The Mathematical Model for Merchant Ship Types Strona 1 z 11

User's Guide Hydro

Chapter: Technical Reference

5.2.1 The Mathematical Model for Merchant Ship Types

A merchant ship has been considered as a rigid body with three degrees of freedom, in the X, Y and Z
axes, see Figure 5:1.: Co-ordinate System (Plan View), i.e. translational motion along X and Y and
rotation about the Z axis. The ship motions in the other three degrees of freedom have not been
included in the mathematical model as they are considered small. The equations of motion in the
horizontal plane are given below, Ref. [21.]:

X-Equation
(1)

Y-Equation:
(2)

N-Equation:
(3)

The left-hand side of the above equations represents the inertia terms and the right-hand side
represents the hydrodynamic, rudder, propeller and external forces and moments acting on the ship.
The subscript H refers to the hull effect, P refers to the propeller effect, R refers to rudder effects, and E
refers to the external disturbances such as wind, wave or current.
The hydrodynamic forces and moments are written in the following form, Ref. [22.]:

(4)

(5)

(6)

Click picture to enlarge

Figure 5:1. Co-ordinate System (Plan View)

The linear coefficients of the manoeuvring equations are , , , , and . The

non-linear coefficients are , , , , , , , , and .

X(u) is the ship resistance in ahead motion at forward speed u.
The force developed by the propeller is given by:

(7)

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14

The Mathematical Model for Merchant Ship Types Strona 2 z 11

where is the propeller thrust and t is the thrust deduction fraction.

Copyright © 1993-2005 AVEVA AB

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14

The Mathematical Model for Merchant Ship Types Strona 3 z 11

User's Guide Hydro

Chapter: Technical Reference

Estimation of the Hydrodynamic Derivatives in Deep and Shallow

Water
The Hydrodynamic derivatives are divided into two main groups, one is linear and the other is non-
linear. The captive model test data of a very large number of ships have been collated. The data
represents a large number of ship types with different loading conditions and different ship particulars
and cover a period of more than 25 years. These data formed the BMT manoeuvring database.
The multiple regression analysis was used to develop mathematical expressions [23.] for the linear and
non-linear terms of the mathematical model. The low aspect ratio wing theory is used to find out the
main parameters which will be used in the regression analysis. Equations to give the main parameters
of each derivative.

(8)

(9)

(10)

(11)

(12)

(13)

(14)

(15)

(16)

(17)

(18)

(19)

(20)

The shallow water effect on each derivative was studied on the basis of the available experimental data.
It was found that the shallow water effect is almost proportional to ; where T is the
ship draught and H is the water depth. Each hydrodynamic derivative has a shallow water correction
factor in the form:

(21)

(22)

Copyright © 1993-2005 AVEVA AB

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14

The Mathematical Model for Merchant Ship Types Strona 4 z 11

User's Guide Hydro

Chapter: Technical Reference

Effect of Trim on the Hydrodynamic Derivatives

Inoue et al, Ref. [24.], studied the effect of trim on the hydrodynamic derivatives both theoretically and
experimentally. They suggested the following correction factors for estimating the hydrodynamic
derivatives in trimmed condition from even keel values:

(23)

(24)

(25)

(26)

where , and , (0) refers to the values of

the hydrodynamic derivatives for an even keel condition, refers to the trimmed condition.

Copyright © 1993-2005 AVEVA AB

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14

The Mathematical Model for Merchant Ship Types Strona 5 z 11

User's Guide Hydro

Chapter: Technical Reference

Estimation of Ship Resistance in Deep and Shallow Water

The program uses the BSRA Methodical Series [6.] to calculate the ship resistance in deep water. The
resistance data is fitted with a third order polynomial function:

(27)

where is the total ship resistance in deep water, u is the ship speed in X-direction, AD , AD
1 2
and AD are the resistance coefficients in deep water. The Schlichting [25.] Method is used to calculate
3
the speed loss and the increase in ship resistance due to shallow water. Speed loss in water is given
by:

(28)

(29)

(30)

where the subscript refers to deep water and is the speed loss due to shallow water effect. H
is the water depth, is the midship section and g is the gravitational acceleration. The shallow
water resistance is fitted with a third order polynomial in the form:

(31)

where is the total ship resistance in shallow water, , and are the
resistance coefficients in shallow water.

Copyright © 1993-2005 AVEVA AB

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14

The Mathematical Model for Merchant Ship Types Strona 6 z 11

User's Guide Hydro

Chapter: Technical Reference

Estimation of Wake Fraction, Thrust Deduction and Interaction

Coefficients between Hull, Propeller and Rudder in Deep and Shallow
Water
The wake fraction and thrust deduction in straight ahead motion in deep water are estimated from
BSRA Methodical Series [6.]. The wake fraction and thrust deduction are functions of the ship and
propeller characteristics. The experimental data of the wake fraction and thrust deduction in shallow
water were analyzed and a shallow water correction factor was found.

