I

~_~SEVL~J~
Available online at www.sciencedirect.com
III~IINC IE ~DIRISOT e
Mathematical and Computer Modelling 41 (2005) 1-24
MATHEMATICAL
AND
COMPUTER
MODELLING
www.elsevier.com/locate/mcm

Fast Ships Models for Seakeeping

Improvement Studies Using
Flaps and T-Foil
S. ESTEBAN, J. M. GIRON-SIERRA,
B. DE ANDRES-TORO AND J. M. DE LA CRUZ
Dto. Arquitectura de Computadores y Automatica, Fac. CC. Fisicas
Universidad Complutense de Madrid, 28040 Madrid, Spain
segundo@dacya, ucm. es
J. M. R I O L A
Canal de ExperienciasHidrodinamicasdel Pardo (CEHIPAR)
El Pardo, Madrid, Spain

(Received May PO03;revised and accepted September 2005)

Abstract--Fast ships are taking a relevant role with a clear interest for military purposes. Fast
sea transportation encounters several problems to be solved. This article refers to the difficulties
originated by brisk vertical motions. The waves encountered by fast ships induce such vertical
motions, and this has negative effects: navigation risks, sea sickness, structural damages, and load
displacement. It is also interesting for military uses to stabilize the ship when an aircraft is landing or
when precision firing is required. By means of submerged actuators, it is possible to alleviate vertical
motions. In this research, a pair of transom flaps and a T-foil near the bow are used to counteract the
waves. These actuators must move with the maximum efficiency, taking into account the dynamical
characteristics of the ship. As a consequence, there is a problem of automatic control design. To
carry out this design, it is important to obtain mathematical models of all the aspects involved in
the problem: the ship, the waves, the actuators, and the effect on crew and comfort. T h e aim of this
paper is to present the development of these models and the use of t h e m for problem analysis and
control design. 2005 Elsevier Ltd. All rights reserved.

Keywords--Ship ride control, Fast ships, Mathematical modelling of ships, Control-oriented

models, Control systems.

1. I N T R O D U C T I O N
Fast ships are offering a transportation alternative of increasing importance. For instance, the
Australian Navy recently employed fast ferries for urgent military transportation. However,
when a ship moves at high speed, the wave-induced vertical motions (pitch and heave) may be
excessive, meaning slamming and deck wetness. Moreover, when vertical motions have certain
frequencies, they originate sea sickness. Active submerged control surfaces can help to stabilize

The authors would like to t h a n k the Spanish MCYT, "Ministerio de Ciencia y Tecnologia', for their support
(Projects DPI2000-0386-C03-02 and DPI2003-09745-C04-02), the CEHIPAR staff for their cooperation, and IZAR
for its recommendations.

0895-7177/05/$ - see front matter (~) 2005 Elsevier Ltd. All rights reserved. Typeset by .AAdS-TEX
doff 10.1016/j.mcm.2004.09.002
2 S. ESTEBAN et al.

the ship motions. In this research, a pair of transom flaps and a T-foil near the bow are used to
counteract the waves. These actuators must move with the maximum efficiency. Hence, a control
system must be designed to move the actuators in an optimal way.
There are several mathematical representations that can be used to study a control problem [I].
In this case, the control design should focus mainly on the frequencies that originate sea sickness.
This is a reason in favour of using the frequency domain representation, based on the use of
transfer functions. Another reason is that the waves can be seen, approximately, as a sinusoidal
excitation of the system to be controlled.
To have good foundations for the control study, it is important to devise reliable mathematical
models, so trustworthy simulations can be run. For instance, in the case of ship stabilization,
it is clear that any control strategy should be tested and certified before real application with
passengers. Computer simulations are the key to exercise many kinds of experiments, to ascertain
the correct action of the control, at no cost and without risks. The purpose of this article is to
present the frequency-domain modelling of the aspects involved in the problem. The article
proceeds along three main sections. Indeed, the modelling of the ship's vertical dynamics is the
most difficult part, and will be described in the first section of the article. The second section
is devoted to analyse the impact of waves on sea sickness of passengers, in view of the dynamic
characteristics of the ship. Finally, the third section considers actuators and control, and the
development of a simulation environment for control design. A particular ship has been proposed
by IZAR (a Spanish shipyard) for the research. It is a monohull fast ferry with an aluminium-
made deep-V hull, 1250 passengers, ll0m length, able to reach 40 knots or more. The research
was restricted to head seas. A scaled down replica has been built, to carry out experiments at
a prestigious towing tank institution: CEHIPAR ("Canal de Experiencias Hidrodinamicas de El
Pardo', Madrid, Spain: http://w~n~, cehipar, es). The experimental design embraced regular
and irregular waves, and three ship speeds: 20, 30, and 40 knots.
Each section of the article includes references to the literature pertinent for each context.
Besides this, the books [2-4] contain the fundamentals about ships, sea waves, seakeeping, and
sea sickness. From the point of view of control representation and analysis, ships exhibit several
peculiar features such are parameter dependency on the excitation and excitation frequency-band
shifting.
The smoothing of pitch and heave motions, by means of active actuators, is a matter of recent
consideration by the transportation companies. As a consequence, there are few references that
can be cited, related to this research. There is a general industrial overview in [5], and some
publications by an Australian group [6-8]. Recently, information about our research has been
included in an International Symposium on Ship Control Systems hosted by the United States
Navy [9] , and also in a Symposium on Novel Vehicle Concepts and Emerging Vehicle Technologies
organized by the NATO Panel on Applied Vehicle Technology [10]. Besides this, there are some
references on the use of transom flaps in frigates and patrol ships [11-13].
In this research, MATLAB has been used as the main tool for computer use. One of the
advantages has been that the models obtained during the research can be expressed as SIMULINK
blocks and diagrams. With SIMULINK, it has been easy to build a simulation environment for
the control design.

