Статті в журналах: "Ship maneuvering"

1

Nedelcu, A. "Ship Maneuvering Prediction based Pivot Point Estimation." Scientific Bulletin of Naval Academy XXI, no. 2 (December 15, 2018): 81–86. http://dx.doi.org/10.21279/1454-864x-18-i2-008.

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In the last years, the size and the number of ships has grown remarkably. At the same time, the size of harbors and ports remain constantly. Asa result, the ship maneuvering in harbors has become more problematic and harder to execute. This is the reason that many sailors affirm that it is an art than a science to execute some maneuverings. Ship maneuvers represented a complex vessel motions influenced most of the time by external environmental conditions in the navigation area (i.e. ocean and tidal current conditions, water depth, wind and waves). Navigator`s knowledge and experiences overcome to control the ship speed, course and heading in some close encounter situations. For example, combinations of different environmental conditions (draft variations in a passage from fresh to sea water with other ships near the same navigation area), create not only additional navigation difficulties, but also could compromise and threatens the navigation.

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2

Zhang, Zhao, and Junsheng Ren. "Locally Weighted Non-Parametric Modeling of Ship Maneuvering Motion Based on Sparse Gaussian Process." Journal of Marine Science and Engineering 9, no. 6 (June 1, 2021): 606. http://dx.doi.org/10.3390/jmse9060606.

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This paper explores a fast and efficient method for identifying and modeling ship maneuvering motion, and conducts a comprehensive experiment. Through the ship maneuvering test, the dynamics interaction between ship and the environment is obtained. Then, the LWL (Locally Weighted Learning algorithm) underlying architecture is constructed by sparse Gaussian Process to reduce the data requirements of LWL-based ship maneuvering motion modeling and to improve the performance for LWL. On this basis, a non-parametric model of ship maneuvering motion is established based on the locally weighted sparse Gaussian Process, and the traditional mathematical model of ship maneuvering motion is replaced by the generative model. This generative model considers the hydrodynamic effects of ships, and reduces the sensitivity of local weighted learning to sample data. In addition, matrix operations are transferred to the auxiliary platform to optimize the calculation performance of the method. Finally, the simulation results of ship maneuvering motion indicate that this method has the characteristics of efficiency, rapidity and universality, and its accuracy conforms to engineering practice.

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3

Li, Dong Li, Liang Yang, Hong Yu Zhang, and Tian Shu Peng. "Numerical Simulation of Ship Maneuvering Motions in Viscous Flow." Key Engineering Materials 419-420 (October 2009): 677–80. http://dx.doi.org/10.4028/www.scientific.net/kem.419-420.677.

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In this paper, based on CFD method and dynamic mesh technology, the ship maneuvering performance is predicted in viscous flow. Numerical computation models are built to realize the simulation of the ship maneuvering motions such as static drift test, static rudder test, pure yaw test and pure sway test. Hydrodynamic forces and moments acting on a maneuvering ship are obtained in the body-fixed coordinate system. The computational results are compared with data of potential theory method. Then based on VC code, a simulator of ship maneuvering motions is built to simulate ship Zigzagging and Turing test. The results show that the present numerical simulation method and the ship maneuvering motion simulator are able to be used in numerical simulation of the real size ship maneuvering motions in viscous flow field.

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4

Li, Ye, and Sander M. Çalisal. "Numerical Simulation of Ship Maneuverability in Wind and Current, With Escort Tugs." Marine Technology and SNAME News 42, no. 04 (October 1, 2005): 159–76. http://dx.doi.org/10.5957/mt1.2005.42.4.159.

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A number of recent large-ship accidents have compelled naval architects and engineers to advance the research on ship maneuverability and the prediction of ship response in the ocean environment. In the meantime, new maneuverability standards have been developed and the International Maritime Organization (IMO) has also proposed one such standard. This standard provides four ship-maneuvering performance criteria, and its latest version is dated December 2002. Simulation technology, in particular the simulation of ship maneuvering, has advanced considerably in recent years with the advent of computers. Computer programs using either numerically computed or experimentally determined hydrodynamics coefficients have allowed an accurate simulation of ship maneuverability for different types of vessels. Relatively good agreement has been reported by various researchers between simulated results and those obtained from full-scale ship trials. It seems that simulation can now identify acceptable ship maneuvering performance in calm seas. However, the effects of wind and current and escort tug assistance have not been that well studied and reported, and they are always important factors for ship maneuvering especially in restricted waters. The numerical simulation program presented in this paper (UBCManeuver) has been validated using data on the Esso Osaka 278,000 DWT tanker, a ship well tested for regular maneuvering tests. UBCManeuver is able to identify IMO class and non-IMO class ships according to the most recent IMO standards for ship maneuverability. A good agreement was obtained between simulation and the sea trials reported for Esso Osaka. After the validation of the code, the course-keeping abilities of this ship in restricted waters were studied in calm seas and under wind and current conditions. The effect of escort tugs on such an operation has also been quantified and Esso Osaka's maneuvering performance around Vancouver harbor simulated. The limits of current and wind strengths for "successful" operation with and without escort tugs have then been established. In addition, the effectiveness of multiple tug assistance in different positions is discussed in some detail.

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5

Wu, Gongxing, Xiaolong Zhao, Yushan Sun, and Linling Wang. "Cooperative Maneuvering Mathematical Modeling for Multi-Tugs Towing a Ship in the Port Environment." Journal of Marine Science and Engineering 9, no. 4 (April 4, 2021): 384. http://dx.doi.org/10.3390/jmse9040384.

