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1
Pakkan, Sinan. "Modeling And Simulation Of A Maneuvering Ship." Master's thesis, METU, 2007. http://etd.lib.metu.edu.tr/upload/12608933/index.pdf.
Повний текст джерелаАнотація:
This thesis documents the studies conducted in deriving a mathematical model representing the dynamics of a maneuvering ship to be implemented as part of an interactive real-time simulation system, as well as the details and results of the implementation process itself. Different effects on the dynamics of ship motions are discussed separately, meaning that the effects are considered to be applied to the system one at a time and they are included in the model simply by the principle of superposition. The model is intended to include the hydrodynamic interactions between the ship hull and the ocean via added mass (added inertia), damping and restoring force concepts. In addition to these effects, which are derived considering no incident waves are present on the ocean, the environmental disturbances, such as wind, wave and ocean current are also taken into account for proposing a mathematical model governing the dynamics of the ship. Since the ultimate product of this thesis work is a running computer code that can be integrated into an available simulation software, the algorithm development and code implementation processes are also covered. Improvements made on the implementation to achieve &ldquobetter&rdquo
real-time performance are evaluated comparatively in reference to original runs conducted before the application of improvement under consideration. A new method to the computation of the wave model that allows faster calculation in real-time is presented. A modular programming approach is followed in the overall algorithm development process in order to make the integration of new program components into the software, such as a new hull or propulsion model or a different integrator type possible, easily and quickly.
2
LaFontant, Patrick B. "Development and assessment of a ship maneuvering simulation model." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 1995. http://handle.dtic.mil/100.2/ADA306194.
Повний текст джерела
3
Thomas, Brian S. S. M. Massachusetts Institute of Technology. "Optimal control theory applied to ship maneuvering in restricted waters." Thesis, Massachusetts Institute of Technology, 2005. http://hdl.handle.net/1721.1/33591.
Повний текст джерелаАнотація:
Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Ocean Engineering; and, (S.M.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2005.Includes bibliographical references (leaves 70-71).
Ship drivers have long understood that powerful interaction forces exist when ships operate in close proximity to rigid boundaries or other vessels. Controlling the effects of these forces has been traditionally handled by experienced helmsmen. The purpose of this research is to apply modern optimal control theory to these maneuvering scenarios in order to show that helmsman may some day be replaced by modern controllers. The maneuvering equations of motion are cast in a linear state space framework, permitting the design of a linear quadratic (LQ) controller. In addition, the hydrodynamic effects are modeled using potential flow theory in order to simulate the interaction forces and test the efficacy of the controller. This research demonstrates that the linear quadratic regulator effectively controls ship motions due to the presence of a boundary or other vessel over a broad range of speeds and separation distances. Furthermore, the method proposed provides stable control in the presence of additional. stochastic disturbances.
by Brian S. Thomas.
S.M.
4
Betancourt, Michelle K. "A comparison of ship maneuvering characteristics for rudders and podded propulsors." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2003. http://library.nps.navy.mil/uhtbin/hyperion-image/03Jun%5FBetancourt.pdf.
Повний текст джерела
5
Xing-Kaeding, Yan. "Unified approach to ship seakeeping and maneuvering by a RANSE method." Hamburg Arbeitsbereiche Schiffbau, Techn. Univ. Hamburg-Harburg, 2006. http://doku.b.tu-harburg.de/volltexte/2006/303/.
Повний текст джерела
6
Du, Peng. "Numerical modeling and prediction of ship maneuvering and hydrodynamics during inland waterway transport." Thesis, Compiègne, 2018. http://www.theses.fr/2018COMP2459.
Повний текст джерелаАнотація:
Dans cette thèse, l'hydrodynamique des navires lors du transport par voies navigables et des manœuvres sont étudiées à l'aide de la CFD (Computational Fluid Dynamics) basée sur OpenFoam. Des études de validation et de vérification sont réalisées pour la convergence de maillage, la convergence de pas de temps, la sensibilité aux modèles de turbulence et les techniques de maillage dynamique. Un solveur de mouvement 6DoF basé sur quaternion est mis en œuvre pour les prédictions d'assiette et d'enfoncement. Les effets environnementaux sur plusieurs bateaux de navigation intérieure (convoi 1, convoi 2, automoteur) sont étudiés à l'aide de modèles numériques validés. Trois aspects importants sont simulés: l'effet de confinement de la voie navigable, le croissement et l'interaction bateau-pile de pont. Les conditions d’essai couvrent un large éventail, y compris les différentes dimensions du canal, la profondeur de l’eau, le tirant d'eau et la vitesse. La résistance du navire, le type de vague, l’angle de Kelvin et l’élévation de la vague à des positions spécifiques sont étudiés en fonction de ces paramètres. La manœuvre des navires est étudiée à l’aide de tests de modèles captifs virtuels basés sur le modèle MMG (Mathematical Maneuvering Group). Un disque d'actionneur est implémenté pour remplacer l'hélice réelle. Les tests d'un modèle KVLCC2 sont effectués pour obtenir les coefficients hydrodynamiques de l'hélice, du gouvernail et de la coque du navire. En utilisant les coefficients obtenus, des simulations de manœuvre sont effectuées et validées. Ces études reproduisent des tests de navires réels et prouvent ainsi la validité de nos modèles numériques. En conséquence, le solveur numérique est prometteur dans les simulations d'hydrodynamique des navires et d'ingénierie marineIn this thesis, the ship hydrodynamics during inland waterway transport and ship maneuvering are investigated using CFD (Computational Fluid Dynamics) based onOpenFoam. Validation and verification studies are carried out for the mesh convergence, time step convergence, sensitivity to turbulence models and dynamic mesh techniques. A quaternion-based 6DoF motion solver is implemented for the trim and sinkage predictions. Environmental effects on several inland vessels (convoy 1, convoy 2, tanker) are studied using the validated numerical models. Three important aspects, the confinement effect of the waterway, head-on encounter and ship-bridge pile interaction are simulated. The testing conditions cover a wide range, including various channel dimensions, water depths, ship draughts and speeds. The ship resistance, wave pattern, Kelvin angle and wave elevation at specific positions are investigated as functions of these parameters. Ship maneuvering is investigated using virtual captive model tests based on the MMG (Mathematical Maneuvering Group) model. An actuator disk is implemented to replace the real propeller. Open water test, rudder force test, OTT (Oblique Towing Tank test) and CMT (Circular Motion Test) of a KVLCC2 model are carried out to obtain the hydrodynamic coefficients of the propeller, rudder and ship hull. Using the obtained coefficients, system-based maneuvering simulations are carried out and validated using the free running test data. These studies reproduce real ship tests and thus prove the validity of our numerical models. As a result, the numerical solver is promising in ship hydrodynamics and marine engineering simulations
7
Kizakkevariath, Sankaranarayanan. "Hydrodynamic analysis and computer simulation applied to ship interaction during maneuvering in shallow channels." Diss., Virginia Polytechnic Institute and State University, 1989. http://hdl.handle.net/10919/54219.