2. M O D E L L I N G OF T H E S H I P ' S V E R T I C A L M O T I O N S

2.1. P h y s i c s of t h e P r o b l e m
Ships are partially submerged objects with six degrees of freedom for their motion (with con-
straints related to its interaction with water). Figure 1 shows a reference system for the ship's
motions. Three of the referenced motions are rotational: roll, pitch, and yaw. The other three are
translational: surge, heave, and sway. Each motion can be described with a differential equation,
 Fast Ships Models 3

with terms induced by the other motions (there are couplings between motions due for instance
to gyroscopic effects). For the sake of simplicity, let us disregard deformations of the ship, due
for example to flexible modes. Supposing the ship is divided into symmetric parts by the X-Z
vertical plane, the six differential equations can be grouped into two decoupled sets: one is related
to longitudinal motions (surge, heave, pitch), the other is related to lateral motions (sway, roll,
yaw). The interest in this research is centred on longitudinal motions.

X3:eave
X~= Surge X5= Pitch

Figure 1. Referencesystem for the ship motions.

Analysis of experimental data shows that heave and pitch motions are the most relevant for
the purpose of the research, while surge motion has negligible effects. The signs of heave and
pitch are as follows.
Heave position is positive from the origin upwards along axis Z.
Pitch angle is positive when the bow goes down the horizontal.
From the point of view of physics, we can start with the equations given by Lloyd [2] (1)
and (2),

(m33 + a33) J~3 q- b33J:3 q- c33x3 q- a35J~5 + b35x5 q- c35x5 = F3~Y3(w), (1)
(mss + as~) ~ + b5525 + c~sx~ + a53:~3 q- b53:~3 + c53x3 = Fs'/5(w). (2)

The left-hand side of the equations constitutes a model of the ship's dynamics (the semisub-
merged body). In this article, this part will be denoted as the forces-to-motions model. The
right-hand side of the equations will be denoted as the waves-to-forces model, giving the forces
due to waves. Notice the coupling between both equations (1) and (2), according to ij coefficients.
The notation is as follows.
xa is heave translation (m).
x5 is pitch angle (deg).
m33 is the mass of the ship (tonne).
rnss is pitch moment of inertia (tonnem2).
ai~ is the added mass (a3a tonne, a55 tonnem2 ).
bij is the damping coefficient (b33 kN s/m, b55 kN ms/tad).
cij is the restoring coefficient (c33 kN/m, c55 kN m/rad).
U is the input, waves, (m).
F~ is the gain of the model waves-to-forces (F3 -- heavekN/m, Fs = pitchkN).
"Yi is the phase of the model waves-to-forces (deg).
Some of the equations coefficients deserve an explanation, to get more insight of the problem
complexity. Figure 2 helps to see, for instance, what happens with heave motions. The concept
of added mass is connected with the fact that when heave force is applied to accelerate the
4 S. ESTEBAN et al.

ship, the force must also accelerate a certain mass of water. When the ship moves, it generates
some waves, and some energy is dissipated (damping coefficients). Obviously, there are restoring
Archimedes forces (restoring coefficients). Some classical references, from scientific literature,
consider in detail the heave and pitch motions and the coupling between them [14,15].

a) heave
acceleration

a33 ".x3

b) heave
velocity
Waves
radiates
C33 "X3 energyaway
c) heave
displacement
% ~ Additional
displacement
F i g u r e 2. T h e w a t e r m o v e s w h e n t h e r e is heave m o t i o n .

Not every coefficient of equations (1) and (2) is constant. When the ship moves, the conditions
of the water surrounding the hull vary. As a consequence, the dynamic characteristics of the ship
change. Moreover, some coefficients also depend on the frequency of encounter with waves. That
means that the system is nonlinear. However, for a fixed speed of the ship, a linear approximation
in the form of transfer functions can describe fairly well the dynamic behaviour of the ship, as
will be shown below.
In order to establish a model for a ship at a particular speed, based on equations (1) and (2),
two issues must be addressed. One is to get mathematical expressions for the right-hand side
parts (it is very difficult to establish these expressions by analysis). The other is to determine the
coefficients of the left-hand side parts. Some sources of pertinent information must be furnished
for this objective. In this research, two instruments have been used for this purpose: a CFD
(computer fluid dynamics) simulation, and experiments at CEHIPAR. With the simulation, a
detailed information has been obtained to develop the model. The experiments have been used
to validate the model.

2.2. C F D S i m u l a t i o n
Thanks to the efforts in the naval engineering context, there are some CFD programs for
seakeeping prediction. As explained by Bertram [16], there are several approaches to develop
such programs. A successful approach is the strip method, proposed by [17]. The basis of this
method is to consider thin slices along the hull (Figure 3). From a CAD (computer aided design)
description of the hull, the cross-section of the ship is known for each slice.
For each slice, the computer must calculate the added mass, the mass of water that will be
displaced when there is a ship motion, and the restoring force. With these results, integrating
along the hull, the coefficients of the forces-to-ship model can be determined.
 Fast Ships Models 5

Water plane
dx

Figure 3. T h e water moves w h e n there is heave motion.

To calculate the gain and phases of the right-hand parts of equations (1) and (2), regular waves
are considered along the hull. A set of different wavelengths can be contemplated, according with
the ship's features. There are mathematical relationships linking the wavelengths with frequency
and with the speed of waves propagation [3]. According to the speed of the ship and the waves, the
simulated waves are moved along the hull and the consequences (forces, moments, and motions
of the ship) are calculated along time.
Using the CFD facilities of CEHIPAR (the program PRECAL) a seakeeping study of the fast
ferry has been achieved for 15 different wavelengths, and for ship's speeds of 20, 30, and 40 knots.
Some of the coefficients of equations (1) and (2) remain constant (Table 1). Other coefficients do
change, as depicted in Figure 4.

Table 1. Fixed p a r a m e t e r s .

