density is 1000kg/m3, the damping coefficient is 0.01, and the viscosity factor is 1.

S33, setting boundary conditions, setting properties of the tank bulkhead 4, setting the type of particles and the mode of generation. Six boundary surfaces of the tank bulkhead 4 are defined as wall boundaries, and the generation pattern is set as a surface. The type of particle-filled domains is provided as a fluid.

S4, setting a CFD-FEM-SPH four-way fluid-solid coupled data transfer method, in this embodiment, specifically including the following steps:

as shown in fig. 11, the CFD solver is used to simulate a numerical pool wave field and fluid flow outside the hull, the SPH solver is used to simulate fluid sloshing flow inside the tank of the hull, and the FEM solver is used to simulate movement and structural deformation of the hull structure (including tank wall 4) under the action of fluid force. As shown in fig. 12, in the CFD-FEM-SPH four-way coupling, the CFD solver and the SPH solver are respectively coupled with the FEM solver in two ways and transfer data to each other, but coupling and data exchange do not occur between the CFD solver and the SPH solver.

S41, setting a data transmission method between the CFD solver and the FEM solver, specifically:

in the CFD-FEM bidirectional coupling, a CFD solver transmits fluid pressure and shearing force acting on the surface of a ship body to an FEM solver; the FEM solver performs dynamic analysis on the hull structure according to the external flow field force, the rigid body inertia force and the structure elastic force, and feeds back the obtained hull motion and deformation to the CFD solver for updating flow field information. As shown in fig. 13, since the CFD mesh cells 10 of the hull surface are not matched with the FEM mesh cells 12 (the hull surface mesh in the FEM model is generally coarser than that of the CFD model), data transfer cannot be directly performed. The fluid force on the FEM grid cells 12 can be obtained by gaussian surface integration, and 9 gaussian points 13 are introduced on the quadrilateral FEM grid cells 12, and the fluid pressure at each gaussian point 13 is defined as the pressure value at the CFD grid node 11 closest to the gaussian point. On the other hand, the displacements and deformations of the CFD mesh nodes 11 are obtained by interpolation of the shape functions of the node displacements of the FEM mesh cells 12 around them.

S42, setting a data transmission method between the SPH solver and the FEM solver, specifically:

in the SPH-FEM bidirectional coupling, the SPH solver transmits fluid pressure and shear force acting on the surface of the tank wall 4 to the FEM solver; the FEM solver adds the sloshing load of the liquid tank to the stress analysis of the whole ship structure, considers the structural deformation effect of the liquid tank bulkhead 4, and feeds the movement and deformation conditions of the liquid tank back to the SPH solver for updating the vibration and deformation information of the liquid tank bulkhead 4. Because the SPH model adopts the particles without grids, the SPH model is not matched with the hull surface grids in the FEM model, and data transmission cannot be directly carried out.

As shown in fig. 14, the fluid force on the FEM grid cell 12 can be obtained by gaussian surface integral, and 9 gaussian points 13 are introduced on the rectangular FEM grid cell 12, and the fluid pressure at each gaussian point 13 is defined as the pressure value at the SPH particle 14 closest to the gaussian point.

S5, program operation solving and data deriving, which in this embodiment specifically includes:

s51, setting a joint simulation method as an implicit partition cross coupling algorithm;

s52, running and solving a program, setting a calculation time step length, total simulation duration and data exchange times in each time step length, and synchronously running three solvers to perform numerical simulation calculation; in this embodiment, the simulation calculation time length is 100s, the calculation step length is 0.001s, the number of iterations in each time step length is 12, and the number of data exchanges between the fluid and the structure solver is 3;

and S53, outputting result data, outputting the wave surface elevation and the hull surface pressure in a CFD solver, outputting the liquid level height and the bulkhead pressure in an SPH solver, and outputting the hull motion, the section load, the local stress and the structural deformation in an FEM solver. Fig. 15 shows the motion of the ship model in the waves simulated by the CFD solver, and fig. 16 shows the particle motion velocity distribution during sloshing of the tank simulated by the SPH solver.

It should also be noted that in this specification, terms such as "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A CFD-FEM-SPH four-way coupled carrier-mounted ship hydro-elastic response simulation method is characterized by comprising the following steps:

s4, setting a CFD-FEM-SPH four-way fluid-solid coupling data transfer method;

and S5, running a program to solve and exporting data.

2. The method as claimed in claim 1, wherein the CFD solver is used to simulate a numerical pool wave field and fluid flow outside the hull, the SPH solver is used to simulate sloshing flow of fluid inside the tank of the hull, and the FEM solver is used to simulate movement and structural deformation of the hull structure and the tank wall under the action of fluid force.

3. The CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method according to claim 1, wherein the step S1 is specifically as follows:

4. The CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method according to claim 1, wherein the step S2 is specifically as follows:

5. The CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method according to claim 1, wherein the step S3 is specifically as follows:

6. The CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method according to claim 1, wherein the step S4 specifically comprises:

setting a data transmission method between the CFD solver and the FEM solver;

7. The method for simulating hydro-elastic response of a carrier-fluid vessel coupled in four directions of CFD-FEM-SPH according to claim 6, wherein the data transmission method between the CFD solver and the FEM solver is specifically set as follows:

8. The CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method as claimed in claim 7, wherein a four-way fluid-solid coupling method of a CFD-FEM-SPH solver is provided, the CFD solver and the FEM solver are provided for bidirectional coupling and mutual data transmission, the SPH solver and the FEM solver are provided for bidirectional coupling and mutual data transmission, and coupling and data exchange do not occur between the CFD and the SPH solver.

9. The CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method according to claim 1, wherein the step S5 is specifically as follows:

10. The CFD-FEM-SPH four-way coupled carrier-liquid ship hydro-elastic response simulation method as claimed in claim 2, wherein the CFD solver specifically adopts OpenFOAM software, the FEM solver specifically adopts deal.II software, and the SPH solver specifically adopts DualSPHysics software;

the precCE software is adopted as a coupling platform.