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The towing operation of multi-tug-assisted ship navigation mainly relies on the experience of the captain, and there is no set of effective operation methods. Therefore, it is difficult to achieve accurate assisted navigation when multiple tugboats work in coordination. The calculation method of maneuverability of the towing system with multi-tug-assisted navigation is proposed in this paper. In view of the complexity of multi-tug-assisted large ship maneuvering, this article focuses on solving the problems of force analysis and maneuvering modeling between the multi-tug and ship systems. Firstly, a maneuvering mathematic model for towing ships is established, and the hydrodynamic force of the hull, rope force of the tugs, and force of wind interference are analyzed. The thrust and moment of the ducted azimuthal propeller are calculated, and the mathematical model of the tug’s cable tension is discussed. Then, the fourth-order Runge–Kutta method is used to solve the differential equations of the maneuvering motion of the ships and each tug. Based on the ship-towing process by multiple tugs, a multi-tug-assisted ship towing simulation platform was built by using the Visual Studio development tool. Finally, on the simulation platform, multi-tug longitudinal-towing-simulation experiments at different speeds were carried out, and the simulation of turning towing maneuvers under the influence of wind was done. The simulation results showed that as the towing speed increases, the initial towing speed fluctuates greatly. There is a significant drift effect on the ships by the wind force. And the wind will cause a fluctuation in the tug’s rope force. The simulation of the multi-tugs towing a ship entering the port was carried out in the port environment. The results showed that the multi-tug towing system and simulation platform may be used for the safety training of the tug’s crew.

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6

Galor, Wiesław. "Determination of Dynamic Under Keel Clearance of Maneuvering Ship." Journal of Konbin 8, no. 1 (January 1, 2008): 53–60. http://dx.doi.org/10.2478/v10040-008-0100-0.

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Determination of Dynamic Under Keel Clearance of Maneuvering Ship The safety of navigation of a ship manoeuvring within port waters mainly depends on its under keel clearance (UKC). Mainly UKC depends on water level change, squatting of moving ship and heeling and wave response. The effect of these components will be determined currently than such UKC is called as dynamic under keel clearance. The paper presents an analysis of certain components of UKC to maximise of ship draft and thus to achieve the economic benefit to port and ships owner.

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7

Song, Hao Ran. "Study on Application in the Teaching of Ship Maneuvering Simulator." Applied Mechanics and Materials 310 (February 2013): 580–83. http://dx.doi.org/10.4028/www.scientific.net/amm.310.580.

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Ship handling Simulator system was dominated by computer technology, combined with disciplines such as ship hydrodynamics, to emulate a variety of sea and sea conditions, various types of ships and its control system, achieve the purpose of simulation training. At present, the ship manoeuvring Simulator in navigational teaching and training not only from the international shipping industry is generally acceptable, but also highly valued by the International Maritime Organization. Therefore, growing on ship manoeuvring Simulator in navigational teaching research on the application and training of the crew, ship maneuvering simulator training more rational, more realistic, more standardized.

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8

Lee, Hyeong-Tak, Jeong-Seok Lee, Hyun Yang, and Ik-Soon Cho. "An AIS Data-Driven Approach to Analyze the Pattern of Ship Trajectories in Ports Using the DBSCAN Algorithm." Applied Sciences 11, no. 2 (January 15, 2021): 799. http://dx.doi.org/10.3390/app11020799.

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As the maritime industry enters the era of maritime autonomous surface ships, research into artificial intelligence based on maritime data is being actively conducted, and the advantages of profitability and the prevention of human error are being emphasized. However, although many studies have been conducted relating to oceanic operations by ships, few have addressed maneuvering in ports. Therefore, in an effort to resolve this issue, this study explores ship trajectories derived from automatic identification systems’ data collected from ships arriving in and departing from the Busan New Port in South Korea. The collected data were analyzed by dividing them into port arrival and departure categories. To analyze ship trajectory patterns, the density-based spatial clustering of applications with noise (DBSCAN) algorithm, a machine learning clustering method, was employed. As a result, in the case of arrival, seven clusters, including the leg and turning section, were derived, and departure was classified into six clusters. The clusters were then divided into four phases and a pattern analysis was conducted for speed over ground, course over ground, and ship position. The results of this study could be used to develop new port maneuvering guidelines for ships and represent a significant contribution to the maneuvering practices of autonomous ships in port.

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9

PHAM, Van Thuan, and Hiroaki KOBAYASHI. "Evaluation of Container Ship Maneuvering Characteristics from View Point of Ship Handling Ability." Journal of Japan Institute of Navigation 118 (2008): 283–89. http://dx.doi.org/10.9749/jin.118.283.

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10

Yim, Jeong-Bin, and Deuk-Jin Park. "Estimating Critical Latency Affecting Ship’s Collision in Re-Mote Maneuvering of Autonomous Ships." Applied Sciences 11, no. 22 (November 19, 2021): 10987. http://dx.doi.org/10.3390/app112210987.

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Estimation of the critical latency that can cause collision in remote maneuvering of autonomous ships can provide a clue to avoid collisions. The concept of estimating the critical latency was established using the turning circle formed by the turning maneuver of the own ship, and critical latency was estimated using the radius of the turning circle with the turning time ratio. The turning circle was observed using the turning trajectory of the give-way vessel measured in the ship maneuvering simulation experiment. Experimental results demonstrated that the proposed method is capable of identifying both the location and time of the collision due to critical latency. As a result, a clue to avoid possible collision in remote maneuvering caused by critical latency was deduced.

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11

Lacki, Miroslaw. "Intelligent Prediction of Ship Maneuvering." TransNav, the International Journal on Marine Navigation and Safety of Sea Transportation 10, no. 3 (2016): 511–16. http://dx.doi.org/10.12716/1001.10.03.17.

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12

Spahr, Kimberly S., Christopher D. Wickens, Benjamin A. Clegg, C. A. P. Smith, and Gautham Vijayaragavan. "Foundational Elements of a Rendezvous: When (and Where) Planning & Prediction Meet." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 1709–13. http://dx.doi.org/10.1177/1071181319631297.