Повний текст джерелаАнотація:
A generalized hydrodynamic interaction force model is combined with a ship maneuvering simulator to provide a free-running, closed loop ship simulation capable of trajectory predictions of ships operating in close proximity in a shallow, asymmetric canal. The interaction force model is based on the generalized Lagally's theorem, properly accounting for the orientations and dynamic motions of the ships. Also included are the lift forces and the cross-flow drag forces, which are found to be important for bank suction phenomena. A simplified method is implemented for box shapes, applicable for barge-tows operating in rivers. Results of the calculations are found to be generally in good agreement with experimental and other theoretical results.
This work would have utility in studying maneuvers involving ships and barges in close proximity and can be used in training pilots who operate in canals, harbors and rivers, and also in studying the effects of various steering control systems in the early design stages.Ph. D.
8
Xing-Kaeding, Yan [Verfasser]. "Unified approach to ship seakeeping and maneuvering by a RANSE method / von Yan Xing-Kaeding." Hamburg : Arbeitsbereiche Schiffbau, Techn. Univ. Hamburg-Harburg, 2006. http://d-nb.info/980303303/34.
Повний текст джерела
9
Mofidi, Alireza. "Ship maneuvers with discretized propeller and coupled propeller model/CFD." Diss., University of Iowa, 2017. https://ir.uiowa.edu/etd/5814.
Повний текст джерелаАнотація:
A high fidelity computational fluid dynamics approach to perform direct simulations of ship maneuvers is presented in this thesis. The approach uses dynamic overset grids with a hierarchy of bodies to enable arbitrary motions between objects, and overcome the difficulties in simulation of the moving rudder and rotating propeller. To better resolve propeller/rudder interaction a Delayed Detached Eddy Simulation turbulence model based on Menter’s SST is used. The methodology was implemented in the general purpose RANS/DES/DDES research code REX, and is applied to the KRISO Container Ship (KCS) with moving rudder and rotating propeller in deep and shallow water. For the first time, a grid study is conducted for the self-propulsion condition for the propeller RPM, thrust, torque and lateral force, and for the roll and pitch motions, using grids of 8.7 (coarse), 24.6 (medium) and 71.3 (fine) million points. A grid study is also performed for the zigzag maneuver evaluating the maximum and minimum values of propeller thrust, torque and lateral force roll, pitch, yaw, roll rate, yaw rate and drift throughout the maneuver. An extensive comparison between predicted motions and forces of the direct simulations and the experimental data collected by Schiffbau-Versuchsanstalt Potsdam GmbH (SVA) and Flanders Hydraulics Research (FHR) are presented.
While the results and comparisons with experimental data show that using direct CFD to compute modified and standard maneuvers with moving rudder and rotating discretized propeller is feasible, computational cost remains an impediment for many practical applications. Coupling a dynamic overset CFD solver with a potential propeller code can dramatically reduce the computational time to perform maneuvering simulations by using one order of magnitude larger time step than direct simulation. This thesis investigates the ability of a coupled CFD/potential propeller code approach to simulate maneuvers in ships, where the rudder is located downstream of the propeller. While the approach has been successfully applied to submarine maneuvers, in which the propeller wake is free of interference, the concept had not been evaluated before for cases where an object (the rudder) is immersed in the wake. The study is performed using the CFD code REX and the propeller code PUF-14. Performance of the coupled REX/PUF-14 approach is first tested studying propeller/rudder interaction, evaluating influence of the propeller/rudder gap size and rudder deflection on propeller performance curves and rudder forces, comparing against DDES simulations with a discretized rotating propeller. A grid study was performed for advance coefficient J=0.6 and a rudder angle δ=20 degrees for a propeller rudder gap of 0.2 times the rudder radius, with the resulting grid uncertainties for propeller thrust and torque coefficients suggesting that the effects of the grid changes are small for the present range of grid sizes. A 15/1 zigzag maneuver for the KCS container ship, in which case the rudder is very close downstream of the propeller, is then analyzed, and compared against discretized propeller simulations and experimental data. Self-propulsion coupled REX/PUF-14 results agree very well with experiments and discretized propeller simulations. Prediction of motions, forces and moments, and mean flow field with the coupled REX/PUF-14 approach are comparable to results obtained with discretized propeller simulations and agree with experiments well, though as implemented the coupled approach is unable to resolve tip vortices and other flow structures that interact with the rudder, potentially affecting prediction of flow separation. It can be concluded that coupled CFD/potential flow propeller approaches are an effective and economical way to perform direct simulation of surface ship maneuvers with CFD.
10
Silva, Gustavo Oliveira. "Implementação de efeitos de interação hidrodinâmica navio-navio e navio-margem em simuladores de manobras em tempo real." Universidade de São Paulo, 2017. http://www.teses.usp.br/teses/disponiveis/3/3152/tde-03082017-103227/.
Повний текст джерелаАнотація:
Modelos de Simulador de Manobras de Navios em Tempo Real vem se tornando cada vez mais comuns e necessários na análise de viabilidade de portos e canais de acesso. O aumento do porte das embarcações, não acompanhado por equivalente aumento das dimensões dos portos, faz com que cada vez mais os efeitos de águas rasas e interação com margens e estruturas portuárias se tornem relevantes durante uma manobra. Com o intuito de aumentar a gama de aplicação desse tipo de simulador, o presente trabalho aborda uma modelagem matemática para estimar as forças hidrodinâmicas de interação com as margens e outros navios para aplicação em simuladores de manobras. O modelo usa, como base, dados oriundos de um método numérico validado experimentalmente, o Método dos Elementos de Contorno. Baseado nesse método, alguns casos tipo foram selecionados para gerar um banco de dados e um modelo matemático foi desenvolvido para estimar as forças de interação, extrapolando as respostas obtidas para casos não previstos anteriormente. A obtenção das forças através do modelo é baseada em alguns parâmetros de entrada, tais como velocidade de avanço da embarcação e as distâncias relativas entre o navio e o meio. Assim, aplica-se uma série de medidas para determinar geometrias aproximadas do meio e/ou posição de outros navios em um dado instante. Foi realizada uma verificação do modelo para casos não previstos, avaliando os erros associados à modelagem e sua aplicabilidade. Os erros foram considerados aceitáveis para as condições impostas, visto as aplicações existentes em simuladores de manobras. Além disso, o modelo desenvolvido foi executado no simulador de manobras, no qual foram realizados alguns testes de sensibilidade ao movimento, além de algumas comparações com outros trabalhos, quando possível.Real-time Ship Maneuvering Simulator models are becoming more common and necessary in the feasibility analysis of ports and access channels. The constant increase in the length and draught of vessels, not followed by equivalent ports development, makes the effects of shallow water, ship-bank and ship-port interaction with other structures more relevant during a maneuver. In order to increase the application range of this kind of simulator, the present work develops a mathematical model to estimate ship-bank and ship-ship hydrodynamic interaction forces and moments during a maneuver. The model uses, as a reference, data derived from an experimentally validated numerical method, the Boundary Element Method (BEM). Based on this method, some reference cases were selected to generate a database which would be used by our mathematical model to extrapolate results and estimate the interaction forces for any unexpected scenario. The forces obtained through the model are based on some input parameters, such as the vessel forward speed and the relative distances between the ship and bank and other ships. Thus, a series of measurements were developed to determine approximate geometries of the port and/or position of other ships at a given time slot. A model verification was performed for some unexpected scenarios, evaluating the errors associated with the model and its application. By taking similar works developed in maritime simulators as a comparison point, the errors obtained in our mathematical model were considered acceptable. The developed model was implemented in the ship maneuvering simulator located at TPN-USP, where some movement sensitivity tests were performed as well as some comparisons with other works, whenever possible.