Coefficient Value
m33 1770
ms5 1339100
c33 12128
c55 8419000
c35 -22857
C53 --22857

Other results given by PRECAL concern the right-hand side of equations (1) and (2). Figure 5
shows the gain and phase of heave force and pitch moment with respect to waves. Both figures
show three families of points, corresponding to ship's speeds of 20, 30, and 40 knots.
It happens that the data given by PRECAL for waves-to-forces (Figure 5) correspond to
a noncausal system, which cannot be accepted from the control perspective. This apparent
nocausality is due to the usual convention in naval engineering that waves, forces, and moments
must be measured at the c.o.g, of the ship. However, forces and moments appear at the c.o.g, as
soon as the bow encounters a wave, but some time is spent waiting for the wave to arrive to the
c.o.g. In this way, effects appear before causes. This difficulty can be solved by a correction of
phases. The time for an ahead wave to move from the bow to the c.o.g, is expressed as phase,
6 S. ESTEBAN et a~.

x 10 s
11000
O
10000 o .................... a~a .... a

t
,..,, 90O0
: o . s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6O00
o
7O00 ,~0 . : :
Cv)
c~
6000

500O
I-- !
4000 25 ~
0.5 1 1.5 2 2.5 3 0.5 1 1.5 2 2.5
we (rad/s) we (rad/s)

x 10 s x 106
2.5
14 t [] ... O 20 Knots
........... V 30 Knots ....
2 - D.,-i . . . . . . . . ,. . . . . . . . . . . . . . . . . . . . . . . . . . . 12I-V. [] 40 K n o t s
tl
kl

E1.5

jl
~0.5

0
0.5 1 1.5 2
we (rad/s)
2.5
i/ 0.5 1 1.5 2
we (rad/s)
2.5

x 104
6000, [] : : ! i s r _

i m m - -

.o0 ..... ~.................

.m L ~ - n : i i

3oot......................... ,,% .........

30oot~.._: ................ :a .......
,[4 .......... :........ i ....... .i ......
25oo ] i i []
0.5 1 1.5 2 2.5 0.5 1 1.5 2 2.5 3
we (rad/s) w e (racl/s)

x 10 s x 10 6
0.4 8 [ [] : :: I O 20 K n o t s l /
7~'"t": . . . . . . . . :.. V 30 KnOtS I . . . . . .
A 0"6 ,.-. i "1~ : i I [] 40 K n o t s l |
~ 0.8

E 1
Z
1.2
,)

1.4 ( . . . . . . . . .. . . . . . . . : . . . . . . . . . . . . . . .

1.6
t 't ................ i....... 7 ~ , . .... .
D 11 i ; i
1.8
0.5 1 1.5 2 2.5 0.5 1 1.5 2 2.6 3
we (rad/s) we (rad/s)

Figure 4. A d d e d mass a n d d a m p i n g coefficients at ship's speeds of 20, 30, a n d 40

knots.
 Fast Ships Models 7

180
10000 i 0 20 Knots ... 0 20 Knots
. V 30 Knots V 30 Knots
9000~- .i . . . . . . . . . . . [] 40 Knots .. [] 4 0 Knots . . . . . O
160
:: O i ..... ~ ...... []
8000 II- ~~v),V- .Di ........ :. . . . . . . . :: . . . . . . . . '. . . . . . . 140 ............... : . . . . . . . V . . . . . :. . . . . . .
i ov. i i ::
7ooo l- -.oV.a ...... i........ i ........ i .......
v ![]
120 a i
I or : i ::
6ooo ~ - . . o - v . n . . . . . . . . . . . . . . . . . . . . . . . . . . ! ! V []
~,~ 100 ....... !........ !.o . . . . . . i ......... . ......
. . . . L...... O . o ........................
5000
e.
i i !a i
~. 50

60 ....... ::............. ~r., ..............

t ..........
200o~ ........ ::.... o:: ........
..................
i ........ ::. . . . . . .
411

/ :: oiVoi i ova
1000 . . . . . . . . : . . . . . . O::""~''" "(~ . . . . . . . . ::. ..... 20
: o~ ~0~
0 w
0.5 1.5 2 2.5 3 0.5 1 1.5 2 2.5 3
we ( r a d / s ) w e (rad/s)

x 10s
2 200
0 20 Knots | O 20 Knots

1.8
V
[]
30 Knots
40 K n o t s J V
[]
30 Knots
40 Knots
[]

:[]
O i
1.6
o~' a
r

1.4 . . . . . . . . . . . O. '
:V ,-, 150
......... i........ i. . . . . . . . ! . . . . . . . . !n . . . . . .
O" []
~" 1.2 . . . . . . . . . . . . . . . ~..~' . . . . . . . . . . . . . . . . . . . . .
v
O a
e- v []
V
. . . . . . . ' . . . . . . . O . . . . . . . . . . . . . . . . . . . . . . . .

V ov
0.8 . . . . . . . . . . . . . . . . O. "
IO0
. []
......... i ........ i 0 .... i .... " i ........
V.
iO _V~o
0,6
0 : : :[] :
[]
v
O O:
0.4 ....... i. . . . . . . . . . . . . . . . . . . V v a .....

0,2 - 5O
0.5 1 1.5 2 2.5 3 0.5 1 1.5 2 2.5 3
w e (rad/s) w e (rad/s)
Figure 5. Heave force and pitch moment given by PRECAL at ship's speeds of 20,
30, and 40 knots.
8 S. ESTEBANet al.

using the following equations (3)-(7):

V,.,, = g---~-, (3)

4uw
lie = V~hip + V~o (for head seas), (4)
27rg
A,~- ~, (5)
27rV~
(6)
dbow-cog (7)
7bow : 7cog -- We Ve '

where Vw is the speed of the waves, g is the gravity acceleration, ww is the wave frequency, Ve is
the encounter frequency, V~hip is the speed of the ship, V w is the speed of the wave, Aw is the
length of the wave, 0~e is the encounter frequency, 7bow is the phase of the wave measured on the
bow, 7cog is the phase of the wave measured on the centre of gravity, and dbow-cog is the distance
from the bow to the centre of gravity.
By means of equation (7), the phase is corrected, substr~cting to the phase measured at the
c.o.g., the phase corresponding to the wave motion from bow to e.o.g. (this correction of phase
can be noticed in Figure 7).

2.3. D e v e l o p m e n t o f H e a v e a n d P i t c h D y n a m i c M o d e l
The differentia] equations (1) and (2) suggest a model structure, as depicted by Figure 6. The
modelling task is now to determine the mathematical expression of each block.

Heave i

Force Heave ( x 3)
Waves to Heave
(F3) Forces Heave Acc.
Force
to
Waves Pitch (xh)
(w) Pitch
Waves to Pitch
Moment
Moment.
(Fs)
Motions
~ CC.