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For one entity to initiate a meeting, interception, or rendezvous with another, such situations necessitate both accurate perception of the target’s trajectory and also planning of one’s own trajectory. To examine these cognitive processes and resulting performance trends, the current study presented participants with simplified simulated ship rendezvous scenarios in which they had to predict a target ship’s future course while planning their own actions to facilitate a meeting. Rendezvous error increased under high time pressure, either when the ships started by moving towards each other, or when the target ship moved faster than the user’s ship. When participants missed a rendezvous, they often did so by passing behind the target ship as if maneuvering too late. Participants also preferred to adjust both the heading and the speed of their ship when maneuvering. Finally, users took longer to assess situations characterized by high time pressure.

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13

Yeo, Dong Jin, Moohyun Cha, and Duhwan Mun. "Simulating ship and buoy motions arising from ocean waves in a ship handling simulator." SIMULATION 88, no. 12 (July 16, 2012): 1407–18. http://dx.doi.org/10.1177/0037549712452128.

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A ship’s real-time three-dimensional (3D) visualization system, a component of a handling simulator, is one of its most important components, since realistic and intuitive image generation play an essential role in improving the effects of education using ship navigation simulators. Ship handling simulators should have capabilities of calculating ship motions (heave, pitch, and roll) at any given sea state and display the calculated motions through a real-time 3D visualization system. The motion solver of a ship handling simulator calculates those motions in addition to maneuverings for an own ship, the main simulation target, but only provides maneuvering information about traffic ships. Therefore, it is required to simulate traffic ship and buoy motions arising from ocean waves in a ship handling simulator for realistic visualization. In this paper, the authors propose a simple dynamics model by which ship and buoy motions are calculated with the input data of wave height and discuss a method for the implementation of a ship and buoy motion calculation module. The feasibility of the proposed dynamics model and the motion calculation module has been demonstrated through the development of a prototype real-time 3D visualization system based on an open-source 3D graphics engine.

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14

Varyani, K. S., and M. Vantorre. "New Generic Equation for Interaction Effects on a Moored Containership Due to a Passing Tanker." Journal of Ship Research 50, no. 03 (September 1, 2006): 278–87. http://dx.doi.org/10.5957/jsr.2006.50.3.278.

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In order to improve the formulation of moored-passing ship interaction forces and moments in the mathematical model of a ship maneuvering simulator, a comprehensive captive model test program was carried out and a theoretical calculation method was developed. At present, semiempirical approaches, resulting in an estimation of forces and moments in the horizontal plane caused by hydrodynamic interaction on a moored ship due to a passing ship, are not available in literature. The present research intends to enhance the theoretical approach by validating the calculated peak forces and moments with experimental data. The numerical method is subsequently applied to generate a systematic database for the development of a new set of generic formulae for estimating the effect of passing vessels on moored ships in the equations of motion for surge, sway, and yaw applied in maneuvering and moor-ing simulators.

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15

Xue, Yifan, Yanjun Liu, Gang Xue, and Gang Chen. "Identification and Prediction of Ship Maneuvering Motion Based on a Gaussian Process with Uncertainty Propagation." Journal of Marine Science and Engineering 9, no. 8 (July 27, 2021): 804. http://dx.doi.org/10.3390/jmse9080804.

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Maritime transport plays a vital role in economic development. To establish a vessel scheduling model, accurate ship maneuvering models should be used to optimize the strategy and maximize the economic benefits. The use of nonparametric modeling techniques to identify ship maneuvering systems has attracted considerable attention. The Gaussian process has high precision and strong generalization ability in fitting nonlinear functions and requires less training data, which is suitable for ship dynamic model identification. Compared with other machine learning methods, the most obvious advantage of the Gaussian process is that it can provide the uncertainty of prediction. However, most studies on ship modeling and prediction do not consider the uncertainty propagation in Gaussian processes. In this paper, a moment-matching-based approach is applied to address the problem. The proposed identification scheme for ship maneuvering systems is verified by container ship simulation data and experimental data from the Workshop on Verification and Validation of Ship Maneuvering Simulation Methods (SIMMAN) database. The results indicate that the identified model is accurate and shows good generalization performance. The uncertainty of ship motion prediction is well considered based on the uncertainty propagation technology.

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16

Yulianto, A. N., W. D. Aryawan, T. Putranto, S. H. Sujiatanti, G. M. Ahadyanti, and D. B. Purwanto. "Preliminary Study of Ship Maneuvering Prediction of Container Ship." IOP Conference Series: Materials Science and Engineering 1052, no. 1 (January 1, 2021): 012001. http://dx.doi.org/10.1088/1757-899x/1052/1/012001.

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17

Shang, Haodong, Chengsheng Zhan, and Zuyuan Liu. "Numerical Simulation of Ship Maneuvers through Self-Propulsion." Journal of Marine Science and Engineering 9, no. 9 (September 17, 2021): 1017. http://dx.doi.org/10.3390/jmse9091017.

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The typical maneuvering of a ship can reflect its maneuvering characteristics, which are closely related to the safety and economy of its navigation. The accurate prediction of a ship’s maneuvering characteristics is essential for its preliminary design. This paper adopts the overset grid method to deal with multibody motion and the body-force method to describe the thrust distribution of the propeller at the model scale, as well as to obtain the changes in the hydrodynamic load and the characteristic parameters in a computational fluid dynamics (CFD) maneuver simulation. Then, the paper compares the results with those of a self-propulsion experiment conducted at the China Ship Scientific Research Center. The numerical results show that the maneuverability characteristics obtained from the CFD simulation are in satisfactory agreement with the experimental values, which demonstrates the applicability and reliability of the combination of the overset grid with the body-force method in the numerical prediction of the typical maneuvering of a ship. This provides an effective pre-evaluation method for the prediction of a ship’s maneuvering through self-propulsion.