11
Mucha, Philipp [Verfasser], and Moctar Bettar Ould [Akademischer Betreuer] el. "On Simulation-based Ship Maneuvering Prediction in Deep and Shallow Water / Philipp Mucha ; Betreuer: Bettar Ould el Moctar." Duisburg, 2017. http://d-nb.info/1131551842/34.
Повний текст джерела
12
Mousaviraad, Sayyed Maysam. "CFD prediction of ship response to extreme winds and/or waves." Diss., University of Iowa, 2010. https://ir.uiowa.edu/etd/559.
Повний текст джерелаАнотація:
The effects of winds and/or waves on ship motions, forces, moments, maneuverability and controllability are investigated with URANS computations.
The air/water flow computations employ a semi-coupled approach in which water is not affected by air, but air is computed assuming the free surface as a moving immersed boundary. The exact potential solution of waves/wind problem is modified introducing a logarithmic blending in air, and imposed as boundary and initial conditions. The turbulent air flows over 2D water waves are studied to investigate the effects of waves on incoming wind flow. Ship airwake computations are performed with different wind speeds and directions for static drift and dynamic PMM in calm water, pitch and heave in regular waves, and 6DOF motions in irregular waves simulating hurricane CAMILLE. Ship airwake analyses show that the vortical structures evolve due to ship motions and affect the ship dynamics significantly. Strong hurricane head and following winds affect up to 28% the resistance and 7% the motions. Beam winds have most significant effects causing considerable roll motion and drift forces, affecting the controllability of the ship.
A harmonic wave group single run seakeeping procedure is developed, validated and compared with regular wave and transient wave group procedures. The regular wave procedure requires multiple runs, whereas single run procedures obtain the RAOs for a range of frequencies at a fixed speed, assuming linear ship response. The transient wave group procedure provides continuous RAOs, while the harmonic wave group procedure obtains discrete transfer functions, but without focusing. Verification and validation studies are performed for transient wave group procedure. Validation is achieved at the average interval of 9.54 (%D). Comparisons of the procedures show that harmonic wave group is the most efficient, saving 75.8% on the computational cost compared to regular wave procedure. Error values from all procedures are similar at 4 (%D). Harmonic wave group procedure is validated for a wide range of Froude numbers, with satisfactory results.
Deterministic wave groups are used for three sisters rogue waves modeling. A 6DOF ship simulation is demonstrated which shows total loss of controllability with extreme ship motions, accelerations and structural loads.
13
Tran, Nam Dinh. "Line-Of-Sight-based maneuvering control design, implementation, and experimental testing for the model ship C/S Enterprise I." Thesis, Norges teknisk-naturvitenskapelige universitet, Institutt for marin teknikk, 2014. http://urn.kb.se/resolve?urn=urn:nbn:no:ntnu:diva-26355.
Повний текст джерелаАнотація:
This report documents the progress, methods and engineering in building and testing theframework for CyberShip Enterprise 1. The main focus have been to modularize, standardize and improve the infrastructure and the operative system with respect to performance.With a secondary objective to create a user-manual to operate it.The work is done for a surface vessel in 3 degrees of freedom, surge, sway and yaw, andin calm waters and slow speed.The reliability when conducting laboratory experiments with CyberShip Enterprise 1 havegreatly improved. This was achieved through repositioning and replacing the antennafor wireless communication, and a restructuring of how signals were handled betweenservers and softwares. The original setup with single frequency was replaced with a multifrequency producer-consumer structure.The futherst away a vessel is visible for Qualinsys is around 17 meters from the cameras.The shortest distance is roughly 4 meters infront of the cameras. This result in a lengthwiseworkspace for a vessel to be in the range of 13 meters. This length length can be increasedto 27 meters, If the carriage start from the beach end, and moves toward the wavemakerduring the experiment. It is not possible to increase it futher due to the length of thebasin, the wavemaker, beach, in/outlet and carriage is occupying.In the system identication, an addtitonal hydrodynamic damping coecent for slow speedhave been determined for the hull (Nv= 0:18140). In addtion higher order coecent havealso been estimated from the towing measurements. A pseudo library for lookup tablethruster mapping have been created. The bow thruster have been mapped for power limitinput = f0.15, 0.3, 0.4, 0.5g, and the voith schneider propellers for speed input = f0.3,0.4g. Measurments for voith schneider propellers for speed = 0.2 have also been conducted,but no lookup table have been created for it.The starboard voith schneider propeller rotates slow than the port voith schneider propeller. It is also noted that the servos are signicantly coupled and the force output dropsat the periphery value , 1 . Of the servos, servo 4 have the strongest coupling in surge-sway.Two advance control design were implemeted, tuned and tested, a LgV backstepping anda Nonlinear PID designed controller. In the ideal simulated word both of them were equalin terms of maneuvering. Only ellipse path was used in the laboratory. This had to dowith space constraints, and a wish to have long run time on the experiments.Originally only the LgV backstepping was tested in the laboratory. It converged and performed well. The only downside was it would constantly overshoot the heading, resultingiiiiv Prefacein a constant oscillation, while moving alone the path. The reason was due to the noisyvelocity estimation.In the laboratory, their performance depended heavily on how they were implemented. Ifboth of them were fully implemented, LgV backstepping proved to handle the uncertaintiesbetter. Although it would overshoot when exiting the sharper part of the ellipse path.While the fully implemented Nonlinear PID would struggle to converge to the path andbehave erratic.The velocity dependent term distorted Nonlinear PID 's results the most.The Nonlinear PID is the superior one if only the rst term iss active. It would convergenaturally to the desired position. Once on, it would stay there indenitely despite of thebroken servo arm.With all the improvement in the reliability, one important problem still remains; the lossof visibility. There are incidents when Qualinsys displays it sees all markes, but it isunable to calculate the vessels position and orientation. The cause of this needs to befurther investigated. Spare part servo arms should be purchased, and padding for the hullto dampen the impact to the basin walls. Several crack have been observed on the hull.Simulation Interface Toolkit have been discontinued, modifying it for Modular InterfaceToolkit can be an option. The labeling and choice of variable name can be improved upon.
14
Bigi, Nedeleg. "Investigation of the dynamic motions and operability of a ship towed by kite." Thesis, Brest, 2017. http://www.theses.fr/2017BRES0133/document.
