AME - 011 The 32nd Conference of The Mechanical Engineering Network of Thailand

3rd- 6th July 2018, Mukdahan

Estimation of Patrol Gunboat’s Hull Resistance

using Lattice Boltzmann Program: XFlow
Suttipong Paksuttipol1,* and Chairat Napasaksri1

1
Marine Engineering Department, Academic Branch, Royal Thai Naval Academy
204 Sukhumvit Road, Paknum, Muang Samut Prakan, Samut Prakan, 10270
*Corresponding Author: E-mail: suttipak@gmail.com, Telephone Number: 02-475-3864, Fax. Number: 02-394-6382

Abstract
A precise estimation of ship’s hull resistance yields the accurate required propulsive power leading to significantly
cost saving. In order to estimate the resistance in the design process, Computational Fluid Dynamics (CFD) methods are
extensively implemented. Conventional CFD methods are based on Navier-Stokes equations and consequently they require a
meshing process often resulting in resultant errors. Recently, particle-based CFD approaches, based on Lattice Boltzmann
Method (LBM), have been recognized as the alternative to surmount the drawback of a meshing process. In this study, the
performance of XFlow program, a CFD program using a particle-based kinetic solver based on LBM, is benchmarked in the
estimation of T991 patrol gunboat’s hull resistance at various ship’s speed. The XFlow results agree well with the experimental
ones with the errors within 5%.
Keywords: Ship Resistance; Patrol Gunboat; Particle Based; Lattice Boltzmann;

