The modelling of wave-structure interaction (WSI) has significant applications in understanding natural processes as well as securing the safety and efficiency of marine engineering. Based on the technique of Computational Fluid Dynamics (CFD) and the open-source simulation framework - OpenFOAM, this paper provides a state-of-the-art review of WSI modelling methods. The review categorises WSI scenarios and suggests their suitable computational approaches, concerning a rigid, deformable or porous structure in regular, irregular, non-breaking or breaking waves. Extensions of WSI modelling for wave-structure-seabed interactions and various wave energy converters are also introduced. As a result, the present review aims to help understand the CFD modelling of WSI and guide the use of OpenFOAM for target WSI problems.

We consider the water entry of horizontal cylinders with vertical impact velocity, either kept constant or freely falling, without and with spin, into quiescent water under the effect of gravity. We focus on the flow and cavity forming stages with non-dimensional submergence time $t$ , Froude numbers $Fr$ , spin ratios $\unicode[STIX]{x1D6FC}$ and mass ratios $m$ , all of $O(1)$ . We develop numerical simulations using a modified smoothed particle hydrodynamics method to obtain predictions for the impact kinematics and dynamics. These are in detailed agreement with available experiments. We elucidate the evolutions of the free surface, contact point positions, flow field, forces and trajectories and their dependence on $Fr$ , $\unicode[STIX]{x1D6FC}$ and $m$ . We define and quantify the contact point location $\unicode[STIX]{x1D703}(t)$ as a function of $Fr$ , clarifying the qualitative difference between sub- and supercritical $Fr$ and the observed absence of air-entrained trailing cavities at low $Fr$ . By subtracting the buoyancy associated with $\unicode[STIX]{x1D703}(t)$ , we show that, unlike the total drag, the remaining dynamic components are qualitatively similar for all $Fr$ . For a freely falling cylinder, we show that the total drag can be predicted from the constant velocity case with the same instantaneous velocity, providing a simple way to predict its trajectory based on the latter. The presence of spin results in lift, even when the asymmetry in $\unicode[STIX]{x1D703}$ is small. For fixed $\unicode[STIX]{x1D6FC}$ , lift increases with subcritical $Fr$ . For a freely falling cylinder, the lateral motion causes an appreciable asymmetry in $\unicode[STIX]{x1D703}$ and a reduction in lift.

The safety of underwater operation depends on the accuracy of its speed logs which depends on the location of its probe and the calibration thoroughness. Thus, probes are placed in areas where the flow of water is smooth, continuous, without high velocity gradients, air bubbles, or vortical structures. In the present work, the flow around two different submarines is numerically described in deep-water and near-surface conditions to identify hull zones where probes could be installed. First, the numerical setup of a multiphase solver supplied with OpenFOAM v7 was verified and validated using the DARPA SUBOFF-5470 submarine at scaled model including the hull and sail configuration at $H/D=5.4$ and $Fr=0.466$. Later, the grid sensitivity of the resistance was assessed for the full-scale Type 209/1300 submarine at $H/D=0.347$ and $Fr=0.194$. Free-surface effect on resistance and flow characteristics was evaluated by comparing different operational conditions. Results shows that the bow and near free-surface regions should be avoided due to high flow velocity gradient, pressure fluctuations, and large turbulent vortical structures. Moreover, free-surface effect is stronger close to the bow nose. In conclusion, the probe could be installed in the acceleration region where the local flow velocity is $15\%$ higher than the navigation speed at surface condition. A 4% correction factor should be applied to the probe readings to compensate free-surface effect.

In the present study, numerical resistance predictions using OpenFOAM were performed considering the Cormorant Evolution Catamaran, which provides travel services in the Galapagos Islands. These predictions were compared with experimental data published by Chávez and Lucín [1] and with systematic series [2].Simulations were made at model scale of 2 [m] in two load conditions, considering demi and twin hull (s=0.56 [m]) configurations. A mesh convergence study was performed with 3 different meshes for V=1.05 [m/s] at Light Condition (T=0.086 [m]). The converged mesh, with 1 million of cells approximately, has the lower standard deviation and a 5% error when compared to its experimental value of 1.79 [N]. The errors between the experimental data and the numerical simulations for demi hull configuration were 43% and 36% for Light and Full conditions, respectively. Besides, for twin hull configuration the errors were around 14% and 32% for Light and Full conditions, respectively.