Повний текст джерелаАнотація:
Afin de réduire les émissions de gaz à effet de serre et le coût du transport maritime, l'utilisation des cerfs-volants comme système de propulsion auxiliaire des navires est prometteuse. Pour estimer les performances et l’opérabilité d’un navire tracté par cerf-volant, une modélisation dynamique du système est alors mise en oeuvre. Une modélisation analytique de cerf-volant est utilisée. Ce modèle néglige la masse du cerf-volant et suppose que les lignes sont droites et indéformables. Ces hypothèses conduisent à un modèle cinématique dépendant du coefficient de portance et de la finesse aérodynamique. Une évolution linéaire des coefficients aérodynamiques en fonction de la courbure de la trajectoire de vol est proposée. Par ailleurs, en développant un modèle quasi analytique de ligne, il est montré qu’à partir de 2 m.s-1 de vent relatif que l’hypothèse de ligne droite est raisonnable. En se basant sur un modèle de ligne, un critère analytique de vitesse de vent minimum permettant un vol quasi-statique est présenté. Dans le but de résoudre l’ensemble des termes d’interaction entre le cerf-volant et le navire, un modèle linéarisé de tenue à la mer temporelle est développé. Le produit de convolution de la réponse impulsionnelle du navire est calculé avec des systèmes d’états. Cependant comme celle-ci représente mal les mouvements horizontaux des navires, le modèle développé est alors couplé à un modèle de manoeuvrabilité. Pour étudier les interactions entre le cerf-volant et le navire un couplage monolithique et un couplage dissocié sont comparés. Le couplage dissocié néglige l’influence des mouvements du navire sur le vol du cerf-volant. En cas de mer calme, les résultats obtenus par les deux types de couplage sont très proches. En cas de houle régulière les mouvements du navire sont principalement causés par la houle. Le couplage monolithique montre qu’un réseau de sous-harmoniques basse fréquence apparait alors dans le spectre d’excitation du navire. La fréquence fondamentale des sous-harmoniques est donnée par la différence entre la fréquence de vague et la fréquence de l’harmonique la plus proche de l’excitation du kite. Quand cette différence est suffisamment petite, un phénomène d’accrochage apparait. Ce phénomène est bénéfique pour le cerf-volant et le navire quand le décalage des harmoniques d'excitation correspond à une augmentation. Par ailleurs, une étude de la stabilité de route montre qu'il est nécessaire de contrôler activement le safranIn order to reduce greenhouse gas emissions and shipping costs, the use of kites as an auxiliary propulsion device for ships is promising. In order to estimate the performance and the operability of a kite-towed vessel, a dynamic modeling of the system is implemented. A classical kite modeling is used. This model neglects the mass of the kite and assumes straight and inelastic tethers. These assumptions lead to a kinematic model depending on the lift coefficient and the aerodynamic lift to drag ration angle. A linear evolution of these aerodynamic coefficients as a function of the curvature of the flight path is proposed. In addition, by developing a quasi-analytical line model, it is shown that from 2 m.s-1 of relative wind the straight tether assumption is reasonable. Based on the tether model, an analytical criterion assessing the minimum wind speed to enable a quasi-static kite flight is developed. To solve all the interaction terms between the kite and the ship, a time domain seakeeping model based on the linearized ship equation of motion assuming a potential flow is developed. The convolution product of the impulse response of the ship is computed with state-space systems. However, since horizontal ship motions are not well represented by such theories, a coupling with a maneuvering model is presented.Comparisons to experimental data tests show good agreements. To study the interactions between the kite and the ship, a monolithic coupling and a dissociated coupling are compared. The dissociated coupling neglects the influence of ship motions on the kite flight. In a calm water case, results obtained by the two types of coupling are very close. In regular waves, ship motions are dominated by the wave influence. Thus, with the monolithic coupling, a network of low frequency subharmonic appears in the kite excitation spectrum. The fundamental frequency of the subharmonic is given by the difference between the wave frequency and the frequency of the nearest kite excitation harmonic. When this difference is small enough, a lock-in phenomenon appears. This phenomenon is a benefit for the kite and the ship when the shift of the excitation harmonics corresponds to an increase. Furthermore, a course keeping stability study shows that the rudder needs to be actively controlled
15
Pollard, Stephen J. "Recursive parameter identification for estimating and displaying maneuvering vessel path." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2003. http://library.nps.navy.mil/uhtbin/hyperion-image/03Dec%5FPollard.pdf.
Повний текст джерелаАнотація:
Thesis (M.S. in Electrical Engineering)--Naval Postgraduate School, December 2003.Thesis advisor(s): Roberto Cristi, Fotis A. Papoulias. Includes bibliographical references (p. 155). Also available online.
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Read, Douglas Andrew 1975. "Oscillating foils for propulsion and maneuvering of ships and underwater vehicles." Thesis, Massachusetts Institute of Technology, 2001. http://hdl.handle.net/1721.1/91330.
Повний текст джерела
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Nieh, Chung-Yuan, and 聶仲沅. "The Optimization Algorithm for Ship Maneuvering." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/85840955869886985857.
Повний текст джерелаАнотація:
碩士國立臺灣海洋大學
商船學系所
100
The objective of this thesis is to develop a fast time ship manoeuvring simulation system and an optimization procedure for ship helming. By using MMG (Mathematical Model for Manoeuvring Ship Motion) model, considering the hydrodynamic force and moment models of hull, rudder and propeller separately as well as their interactions to simulate ship maneuvering under the effect of cross-wind and tidal currents and to solve the 4 degree of freedom kinematic equations of ship motion with the Runge-Kutta method. In this thesis, the kinematic equations describe the surge, sway, yaw and roll modes of ship motion. Thus, to verify the accuracy and applicability of this current system, the simulation results are in good agreement with the sea trial data of 278,000 DWT tanker ESSO OSAKA. Furthermore, in order to apply searching procedures and rescue operations for man overboard, the thesis also probes into the traditional emergency return manoeuvres, including Williamson-turn, Single-turn and Scharnow-Turn, by means of setting the steering commands and corresponding heading ship to simulate ship motion. The paths effected by the helming commands and different ship types were shown and the results give a recommendation to check the traditional methods in navigation. Finally, we construct the mathematical models of object function of ship helming for track keeping by setting way points and turning for emergency return manoeuvres, and we also solved the optimal combination of helming commands by evolutionary algorithms, particle swarm optimization (PSO). The results show that the current system could obtain the optimal helming commands efficiently
18
Wen-ChenChen and 陳玟蓁. "The Effect of Current, Ship to Ship Interaction and Bank Suction On The Ship Maneuvering." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/60648458226720914600.