1. Introduction modelling is utilized and this offers the flexibility of

A precise estimation of ship’s hull resistance can
indicate the accurate required propulsive power leading to
optimal fuel consumption and eventually reduced operating
cost. If hull resistance is over-estimated, unnecessary power
is included in the consideration of propulsive engines. As a
result, redundantly-high fuel consumption can be observed.
On the other hand, an under-estimation of hull resistance
can cause ship’s speed lower than the designed one. This
comes up with scheduling conflicts for cargo ships and
strategy issues for naval practice. To avoid these problems,
an increase in speed can be considered. However, the
speed increase typically triggers a penalty of fuel
consumption. Therefore, an accuracy of hull resistance
estimation is very significant for ship design.
In the ship design process, a number of approaches has
been introduced to estimate hull resistance. A towing tank
test is an effective approach to predict the resistance due to
the results of sea trails. Nevertheless, this approach requires
an expensive cost and depends on the availability of test
facilities. Consequently, a towing tank test is not appropriate
during the design process where hull geometry is supposed
to change continuously. As a result, this approach is
normally used as the hull geometry is finalized.
Computational Fluid Dynamics or CFD is a practical
approach to estimate hull resistance during the design
process. CFD handles well with geometry changes. It does
not require a real ship model for analysis. Instead, graphic
dimension changes. Furthermore, the cost of CFD is less
expensive than that of a towing tank test for the
consideration of multiple uses. In order to find the optimal
ship plan, various hull geometries are considered and each
geometry needs to be analyzed. As a result, the capability
of multiple uses with budget cost is very useful in the
design process. These characteristics make this approach
become a powerful tool in the estimation of ship’s hull
resistance
An accuracy of CFD depends on fundamental
equations or approaches. Conventional CFD methods
typically involve finite element or finite volume applied to
Navier-Stokes equations which are governed by the general
conservation of mass, momentum and energy. Even though
a number of these CFD methods have been dramatically
developed for many years, their primary drawbacks due to a
messing process such as the uncertainties of results, the
requirement of high computational time and the difficulty in
the analyses of complex geometries are still found.
For two decades, particle-based CFD methods have
been extensively developed and now they become
common in use for the analyses of engineering problems.
Particle-based CFD methods generally uses Lattice
Boltzmann Method or LBM to solve the problems. LBM
involves the micro-dynamics of factitious particles by using
simplified kinetic models. This offers outstanding
characteristics to the LBM-based methods such as the
AME - 011 The 32nd Conference of The Mechanical Engineering Network of Thailand
obvious illustration of streaming and collision processes of
simulated fluid particles, the simple algorithm structure, the
uncomplicated application of boundary conditions [1].
Importantly, the LBM-based methods do not require a
messing process. As a result, these methods can overcome
the drawbacks of conventional CFD methods.
XFlow program uses a particle-based solver based on
LBM for the engineering analyses. Consequently, there is no
messing process in the Xflow calculation and this can
reduce errors in the results. The performance of XFlow to
solve engineering problems have been observed. Holmann
et al. [2] examined the performance of XFlow with two
engineering benchmarks: the drag coefficient of Ahmed
model, a classic automotive model, and that of NASA
trapezoidal wing. The benchmark results presents the good
agreement with the experimental data. Mier-Torrecilla et al.
[3] implemented the XFlow program to calculate the
resultant load coefficients of the wind over the solar
collector at different angles. The differences between the
XFlow results and the experimental ones are found to be
within 10%. Cogan [4] conducted the validation of XFlow
program through the Ahmed body for the aerodynamic
design and development of an urban vehicle. The validation
results is very satisfactory. In addition, it was noted that
XFlow program is simpler and more efficient than the other
CFD program based on Navier-Stokes equations. Men et al.
[5] compared the XFlow results with the experimental ones
in the study of CO concentration distributions of a vehicular
exhaust plume in the idling condition. The comparison
shows a good agreement between both results. Thibault et
al. [6] employed the XFlow program to simulate a quad-
rotor UAV with all four rotors in motion. It is found that the
XFlow program can offer the reduction of man-hours and
computation time required.
The former benchmarks and validations show the
excellent potential of XFlow program to solve various
engineering problems, especially the analyses of air flow.
Therefore, the present study presents the efficacy of XFlow
in the analysis of water flow. In this study, XFlow program is
used to analyze the resistance of a patrol gunboat’s hull.
The XFlow results is eventually compared with the
experimental data to assess its performance.
2. Numerical Methodology
This study employs XFlow program to estimate the
resistance of a patrol gunboat’s hull. XFlow program comes
with two exclusive features: Lattice Boltzmann Method and
Large Eddy Method.
2.1 Lattice Boltzmann Method
Lattice Boltzmann Method or LBM is developed from
Lattice Gas Automata with Boltzmann’s transport equation.
3rd- 6th July 2018, Mukdahan
2.1.1 Lattice Gas Automata
Lattice Gas Automata (LGA) is a simple scheme to
model the behavior of gases. The primary conception of
LGA is that particles with specific velocities ( ei , i = 1,..., b )
move in the d -dimensional lattice at discrete time
( t = 0,1, 2,... ) and collide with specific rules to satisfy the
conservation of mass and linear momentum. For example,
the simplest LGA model is a HPP model, presented by
Hardy, Pomeau and de Pazzis, where the particles propagate
through a two-dimensional square lattice with four
directions ( d = 2, b = 4 ). At instant t , the state of an
element of the lattice is demonstrated by the occupation
number ni (r , t ) where r is denoted as a position in the
lattice. For instance, if the value of ni is 1, there will be the
presence of particles which move in the i direction. On the
other hand, if ni is equal to zero, the absence of particles
moving in the i direction will be presented. The evolution
of this scheme is governed by the stream and collide
equation shown as Equation (1).
ni (r + ei .t , t + t ) = ni (r , t ) + i (n1 ,..., nb )
(1)
where i is the collision operator
t is the time difference
The collision operator is used to compute a post-
collision state satisfying the conservation of mass and linear
momentum. If i = 0 , only streaming operation will be
observed.
In the consideration of statistical matter, the system
consists of a tremendous number of elements
macroscopically equivalent to fluid in engineering problems.
The macroscopic density and linear momentum can be
executed with Equation (2) and (3) respectively.
1 b
 =  ni (2)
b i =1
1 b
 =  ni ei (3)
b i =1
where  is macroscopic density
 is macroscopic linear momentum
2.1.2 Boltzmann’s Transport Equation
Boltzmann’s transport equation is defined as follows:
fi (r + ei .t , t + t ) = fi (r , t ) + iB ( f1 ,..., fb )
(4)
where f i is the distribution function in the direction
i
AME - 011 The 32nd Conference of The Mechanical Engineering Network of Thailand
3rd- 6th July 2018, Mukdahan

