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sloshing
Xu Li a,b, Tao Zhang a,b, YongOu Zhang a,b, YaXing Wang c
School of Naval Architecture and Ocean Engineering, Huazhong University of Science and Technology, Wuhan 430074, China
Hubei Key Laboratory of Naval Architecture and Ocean Engineering Hydrodynamics, Huazhong University of Science and
Technology, Wuhan 430074, China
c
School of Engineering, The University of Liverpool, Brownlow Hill, Liverpool L69 3GH, U.K.
E-mail address: lixu199123@gmail.com (X. Li), zhangt7666@mail.hust.edu.cn (Tao Zhang),
b
NOMENCLATURE
A
B
C ( )
wave amplitude
characteristic breadth of free surface in tank
damping matrix of ship body
K 44
adjustment of hydrostatic restoring stiffness of ship
body in the 4th - 4th degree of freedom
second moment of inner-tank free surface with respect
Is
to the axis of rotational motion
mass matrix of ship body
M
M a ( ) added mass matrix of ship body
si ( z )
sine integral
V liquid
INTRODUCTION
I.
MATHEMATICAL FORMULATION
A. Ship Motion
Potential theory is an effective approach to calculate ship
motion in induced waves. In potential theory, fluid is assumed
as irrotational and inviscid flow, so velocity potential can be
used to represent the entire flow field as shown in (1).
2 = 0
(1)
=0
on the bottom
L=
(2)
z= d
2
B
n
(10)
=0
1
+ ( i ) + gz z= = 0
t 2
Equation (9) and (10) are substituted into (8), then the
natural frequency of tank for each mode is obtained:
+u +
t
x
y z
z=
cosh kd
3
cosh 2k ( z + d ) i ( 2 kxcos + 2 kysin 2 t )
( 2) = Re A2
e
sinh 4 kd
8
n
nh
n = g tanh
B
B
(5)
M + M a ( ) + C ( ) + K = Fw ( ) + Fs ( )
(6)
(8)
k=
2
L
(9)
(12)
Fs ( ) = M as ( ) + Cs ( ) + K s
(13)
M + C + K = Fw ( t )
(11)
(14)
(M
44
+ M 44a () ) K 44
(15)
*
M + M a ( ) M as ( ) + C ( ) + C44
( ) + C s ( )
+ K K s = Fw ( )
as:
(16)
Rij ( t ) =
= Re { j eit }
it
Fw = Re { Fwj e }
j = 1, 2,3, 4,5, 6
(17)
j = 1, 2,3, 4,5, 6
+ K K s j = Fwj
(18)
2
Cij ( ) cos ( t )d + ij ( t )
0
where
2
Cij ( ) cos ( t )d
cos ( t )
2
d
Rij ( 0 )
cos ( t ) + tsi ( t )
2
= Rij ( 0 )
ij ( t ) =
(24)
si ( z ) =
z
j
1
1
1
FRij( ) = Re j e it
j dS = Re M ija (j ) + Cij (j ) (19)
n
(23)
sin t
dt
t
(25)
R ( t ) ( ) d
ij
(20)
(a)
Rij ( t ) =
sin(t )
dt
(21)
2
Cij ( ) cos ( )d
0
(22)
(b)
Fig. 1. Effects of cut off frequency and truncation error on heave-heave
retardation function (L: ship length)
(26)
(27)
K 44
= K 44 K 44
(28)
= gVliquid LGg
K 44
(29)
where
LGg =KG m Kg s
(30)
R ( t ) ( ) d + ( K K )
44
= Fext ( t ) + Fs ( t )
III.
(31)
NUMERICAL COMPUTATION
A. Simulation Procedure
In this paper, coupling problem between ship motion and
tank sloshing is solved both in frequency domain and time
domain. Fig. 3 illustrates the related programs are used to solve
these problems and the corresponding steps.
In frequency domain, the coupling between ship motion
and tank sloshing can be solved directly. In solving the time
domain equation, hydrodynamic coefficients and wave loads
are obtained by Hydrostar which is a hydrodynamic software
developed in Bureau Veritas. Then the radiation force is
obtained in time domain by using the IRF method. The liquid
Fig. 3. Flow chart of solving ship motion and tank sloshing coupling
(c)
Tank
filling
level
Element
number for
each tank
Transverse
mode
(rad/s)
18%
400
37%
56%
Longitudinal mode(rad/s)
Front tank
Rear tank
0.49
0.41
0.47
600
0.66
0.56
0.63
(d)
800
0.74
0.64
0.71
Fig. 6. Roll and pitch added mass, damping coefficients of the front tank
(a)
(b)
(a)
(b)
(c)
(a)
(d)
(b)
Fig. 7. Roll and pitch added mass, damping coefficients of the rear tank
(c)
(d)
Fig. 8. Comparison of roll RAOs of experimental and computational results at
different filling levels (beam sea)
(a)
(b)
CONCLUSIONS
(c)
(d)
Fig. 9. Comparison of pitch RAOs of experimental and computational results
at different filling levels (head sea)
REFERENCES
[1]
[2]
[3]
[4]
(b)
[5]
[6]
[7]
[8]
[9]
[10]
(c)
[11]
[12]
[13]
[14]
[15]
[16]
(d)
Fig. 10. Comparison of roll RAOs of experimental and computational results
(frequency domain and time domain) at different filling levels (beam sea)
[23]
[24]
[25]
[26]