Повний текст джерелаАнотація:
碩士國立成功大學
系統及船舶機電工程學系碩博士班
99
The present paper mainly studies the effects of the current, ship to ship interactions and bank suction on the ship steering before and after entering the port. In order to strengthen the accuracy of the ship steering simulation under such environmental conditions and promote reality degree in and out of the port for the simulator, a more practical numerical model is necessary and therefore developed in the paper. The mathematical model developed here includes the seakeeping and maneuvering characteristics and the ship motion time history simulation is solved by using the 4th Runge-Kutta method. The calculations of the effects of the current, ship to ship interaction and bank suction are carried out by dividing the ship into several strips, which can simulate the ship motion response more accurate and realistic based on the strip theory. The final compact model is also integrated in the virtual reality ship simulator to simulate the ship response under these environmental effects and it is believed to be more helpful to the steering training of operator on board.
19
Lin, Le-An, and 林立安. "Prediction of the Propeller Performance During Ship Maneuvering." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/10126610251658458718.
Повний текст джерелаАнотація:
碩士國立臺灣海洋大學
系統工程暨造船學系
101
In this thesis, the influence of ship maneuvering to the propeller performance will be investigated through numerical simulations. The computations will be divided into two parts, and they are the computation of a ship in maneuvering, and the interactions between ships and propellers. In the present work, the numerical methods are first described. The viscous flow RANS method is used for the computations, and the propeller effects are simulated by the body force method. A moving coordinate system is used in the computations to save the computational time. The computations of a ship in drift angles without and with a propeller are first demonstrated. Though there are discrepancies between experimental data and computational results, the trend is predicted correctly. The computations of a ship in turning circle without and with a propeller are then demonstrated. The quasi-steady approach is more efficient than the unsteady approach; however, it is not applicable since the computational results are quite different from the unsteady results. The unsteady approach is used, and the results show that the propeller forces become stable as the ship in stable turning. Also the propeller forces in maneuvering are consistent with those from the open water test. In this thesis, the computations of ship maneuvering and propeller flow are integrated for the investigation of propeller performance in maneuvering. The presented numerical procedure can be further developed to establish the capability for completely predicting the ship maneuvering by CFD.
20
Chen, Min Hsiang, and 陳旻翔. "Application of Embedded System for the Ship Maneuvering Simulator." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/41772920496104508051.
Повний текст джерелаАнотація:
碩士國立高雄海洋科技大學
海事資訊科技研究所
100
In this thesis, we propose a ship maneuvering simulator based on the virtual reality technology. The technology of virtual reality includes the characteristics of imagination, immersion, and interaction. We develop the panel of the ship maneuvering simulator and it receives the control signal from the embedded system. The main purpose of the ship maneuvering simulator is for education. The system simulates the ship navigating at sea and let the pilot feel like driving the ship. In this thesis, we create the scenes and 3D models using the Autodesk 3ds Max. For interaction, we give the virtual models the real world attributes and functions using the Quest 3D. The developed ship maneuvering simulator supports for an immersive experience like driving a real ship, since the environment image and the ship state are processed and displayed on the screen.
21
Jhao, Wun-Sin, and 趙汶欣. "Group Preserving Scheme for Simulating Dynamic Ship Maneuvering Behaviors." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/77556894762897711026.
Повний текст джерелаАнотація:
碩士國立臺灣海洋大學
系統工程暨造船學系
102
In this thesis, the group preserving scheme (GPS) is adopted to simulate the dynamic ship maneuvering behaviors. According to the Maneuvering Mathematical Group of ship motion, ship dynamic behaviors are affected by some nonlinear factors, like the ship hull induced hydrodynamic force, rudder and propulsive propeller forces, and main engine induced torque; therefore, the conventional approach using the high order time integration to simulate the ship dynamic behaviors would be time-consuming. Due to the characteristics of the cone structure, Lie-algebra, and Lie-group property of the GPS, this research introduces the non-linear GPS to simulate the dynamic ship behaviors. Through the group weighting factor of the GPS, the non-linear parameters’ behaviors can be observed and the numerical stability can be guaranteed. In addition, the second order of the GPS can ensure the accuracy of the high-order numerical method for simulating ship simulation behaviors and enhance the efficiency of numerical calculation. Finally, the results of the proposed approach are compared with the sea-trial data of a 278,000 DWT ESSO OSAKA ore &; tanker for validation. The results show that the proposed approach is effective and can be used to simulate the ship dynamic behaviors.
22
Yih-Lon, Lin, and 林義隆. "AN APPLICATION OF FUZZY THEORY TO SHIP MANEUVERING CONTROL." Thesis, 1999. http://ndltd.ncl.edu.tw/handle/84764002150367088830.
Повний текст джерелаАнотація:
碩士國立中山大學
電機工程學系
87
This thesis discusses the stability of TSK fuzzy model using Lyapunov method and the design of the fuzzy controller based on TSK fuzzy model. An example of set-point and tracking control for ship model maneuvering. Finally, we extend input/state linearization and input/output linearization via TSK fuzzy model.
23
Wu, Ming Long, and 吳銘隆. "Fuzzy system identification of ship maneuvering and its application on ship course change control." Thesis, 1996. http://ndltd.ncl.edu.tw/handle/77705166300370391295.
Повний текст джерела
24
Wu, Chen-En, and 吳慶恩. "Tracking Control of Ship Maneuvering by using PI-type Sliding Controller." Thesis, 2004. http://ndltd.ncl.edu.tw/handle/92662416970418697530.
Повний текст джерелаАнотація:
碩士國立高雄海洋科技大學
輪機工程研究所
92
In the past decade, the classical controller designs are based on the mathematical model. However, the physic systems are almost consisting time varying characteristic, system nonlinearility and the parameter uncertainty. Consequently, the classical control system becomes useless and replaces by the nonlinear control. The variable structure control, one of the nonlinear control methods, solved the problems well that we just mentioned. The main difference between variable structure system and traditional control system is switching intentional for system structure. Theoretically, there are almost uncountable control laws to switch the structure of control system. One of them called sliding mode controller that obtained the most interesting in variable structure system theories. Leading sliding mode into controlled system will obtained some characters such as fast time response, good transient performance, and reduce the sensitive of the system parameter variance. In this study, a class of Proportional and Integral type variable structure controller is investigated. Compared to the traditional variable structure controller, the proposed controller has more design freedoms with adjustable parameters. Several numerical examples of ship handling, namely course keeping, course changing and course tracking, are given to demonstrate the applicability of the proposed control scheme.
25
Lin, Bi-hua, and 林碧華. "Relationship of sea state and ship maneuvering in Kaohsiung second port." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/9gzege.
Повний текст джерелаАнотація:
碩士國立中山大學
海下科技研究所
106
Every port has its unique design and hydrographic conditions that when a vessel is preparing to inbound or outbound of a harbor the local pilot will help the captain to maneuver the vessel against the winds and currents to pass safely the breakwater. This research applies the AIS (Automatic Identification System) of vessels and sea states to search for their relationships. The AIS data includes ship speed, course, heading, size, latitude, longitude, time etc. Sea states include winds, currents, tides, and waves. As a navigation controller at Kaohsiung Second Port, my experiences suggest that vessels within 8 nautical miles off breakwater is a reasonable distance for my study. The data are selected from a huge data base of the 15 to 16 of every month in 2015. The first step is to check the data quality. Basic statistic boxplot is applied to AIS data. Cruise tracks are plotted for inbound and outbound vessels. The anchored vessels are eliminated. The basic data quality control shows large amount of AIS are no good for further analysis. Time series of sea states data and basic statistics were carried out. Selected data from these two data sets are combined for correlation coefficient and Principle Component Analysis. We divided ship length of every 50 m as a category, and correlated with sea states. The results show that winds and currents are closely correlated with headings and ship speeds. The differences of headings to courses are negatively correlated to currents of the north-south direction. Also, the differences get larger when in slow ship speed. However, the differences of heading to courses of ship size of over 350m are mainly related to winds. For the correlation of winds and currents itself, tidal current dominated when wind is small and wind has little influence to the currents.
