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Numerical analysis of ship motion coupled with tank

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

zhangyo1989@gmail.com (Y. O. Zhang).


Abstract The effects of tank sloshing are usually ignored or
linearized in ship motion analysis. Recent studies show that the
nonlinearity caused by the coupling of tank sloshing and ship
motion can be significant in a certain frequency range. The tank
sloshing can be excited by the ship motion, at the same time, the
tank sloshing induces an impact load on the tank wall, which has
a significant influence on the ship motion. In this paper, a time
domain equation has been built to obtain the results of coupling
effects which is more accurate than the results obtained from the
frequency domain equation considering the effects of damping.
In solving of the time domain equation, hydrodynamic
coefficients and wave loads are obtained by a program Hydrostar
which is based on the potential theory in frequency domain. The
radiation force is integrated in time domain by using impulse
response function (IRF) approach. The liquid motion in the tank
is simulated in time domain by computational fluid dynamics
(CFD) program which has high accuracy in simulating tank
sloshing. The tank sloshing force and moment computed by CFD
program based on volume of fluid (VOF) method are then
applied as an external force of the ship motion. The simulated
results of ship motion are in turn used as the excitation of tank
sloshing and repeated by ensuing time steps. This time domain
method is accurate in solving coupling effects of ship motion and
tank sloshing, because it combines the advantages of potential
flow theory and viscous flow theory. The response amplitude
operator (RAO) of ship motion of computation and experiment is
proved in good agreement.
Keywordsnonlinearity; tank sloshing; time domain; RAO

NOMENCLATURE

A
B
C ( )

wave amplitude
characteristic breadth of free surface in tank
damping matrix of ship body

Cs ( ) damping matrix of sloshing fluid

C44 ( ) damping of ship body in the 4th - 4th degree of


freedom
*
C44
( ) modified damping of ship body in the 4th - 4th degree
of freedom
Cij
wave damping coefficient of ship body in the
ith - jth degree of freedom
water depth
d

978-1-4799-3646-5/14/$31.00 2014 IEEE

Fw ( ) wave exciting force vector on the ship body


Fs ( ) sloshing-induced force vector

Fext ( t ) external force on the surface of ship hull excited by


waves and hydrodynamic reactions
Fsa ( t ) sloshing-induced force on the tank wall
Fs ( t )

hydrostatic and hydrodynamic force induced by fluid


motion in tank
g
acceleration of gravity
vertical distance from free surface to tank bottom
h
hydrostatic restoring stiffness matrix
K
reduction of hydrostatic restoring stiffness matrix
Ks
wave number
k
K 44
hydrostatic restoring stiffness of ship body in the
4th - 4th degree of freedom
*
K 44
modified hydrostatic restoring stiffness of ship body
in the 4th - 4th degree of freedom

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

M s ( ) mass matrix of inner-tank fluid

M as ( ) added mass matrix of sloshing fluid


M ija

added mass of ship body in the ith - jth degree of


freedom
M ija ( ) added mass of ship body in the ith - jth degree of
freedom in infinite frequency
n
number of frequency order
Rij ( t ) retardation function in the ith - jth degree of freedom

si ( z )

sine integral

V liquid

volume of liquid in tank


velocity potential
free surface elevation
incident wave angle

This is a DRAFT. As such it may not be cited in other works.


The citable Proceedings of the Conference will be published in
IEEE Xplore shortly after the conclusion of the conference.

density of inner-tank fluid


damping ratio
value of the nth -order frequency

theoretical and numerical results. Kim [8], Gaillarde et al. [12],


Molin et al. [2], Clauss et al. [13] and Li et al. [14] carried out
a series of model tests to investigate the effects of tank sloshing
on the ship motion.

INTRODUCTION

There are many studies on sloshing-induced loads recently.