Figure 6. Structure of the model of heave and pitch dynamics.

2.3.1. F o r c e s - t o - m o t i o n s m o d e l
Decoupling the equations on the left-hand side of equations (1) and (2), the following expression
is obtained for the forces-to-motions state equation (8):

2= i3] ix3] E
'~3
~5
~5
=A. d:3
z5
-~s
+B. /P3"Y3(w)]'
Fh"~5(w) J '
y= Ix31 ix3]
x3
z5
5~5
=C. x3
z5
dc5
' (8)

where
0 i 0 0
(%~--ms3.x=).%~-Ms--ca3, (aa~--msa.x=).bsz,Ms--bsa (%5--mz~.X=)'c~s'Ms--c35 (aa~--maa.x=)'b55"Ms--ba5
Na Na Ns Na
A= 0

Ns
0

Ns
0

Ns NS
1

J ,
 F a s t Ships M o d e l s 9

0 0
'1 -- (a~[,--m, a3"Zc ! . M
N'-~ Ns
B=
o o
-- ( a ~ 3 - - r n 3 3 . z c ) . M 3 I
19"6 N5

1 0 0 0
(a38-m33"zc)'c53"M5-ca3 (aas-m33"zc)'bs3"Ms--b33 (aas--mSa.Zc).css'Ms--35 (aSS--maZ'=)'bss'Ms--baS
Na Na Na N3 )

C= 0 0 1 0
(ap~--m;~3.Xc).C33"M3--c53 la53--tn33"Zc)'b33"M3--b53 (aa3-m33"Xc)'C35"M3--cs5 (a$~--maa.xc ).bas. Ma -bss
Ns Ns Ns N5 )

0 0
1 (aas--rnaa'c)-M5
- N3 '
D=
0 0
-- (aS~--m$$a.zc).M3 1
N5 N5 )

1
M~-
TRY33 -{- a33
1
Ms=
m55 a55 '
N3 = -~33 + a33 - (a35 - m33. Xc)- (a53 - 733" x)" Ms,
N5 = m55 + "55 - ("53 - m 3 3 " x c ) - (a3s - m33" xo). M3,
where xc is the distance between the c.o.g, and the pitch rotation centre.
In this expression, there are terms concerning not only direct effects (for instance, pitching
torque on pitch motion), but also cross-couplings (for instance, pitching torque on heave motion).
These cross-couplings are the reason to consider one (not two) blocks in the right-hand side of
Figure 6.
This model gives heave and pitch motions and accelerations, for the conditions studied by
PRECAL.

2.3.2. W a v e s - t o - f o r c e s m o d e l
MATLAB offers powerful tools for different curve fitting alternatives. In particular, the signal
toolbox contains a routine, invfreqs, for least-squares fitting of a transfer function to frequency
domain data (transfer functions can further be easily transformed to equivalent differential equa-
tions). This routine requires some initial guess of the degree of the numerator and denominator
polynomials. In the case of the data found by PRECAL, the slope of the curves gives useful
clues to start working with invfreqs. The application of this routine to the waves-to-forces data
renders good fittings. For instance, Figure 7 shows the results for heave force and pitch moment.
Both figures are for 40 knots ship's speed.
In this way, six transfer functions were determined for the waves-to-forces model (two transfer
functions for each speed: 20, 30, and 40 knots). For example, the transfer functions at 40 knots
are the following: waves-to-heave force equation (9), a waves-to-pitch moment equation (10),
F3(s) 698s s + 724.8s 4 + 15840s 3 + 5948s 2 + 59260s - 1913
GWtoHF(S) = W(S) -- S 6 + 1.93S 5 + 9.135S 4 + 10.81S 3 T 17.02S 2 7.537S + 2.984' (9)
G W t o P M ( 8 ) _-- Fs(s___.~)= 32780s a + 628200s 3 193200s 2 4289000s - 1189000 (10)
w(s) s 6 2.526s s 12.92s 4 22.75s 3 38.53s 2 3 2. 9 3 s 9166"
Along this research some other modelling approaches were also studied, such as discrete-time
identification [18] from experimental data, frequency domain modelling [19], use of genetic algo-
rithms for difficult [20,21] data fitting.
10 S. ESTEBAN et aL

10000 , , 40
.. O Data O Data
n Model Model
9000 ...:. Std=201.0965 ......... Std=7.0181
60

8000
80
)'i . . . . . . . . '. . . . . . . . ' . . . . . . . . " . . . . . . .

7000
11111

6000
[
,..., 5000
A

"o 120
M
a.
L. . . . . . . . .,..

4000
160
3000
180
2000

200

0 ~- 220
0.5 1 1.5 2 2.5 3 0.5 1 1.5 2 2.5 3
we (rad/s) we (rad/s)

x 10s
2 r ! J o !1 o om
"I~'. iI ~ Model
20 -

1.8 i 40
1,6

60
1.4
t
A
8O
Z~1.2 Q

100
(B
m 61
m
a.
120

140

0.40"6J........
~O Std=4275Mdel
........D.741!
at......
a! 1 ]'.......;
'(~ 180

0.2~ 2OO
0.5 1 1.5 2 2.5 3 0.5 1 1.5 2 2.5 3
we (rad/s) we (rad/s)
Figure 7. Transfer function fitting for waves-to-heave force and waves-to-pitch mo-
ment at 40 knots.
 Fast Ships Models 11

2.4. E x p e r i m e n t a l Validation of t h e Heave a n d P i t c h D y n a m i c s M o d e l

According to the usual methods of naval engineering, a 1/25 scaled down replica of the fast
ferry has been built for seakeeping experimental study. The consensus on confidence of this
approach is that 1/40 scale is the minimum replica size for acceptable results. A larger size was
preferred in this research, for better quality results. This has been possible because of the big
dimensions of CEHIPAR facilities. The dynamical behaviour of the ship has been experimentally
studied in a 150 30 5 m basin with a wave generator. The replica is moved in the basin by
a 300 ton computerized planar motion carriage (CPMC). With a set of sensors connected to the
computers on the CPMC, wave height, pitch and heave motions, accelerations and forces have
been recorded.
A series of experiments have been done to obtain data for modelling purposes. Each experiment
consists in moving the replica along 150 m against head waves. Regular waves have been used
to reproduce the same regular waves employed by PRECAL, with 15 different wavelengths. The
three ship's speeds, 20, 30, and 40 knots have been tested. Hence, the complete experimental
work for regular waves involved 45 runs with the replica. The results obtained agree with the
predictions of the model.
To complete the validation, irregular waves corresponding to real sea conditions were used. By
statistical means, a description of irregular waves can be given in terms of energy spectra [2]. In
this case, the pertinent spectra are Bretschneider type. The World Meteorological Organisation
(WMO) distinguishes ten sea states [2]. Our interest focuses on SSN4, 5, and 6. Figure 8 shows
the wave energy spectra for these three sea states.