26
Li, Ye. "The simulation of ship maneuvering and course keeping with escort tug." Thesis, 2004. http://hdl.handle.net/2429/15271.
Повний текст джерелаАнотація:
Ship maneuverability and its prediction in the early design stage become possible and important during the last 40 years as a result of some marine accidents involving large ships. Maneuverability standards were developed and proposed by the International Maritime Organization (IMO) which provides the ship maneuvering performance criteria. Ship simulation technology in particular simulation of ship maneuvering advanced well in recent years with the advent of computers. Computer programs using either numerically computed or experimentally determined hydrodynamics coefficients allowed for maneuverability simulations of different vessel types. Relatively good agreement was reported by various researchers between simulated results and those obtained from real ship trials. It seems that simulation can now identify acceptable ship maneuvering performance in calm seas. However the effects of the wind and the currents are not that well studied and reported while they are always important factors for ship maneuvering especially in restricted waters. The numerical simulation presented in this thesis classifies "good" ships and "bad" ships according to the IMO's most current standards for ship maneuverability. Subsequently, their course keeping ability in restricted area are studied in calm seas, shallow water, and under wind and current conditions. The simulation and validation work are done on ESSO OSAKA 278,000DWT Tanker, a well tested ship for regular maneuvering test in past few years. Good agreement has been obtained between results of simulation and sea trial. Since a large portion of disasters happened around coastal areas in the past few years, this Tanker's performance around Vancouver coast is simulated. Moreover, it is studied for the entrance in the Vancouver Harbor under wind and current conditions. The range of current and wind speeds for "successful" operation is then established. The effect of escort tugs on such an operation is also quantified. This thesis shows that a performance improvement index can be assigned to an escort tug for a given assignment. A detailed analysis and comparison with available experimental results are provided.
27
Lee, Pei-Jung, and 李佩容. "A Study to improve the computer program for ship maneuvering motion simulation." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/80700303729138548790.
Повний текст джерелаАнотація:
碩士臺灣大學
工程科學及海洋工程學研究所
98
A computer program to simulate ship maneuvering motions in deep water was developed at the Motion & Control Lab. of ESOE, NTU in 1988, basing on the MMG (Mathematical Modeling Group) model developed in Japan. In the present study, to update the ship maneuvering motion simulation program, recently developed empirical formula for estimating hydrodynamic coefficients by Kijima are adopted and included into the computer program. Sea trial data including turning tests and zig-zag maneuvers of 9 ships offered by USDDC and 3 ships offered by CSBC are used for comparing with the simulation results obtained by the updated computer program. It is confirmed that the empirical formula for estimating linear and nonlinear damping coefficients proposed by Kijima in 2006 improved significantly the accuracy of simulated maneuvering motions. In addition, the empirical formula for estimating the hydrodynamic coefficients of fat ships proposed by Kijima in 2009 are also included in the updated program, although the validation has not been conducted due to the lack of sea trial data of fat ships that meet the definition. Furthermore, the regression formula for estimating the added mass and added moment of inertia proposed by Mori in 1996, as well as the empirical formula for estimating wind force coefficients proposed by Fujihara in 2005, are also included in the updated computer program for ship maneuvering motions simulation.
28
LIn, Chung Biao, and 林宗標. "Optimal Design of Two-Dimensional Maneuvering Periods for an Anti-Ship Missile." Thesis, 1994. http://ndltd.ncl.edu.tw/handle/30591742019061271768.
Повний текст джерела
29
Yi-HsuanLiu and 劉逸軒. "Analysis on the Ship Maneuvering Characteristics with Different Trim by CFD Method." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/93608036717624408667.
Повний текст джерелаАнотація:
碩士國立成功大學
系統及船舶機電工程學系
104
The goal of the present article is to analyze the influence of different trim on hydrodynamic coefficients by CFD method and provide complete information of ship maneuvering in different navigation status. First, we simulate different maneuvering tests for three models, i.e. KVLCC2, container and tanker, and compare the relating hydrodynamic coefficients with the data based on the former existing test and new experiments in NCKU to verify the reliability of CFD method applied here. The influence on hydrodynamic coefficients of the container and the tanker with respect to different trim cases is also analyzed. Finally, we use MMG model to simulate ship motions and analyze the influence on maneuvering characteristics. From the present study, we find that the longitudinal velocity component has significant influence on hydrodynamic coefficients. Besides, the results show that using CFD method to predict linear coefficients is available, but there is still some room for improving the nonlinear term solutions. Most of hydrodynamic coefficients show correlation with trim angle in simulations with respect to different trims. The motion simulations show that the container has best turning ability with trim by bow, even keel is the second, and trim by stern is the worst. However, the best course checking ability appears with trim by stern, even keel is the second, and trim by bow is the worst. The tanker’s turning ability with trim by stern is the best, however, it’s hard to determine which case is better with trim by bow or even keel. It has best course checking ability with trim by stern, even keel is the second, and trim by bow is the worst , which is similar to the container.
30
Chen, Kuan-heng, and 陳冠亨. "The Simulation of Ship Maneuvering and Three-dimensional Waves using the Virtual Reality." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/91829168216219144109.
Повний текст джерелаАнотація:
碩士國立成功大學
系統及船舶機電工程學系碩博士班
95
The main purpose of the present thesis can be described in three parts: (1) to establish the ship steering system in waves by virtual reality technique (2)to extend (1) to simulate the ship towing system (3) to simulate the three dimensional virtual random waves. Based on the nonlinear mathematical model including the seakeeping and maneuvering characteristics of the ship, the present study integrates the six degrees of freedom motion platform to form a real time virtual reality simulation system to simulate the ship motion in random waves. The 4th Runge-Kutta method is adopted to solve the time history of the ship motions in waves to supply the necessary motion data to the simulation system. The control interface of present virtual reality system is based on VB software. The scenery models are contracted in advance by 3D Studio Max software. The Rudder and RPM commands signals are transformed into digital data through the LabVIEW software and A/D card and transmit to the Fortran program for the ship motion calculation. With the output motion data, the virtual reality ship simulator can be operated according to the commands of the operator. The simulation system for ship maneuvering in waves developed here can be extended to meet the IMO requirement and will be helpful to the related navigation training.