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18

Chuang, Cai, Lei Penghua, and Cai Xinyong. "Analysis of the Relevant Parameters on Small Scale of Navigable Abnormal Ship Model." Polish Maritime Research 24, s2 (August 28, 2017): 133–39. http://dx.doi.org/10.1515/pomr-2017-0075.

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Abstract At present, ship model tests are based on the normal mode at home and abroad. With the development and application of abnormal hydraulic model, it is necessary to study abnormal ship model. The similarity criterion of abnormal ship model is deduced from the similarity theory of normal hydraulic model in this paper. Some factors that affect the maneuverability of the abnormal ship model are discussed by theoretical analysis of ship maneuvering. The influence of the K and T index of different variable rate on the abnormal ship model maneuvering and the dimensional effect of the abnormal ship model are obtained, which can be used as a reference for the study of the abnormal ship model.

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19

Contreras Montes, Juan A., Fernando J. Durán Martínez, and Alejandro Castro Celis. "Generating fuzzy autopilot for ship maneuvering." Ciencia y tecnología de buques 5, no. 9 (July 23, 2011): 107. http://dx.doi.org/10.25043/19098642.55.

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This paper introduces a method to generate autopilots for ship headings by using issues from the observation of control actions performed by human operators. The controller is designed based on fuzzy logic and uses triangular membership functions for the antecedent and consequent functions for Singleton type. For an automatic adjustment of the consequential, the recursive least squares method was used. This method is used to generate and validate the course driver of a 350-m tanker, at different load conditions.

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20

Yasukawa, Hironori. "Simulations of Ship Maneuvering in Waves." Journal of the Japan Society of Naval Architects and Ocean Engineers 4 (2006): 127–36. http://dx.doi.org/10.2534/jjasnaoe.4.127.

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21

Yasukawa, Hironori. "Simulations of Ship Maneuvering in Waves." Journal of the Japan Society of Naval Architects and Ocean Engineers 7 (2008): 163–70. http://dx.doi.org/10.2534/jjasnaoe.7.163.

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22

Perera, Lokukaluge P. "Navigation vector based ship maneuvering prediction." Ocean Engineering 138 (July 2017): 151–60. http://dx.doi.org/10.1016/j.oceaneng.2017.04.017.

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23

Bhattacharyya, S. K., and M. R. Haddara. "Parametric Identification for Nonlinear Ship Maneuvering." Journal of Ship Research 50, no. 03 (September 1, 2006): 197–207. http://dx.doi.org/10.5957/jsr.2006.50.3.197.

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A parametric identification method for the estimation of hydrodynamic derivatives embedded in the nonlinear steering equations for ship maneuvering in calm seas is presented. The models developed for identification involve determination of constant, "low-frequency" hydrodynamic derivatives. The method is robust, noniterative, and computationally light, and it requires no starting estimates. In this method, the time domain operations are converted to linear operations in the frequency domain. The responses of the ship in a few standard maneuvers have been simulated in the numerical examples, and the proposed method is applied to these data in order to estimate the hydrodynamic derivatives for a few "identifiable" combinations.

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24

Felski, Andrzej, Krzysztof Naus, Sławomir Świerczyński, Mariusz Wąż, and Piotr Zwolan. "Present Status And Tendencies In Docking Systems’ Development." Annual of Navigation 21, no. 1 (June 1, 2014): 35–48. http://dx.doi.org/10.1515/aon-2015-0003.

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AbstractThe process of the ships docking, especially very large ships, is an very risky operation in confined and busy port waters. The similar difficult is the task to pass along any channel, river, strait or similar water road. The basic difficulty causes maneuvering with the great mass of the ship in situation of small space to maneuvers, the large inertia of the object and poor maneuvering properties at small speeds occurring in such circumstances. An additional factor, which make this task more difficult is the influence of the wind and the sea current on the hull of the inert ship as well as consequences of the limited visibility. The bad weather can cause the necessity to delay the maneuver. However this joins with heavy costs. An alternative is usage of systems supporting this process.In this paper nowadays accessible systems for augmentation the docking and harbor navigation are analysed. There are: shore based (active or passive) and ship based (active). This paper is prepared in the frame of Bonus project call 2012 ‘The Captain Assistant system for Navigation and Routing during Operations in Harbor’.

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25

Lin, Ray-Qing, and Weijia Kuang. "A Fully Nonlinear, Dynamically Consistent Numerical Model for Ship Maneuvering in a Seaway." Modelling and Simulation in Engineering 2011 (2011): 1–10. http://dx.doi.org/10.1155/2011/356741.

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This is the continuation of our research on development of a fully nonlinear, dynamically consistent, numerical ship motion model (DiSSEL). In this paper we report our results on modeling ship maneuvering in arbitrary seaway that is one of the most challenging and important problems in seakeeping. In our modeling, we developed an adaptive algorithm to maintain dynamical balances numerically as the encounter frequencies (the wave frequencies as measured on the ship) varying with the ship maneuvering state. The key of this new algorithm is to evaluate the encounter frequency variation differently in the physical domain and in the frequency domain, thus effectively eliminating possible numerical dynamical imbalances. We have tested this algorithm with several well-documented maneuvering experiments, and our results agree very well with experimental data. In particular, the numerical time series of roll and pitch motions and the numerical ship tracks (i.e., surge, sway, and yaw) are nearly identical to those of experiments.

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26

Dai, Kun, and Yunbo Li. "EXPERIMENTAL AND NUMERICAL INVESTIGATION ON MANEUVERING PERFORMANCE OF SMALL WATERPLANE AREA TWIN HULL." Brodogradnja 72, no. 2 (April 1, 2021): 93–114. http://dx.doi.org/10.21278/brod72206.