4 T U T
Sea Spectra
1 T r 1

-"-- SNN6 J
3.5

-2.5
8
8
2
&
o)

~1.5
I&J

j 1 i
i "%

i
i
0.5 i
i e'" r

0 L--
0.2 0.4 0.6 0.8 1 1.2 1.4 1.8 1.8
Wave Frequency (red/sec)

Figure 8. Sea spectra for SSN4, 5, and 6.

12 S. ESTEBAN et al.

1.5 ;
[-
u
]
SNN5
[ ~ Experimental
Simulated
~ _ _

1 ........... "'. . :; ..... i.......... ~~. .; .... -~".... :............ i " " ~- ..... "-': :: ............ ::...... :- ....

,,, 0.5 .......

~. ~ ~ " ...........
0
'.
. . . . . . . . . . . .
" . . . . . . . . i:.......
i . . . .
:::' .... . . . .
--..." ........ :.::
.....
::
" .i-:::.- ..... i
"

-r 0.5

1 r .......... : - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ' ............ i...........

:; i Std=0.16901 -
15 t t
0 10 20 30 40 50 60 70 80
t (s)

s, , , I--Experimlental
/ i i I .... .Simulated. I I
,.-, 2 ........... : ............ .. . . . . . . . . . . . ~ ............ ............. : ............ :. . . . . . . . . . . . :...........

0 10 20 30 40 50 60 70 80
t (S)

SNN5 I ~ Experimental |
3/ i ': ': ': I .... : Slmulatad r------

,., 2.-L ....... .,-.!...(~ ........ !............ ~-......-. ....... i.............. - .... :.: .... .~............ !........ -..
% ! I~] i -:: ::: ": ,i :': i : ~ "" -'~ .~ :':
~ 1 ...... i..... .;-i ................ "i ....... "~i ..... " ....... " ' " .....

[ ......... : :
3 0 10 20 30 40 50 60 70 80
t (S)

m Experimental |
6 L . . . . . i .... Simulated

~ 4 ""

<4 I-
60 10 20 30 40 50 60 70 80
t(s)
Figure 9. Comparison of experimental records and model predictions at 40 knots
and SSNS.
 Fast Ships Models 13

Using the CEHIPAR facilities, experiments with irregular waves corresponding to SSN4, 5,
and 6 have been done. The three ship's speeds, 20, 30, and 40 knots have been tested. The waves
encountered by the replica have been recorded and used as inputs to the model. The outputs
of the model (the predicted motions of the ship) have been compared with the experimentally
measured motions of the ship. Experimental data and model predictions agree fairly well. See,
for instance, Figure 9, which compares experiments and model at 40 knots ship's speeds and
SNN5. The dominant frequency of SSN5 is W o = 0.628 rad/s. The ship, at 40 knots speed, sees
this frequency with a frequency of encounter we = 1.46 rad/s. The coefficients given by PRECAL
for this frequency of encounter are used in the model.
More details on the experimental work of this research can be found in [22].
The models obtained predict pitch and heave motions and accelerations. This is useful for
several purposes, such as structural and seakeeping studies. In the next section, a particular
aspect will be considered: the effect of ship's vertical motions on crew and passengers. It is
important to keep the crew in a good operational condition.

3. E V A L U A T I O N OF T H E I M P A C T OF WAVES
O N T H E SHIP'S P A S S E N G E R C O M F O R T

3.1. S t a t e m e n t of t h e I s s u e
When vertical acceleration oscillates with certain frequencies, they originate sea sickness. There
are several questions that arise concerning the fast ship and the passengers. For instance, whether
it tends to move with the bad frequencies for people. Another concern is whether the excitations
due to waves fall inside these bad frequencies, and how the ship reacts to these excitations.
A simple way to study these issues is to consider a cascade of three filters (and supposing a
white noise input covering all frequencies). Figure 10 shows the diagram with three blocks. For a
study in the frequency domain, it is necessary to know the transfer function of each block. This
will be covered in this section.

i Amplitude
Distribution
H wov0o H Acceleration
Ship Model
Sea-Sickness
Model

Figure 10. Cascade of models to study effects on passengers.

As traditional in the study of signals and filters, many of the results below will be shown with
Bode diagrams, to highlight the frequency domain features of the blocks and its combinations.
The horizontal axis will be frequency of encounter in rad/sec. In cascades of filters, it may happen
that frequencies passing through a filter are rejected by the next filter. This would be good for
the case of the fast ship. On the contrary, if bad frequencies are allowed to cross all filters, there
will be problems for passengers.

3.2. M o d e l o f S e a S i c k n e s s

There are several sources of scientific information about sea sickness with mathematical ex-
pressions. Some studies in the aerospace field conclude that this sickness is an accumulative
effect of vertical accelerations with frequencies around 1 rad/sec. In [23], a mathematical model
is presented, and the MSI (motion sickness incidence) index is defined (the percent of passengers
that will be seriously sick after two hours of a cruise). In [2], there is a chapter with the comfort
criteria employed by naval transportation. For short cruises (some hours), equation (11) can
describe the degree of sickness along time:

~ o T A 2. dr. (11)
 14 S. E S T E B A N et aL

In this equation, A represents the part of vertical acceleration t h a t is effective in originating

sea sickness. The passenger can be seen as a band-pass filter. Only frequencies inside this band
will have an effect on sea sickness. Figure 11 shows, with linear ordinates, the characteristics of
this filter (which corresponds to the British Standard 6841 [2]). A transfer function has been
obtained t h a t fits well with this filter, as shown also in Figure 11.