Many numerical and theoretical methods have been proposed
to solve sloshing problem. Faltinsen [15] and Faltinsen et al.
[16] proposed a discrete infinite-dimensional modal system to
describe nonlinear sloshing problem. Kim [17] used a finite
difference method to simulate the sloshing flows in the twoand three-dimensional liquid containers. Kim et al. [18]
proposed a new two-dimensional finite-element method based
on the stream-function theory to analyze the sloshing pressure
in time and space. Kim et al. [19] developed a threedimensional finite-element program to investigate the sloshinginduced loads by an LNG tank and compared their results with
the test data and the results calculated by Faltinsen and
Timokha [20] based on modal theory. Kim et al. [21] used a
finite difference method to simulate violent sloshing flows and
impact occurrence in two- and three-dimensional prismatic
tanks and then the computational results for two-dimensional
tanks are compared with available experimental data and the
results for three-dimensional. Loots et al. [22] developed an
improved volume of fluid (iVOF) method to calculate sloshing
impact loads and the results are compared with sloshing test
data. Lee et al. [23] carried out a series of parametric
sensitivity studies on unmatched dimensionless scale
parameters by using a computational fluid dynamics (CFD)
program. Landrini et al. [24], Colagrossi et al. [25] and Zhu et
al. [26] investigated the sloshing problem in two-dimensional
model based on the smoothed particle hydrodynamics (SPH)
method.

I.

With the development of liquid cargo carrier, like Liquefied


Natural Gas (LNG) Floating Production Storage and
Offloading (FPSO) and Floating Liquefied Natural Gas
(FLNG), the effects of free surface and sloshing inside the tank
on the ships motion are of great concern. Besides, the
coupling effects become more and more crucial as the size of
ship increases with market demand.
In the past, tank sloshing in the coupling problem is
simplified as a free-surface problem or a mass-spring model,
which could obtain enough accuracy in a limited field. In
recent decades, many studies have been carried out in a larger
field for solving this problem, which can be mainly
summarized into two categories: the study in frequency domain
based on the linear potential flow theory and the study in time
domain based on the nonlinear vicious flow theory. Molin et al.
[1, 2], Malenica et al. [3] and Newman [4] had investigated the
coupling of ship motion and sloshing by assuming linear
sloshing flow in frequency domain. The assumption of linear
ship motion is necessary and reasonable in the coupling
analysis according to past studies. However, the assumption of
linear sloshing flow is not reasonable when the viscous force of
tank sloshing is much greater than the inertia force. Recently,
research on ship motion in time domain has been used
frequently, especially an impulse response function (IRF)
method has been used to investigate the ship motion in time
domain. Cummins [5] developed the IRF approach to
transform frequency domain solutions to time domain. Kim et
al. [6] extended this approach to analyze the coupling problem
of ship motion with tank sloshing and a good agreement was
reported between experimental data and simulation results.
Rognebakke and Faltinsen [7] investigated two-dimensional
experiments of the hull section containing tanks filled with
different levels of water swayed by regular waves. The model
was simulated using both linear and nonlinear sloshing model
and a good agreement was found between calculation results
and experimental data. Kim [8] used three-dimensional finitedifference method to simulate sloshing flow and used timedomain panel method to obtain the ship motion. Then these
two methods are combined to simulate the coupling problem of
ship motion and tank sloshing. Lee et al. [9] investigated the
coupling problem of ship motion and tank sloshing with a new
time domain simulation scheme. Seung [10] developed a 3D
time domain potential-viscous hybrid method. Time domain
codes CHARM3D and ABSLO3D have been developed to
solve the coupling problem of ship motion and sloshing. In the
study by Seung and Kim [11], wave, wind, current, fender,
hawser and mooring as well as hydrodynamic interaction
between Liquefied Natural Gas Carrier (LNGC) and Floating
Terminal (FT) which was arranged side-by-side were
considered.
Experiments have always been one of the most effective
methods to investigate the coupling effects of tank sloshing and
ship motion. Model test results are usually used to verify the

In this paper, IRF approach and CFD program for tank


sloshing simulation are used to calculate the coupling effects of
ship motion and tank sloshing. A time domain equation is built
to obtain the results of coupling effects which is more accurate
than the results obtained from the frequency domain equation
considering the effects of damping. In the computation, value
of the damping ratio is confirmed by comparing the simulation
results with experimental data. Finally, response amplitude
operators (RAOs) of the ship coupled with tank at different
filling levels is obtained both in time domain and frequency
domain.
II.