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Free running model tests and a system-based method are employed to evaluate maneuvering performance for a Small Waterplane Area Twin Hull (SWATH) ship in this paper. A 3 degrees of freedom Maneuvering Modeling Group (MMG) model is implemented to numerically simulate the maneuvering motions in calm water. Virtual captive model tests are performed by using a Reynolds-averaged Navier-Stokes (RANS) method to acquire hydrodynamic derivatives, after a convergence study to check the numerical accuracy. The turning and zigzag maneuvers are simulated by solving the maneuvering motion model and the predicted results agree well with the experimental data. Moreover, free running model tests are carried out for three lateral separations and the influence of the lateral separations on maneuvering performance is investigated. The research results of this paper will be helpful for the maneuvering prediction of the small waterplane area twin hull ship.

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27

KOBAYASHI, Hiroaki, Takashi KATAOKA, and Toshihide HAMADA. "Evaluation Methods for Ship Handling Training Using Ship Maneuvering Simulator." Journal of Japan Institute of Navigation 98 (1998): 161–69. http://dx.doi.org/10.9749/jin.98.161.

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28

Cho, Yonghoon, Jungwook Han, and Jinwhan Kim. "Intent inference of ship maneuvering for automatic ship collision avoidance." IFAC-PapersOnLine 51, no. 29 (2018): 384–88. http://dx.doi.org/10.1016/j.ifacol.2018.09.457.

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29

Lin, Ray-Qing, Tim Smith, and Michael Hughes. "Prediction of Ship Unsteady Maneuvering in Calm Water by a Fully Nonlinear Ship Motion Model." Modelling and Simulation in Engineering 2012 (2012): 1–11. http://dx.doi.org/10.1155/2012/468029.

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Анотація:

This is the continuation of our research on development of a fully nonlinear, dynamically consistent, numerical ship motion model (DiSSEL). In this study we will report our results in predicting ship motions in unsteady maneuvering in calm water. During the unsteady maneuvering, both the rudder angle, and ship forward speed vary with time. Therefore, not only surge, sway, and yaw motions occur, but roll, pitch and heave motions will also occur even in calm water as heel, trim, and sinkage, respectively. When the rudder angles and ship forward speed vary rapidly with time, the six degrees-of-freedom ship motions and their interactions become strong. To accurately predict the six degrees-of-freedom ship motions in unsteady maneuvering, a universal method for arbitrary ship hull requires physics-based fully-nonlinear models for ship motion and for rudder forces and moments. The numerical simulations will be benchmarked by experimental data of the Pre-Contract DDG51 design and an Experimental Hull Form. The benchmarking shows a good agreement between numerical simulations by the enhancement DiSSEL and experimental data. No empirical parameterization is used, except for the influence of the propeller slipstream on the rudder, which is included using a flow acceleration factor.

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30

Seo, Jeonghwa, Dae Hyuk Kim, Jeongsoo Ha, Shin Hyung Rhee, Hyeon Kyu Yoon, Jongyeol Park, Woo-Chan Seok, and Key Pyo Rhee. "Captive Model Tests for Assessing Maneuverability of a Damaged Surface Combatant with Initial Heel Angle." Journal of Ship Research 64, no. 04 (December 21, 2020): 392–406. http://dx.doi.org/10.5957/josr.09180075.

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The present study is about the application of a four-degree-of-freedom (4DOF) maneuvering mathematical model based on Abkowitz’s model for assessing damaged ship maneuverability with initial asymmetry. A scaled model of the Office of Naval Research Tumblehome hull with a damaged compartment was used as the test model. Based on the survivability regulations for naval vessels, the damaged compartment was designed and located near the bow, such that it had an initial heel and trim. Static and dynamic captive model tests were performed on the damaged ship model to determine the maneuvering coefficients for the maneuvering mathematical model. Maneuvering simulations were carried out with the captive model test data and 4DOF maneuvering mathematical model. The advance speed in the maneuver reduced more in the damaged condition than in the intact condition, and maneuverability was severely degraded during starboard turning.

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31

Landsburg, Alexander C., Roderick A. Barr, Larry Daggett, Wei-Yuan Hwang, Bent Jakobsen, Mike Morris, and Lou Vest. "Critical Needs for Ship Maneuverability: Lessons From the Houston Ship Channel Full-Scale Maneuvering Trials." Marine Technology and SNAME News 42, no. 01 (January 1, 2005): 11–20. http://dx.doi.org/10.5957/mt1.2005.42.1.11.

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"I think the architects and engineers that design ships for the sea, where they spend 99% of their time, forget that at some point they still have to get up the ditches to load or discharge their cargo. Someday when a high-profile accident does occur, ship builders might even be brought into the civil arena and found criminally negligent and liable for building underpowered and poor handling ships."A pilot's view The Standards for Ship Maneuverability approved by the International Maritime Organization (IMO) in 2002 represent a significant step forward in ensuring adequate maneuverability of ships. The Standards provide numerical criteria for assessing the adequacy of maneuverability in deep, unrestricted water at sea speed. Explanatory notes to the Standards provide useful guidelines to the assessment and validation process that help with various issues, such as adjusting full-scale trial results for environmental and loading conditions. Major issues exist, however. In question is the ability of the standards to ensure adequate maneuverability in shallow, restricted, and congested waterways under vessel meeting and passing conditions with the interaction effects, bank suction, and other situations that are encountered in normal port, harbor, and waterway operations. Historically, even in shallow water that is unrestricted, only a couple of ship trials have ever been conducted due to the great cost to prepare for such tests. The lack of accurate full-scale data has seriously limited the accuracy capable of being built into mathematical prediction models. Recently, however, revolutionary positioning technology has enabled collecting highly accurate track and vertical position data on ships operating in shallow and restricted water, with and without interacting ship traffic. Accurate mathematical modeling of ship operations in complex harbors and waterways has become a critical need, and now the possibility of advancing the science finally exists. With accurate full-scale trials data and improved prediction techniques, such as computational fluid dynamics, such ability now seems attainable.