SeaSickness British Standard

I I I

Data
0.9
I - -

Model

0.8

0.7

0.6
m
w
o
c 0.5
_u
(n
0.4

0.3

0.2

0.1

0 I I I I I
0 1 2 3 4 5 6
Frequency (rad/sec)

Figure 11. Model of sea sickness.

The model is a transfer function with six poles and three zeros. The input is the vertical
accelerations of the ship. The output is the part of the vertical acceleration which produces sea
sickness. The transfer function is the following, equation (12),

8.2s 3
(12)
s 6 -{- 6.0005ss + 14.9999s4 20.1691s 3 + 15.1812s 2 + 5.9579s + 0.9414"

3.3. M o d e l s o f S e a W a v e s
Expressions of power spectra of waves for sea states SSN4, SSN5, and SSN6 are available from
literature [2-4]. As suggested by [4], the square root of the spectra can be taken, to obtain the
amplitude distribution of waves vs. frequency. These amplitude distributions can be fitted with
transfer functions. Since the waves considered are the waves as seen by the ship, the transfer
functions are different for ship's speeds of 20, 30, or 40 knots. The reference literature [2-4] says
t h a t there is a shifting of the spectra due to ship's speed; for instance, if there is a peak of a
spectrum at 0.5 rad/sec, this peak will be seen at a different wave frequency as encountered by a
moving ship, Figure 12.
 Fast Ships Models 15

A m p l i t u d e Distribution for S S N 5
1.6 ; I t | I I I
.... vs Waves Frequency
, - , vs Encounter Frequency for 20Knots
- - vs Encounter Frequency for 30Knots
- - ' - ve Encounter Frequency for 40Knots

"'ij
" "|l
,

1
I
- I I

. I

% %
0.5 : rl %
%
:11 ; % %
:ii
iij :-
:il
I.
eO
UO O
f Qw* j t e l and

0 .',.i5i1' I i I I I I I 1 I I
0 1 2 3 4 5 6 7 8 9 10
F r e q u e n c y (rad/sec)

Figure 12. Shifting of amplitude distribution of SNN5 with the speed.

In total, nine models (transfer functions) have been obtained for SSN4, SSN5, and SSN6,
combined with ship's speeds of 20, 30, and 40 knots. Figure 13 shows in linear axes an example
of the models.
The transfer function for the case in Figure 13 (SSN5, 40 knots) is the following, equation (13).
1.782s 4
s ~ 3.64s 4 + 7.774s 3 + 9.667s 2 -b 7.426s + 2.97" (13)
The other transfer functions (for other sea states and ship's speeds) are similar in structure,
only with different places of poles and zeros. Notice in Figure 13 that the peak is inside the band
around 1 rad/s which is bad for passengers (see Figure 11). This circumstance is very frequent
for any ship moving on SSN5.

3.4. The Worst Place for P a s s e n g e r s in t h e Ship

For passengers, there are good places to occupy (near the c.o.g.), and not so good places.
Going to the bow or to stern, vertical accelerations increase. In the fast ferry considered by
this research, the place with the highest vertical accelerations is the nearest to the bow, letting
the c.o.g. 40 m behind. The term WVA (worst vertical acceleration) was coined to refer to the
acceleration at this worst place. The WVA can be easily measured in the replica and in the real
ship, and it is a good signal for control feedback.
The model from waves to WVA (at ship's speeds of 20, 30, and 40 knots) can be calculated
with the model derived in the previous section of this article using equation (14).
WVA = :~3 - - 64. ~ . (14)
16 S, ESTEBAN et aL

Amplitude Distribution Fitting

1.5 I i i "1 I i i I !

I - - Data
-- Model

0.5

d I I I I l I I I
0
0 1 2 3 4 5 6 7 8 9 10
Frequency (rad/sec)

Figure 13. Model of waves amplitude distribution for SSN5 at 40 knots ship's speed.

Waves to WVA

J....
T T T T T

2O Knots
30 Knots
-- 40 Knots

5 t
t
t
t
4
e=
m
a
t
3 l

,\
I
t

I
I
I
1

vP
i~f , t

L L 1 1

0.5 1 1.5 2 2.5 3 3.5 4

w e (rad/s)

Figure 14. Waves-to-WVA models for SSN5.

 Fast Ships Models 17

WVA Distribution for SNN5

10 1 T T 1 T

~.~ 20 Knots
30 Knots
40 Knots

L"

I
I
t
/
t
/ t

4 ./
t
t
t
l
3 :! ; I
/i ; 1
-t : t

-e
1 :1
"',lJ,,

0.5 1 1.5 2 2.5 3 3.5

we (ra~s)
Figure 15. Combination of the sea waves amplitude distribution and waves-to-WVA
models.

Figure 14 shows the gain of waves to WVA model for SNN5.

An important question is to see how important vertical accelerations can be, for the nine cases
considered (combinations of three sea states and three ship's speeds). The question can be readily
answered by combining the models of sea waves and the waves-to-WVA models. For example,
Figure 15 shows a gain plot of this combination for SSN5 at 20, 30, and 40 knots.
Figure 15 shows that the resonance peak of the ship is near the excitation peak (the waves).
Or, in other terms, that the left and central filters in Figure 10 have a common pass-band.
This point is important for the design of ships. The resonance peak of ships (the peak of
the waves-to-WVA transfer function) is determined by the length of the ship [24]. When the
wavelength of waves are less than the length of the ship, the ship will lay on top of two or
more waves, and the ship filters out the excitation. When the wavelength of waves is larger
than the ship's length, this filtering out is not possible and the ship moves with no defence.
It is not recommended, for the sake of comfort, to design a ship with length similar to the
predominant wavelength in its application zone. However, there are other design criteria which
can be considered as more important.

