Engine Room Ventilation System of a Ship CFD Simulation
In this project, the ventilation system of a ship’s engine room is investigated.
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Introduction to Ship’s Engine Room Ventilation System
On ships, the power needed to start compressors, pumps, fans, etc. are all supplied by electric motors. The engine room occupies the largest part of the space allocated to the various parts inside the ship. Due to the accumulation of all these machines in this space, it is necessary to study how heat is transferred in this space. Optimal design of air conditioning system to supply combustion air inside equipment and regulate temperature and humidity inside this space, is one of the most important points in the design of engine rooms and ship building. Engineers and researchers have always tried to optimize the design of the air conditioning system for the ships by presenting new methods. Simulation and analysis of the ventilation system related to the ship’s engine room can be a great help to better explore new and innovative methods.
In this project, the ventilation system of a ship’s engine room is investigated. This room consists of an air inlet (mass-flow type, 35 Kg/s) and two pressure outlets. The diesel engines and motors generate heat (12500 an 8333.333 W/m3 respectively) while working, the injected air (300 K) has the responsibility of cooling the engine room and lowering the temperature of engines and motors. Standard model with the use of standard wall functions is applied for solving the turbulent flow and energy model is also activated.
Engine Room Geometry & Mesh
The geometry for analyzing this simulation consists of a room in which two motors and four diesel engines exist. Geometry is designed in ANSYS design modeler® and is meshed in ANSYS meshing®. The mesh type used for this geometry is unstructured and the element number is 706053.
CFD Simulation Settings
The key assumptions considered in this project are:
- Simulation is done using pressure-based solver.
- The present simulation and its results are considered to be steady and do not change as a function time.
- The effect of gravity has been taken into account and is equal to -9.81 m/s2 in Y direction.
The applied settings are summarized in the following table.
|near wall treatment||standard wall function|
|(engine room)||Cell zone conditions|
|Diesel engines||Source term||12500 W/m3|
|Motors||Source term||8333.333 W/m3|
|(engine room)||Boundary conditions|
|Turbulent intensity||5 %|
|wall motion||stationary wall|
|(engine room)||Solution Methods|
|Spatial discretization||pressure||second order|
|energy||second order upwind|
|momentum||second order upwind|
|turbulent kinetic energy||first order upwind|
|turbulent dissipation rate||first order upwind|
|gauge pressure||0 Pa|
|velocity (x,y,z)||(0,0, -44.08163) m/s|
|Turbulent kinetic energy||7.286964 m2/s2|
|Turbulent dissipation rate||32716.32 m2/s3|
The contours of pressure, temperature, velocity, streamlines and velocity vectors are presented.
There is a mesh file in this product. By the way, the Training File presents how to solve the problem and extract all desired results.