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32

Hu, Xu Yue, Lin Kai Lv, Xiao Xiong Shen, Qing Song Zhang, and Yan Li. "Application of the Off-Line Simulation System of the Ship Maneuvering in Transition Section Navigation Research of the Continuous Bend." Applied Mechanics and Materials 117-119 (October 2011): 660–65. http://dx.doi.org/10.4028/www.scientific.net/amm.117-119.660.

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The mathematical model of ship maneuvering is the core of the ship maneuvering off-line simulation system, it establishes three degrees of freedom motion control equation of the rigid body dynamics , in which the ship as a rigid body. Using MMG (Ship Maneuvering Mathematical Model Group) detached method, it considers the role of force and torque as well as the three mutual influences of hull, propeller and rudder respectively, than it applies runge-kutta method to solve differential equations and combine them with matlab programming languages. According to the rotation test and Z-style test of the kiloton ship, the ship maneuvering offline simulation system is proved to be correct and reliable. So we use this system to simulate the movement of ship passing through the continuous meandering bend in different situations. Then, we analyze rudder angle, drift angle and channel width of ship traveling through the continuous meandering bend, and we can find that when the length of transition section is less than 160m, the rudder angle and drift angle which ship is sailing across the after bend are obviously bigger than that of front bend; when the length of transition section increase a certain length, navigational parameter of front bend and after bend are basically the same, however, when it continues to increase, navigational parameter of front bend and after bend will not change and it will remain steady. Then, we define that the length is the critical navigation length of transition section. At the same time, we also can find that the minimum navigable length of transition section increase with the central angle of bend increase, and it will decrease with bending radius increase. When the central angle of bend is more than or equal to ninety degrees, the standard formula results must be certain modified.

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33

Bingham, V. P., and Thomas P. Mackey. "High-Performance Rudders—with Particular Reference to the Schilling Rudder." Marine Technology and SNAME News 24, no. 04 (October 1, 1987): 312–20. http://dx.doi.org/10.5957/mt1.1987.24.4.312.

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The evolution of the rudder as a means of steering or maneuvering ships has not kept up with other progress in ship machinery and propulsion systems. During the past decade, however, several significant advances in ship maneuvering have been made based on the principle of diverting the propulsive thrust rather than simply steering the hull. One of these innovations is the Schilling rudder, which offers, at a relatively economical cost, greatly improved maneuverability even at very slow speeds. The Schilling rudder can be rotated 75 deg to either side without stalling, which provides stern thrust capability to the ship as the main engine thrust can be diverted at an angle of 90 deg to the hull. A twin Schilling Rudder system, with independently controllable rudders, has the additional features of allowing vectored reversal of ahead thrust, eliminating the need for a reversing gear or controllable-pitch propeller, and, when coupled with a suitable bow thrust device, can even provide a level of dynamic positioning capability to the ship. Both the single and double Schilling rudder systems have now been proven in service and their applicability extended to most types of vessels with no limit on size.

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Dong, Bing Jiang, Jiang Lin, and Qian Chen. "Numerical Simulation of Ship Maneuvering on Bend Channel." Applied Mechanics and Materials 204-208 (October 2012): 4578–85. http://dx.doi.org/10.4028/www.scientific.net/amm.204-208.4578.

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Bend channel is common seen in inland waterways. Due to the complex flow conditions, it’s often of great difficulty for ship maneuvering. To improve navigation conditions, usually the regulation is needed. In this paper, a 3D flow simulation model and ship maneuvering model are coupled. Based on the simulation results, the navigation conditions in Yiyang-Lulintan waterway project are evaluated. The simulation based evaluation provides a scientific basis and guidance for regulation projects in bend channel.

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35

Dash, Anil Kumar, Vishwanath Nagarajan, and Om Prakash Sha. "Uncertainty assessment for ship maneuvering mathematical model." International Shipbuilding Progress 62, no. 1-2 (July 14, 2015): 57–111. http://dx.doi.org/10.3233/isp-150117.

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LI, Tianwei, Xiaoguang LIU, Weihua PENG, and Wei LI. "Chaotic ship maneuvering control in course-keeping." Journal of Computer Applications 33, no. 1 (September 23, 2013): 234–38. http://dx.doi.org/10.3724/sp.j.1087.2013.00234.

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37

Okazaki, Tadatsugi, and Rei Takaseki. "Override ship maneuvering simulator using AR toolkit." Intelligent Automation & Soft Computing 23, no. 1 (March 4, 2016): 167–74. http://dx.doi.org/10.1080/10798587.2016.1142709.

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38

Seo, Min-Guk, and Yonghwan Kim. "Numerical analysis on ship maneuvering coupled with ship motion in waves." Ocean Engineering 38, no. 17-18 (December 2011): 1934–45. http://dx.doi.org/10.1016/j.oceaneng.2011.09.023.

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39

Lee, Chun-Ki, and Sam-Goo Lee. "Investigation of ship maneuvering with hydrodynamic effects between ship and bank." Journal of Mechanical Science and Technology 22, no. 6 (June 2008): 1230–36. http://dx.doi.org/10.1007/s12206-008-0309-9.

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Wu, Gongxing, Mingyuan Zhao, Yu Cong, ZhiWen Hu, and Guofu Li. "Algorithm of Berthing and Maneuvering for Catamaran Unmanned Surface Vehicle Based on Ship Maneuverability." Journal of Marine Science and Engineering 9, no. 3 (March 6, 2021): 289. http://dx.doi.org/10.3390/jmse9030289.