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)

Boundary value problem (BVP) is one of the most used


approaches to solve velocity potential. Three of boundary
conditions should be defined to solve (1), which are bottom

boundary condition, dynamic and kinematic boundary


condition of the free surface, namely:

=0

on the bottom

Relation between wave length and the characteristic


breadth of free surface is:

L=

(2)

z= d

2
B
n

(10)

=0

on the free surface (3)

where B represents the characteristic breadth of free surface.


The characteristic breadth of free surface represents the breadth
of tank for transverse mode and the length of tank for
longitudinal mode at the free surface.

1
+ ( i ) + gz z= = 0
t 2

on the free surface (4)

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=

It is difficult to solve velocity potential directly with these


boundary conditions due to the nonlinearity of dynamic and
kinematic boundary conditions. The most common approach to
obtain acceptable approximated solution is the perturbation
method, which assumes that the wave has small amplitude
compared with water depth and wave length. The first-order
and second-order velocity potential is obtained by using the
perturbation method, which can be written as follows:

igA cosh k ( z + d ) i ( kxcos+kysin t )


e
(1) = Re

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

C. Coupling Problem in Frequency Domain


When taking tank sloshing into account, the sloshinginduced loads should be added as the external excitation. The
equation of ship motion with inner-tank sloshing loads in six
degrees of freedom can be written as follows:

(5)
M + M a ( ) + C ( ) + K = Fw ( ) + Fs ( )

(6)

It is also difficult to solve the velocity potential of entire


flow field directly considering the complex surface of ship
hull. Velocity potential is divided into the incident potential,
diffraction potential and radiation potential and solved
separately based on the diffraction and radiation theory. The
force on the ship caused by wave can be solved after the total
velocity potential obtained. The ship body is assumed as a rigid
body, so the ship motion equation can be written as follows:
(7)

B. Sloshing Natural Frequency


The natural frequency of tank with a water depth is derived
by the wave dispersion relation:
2 = kg tanh ( kh )

(8)

k is wave number which is related to wave length by:

k=

2
L

(9)

(12)

In (12), the mass matrix M includes the mass of fluid in


the tank. By ignoring the inertia force of tank, the sloshinginduced force is given by:

Fs ( ) = M as ( ) + Cs ( ) + K s

(13)

where K s is the reduction of restoring stiffness, which can be


written as follows:
K s = I s s g

M + C + K = Fw ( t )

(11)

(14)

For the roll motion, the effect of viscosity is important and


dominant, so it is necessary to revise the damping by adding
the linear equivalent damping coefficient:
*
C44
( ) = 2

(M

44

+ M 44a () ) K 44

(15)

where depends on the shape of ship hull, so it needs to be


discussed in the particular condition.
Equation (13) and (15) are substituted into (12), then the
modified coupling equation of ship motion and tank sloshing
can be written as:

*
M + M a ( ) M as ( ) + C ( ) + C44
( ) + C s ( )

+ K K s = Fw ( )
as:

(16)

Where a truncation error is inevitable because of the


integral of (22), which is calculated in a finite frequency range.
A special improvement from Kim [6] is carried out and the
retardation function can be rewritten as:

The motion and force vectors of ship body can be written

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

Equation (17) is substituted into (16), then the coupling


equation of motion in frequency domain can be rewritten as:
*
M + M a ( ) M as ( ) 2 + i C ( ) + C44
( ) + Cs ( )


+ K K s j = Fwj
(18)

D. IRF Approach for Ship Motion


According to radiation theory, the first-order radiation force
of ship body in frequency domain can be written as:

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)

where si ( z ) is the sine integral:

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)

Fig. 1 shows the effect of cut off frequency and truncation


error on heave-heave retardation function.