31
Weng, Ming-Wei, and 翁銘瑋. "Combine Inertial Measurement Component with 3D Google Earth for the Ship Maneuvering Simulator." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/vrgv5v.
Повний текст джерелаАнотація:
碩士國立高雄海洋科技大學
海事資訊科技研究所
103
In this thesis, we propose a web-based of ship maneuvering simulator using the virtual reality technology. It receives the control signal from a keyboard or an embedded system. The main purpose of the ship maneuvering simulator is for show terrain. Let the pilot feel like driving the ship. In this thesis, we create the 3D models using the Autodesk 3ds Max and Google SketchUp. For interaction, we combine the Google Earth using JavaScript and the value of the sensor output to the web using embedded system. We use JavaScript and Sensor operation model in Google Earth, and the value of the sensor show on the web.
32
Yang, Te-Han, and 楊德瀚. "Numerical Models for Ship Maneuvering Motion - The Case of 6,500 DWT Chemical/Product Tanker." Thesis, 2011. http://ndltd.ncl.edu.tw/handle/23859026817077574419.
Повний текст джерелаАнотація:
碩士國立臺灣海洋大學
商船學系所
100
Abstract The purpose of present study is developing a numerical simulation code for ship mathematical model constructing and ship steering and manoeuvring, to study the ship motion characteristics or navigating performance of oil tanker. Basing on the MMG (Mathematical Modeling Group) model developed in the West-Japan Society of Naval Architects. A FORTRAN computer program to simulate 3 degree of freedom of ship maneuvering motions including surging, swaying and yawing motions in deep water was developed with the assumptions of no wave influence and the pitching, heaving and rolling motions could be neglected. The ship mathematical model includes ship particulars and hydrodynamic coefficients of hull, propeller, rudder as well as the external environmental effects. A benchmark test for validating the code was applied to ESSO OSAKA 278000 DWT oil tanker. The present numerical results agree well with the sea trial data. Finally, the numerical simulation code was applied to construct the ship model and ship steering and manoeuvring simulation of the DER YUN oil/chemistry tanker. The results of the present study on oil/chemistry tanker can be used as helpful references for ship design specifications and transport business planning in the CPC corporations, Taiwan. Keywords: MMG, ship motion, ship manoeuvring simulation
33
O-Yang, Li-Jen, and 歐陽立仁. "The Method of Reserch In The Motion Prediction and Measurement of The Ship Maneuvering." Thesis, 1998. http://ndltd.ncl.edu.tw/handle/00028612660411470426.
Повний текст джерелаАнотація:
碩士國立成功大學
造船工程學系
86
There ar many reserches on maneuvering ability of large commercial ships relatively to small or middle ships.Obviously, the hulls of the small ships are so more changeable ,than large ships,that they are not suit to use the same predictional model. We make some assume to use the MMG model to predict a fishboat motion,at the same time, we make a set of DGPS to measure th maneuvering ability to check and to modify the predictional mathematical model.
34
Chun-WeiChen and 陳峻偉. "A simplified method for simulating the ship maneuvering behavior with bank effect in waves." Thesis, 2011. http://ndltd.ncl.edu.tw/handle/55614180287809593595.
Повний текст джерела
35
chang, chien-hua, and 張建華. "The effect of side hull arrangements on the maneuvering characteristics of the trimaran ship." Thesis, 2009. http://ndltd.ncl.edu.tw/handle/46530835049155818790.
Повний текст джерелаАнотація:
碩士國立成功大學
系統及船舶機電工程學系碩博士班
97
In the paper the maneuvering characteristics of the trimaran ship including the turning circle test and zig-zag test with respect to different side-hull arrangements are studied. The effects of the different side-hull arrangement on the maneuvering characteristics are deeply investigated. The hydrodynamic derivatives of the trimaran ship with the different side-hull arrangement are measured by using the PMM technique and substituted into equations of maneuvering motion to simulate the turning circle test and the zig-zag test. The maneuvering performance of the trimaran ship is then investigated through the turning circle test and the zig-zag test. From the calculated results of the turning circle test, we can investigate performance of the advance, the transfer and the steady turning radius of the trimaran ship with different side-hull arrangements while the zig-zag test can be applied to measure the control ability of the rudder, the directional stability, the overshoot time and the overshoot angle for the trimaran ship. The present results can serve as the useful references of the maneuvering design for the trimaran ship.
36
Luo, Jhih-Hong, and 羅志宏. "The Study on the Maneuvering and Control of the Nonlinear Ship Motions in Waves." Thesis, 2006. http://ndltd.ncl.edu.tw/handle/78176108893785966360.
Повний текст джерелаАнотація:
博士國立成功大學
系統及船舶機電工程學系碩博士班
94
A nonlinear mathematical model composed of seakeeping and maneuvering with six degrees of freedom of motions is built and the time domain simulation for ship motions in waves is calculated by the fourth Runge-Kutta method. Based on the equation of motions, the autopilot performances in waves are investigated by the PD controller and sliding mode controller. With the autopilot, the track keeping for the ship to the desired heading angle is achieved by the line-of-sight method. Furthermore, two kinds of controllers, i.e. the individual combined control and integrated control, based on the sliding mode control law are built to reduce the roll motion by the rudder control. The former considers sway-yaw motion and roll motion separately, and the other considers the coupling motions for sway-yaw-roll responses. In order to achieve optimal control performance, the genetic algorithms are adopted to obtain the optimal design parameters. Since the time domain simulation of irregular waves is time consuming, the optimal design parameters are simply determined based on the corresponding regular wave with maximum roll response which obtained from the sea state and response amplitude operator (RAO) of roll motion. From the comparison between simulations of turning circle and sea trial information, nonlinear maneuvering coefficients in the equations of motion indeed have significant effects on ship maneuvering ability and can not be neglected. The track keeping test reveals the control ability of sliding mode controller is better than PD one when external disturbances are considered. From a series of simulation results in regular waves, long-crested waves and short-crested waves, the track keeping function with the sliding mode controller are effective when the ship sails with high speed, and it can also achieve the roll reduction purpose by rudder control. However, if the ship velocity becomes lower, the roll reduction effect is invisible, but controller is still able to keep the track. According to the present results we find the mathematical model developed here is useful for estimating the ship maneuvering ability in waves at initial ship design phase and can also play a very important real time simulation tool while applying the visual reality technique to ship simulators.
37
Chiu, Chia-Cheng, and 丘家丞. "Study on Hydrodynamic Forces Acting on a Ship Maneuvering in Waves by Applying CFD Tool." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/9eex78.
Повний текст джерела
38
Huang, Yu Che, and 黃裕哲. "A Study on maneuvering simulation and maneuverability prediction of a Twin-screw Twin-rudder ship." Thesis, 2003. http://ndltd.ncl.edu.tw/handle/96944447525284673879.