3.5. Sea Sickness Response to Sea S t a t e s (for this Ship)

Recalling the question mentioned before, whether the ship tends to move with bad frequencies
for the passenger, this may be studied combining the waves-to-WVA models and the sea sickness
model. Figure 16 shows the result at 20, 30, and 40 knots. What is noticed is that the central and
the right filters in Figure 10 also have a common band-pass, which is not good for the passenger.
Finally, once having all the pieces needed, the study of the complete chain of the three blocks
in Figure 10 can be achieved. There are nine cases, as said before. For example, Figure 17 shows
the results for three of the cases, with SSN5.
18 S. ESTEBAN et aL

WVA transfer function and Sickness

I I J I I
l .... 20 K n o t s
30 K n o t s
-- 40 Knots

4 t
I
u)
t
@
t
.o_ t
~3 t
: t
l- ; t
i t
t
t
= t
= I
t

:. I

0 L--
0.5 1 1.5 2 2.5 3 3.5 4
we (rad/s)

F i g u r e 16. C o m b i n a t i o n of t h e w a v e s - t o - W V A a n d s e a sickness models.

Sickness Distribution for S S N 5

.... 20 K n o t s
- - 30 K n o t s
-- 40 K n o t s

W
m

~4

~3
/
!l :
t
t

t
t
t
t
I

-:iY : : I
t

t
:/
?l

..A. 1 .

0 '" -
0.5 1 1.5 2 2.5 3 3.5
we (rad/s)

F i g u r e 17. C o m b i n a t i o n of t h e t h r e e m o d e l s for SSNh.

 Fast Ships Models 19

As expected, from the results already commented, the proximity of peaks of the three filters
in cascade paves the way for the excitation to arrive to sea sickness. The control action, using
actuators, should concentrate in the zone around the top of the curves in Figure 17. The actuators
should be able to move with the required frequency (to counteract the effect of each wave).

4. A C T U A T O R S AND CONTROL.
SIMULATION ENVIRONMENT

4.1. Actuators and Modelling

In this research, several moving appendages are added to the ship. Figure 18 depicts where
the actuators are placed: two transom flaps and a T-foil (with two moving wings) near the bow.

FLAPS
\

h~

Figure 18. Adding flaps and T-foil to the fast ferry.

These actuators will give lift force, but also drag force and some problems (for instance, cavi-
tation and turbulences). The lift force [4,25,26] will be given by a function of the actuator's angle
and the fluid's speed U, equation (15):

1 .t).A OCL .V 2.0L, if actuator submerged,

FLIFT ---- 2 0(~ (15)
0, if actuator is not submerged,

where A is area, p is density, and CL is lift coefficient.

In equation (15), a must be substituted with an expression for the flaps, equation (16), and a
different expression, equation (17), for the T-foil.

aFL --- AmpSat01o5 (RateSat_13"5/s

Ia.5o/s ((~FL.Command)), (16)
where the values of A m p S a t ~ can be from 0 to 15 (the flaps only rotate from 0 to 15). The
speed of the flaps motion cannot overtake 13.5/s (the function RateSatla{~/~/s limits this).

O~TF -----AmpSat
- 515o [~l%a1;e~al;_13.5O/s
.... 13'S/s (O~WF-Command) >-- x5 arc tg ( )
x5 --d- -- x3
Yship
. (17)

For the T-foil, there are two extra terms, x5 is due to the pitch angle of the ship with respect
to waterline, and the other term, arc tg(Jc5 d - ~3)/(Vship), is due to the vertical motion of the
T-foil (that means an added flux).
20 S. ESTEBAN e$ al.

Experimental fitting of actuators coefficients

X 10 4 x 10 4
8 8

7
---
V
Fitting
30 Knots ........ . ...........
.~
-'J
a
,-, Fitting : .-" 6
[] 40 Knots { ,"
" '.m..L.'F i t t i n g ........ i . . . . ~f~'~. . . . .
6

5
: J':" 'W ....
i4
E
=e ~

i O
......... ::..........

:
i ~ v

:-/
:

m
.............. i~ ......... :;" .......... i
E
2 ............
.-" EV"
.,-:i .... ., ,,v. :....,(~,/......

...~ :'~V'"
" !........... ::i..............]
6 . . . . . . I~ : . . . . . . . . . . i . . . . . . . :. . . . . . . . .
OI
f

I I 8 I I !
0 5 10 15 20 10 0 10 20
Flap a n g l e (deg) TFoil angle (deg)

Figure 19. Experimental fitting of actuators coefficients.

W_~ Gwtom~
GWtoPM

Figure 20. S h i p + a c t u a t o r s model structure.

Some e x p e r i m e n t s were carried out, using in this case a 300 m long channel with calm waters
at C E H I P A R , to d e t e r m i n e the lift coefficients for the flaps and the T-foil [22,27]. A 1/25 scaled-
down replica of the ship, 4 m length, was built. Scaled down a c t u a t o r s were a d d e d to the replica
too. T h e lift m o m e n t was e x p e r i m e n t a l l y m e a s u r e d for several c o n s t a n t a c t u a t o r s angles at 20,
30, a n d 40 knots. T h e c o n s t a n t m o m e n t due to surface effect of t h e hull was cancelled. T h e n
the e x p e r i m e n t a l d a t a was fitted by a first-order equation as is shown in Figure 19. K n o w i n g
 Fast Ships Models 21

the position of actuators, the lift force can be deduced from the measured moment. Using
equation (15) the ~ coefficient can be calculated for both actuators.
An advantage of the model structure adopted in this research, Figure 6, is that actuators can
be added in a simple way. Figure 20 shows how it is done. It is easily implemented connecting
SIMULINK blocks. Notice that the blocks corresponding to actuators are nonlinear models
(SIMULINK can handle combinations of linear and nonlinear blocks).
The interest on control surfaces for antipitching application started some time ago [28-32],
with fixed and, in some cases, moving surfaces. There have been difficulties for real application.
Instead, fins are commonly used for roll compensation. Some beneficial effects of stern flaps
on power consumption have been reported in [11-13]. Also, [33] obtains a reduction of added
resistance using an antipitching foil. Due to the recent imperatives of fast transportation, new
technologies are being applied for control surfaces, including retractile versions of the T-foil.