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In the complex port environment, ship berthing manipulation is one of the most difficult operations. In this study, an algorithm of berthing and maneuvering was designed for a catamaran unmanned surface vehicle (USV), which is used for port patrol and protection. Considering the influence of wind, waves, and currents, the mathematical model of the maneuvering movement for the twin-hull and twin-propeller USV was established. Based on the Visual Studio development platform, the USV’s berthing manipulation simulation software was designed. Through the turning simulation experiment of the catamaran USV under different differential rotation speeds of the twin propellers, the relationship between the ship’s turning radius and the propeller speed difference was obtained. A simulation experiment of decelerating and stopping ships at different speeds was carried out, which can provide a reference for speed control when berthing. A berthing maneuvering algorithm based on ship maneuverability was proposed. USV’s berthing algorithm includes three stages: approach process, turning process, and berthing process. In the approach process, the appropriate approach speed was select according to the rotation angle. In the turning process, the right and left propeller speed differences were select. In the berthing process, the berthing speed was controlled according to the berthing distance. In the port environment, a berthing simulation experiment for catamaran USV was carried out. The simulation results show that based on the berthing and maneuvering algorithm, the efficiency and safety of catamaran USV berthing can be improved.

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41

Mei, Bin, Licheng Sun, and Guoyou Shi. "Full-Scale Maneuvering Trials Correction and Motion Modelling Based on Actual Sea and Weather Conditions." Sensors 20, no. 14 (July 16, 2020): 3963. http://dx.doi.org/10.3390/s20143963.

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Aiming at the poor accuracy and difficult verification of maneuver modeling induced by the wind, waves and sea surface currents in the actual sea, a novel sea trials correction method for ship maneuvering is proposed. The wind and wave drift forces are calculated according to the measurement data. Based on the steady turning hypothesis and pattern search algorithm, the adjustment parameters of wind, wave and sea surface currents were solved, the drift distances and drift velocities of wind, waves and sea surface currents were calculated and the track and velocity data of the experiment were corrected. The hydrodynamic coefficients were identified by the test data and the ship maneuvering motion model was established. The results show that the corrected data were more accurate than log data, the hydrodynamic coefficients can be completely identified, the prediction accuracy of the advance and tactical diameters were 93% and 97% and the prediction of the maneuvering model was accurate. Numerical cases verify the correction method and full-scale maneuvering model. The turning circle advance and tactical diameter satisfy the standards of the ship maneuverability of International Maritime Organization (IMO).

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42

Yang, Lin Jia, and Yi Han Tao. "Effect of Regular Transverse Wave on Ship Turning Maneuverability." Applied Mechanics and Materials 312 (February 2013): 148–52. http://dx.doi.org/10.4028/www.scientific.net/amm.312.148.

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Obtaining the effect of regular transverse wave is very significant for it is dangerous for ships to turn in transvers waves. To study ships motion law in regular transverse waves, computer simulation method was used. The simulation were based on ship mathematical model,called MMG(Maneuvering Model Group), and a waveforce mathematical model. In the simulation, the ship sailed in regular waves and calm sea with 0°and 20°rudder angle and the tracks were recorded. Hence, a ship trail was made to verify the truthfulness of simulation result. After analysing the simulation result, there is a diccussion to design a rudder controller, which can reduce the effect of waves. In conclusion, the effect of regular transverse wave on ship turning maneuverablity is obtained and it is feasible to design a rudder controller to reduce the effect.

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43

Chou, Chien-Chang. "Modelling and simulation of ship collisions in port and coastal waters." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment 235, no. 3 (January 25, 2021): 737–49. http://dx.doi.org/10.1177/1475090221989184.

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Navigational safety is an important issue in maritime transportation. The most frequent type of maritime accident in the port and coastal waters is the ship collision. Although some ship collision models have been developed in the past, few have taken account of wind and sea current effects. However, wind and sea current are critical factors in ship maneuvering. Therefore, based on the previous collision model without wind and sea current effects, this study further develops a ship collision model with wind and sea current effects. Finally, a comparison of the results for the proposed collision model in this study and the ship maneuvering simulator is shown to illustrate the effectiveness of the proposed mathematical model in this paper, followed by the conclusions and suggestions given to navigators, port managers, and governmental maritime departments to improve navigational safety in port and coastal waters.

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44

Lisowski, Józef, and Mostefa Mohamed-Seghir. "Comparison of Computational Intelligence Methods Based on Fuzzy Sets and Game Theory in the Synthesis of Safe Ship Control Based on Information from a Radar ARPA System." Remote Sensing 11, no. 1 (January 4, 2019): 82. http://dx.doi.org/10.3390/rs11010082.

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This article presents safe ship control optimization design for navigator advisory system. Optimal safe ship control is presented as multistage decision-making in a fuzzy environment and as multistep decision-making in a game environment. The navigator’s subjective and the maneuvering parameters are taken under consideration in the model process. A computer simulation of fuzzy neural anticollision (FNAC) and matrix game anticollision (MGAC) algorithms was carried out on MATLAB software on an example of the real navigational situation of passing three encountered ships in the Skagerrak Strait, in good and restricted visibility at sea. The developed solution can be applied in decision-support systems on board a ship.

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45

Lee, Jaehak, Bo Woo Nam, Jae-Hoon Lee, and Yonghwan Kim. "Development of Enhanced Two-Time-Scale Model for Simulation of Ship Maneuvering in Ocean Waves." Journal of Marine Science and Engineering 9, no. 7 (June 25, 2021): 700. http://dx.doi.org/10.3390/jmse9070700.

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In this study, a modified two-time-scale model is proposed to overcome the limitations of the existing maneuvering analysis model. To this end, not only wave conditions but also all directions of ship operation velocities are considered in estimating wave drift force and moment. Subsequently, the increment of the drift force and moment induced by steady drift and yaw motion of a ship is imposed up to the first derivative of Taylor series expansion. By introducing this bilinear model, the burden of the drift force computation is reduced so that a more realistic and efficient seakeeping-maneuvering coupling analysis can be performed. A turning circle simulation in a regular short wave is carried out using the modified two-time-scale model. Then, the performance is validated by comparing its results with the direct coupling model. Moreover, quantitative improvement of the present numerical scheme and the influence of the operation velocities on ship maneuvering performance are discussed.