The added mass matrix and wave damping matrix are


symmetrical and are only related to the frequency of ship
motion.
All of the hydrodynamic coefficients like added mass and
damping coefficient are calculated in frequency domain, so the
corresponding forces need to be converted into time domain.
After derivation according to IRF approach, the first-order
radiation force can be rewritten as follows:
FRij( ) ( t ) = M ija ( ) j
1

R ( t ) ( ) d
ij

(20)

(a)

Where the convolution integral represents the memory


effects of the wave force on the ship hull. Retardation function
Rij ( t ) is related to the radiation damping in frequency domain.

The equations for M ija ( ) and Rij ( t ) are given by:

M ija ( ) = M ija ( ) + Rij ( t )


0

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)

E. Coupling Problem in Time Domain


When the tank sloshing load is considered, the force acted
on the ship body should be rewritten as follows:
F ( t ) = Fext ( t ) + Fsa ( t )

(26)

For calculation purposes, the inertia force should be


extracted from sloshing-induced force and moment.
Fsa ( t ) = Fs ( t ) + M s

(27)

Fig. 2. Modification of roll restoring stiffness

In the experiment, the displacement of FPSO remains the


same by adjusting ballast with different tank filling level.
Consequently, the vertical mass center changes with the tank
filling level and should be modified.
In Fig. 2, where G m represents the original mass center of
ship body and ballast, g s represents the mass center of innertank fluid.
The roll restoring stiffness can be modified as follows:
*

K 44
= K 44 K 44

(28)

= gVliquid LGg
K 44

(29)

where
LGg =KG m Kg s

(30)

Considering the above derivation and adjustment, the


coupling equation of ship motion and sloshing in time domain
can be written as:
M + M a ( ) M s +

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

motion in the tank is simulated in time domain by a CFD


program based on the VOF method which has already been
proved to be accurate in simulating tank sloshing. The tank
sloshing force and moment computed by CFD program are
then applied as an external force on the ship. The simulated
ship motion is in turn used as the excitation of tank sloshing.
B. FPSO Model
In this paper, an FPSO experiment carried out by MARINE
is simulated to investigate the coupling problem of ship motion
and tank sloshing. Fig. 4 shows the geometry of ship hull and
tanks. The length, breadth and draft of FPSO are 285.0m,
63.0m and 13.0m, respectively. The displacement volume of
FPSO is 220,017.6 m3. Fig. 5 shows the mesh of FPSO with
5024 elements and tanks with 56% filling level in Hydrostar.
Two tanks inside the ship filled with fresh water are tested in
three different filling levels (18%, 37% and 56%). The length,
breadth and height of the rear tank and the front tank are
49.68m, 46.92m, 32.23m and 56.62m, 46.92m, 32.23m
respectively. The distance from the bottom of tank to the keel
line is 3.3m.

Fig. 4. Sketch of FPSO with internal tanks

Fig. 5. Mesh of FPSO and tanks (56% filling level)

C. Natural Frequency, Added Mass and Damping


Coefficients
Table I shows the natural frequencies of transverse mode
for three different filling levels 18%, 37% and 56%. Except for
the length, the geometry of two tanks is the same, therefore, the
transverse natural frequency of two tanks is equal, and the
value of longitudinal natural frequency is different according to
(11). Fig. 6 and Fig. 7 show the roll and pitch added mass,
damping coefficients of the front tank and the rear tank.
TABLE I.

(c)

NATURAL FREQUENCIES OF TANKS

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

D. Analysis of Damping Ratio


Roll motion has always been one of the most concerned
problems and is more complicate when the effects of tanks are
considered. It is not difficult to obtain the RAOs of ship
coupled with tanks by solving (18). Fig. 8 shows the RAOs of
roll motion obtained by calculation and experiment at three
different filling levels in the beam sea condition.
The figure shows that the first-order natural frequency of
ship in roll without the tank is around 0.5 rad/s. The peak value
of computational result is greater than experimental data at the
roll natural frequency, because viscosity was not taken into
account in the simulation. The damping ratio is used to
reduce the viscous effects. Regardless of the filling ratio,
= 0.10 ~ 0.15 can lead good computational results in
frequency domain. For the 18% filling level case, the roll
natural frequency of tank is close to the roll natural frequency
of ship. Computational results show that the peak value of roll
RAOs is moved to around 0.6 rad/s and a new trough occurs at
around 0.42 rad/s. In 37% and 56% filling levels, the natural
frequency of tanks (0.66 rad/s, 0.74 rad/s respectively) is much
higher than the roll natural frequency of ship(0.5 rad/s), and the
second peaks are at around 0.76 rad/s and 0.8 rad/s. The first
peak value continues to increase and the second peak value
continues to decrease with the increasing of filling level. Tanks
actually play a role of anti-roll tank around the natural
frequency of ship. In 18% filling level, the viscous effect is
much greater than the inertia effect, therefore, bigger difference