iB is the collision operator parameters of each model require to be empirically

With means of the Chapman-Enskog expansion, amended.
Equation (4) can retrieve Navier-Stokes equations. The major Large Eddy Simulation (LES) is an alternative approach
benefit of this approach is their great affinity with computers to model the turbulence. In this approach, turbulence is
leading to easy programming and high efficiency. solved in a local matter. In other words, turbulence at the
2.1.3 Lattice Boltzmann Method smallest scales is solely modeled. In LES, an additional
In the LGA schemes, discrete numbers are used to viscosity, called turbulence eddy viscosity, is suggested to
represent the state of the elements in the lattice. On the model the subgrid turbulence. The turbulence eddy
other hand, the Lattice Boltzmann Method (LBM) employs viscosity is defined as Equation (8) – (11).
(G G ) d d 3/2
statistical distribution functions with real variables under the  
conservation of mass, linear momentum and energy. It is  t =  2f (8)
( S S ) + (G  G )
5/2 d d 5/4
found that if the collision operator in LBM is simplified by  
the Bhatnagar-Gross-Krook (BGK) approximation, the resulting g + g 
scheme establish the hydrodynamic regime for low Mach S = (9)
numbers. This operator is expressed as follows. 2
1 2 1
1
iBGK = ( fi eq − fi ) (5)
d
G =
2
( g + g 
2
) −  g2
3
(10)

u
where fi eq is the local equilibrium function g =  (11)
x
 is the relaxation characteristic time
The local equilibrium distribution function is defined as where vt is turbulence eddy viscosity
follows.  f is the filter scale
 e u u u e e  S is the strain rate tensor of the resolved
fi eq =  wi 1 + i 2  +  2  i 2i −   
 cs 2cs  cs  scales
(6)
3. Methodology
where wi is the weighting constant In this study, the performance of the XFlow program,
u is the macroscopic velocity the CFD program based on LBM and LES, is benchmarked
cs is the sound speed against the experimental results in the analysis of ship hull’s
 is the Kronecker dalta resistance. The T991 patrol gunboat, the first one in T991-
In Equation (6),  and  are denoted as the spatial class, is considered in this analysis. The model of T991
components for the vectors. patrol gunboat was proceeded in the towing tank test at
With the multiscale Chapman-Enskog expansion, the Hamburg Ship Model Basin, HSVA. The test results are
relation between the relaxation characteristic time and the provided by Mechanical and Marine Design Division,
macroscopic viscosity are presented as Equation (7). Engineering Planning Department, Royal Thai Naval Dockyard.
The test is then simulated in the XFlow program in order to
 = cs2 ( − 0.5) (7)
obtain the simulation results for the benchmark. The setting
where  is the macroscopic viscosity of the XFlow program is offered below.
2.2. Large Eddy Method 3.1 Patrol Gunboat
For the conventional CFD methods based on Navier- A patrol gunboat yields a great deal of strategic
Stokes equations, a Reynolds-Averaged Navier-Stokes (RANS) benefits to Royal Thai Navy. The T991 patrol gunboat is
approach is used to model the turbulence in a global designed and built by Royal Thai Naval Dockyard. The figure
matter. In this approach, values averaged in time is of the T991 model is illustrated as Fig.1 with the
calculated. Consequently, this approach gets rid of the time characteristics shown in Table 1.
dependence of the solution. Even through the calculation
of averaged results requires less computational cost, new
terms present in Navier-Stokes equations resulting in the
requirement of new transport equations. In addition, a
variety of RANS models have been introduced. It is found
that each one is suitable for a specific problem and the
AME - 011 The 32nd Conference of The Mechanical Engineering Network of Thailand
3rd- 6th July 2018, Mukdahan