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46

Dorovskoy, Vladimir Alekseevich, Andrey Vladimirovich Degtyarev, Nadezhda Pavlovna Smetyuh, and Anton Aleksandrovich Zinchenko. "Multifunctional simulator for providing ship with data on maneuverability." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2021, no. 3 (August 31, 2021): 14–22. http://dx.doi.org/10.24143/2073-1574-2021-3-14-22.

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The article presents the research analysis on the ship safety. It has been found out that due to the lack of a methodology for planning an algorithm for the maneuvering control system, there is no concept of solving technological problems or any understanding of what data are needed to perform the work. Despite the cybernetic devices and programs perform some part of the work and prepare the necessary data, the skipper does not understand how the device generates them. The task was to create a prototype that could allow to get data on the ship maneuverability. After the initial stage of training has been passed the skills should be obtained, which further will transform into the passive and stable abilities. The created hardware and software package allows implementing the concept of the guaranteed safety of maneuvering control in piloting vessels due to improving the methods of forming sustainable skills and bringing it to the automation level. It was recommended to use a simulator with visualization, to introduce the new algorithms of controlling the ship propulsion in the area of responsibility by coastal and to develop the recommendations on divergence, new training methods for pilots on shore. The conclusions were made on improving the level of information support by preparing subject-specific declarative knowledge and presenting it in an easily accessible form for perception when making decisions on maneuvering. The developed methodology is implemented in the training process of pilots in the training complex of Kerch State Maritime Technological University

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47

Delefortrie, G., and M. Vantorre. "Modeling the Maneuvering Behavior of Container Carriers in Shallow Water." Journal of Ship Research 51, no. 04 (December 1, 2007): 287–96. http://dx.doi.org/10.5957/jsr.2007.51.4.287.

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Due to the expansion of the dimensions of container vessels, the available maneuvering space in harbor areas and their access channels is decreasing as waterway authorities are often unable to increase the channel dimensions at the same pace. The under keel clearance is an especially important parameter for ship maneuver-ability and controllability. After an overview of the shallow water effects on ship maneuvering, a new mathematical maneuvering model based on captive model tests is introduced. The mathematical model is valid in a large under keel clearance range and is applicable in four quadrants of forward speed: propeller rate combinations, drift angles, and yaw angles. The mathematical model has been validated by means of an independent set of captive model tests.

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48

Soares, C. Guedes, R. A. Francisco, L. Moreira, and M. Laranjinha. "Full-Scale Measurements of the Maneuvering Capabilities of Fast Patrol Vessels, Argos Class." Marine Technology and SNAME News 41, no. 01 (January 1, 2004): 7–16. http://dx.doi.org/10.5957/mt1.2004.41.1.7.

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Full-scale maneuvering trials of two fast patrol vessels are presented. These trials were aimed at identifying the maneuvering characteristics of the fast patrol vessels of the Argos class. The set of maneuvers chosen were a result of a study based on simulated data, which determined the set of maneuvers that would be most efficient to identifying the parameters of the ship planar equations of motion. These included circles, at different approach speeds and rudder angles, spiral, zigzag, and stopping maneuvers. All maneuvers were performed in good weather conditions. This paper describes and analyzes the results of the full-scale trials of this class of ships.

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49

Carreño Moreno, Jorge E., Etty Y. Sierra Vanegas, and Victor H. Jiménez González. "Ship maneuverability: full-scale trials of colombian Navy Riverine Support Patrol Vessel." Ciencia y tecnología de buques 5, no. 9 (July 23, 2011): 69. http://dx.doi.org/10.25043/19098642.52.

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Methodology and results of full scale maneuvering trials for Riverine Support Patrol Vessel “RSPV”, built by COTECMAR for the Colombian Navy are presented. This ship is equipped with a “Pump – Jet” propulsion system and the hull corresponds to a wide-hull with a high Beam – Draft ratio (B/T=9.5). Tests were based on the results of simulation of turning diameters obtained from TRIBON M3˝ design software, applying techniques of Design of Experiments “DOE”, to rationalize the number of runs in different conditions of water depth, ship speed, and rudder angle. Results validate the excellent performance of this class of ship and show that turning diameter and other maneuvering characteristics improve with decreasing water depth.

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50

Yang, Lin Jia, and Yi Han Tao. "Calculation of the Coefficients of Ships Resistant Force in MMG Model Based on CFD." Advanced Materials Research 694-697 (May 2013): 605–13. http://dx.doi.org/10.4028/www.scientific.net/amr.694-697.605.

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With the rapid development of computer, computer simulation is a reasonable way to study the maneuverability of a ship. The accuracy of ship motion mathematical model has a great effect on research results. The resistant coefficient is a crucial parameter to ship models rapidity. Hence, it is significant and practical to research how to calculate a precise resistant coefficient. This paper introduces the theoretical calculation of ship resistance coefficient and methods to get ships hydrodynamic force based on CFD theory. With the commercial CFD software Fluent, we make numerical calculation for sailing ship based on turbulence theories, and get the ships resistant coefficients of MMG (usually called Maneuvering Model Group) model. Instead of making traditional model-scale numerical calculation, we made full-scale distributed numerical calculation with high-performance computers. After comparing the calculation results with the real ships resistant coefficients, which were obtained by actual host power and ships velocity, there is a conclusion. The calculation results are very close to the real ships resistant coefficients, since the Reynolds number and the Froude number of calculation model are almost equal to those of the real ship. Computer simulations of ships circle turning were made respectively with the resistant coefficients we got and previous estimation formula of MMG model. The simulation result of calculated resistant coefficients was closer to real ships circle turning.

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