4.2. Closing t h e Loop w i t h C o n t r o l

A control system must be included to move adequately the actuators. Figure 20 shows the
complete structure. Several controller solutions have been already studied, starting with the
conventional PID (one for the T-foil and other for the flaps) [22]. A multivariable PID has been
tested in [34]. A multi-objective problem, comprising sea sickness, cavitation, and mechanical
efforts, has been considered in [35]. Recently a nonlinear control strategy has been introduced
in [36].
The ship+actuators+control (SAC) model can be easily implemented with SIMULINK, pro-
viding the heart for a control-oriented simulation environment.

Figure 21. Simulationenvironment.

22 S. ESTEBAN et al.

4.3. S i m u l a t i o n E n v i r o n m e n t

To simulate is to experiment with models, according with certain purposes. Computers offer an
advantageous platform for simulations. An important result of this research is the development
of a simulation environment for control design studies [37]. This environment is centred on the
SAC model. It is developed using the MATLAB-SIMULINK GUI facilities, under MS-Windows.
Figure 21 shows the main screen of the environment.
The screen includes several windows. The window with a SIMULINK diagram is the SAC
model. The user can edit this diagram to include any control structure. There is a menu with a
set of possible experiments (for instance SSN5 and 20 knots ship's speed). These experiments are
the same that can be done at CEHIPAR, so any control design with successful performances on
simulation can be validated with experiments. There are windows to display the time record of the
relevant signals (vertical acceleration, actuators motions, etc). In addition, after any experiment
the environment returns the value of a set of quality indexes, related to sea sickness, cavitation,
slamming and control efforts. A batch, fast version of the simulation has been implemented for
multi-objective optimisation studies. This versior has been connected to a genetic algorithm,
to find, with a moderate computational cost, good compromise multi-objective solutions in the
Pareto sense [35].

4.4. Some R e s u l t s
Perhaps it is a little out of the scope of this article to refer to the results of the motion smoothing
system, but it is interesting to know that there is hope for less sea sickness. Using an automatic
control code generator, developed along this research [38], optimised control designs have been
tested with the replica at CEHIPAR. Figure 22 shows the results at 40 knots, and SSN5: the
curves are vertical accelerations, one is without actuators, another is with fixed actuators, and
the third is with actuators moving under control. The percent falls from 47.67% to 12.86%, now
perhaps the captain would decide to sail when control is applied.

40 knots SSN5 (2.54.0m)

.... Ship, Mean WVAm1.62,MSI=47.67% ::

- - Ship+Actuators, Mean WVA=1.37,MSI:40.29%
4 ........... ............ ......... i--
. Shlp+Actuators+Cntrl, Mean WVA=0"60,MSI=12"86% Ii

!~': i i i i- i i !
3 ........... i....J.! ...... i............ i ............ ;........... !i! ........ ~.i ............ i..,:: ....... i
: : : ::" ~', : ::: "~ ,: /1 : ." :
" " " " " ' "" ' -'" "'1"" :" . . . .

,. n'; . " ; . - :" .|" ...- /.1 ".1t...~.; ...... ,

.,.,. t|. : : : : : ;:: A "~: ,.~,: :ILl: : :i i :~:

" l" : : : :1 : " :: 't" : I: :t~ ; . : ." : I : .e,! :.

] .... "''~':''';'' ' '' "l . . . . . . " - ,I,,1"-!, " ].i "1'':'~ .... " . . . . . . . . . . . . . ".],~.1,..'
~< (t~ : " ~.~ i1::1|1 i:ll u:i, ",:t : I , : t t; I :
~ " ".~ "" | " : : -1 :" " : - -I " '1 t: I :

! ~ 1 . o :lY.'! :V. #';III I ~l il;'..4 1.-',~. -'_ ~d" :i'~: ' :'t i| , | I~

~'1 k" "i'l! "!i'! i "i" ::'!~.i~" i i.. i i i "|'i

, :g :ii ..... .... ..... i Ji: ii: !\il
/::i
~,i .......
i+ i+::
+ ...... \:'. ............... , ............
::
: ............
::iq
,.:. .......
I'V
: ............ :........ ....
in !
4/11 i
20 25 30 35 40 45 60 5S 60
t(s)

Figure 22. Experimental results with SSN5 at 40 knots ship's speed.

 Fast Ships Models 23

5. C O N C L U S I O N
Fast ships suffer high vertical accelerations due to waves. To alleviate these accelerations,
which have negative effects on crew and passengers and even on the ship's safety, some active
actuators can be used. The actuators should be moved effectively, and t h a t means a control
design problem. To carry out the control study, it is important to have adequate models.
T h e smoothing of ship's vertical motions is of military interest, since it helps to avoid structural
risks and seakeeping difficulties, thus increasing the operational range of fast ships. It is also
pertinent for ship's stabilization in special operations.
In this article, the case of a fast ship with transom flaps and a T-foil near the bow has been
considered. Models have been obtained for the ship's vertical dynamics, wave excitation, and
sea sickness effect. Using these frequency-domain models, and evaluation study of the ship, to
see how the passenger is affected by ship's behaviour, has been achieved. Then, the actuat~)rs
have been modelled (it is a nonlinear model). The structure of the ship's model paves the way
to easily combine it with the models of waves, sea sickness, and actuators. Using SIMULINK,
a control block has been added to the combination of models, closing a feedback loop. In this
manner, a simulation environment has been developed for control studies.
The central aspect of the research, which is the model of ship's heave and pitch motions, is
based on C F D data, obtaining models validated afterwards by an extensive experimental work at
CEHIPAR. Since the interest on fast ship's pitch and heave motions is recent, the contributions
of this article are novel in the field. Moreover, the devised methodology and the use of models
for comfort analysis is of general value (for any ship). Interesting consequences concerning the
design of the ship have been elicited. Also, the alleviation of sea sickness, by means of actuators
and control, has been demonstrated b o t h in simulation and with C E H I P A R experiments.
In general, the article shows the advantages of using models and computers to study applica-
tions where real experiments can be costly and dangerous.
The research continues with some other steps needed before real use of actuators and control.
Mechanical efforts, and the behaviour of the ship with other headings, must be studied. The
development of a 6-DOF model of the ship is under way.

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