accuracy of the XFlow program in the analysis of ship’s hull

resistance.
4.1 Resolved-Scale Selection
In the XFlow calculation, there are three types of
resolved scales: far field resolved scale, target resolved
scale and wake resolution. The far field resolved scale is the
Fig. 1 T991 patrol gunboat model spatial resolution of fluid which is far from the model. This
resolved scale directly influences on the computational
time. As a result, the far field resolved scale is fixed as 0.5
3.2 XFlow Setting meters to restrict time consuming.
A water channel is generated in the XFlow program by The other resolved scales are subject to change in this
setting the flow model of free surface with external analysis. study. The target resolved scale is the spatial resolution of
The water channel is of 45-meter length, 12-meter width the regions close to the model, while the wake resolution is
and 6-meter height. The water channel’s ground wall is that of wake areas. In the XFlow program, there is an option
defined with a free-slip condition where the normal of adaptive refinement. If this option is executed, the wake
component of the fluid velocity at the wall and the wall is dynamically refined at the given wake resolution. The
shear stress are set to zero resulting in the symmetrical criteria of wake refinement depends on the level of vorticity.
reflection of the fluid. In this analysis, the T991 model In other words, XFlow dynamically refines the regions of
behaves like rigid body dynamics and can move only in high vorticity indicating wake regions.
heaving and pitching motions. The model’s weight is In the XFlow program, there is a rule of these resolved
included in the calculation. The density of fluid is equal to scales which is as follows: Far Field Resolved Scale  Wake
998.3 kg.m-3 which is the density of water at 15 C. A wall- Resolution  Target Resolved Scale. Furthermore, because
adapting local eddy model is used as the turbulence model. of the lattice structure, each level of resolved scales is haft
It is noted that the analysis is assumed to be isothermal. size of the upper one. For instance, if the far field resolved
scale is set to x , for finer resolution levels (wake resolution
Table. 1 Characteristics of the T991 patrol gunboat and target resolved scale) the resolution should
Characteristics Ship Scale Model Scale be: x / (2 ^ n) where n is a positive integer. Moreover, for
1. Length Ratio (-) 1 7.844 easy implementation, both wake resolution and target
2. Length (m) 34.88 4.4467 resolved scale are set to be the same. The values of these
3. Breadth (m) 5.91 0.7534 resolved scales used in this study are summed up in Table 2.
4. Draft (m) 1.813 0.2311
5. Displacement (tonne) 180.59 0.3742 Table. 2 The resolved scales in the analysis of hull
6. Center of Gravity (m) 2.51 0.3198 resistance
7. Center of Buoyancy (m) 3.39% aft of length Far Field Wake Target Number of
Resolved Resolution Resolved Elements
4. Results Scale (m) (m) Scale (m)
In order to receive the proper results, the appropriate 0.5 0.0625 0.0625 1,335,130
resolved scales of the XFlow program in the analysis of 0.5 0.03125 0.03125 4,547,488
T991 patrol gunboat’s hull resistance are required to be 0.5 0.015625 0.015625 18,290,128
determined at first. As the appropriate resolved scales are
obtained, the estimation of the hull resistance by the XFlow
program is performed. The simulation results is then
compared to the experimental results to evaluate the
AME - 011 The 32nd Conference of The Mechanical Engineering Network of Thailand
3rd- 6th July 2018, Mukdahan

As presented in Table 2, wake resolution and target model as well as the water level. Finally, the far-field
resolved scale start at 0.0625 meters and then is reduced resolved scale is represented by the blue dots. It is noted
with the condition of x / (2 ^ n) . The last column shows that the XFlow program has a function of adaptive
the number of elements needed to be computed for each refinement. This function is to dynamically refine the target

Fig. 3 Initial domain structure of the patrol gunboat’s hull resistance analysis in XFlow program
level of resolved scales. The smaller wake solution and
target resolved scale are, the rapidly higher number of
elements are.
In this study, the velocity of the model is 4.959 m/s
corresponding to the designed speed of the ship. The
results of this study are demonstrated as Fig. 2. It is found
that the XFlow results converge to the experiment result as
the number of elements increases. In addition, at the
element number of 18,290,128, the error between the
XFlow result and the experiment one is about 3 % which is
considerably low. As a result, the far field resolved scale of
0.5 meters and the wake resolution and the target resolved
scale of 0.015625 meters are implemented in the estimation
of the hull resistance.
resolved scales to the geometry’s motion and refine the
wake resolution to the level of vorticity. This function can
offer more accuracy of results. Therefore, this function is on
in this analysis.
4.2. Estimation of Patrol Gunboat’s Hull Resistance
As the appropriate resolved scales are obtained, the
hull resistance of T991 patrol gunboat’s model is estimated
at three velocities: 3.674 m/s, 4.959 m/s and 5.878 m/s
corresponding to the Froude number of 0.56, 0.75 and 0.89
respectively. The XFlow results are presented in Fig. 4. It is
noted that the XFlow results are time-averaged and
calculated without the results in the transient region.

