• Journal of the Society of Naval Architects of Korea
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• v.31 no.4
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• pp.82-98
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• 1994

A mathematical model for the hydrodynamic forces acting on the ship manoeuvring in waves is formulated and a numerical method for the problem is developed. The motion of a ship, which manoeuvres in waves, may be thought to have two components; one is a high frequency component due to encounter waves, and the other is a low frequency component due to manoeuvring motion. So the method of two time scale expansion is used to divide linear boundary value problem. For the effects of waves on the manoeuvring motion of a ship, only the second order drift forces are considered. The integral equation for the velocity potential is solved by 3 dimensional panel method and hydrodynamic forces are calculated by direct integral method.

• Journal of the Society of Naval Architects of Korea
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• v.57 no.6
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• pp.331-344
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• 2020

Ship's hydrodynamic coefficients in manoeuvring equations are generally derived by captive model tests or numerical calculations. Empirical formulas have been also proposed in some previous researches, which were useful for practical predictions of hydrodynamic coefficients of a ship by using main dimensions only. In this study, ship's hydrodynamic coefficients based on empirical formulas were optimized by using its free running test data. Eight manoeuvring performance indices including steady turning radius, reach in zig-zag as well as well-known IMO criteria indices are selected in order to compare simulation results with free runs effectively. Sensitivities of hydrodynamic coefficients on manoeuvring performance indices are analyzed. And hydrodynamic coefficients are tuned within fixed bounds in order of sensitivity so that they are tuned as little as possible. Linear and nonlinear coefficients are successively tuned by using zig-zag and turning performance indices. Trajectories and velocity components by simulations with tuned hydrodynamic coefficients are in good agreements with free running tests. Tuned coefficients are also compared with coefficients by captive model tests or RANS calculations in other previous researches, and the magnitudes and signs of tunes are discussed.

• Journal of Ocean Engineering and Technology
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• v.37 no.5
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• pp.198-204
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• 2023

In response to the complexity and time demands of conventional methods for estimating the hydrodynamic coefficients, this study aims to revolutionize ship maneuvering analysis by utilizing automatic identification system (AIS) data and the Support Vector Regression (SVR) algorithm. The AIS data were collected and processed to remove outliers and impute missing values. The rate of turn (ROT), speed over ground (SOG), course over ground (COG) and heading (HDG) in AIS data were used to calculate the rudder angle and ship velocity components, which were then used as training data for a regression model. The accuracy and efficiency of the algorithm were validated by comparing SVR-based estimated hydrodynamic coefficients and the original hydrodynamic coefficients of the Mariner class vessel. The validated SVR algorithm was then applied to estimate the hydrodynamic coefficients for real ships using AIS data. The turning circle test wassimulated from calculated hydrodynamic coefficients and compared with the AIS data. The research results demonstrate the effectiveness of the SVR model in accurately estimating the hydrodynamic coefficients from the AIS data. In conclusion, this study proposes the viability of employing SVR model and AIS data for accurately estimating the hydrodynamic coefficients. It offers a practical approach to ship maneuvering prediction and control in the maritime industry.

• Journal of Ocean Engineering and Technology
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• v.38 no.3
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• pp.124-136
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• 2024

As the number of offshore wind-power installations increases, collision accidents with vessels occur more frequently. This study investigates the risk of collision damage with operating vessels that may occur during the operation of an offshore wind turbine. The floater used in the collision study is a 15 MW UMaine VolturnUS-S (semi-submersible type), and the colliding ships are selected as multi-purpose vessels, service operation vessels, or anchor-handling tug ships based on their operational purpose. Collision analysis is performed using ABAQUS and substantiation is performed via a drop impact test. The collision analyses are conducted by varying the ship velocity, displacement, collision angle, and ship shape. By applying this numerical model, the extent of damage and deformation of the collision area is confirmed. The analysis results show that a vessel with a bulbous bow can cause flooding, depending on the collision conditions. For damage caused by collision, various collision angles must be considered based on the internal stiffener arrangement. Additionally, the floater can be flooded with relatively small collision energy when the colliding vessel has a bulbous bow.