(c)

(d)
Fig. 8. Comparison of roll RAOs of experimental and computational results at
different filling levels (beam sea)

can be found between computational results and experimental


data in frequency domain.
E. Coupling Results
Fig. 9 shows the pitch motion RAOs of ship at different
filling levels in head sea condition. Under this condition, the
computational results of pitch motion shows a good agreement
with experimental data, and there is no big difference in pitch
motion RAOs among three filling levels. Therefore, a clear
conclusion can be obtained that the effects of tank sloshing are
small for the ship in pitch motion.
For considering the viscous of tank fluid, it is necessary to
calculate the ship motion with liquid cargo in time domain, and
the RAOs of ship motion can be obtained by Fourier analysis
in order to compare with the previous results.
Fig. 10 compares the results of roll RAOs at three filling
levels in the beam sea condition between experimental data and
computational results in time domain and frequency domain.
Large overestimation in some frequency points are further
reduced by using time domain method which considers the
nonlinearity of sloshing flow. For 18% filling level, the
sloshing resonance frequency (0.49 rad/s) is close to the ship
hull natural frequency (0.5rad/s). The position of peak is
moved from 0.5rad/s to 0.6rad/s and the peak value almost
remain unchanged. For 37% and 56% filling levels, the split of
peaks can be clearly seen as pointed out in Fig. 8. Tanks
actually play a role of anti-roll tank when the sloshing
resonance frequency is far from the ship hull natural frequency,
and the anti-roll effect is more significant as the increasing of
difference between the sloshing resonance frequency and the
hull natural frequency. In lower filling level, the roll RAOs
calculated in time domain is much closer to experimental
results for taking the viscosity and nonlinear free-surface
effects into account. For higher filling level, the inertia effect is
dominant compared with the viscous effect, so the time domain
method do not show a significant advantage.
IV.

(a)

(b)

CONCLUSIONS

In this paper, numerical simulation of ship motion coupled


with tank sloshing both in time domain and frequency domain
are presented. IRF approach and CFD program for tank
sloshing simulation are used to solve this problem. The salient
conclusions obtained from the study are presented below:

(c)

Some parameters affect the accuracy of computation, such


as the cut off frequency and the damping coefficient. To
minimize truncation error, a modified method from Kim [6] is
carried out in calculating the retardation function and proved to
be useful.
The value of roll RAOs is sensitive to the damping ratio ,
which is difficult to be confirmed without experiments. The
values of are basically the same, and do not change with the
filling levels of tanks and have nothing to do with whether the
ship has tanks or not.
The viscous effect of tank sloshing plays an important role
in the coupling effects. In lower filling level, the roll RAOs
calculated in time domain is much closer to experimental data

(d)
Fig. 9. Comparison of pitch RAOs of experimental and computational results
at different filling levels (head sea)

than computational results in frequency domain, since the


viscous effect is more dominant than inertia effect in lower
filling level. However, in higher filling level, the time domain
method has the same accuracy with frequency domain method
as the inertia effect is more significant than viscous effect.
ACKNOWLEDGMENT
Authors wish to express their gratitude to Dr. Xiaobo Chen,
Chairman of BV (Bureau Veritas) for his support. We also
want to thank to Bin Song, Haixia Xu working in Engineer of
Advanced Technology Section Offshore Department in
Shanghai Central Office of BV for their supporting.
(a)

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