Fig. 4 the relationship between the hull resistance and the

Fig. 2 The relationship between the hull resistance and the
number of elements
The initial domain structure of the analysis of patrol
gunboat’s hull resistance in the XFlow program is shown in
Fig.3. The ship model is presented in yellow. The red dots
represent the resolved scale of wake resolution along the
water level. The target resolved scale is illustrated by the
green dots. As can be seen, the target resolved scale is
generated
near the ship
model’s velocities
As can be seen in Fig. 4, the XFlow results agree well
with the results of the towing tank test. The maximum error
in this study is found to be approximately 4%. The errors
tends to become higher as the ship’s velocities increases.
Besides, in the consideration of this velocity range, the
XFlow program mostly over-estimate the resistance in the

Fig. 5 Final domain structure of the patrol gunboat’s hull resistance analysis in XFlow program
AME - 011 The 32nd Conference of The Mechanical Engineering Network of Thailand
3rd- 6th July 2018, Mukdahan

comparison with the experimental resistance. However, it [6] Thibault S.E., Holman D., Trapani G. and Garcia S. (2017).
provide under-estimated results at the beginning of this CFD Simulation of a Quad-Rotor UAV with Rotors in Motion
velocity range. Overall, the resistance predicted by the Explicitly Modeled Using an LBM Approach with Adaptive
XFlow program agree well with the results of the towing Refinement, 55th AIAA Aerospace Sciences Meeting.
tank test.
The final initial domain structure of patrol gunboat’s
hull resistance analysis is demonstrated in Fig. 5. It is found
that the region of the target resolved scales is expanded as
well as the far-field resolved scale to increase the accuracy
of the results.

5. Conclusion
XFlow program is a program based on Lattice
Boltzmann Method and this makes the errors due to a
messing process, a common in conventional CFD methods,
removed. With Large Eddy Method, the computational cost
can be considerably reduced. In this study, the performance
of the XFlow program is evaluated in the analysis of ship’s
hull resistance. The T991 patrol gunboat is considered with
the experimental results. The XFlow results are very close
to the experimental ones. Therefore, the XFlow program is
very useful to estimate ship’s resistance.

6. Acknowledgement
We would like to thank Marine Engineering Department,
Academic Branch, Royal Thai Naval Academy for XFlow
program and thank Mechanical and Marine Design Division,
Engineering Planning Department, Royal Thai Naval Dockyard.

7. References
[1] Guo, Z. and Shu C, (2013). Lattice Boltzmann Method
and Its Applications in Engineering, World Scientific
Publishing, Singapore.
[2] Holmann D.M., Ruddy M.B. and Zaki A. (2012). Solution to
Industry Benchmark Problems with the Lattice Boltzmann
Code XFlow, Proceeding in the European Congress on
Computational Methods in Applied Sciences and
Engineering (ECCOMAS), September 2012.
[3] Mier-Torrecilla M., Herrera E. and Doblare M. (2014).
Numerical Calculation of Wind Loads over Solar Collector,
Energy Procedia, vol. 49, January 2014, pp. 163-173.
[4] Cogan D. (2016). The Aerodynamic Design and
Development of an Urban Concept Vehicle through CFD
analysis, Dissertation, Cape Peninsula University of
Technology.
[5] Men Y., Lai Y., Dong S., Du X. and Liu Y. (2017). Research
on CO Dispersion of a Vehicular Exhaust Plume using Lattice
Boltzmann Method and Large Eddy Simulation,
Transportation Research Part D, vol. 52, March 2017, pp.
202-214.