(32)

(33)

The interaction coefficients between hull, propeller and rudder are defined by three correction factors,
namely:

for the rudder force in X-direction

for the rudder force in Y-direction

for the rudder moment about Z-axis.

These correction factors are functions of ship particulars. The shallow water effects are given by:

(34)

(35)

(36)

Copyright © 1993-2005 AVEVA AB

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14

The Mathematical Model for Merchant Ship Types Strona 7 z 11

User's Guide Hydro

Chapter: Technical Reference

Modelling of the Propeller

The propeller is modelled by employing the regression equations of the Wageningen B-Series data, Ref.
[26.], for estimation of K and K for both the 4- and 5-bladed B-Series propellers given by:
T Q

(37)

(38)

where and are the regression coefficients of and respectively. Where

is the expanded area, is the disc area of the propeller, P is the propeller pitch, D is the
propeller diameter and J is the advance ratio.
In straight-ahead motion, the flow to the propeller is affected by the presence of the hull in front of the
propeller. As a result, the flow to the propeller will be reduced due to the wake distribution. When the
ship starts to drift and/or turn the flow-pattern at the stern will be changed and the flow to the propeller
will take certain angle of attack which depends on the ship particulars, stern shape and type of motion.
The effect of sway and yaw on the wake has been studied experimentally and reported in Ref. [27.]. The
wake at the propeller disc is given as a function of the transverse velocity at the propeller disc.

If

(39)

If
(40)

where is the non-dimensional transverse velocity at the propeller disc and is given by:

(41)

is the non-dimensional position of the propeller from midships, is the mean wake fraction in
straight ahead motion, and is the mean wake fraction when the ship drifts and turns at the same
time. Where is the non-dimensional transverse velocity of the ship and is the non-dimensional
yaw rate of the ship.

Copyright © 1993-2005 AVEVA AB

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14

The Mathematical Model for Merchant Ship Types Strona 8 z 11

User's Guide Hydro

Chapter: Technical Reference

Modelling of the Steering Gear

Most of the ships are equipped with electro-hydraulic steering gear. This type of steering gear can be
represented mathematically by a simple lag. The rate of changing the rudder angle can be chosen to
satisfy certain requirements, e.g. Det Norske Veritas recommended that the rudder is to be capable of
being turned from 35 on either side to 30 on the other side in not more than 28 seconds. The
mathematical expression of the electrohydraulic steering gear is given by:

(42)

(43)

where is the rudder angle is the command rudder angle, is the maximum rudder angular
velocity and is the time constant of the hydraulic steering gear.

Copyright © 1993-2005 AVEVA AB

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14

The Mathematical Model for Merchant Ship Types Strona 9 z 11

User's Guide Hydro

Chapter: Technical Reference

Modelling of the Rudder

Only conventional rudders are considered. Three main items are taken into consideration when
modelling the rudders, namely rudder normal force coefficient, inflow velocity and the inflow angle.

Rudder Normal Force Coefficient

The rudder is considered as a symmetrical aerofoil. This type of aerofoil represents the conventional
rudder. Fujii and Tsuda [28.] performed extensive rudder normal force measurements in open water and
suggested the following semi-empirical formula for rudder normal force coefficient:

(44)

where is the rudder normal force coefficient. is the aspect ratio.

The intersections between hull and rudder are theoretically studied by Karasuno, Ref. [29.]. The effect
of the hull on the forces developed by the rudder in X and Y direction can be determined experimentally,
Refs. [30.] and [31.]. The forces developed by the rudder are given by:

(45)

(46)

(47)

(48)

where is the water density. is the rudder area. is the relative velocity to the rudder.

is the rudder normal force coefficient, is the rudder angle, is the relative flow angle to the

rudder, , and are the rudder hull interaction coefficients, as shown earlier.

Inflow Velocity to the Rudder

The inflow velocity to the rudder is mainly affected by the propeller race which depends on the propeller
loading conditions as well as the hull shedding effect, i.e. wake. From the propeller momentum theory
the axial flow to the rudder can be expressed by.

(49)

is a coefficient representing the effect of oblique flow on the wake pattern, see equations and .
is a coefficient determined experimentally, Ref. [31.]. The lateral inflow velocity to the rudder is,

(50)

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14

The Mathematical Model for Merchant Ship Types Strona 10 z 11

where is the position of the rudder from midship. The total flow velocity to the rudder is,

(51)

Inflow Angle to the Rudder

The relative flow direction to the rudder is greatly affected by turning and drifting motion of the ship:

(52)

is the hull and propeller flow-straightening coefficient which is a function of ship particulars and the
stern shape.

Copyright © 1993-2005 AVEVA AB

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14

The Mathematical Model for Merchant Ship Types Strona 11 z 11

file://C:\Documents and Settings\vobis\Ustawienia lokalne\Temp\~hhA9CC.htm 2008-01-14