Повний текст джерелаАнотація:
碩士國立臺灣大學
工程科學與海洋工程學系
91
In this study, a program system for simulating maneuvering motions of a twin-screw twin-rudder ship is developed. The mathematical model developed by Lee (doctoral dissertation of University of Tokyo) is adopted in the present program system. Besides, the hydrodynamic coefficients are estimated by using empirical formula or database. The validity of the program system is confirmed firstly by applying it to the ship model used by Lee and comparing the simulation results with Lee’s data obtained by experiment as well as simulation. Then, the program system is applied to a real ship of twin-screw and twin-rudder. The agreement between the simulation results and sea-trial data offered by USDDC shows that the present program system is valid as a practical tool for predicting the maneuverability of a twin-screw twin-rudder ship. Furthermore, a computer program for analyzing the stability indices of 2nd order linear response model has also been developed by using the Least Square Method. The validity of the 2nd order linear response model to describe the maneuvering motions of a twin-screw twin-rudder ship is also discussed.
39
Chou, Yung-Hsiang, and 周詠翔. "Development of a simulation system for ship maneuvering and guidance under the action of environmental forces." Thesis, 2006. http://ndltd.ncl.edu.tw/handle/70014459941156644312.
Повний текст джерелаАнотація:
碩士國立臺灣大學
工程科學及海洋工程學研究所
94
A simulation system for ship maneuvering and guidance is developed in the present study, in which maneuvering motions and seakeeping motions are taken into consideration. For developing a mathematical model of surge-sway-roll-yaw coupled maneuvering motions with the effects of wind, wave and current, Japan MMG model is followed. Besides, seakeeping motions in regular waves are calculated by nonlinear strip theory, and that in short-crested irregular waves are evaluated by applying the principle of linear superposition. Evaluated seakeeping motions then added into the simulated maneuvering motions in short-crested irregular waves. VISUAL C++ language is used for programming. In the present computer program module, each of the effects of wind, wave, current and motion controller acts as a “method” that may be set active individually or simultaneously. Furthermore, it’s easy to set environmental conditions and easy to revise when more data are available. Motion controller is also easy tested using the present computer program module for ship maneuvering in short-crested irregular waves.
40
Fang-YanCai and 蔡芳諺. "The Study on the Maneuvering Derivatives and Steering Performance of Different Ship Sailing Attitude by Planar Motion Mechanism(PMM)." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/08379087836436262345.
Повний текст джерелаАнотація:
碩士國立成功大學
系統及船舶機電工程學系
105
The main purpose of the present study is to obtain the maneuvering derivatives of different ship sailing attitudes by PMM experiments and find out which is the best ship sailing attitude of steering performance based on the computer program. There were two types of ships used in the study, including Container and Oil Tanker. The ship test conditions include two different draught for each ship and three sailing attitudes for each draught respectively. Different derivatives can be obtained by different types of PMM experiments for two model ships in the towing tank. After that, these derivatives were applied to the computer program which is based on MMG model to simulate the motion of ship to simulate the turning circle test and the zig-zag test. Finally, the results of the simulations are analyzed in detail to compare the differences between different ship sailing attitudes for two model ships. From these experiments and analysis, the study can judge the steering performance of the different types of ships and ship sailing conditions. Moreover, the best sailing attitude for maneuvering can be found out.
41
Lung, Chen Yun, and 陳雲龍. "A Study of Maneuvering Strategy for Ultra Large Container Ships Berth and Unberth in Taipei Port." Thesis, 2017. http://ndltd.ncl.edu.tw/handle/35021960665584153089.
Повний текст джерелаАнотація:
碩士國立臺灣海洋大學
商船學系
105
Since January 18th years 2015 , 13,000TEU ultra large container ships was in and out of berthing and unberthing operations in Taipei Port, and also this type of ship is biggest large ship now in Taipei Port. Ultra large container ships, its inertia, maneuvering is not so easy. This study of pilot's instance with AIS data to investigate 13,000TEU ultra large container ship berthing port of Taipei's navigational maneuvering operating procedures, and enhance the safety of navigation maneuvering strategy. 13,000TEU ultra large container ships, 360 meters length, 51 meters breadth, maximum loaded draught of 16 meters, maximum capacity of 160,000 tons. At Taipei Port, during the summer southwest monsoon, the main wind direction is SW~WSW. Winter monsoon, the main wind direction is NE~ENE. From ship sailing into the traffic lane until enter the breakwater, so far showed a crosswind, area for container ships and the entrance channel is in the South, if the ship setting South too much, easily ran aground in the South. Taipei Port currents, flood current flow to South West, ebb current flow to North East, flood current vertically below the outer breakwater head turning towards the direction of Bank. Flood current and ebb current at vertically with the breakwater, the safe navigation of vessels entering and leaving Taipei Port did have a very large impact. For safety reasons the current draught restrictions of 13,000TEU ultra large container ships in and out of Taipei Port in less than 12.5 meters, and configure the 3-5 tugs to assist. When wind and flood and ebb is too strong, after the pilot on board, should add speed to navigate, and keep the 10~14 knows to enter the breakwater, with a rudder modified the offset cross. After ship fully enter the breakwater gradually slowed down, as per the berth location, control the speed smoothly for safe berthing at the appropriate location. In recent years Automatically Identification System(AIS) technology development is very maturity. This research using AIS data can convert ultra large container ship into Taipei Port data for analysis: statistics ultra large container ship into Taipei Port route of track figure, and statistics ultra large container ship into Taipei Port average deviated from route center line distance, and average actual ship speed made good, and average actual course made good, and actual course made good with ship's heading differences. Shows the position of incoming voyage, ship's speed and heading of navigation parameters are quite consistent. 13,800TEU ultra large container ships can be used as safely maneuvering reference. Key words: Taipei Port, The safety of Navigation, Maneuvering Strategy, Ultra large container vessels, Automatic Identification System(AIS)
42
Grant, Michael. "New modelling and simulation methods to support clean marine propulsion." Thesis, 2021. http://hdl.handle.net/1828/13308.
Повний текст джерелаАнотація:
The marine industry has increased its adoption of pure-electric, diesel-electric, and other non-traditional propulsion architectures to reduce ship emissions and fuel consumption. While these technologies can improve performance, the design of a propulsion system becomes challenging, given that no single technology is superior across all vessel types. Furthermore, even identical ships with different operating patterns may be better suited to different propulsion technologies. Addressing this problem, previous research has shown that if key elements of a vessel's operational pro file are known, simulation and optimization techniques can be employed to evaluate multiple propulsion architectures and result in a better propulsion system design and energy management strategy for a given vessel. While these studies have demonstrated the performance improvements that can be achieved from optimizing clean marine propulsion systems, they rely on vessel operational profiles obtained through physical measurement from existing ships. From a practical point of view, the optimization of a vessel's propulsion system needs to occur prior to a vessel's construction and thus precludes physical measurement. To this end, this thesis introduces a marine simulation platform for producing vessel operational profiles which enable propulsion system optimization during the ship design process. Core subsystem modules are constructed for simulating ship motions in 3 degrees of freedom and result in operational profile time-series, including propulsion power. Data is acquired from a benchmark vessel to validate the simulation. Results show the proposed approach strikes a balance between speed, accuracy, and complexity compared with other available tools.Graduate