• Journal of Advanced Marine Engineering and Technology
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• v.35 no.1
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• pp.89-95
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• 2011

In this study, We modeled the deck house of the container ship like the representative bluff body and made the model ship. By using the PIV technique, the exhaust gas anti-reflux effect of the deck house backward according to open and close of the Sunken Deck and installation of the deflector in deck house side were measured in circulating water channel. The experiment system consists of hi-speed camera, laser, image board, host computer. The mean velocity vector and time mean axial velocity were found in deck house backward and the results were compared each case.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.27 no.1
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• pp.83-90
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• 1991

The method, which is introduced here, is an approximation derived by an application of the slender body theory, which has achieved a great success in the field of aeronautical engineering. However numerical results for wave resistance by this theory have been very disappointing. A slender body formulation for a ship in uniform forward motion si presented. It is based on the asymptotic expansion of the Kelvin source and the result is quite different from the existing slender ship theory developed by Vossers, Tuck and Maruo. It is equivalent to an approximation for the kernel function of the Neumann-Kelvin problem which assumes the linearized free surface condition but deals with the body boundary condition in its exact from. The velocity field and pressure distribution can be calculated simply by the differentiation of the two-dimensional velocity potential. A formula for the wave resistance of slender ships is also presented.

• Bulletin of the Society of Naval Architects of Korea
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• v.19 no.2
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• pp.19-25
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• 1982

Several formulae have been proposed to estimate the viscous resistance of ships by wake surveys. Both the total head and the velocity should be measured. The integration of he total head loss shows over estimations of the resistance by about 10%. Therefore measurements of the velocity are required, which need much more works. A simple method is suggested in this paper to take accout of the velocity-defect from the measured total head. It gives reasonable estimations of the viscous resistance within the experimental accuracy. Experimental data of a low-drag body of revolution in the wind-tunnel and Series 60 model, CB=0.6 in the tank are used to verify the suggested formula.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.32 no.7
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• pp.536-541
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• 2008

The Flow characteristics of a ship's propulsion mechanism of Weis-Fogh type, in which a airfoil(NACA0010) moves reciprocally in a channel, were investigated by the PIV. Velocity vectors and velocity profiles around the operating and stationary wings were observed at opening angles of ${\alpha}=15^{\circ}$ and $30^{\circ}$, velocity ratios of $V/U=0.5{\sim}1.5$ and Reynolds number of $Re=0.52{\times}104{\sim}1.0{\times}104$. As the results the fluid between wing and wall was inhaled in the opening stage and was jet in the closing stage. The wing in the translating stage accelerated the fluid in the channel. And the flow fields of this propulsion mechanism were unsteady and complex, but those were clarified by flow visualization using the PIV.

• 제어로봇시스템학회:학술대회논문집
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• 1996.10b
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• pp.867-870
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• 1996

Often an INS has to be aligned in navigation. In these cases it is necessary to obtain some reference information on the state of the aligned INS(Slave) such as its position, its velocity of its angular rate. Usually the reference information is velocity which is supplied by another reference INS. In the alignment state the velocity computed by the reference INS(Master) is compared with that computed by the slave INS and the difference which is indicative of the slave misalignment with respect to the master, is processed by a Kalman filter which estimates misalignment as well as the slave gyro and accelerometer error states. The operation of aligning a slave INS with a master INS comparing quantities computed by both INS is known as transfer alignment. The delivery vehicle performs error these maneuvers enable the TA Kalman filter to separate between the tilt errors and the accelerometer biases which otherwise are unobservable. The basic objective this paper is to study the observability enhancement by ship's maneuvering and matching methods during transfer alignment at sea.

• Proceedings of the KSME Conference
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• 2000.04a
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• pp.487-492
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• 2000

Yaw moment control algorithm for improving stability of a vehicle in cornering is presented in this paper. A change of the yaw moment according to an increment in brake ship at each wheel is examined and reflected in the control algorithm. This control algorithm computes the target yaw velocity as the vehicle motion desired by the driver for directional stability control in cornering and it makes the actual yaw velocity follow the target one. The yaw moment control was achieved by brake slip control and simple brake slip control logic was introduced in this paper.