Documente Academic
Documente Profesional
Documente Cultură
385-392,1996
Copyright 1996ElsevierScienceLtd
Printedin GreatBritain. All rights reserved
0967-0661/96$15.00+ 0.00
Pergamon
PII: S0967-0661 (96)00016-0
Abstract. A ship's mlnlmum-time maneuvering problems in the face of wind disturbances are
formulated here as a nonlinear, two-polnt boundary-vahie problem in the calculus of variations,
solved using the conjugate gradient restoration method proposed by Miele et al.
Key Words. Ship's Minimum-tlme Maneuvering, Two-Polnt Boundary-Value Problem, Conjugate
Gradient Kestoratlon Method.
1. I N T R O D U C T I O N
In order to take enough account of the nonlinearity, the authors have formulated these problems
as a nonlinear, two-point boundary-value problem in the calculus of variations. This problem
has been solved, using the numerical method developed by Miele and his associates over the past
few years, called the conjugate gradient restoration ( C G R ) m e t h o d (Wu and Miele, 1980; Miele
and Iyer, 1970).
2. F O R M U L A T I O N OF T H E M I N I M U M - T I M E
MANEUVERING PROBLEM
2.1. M i n i m u m - t i m e Maneu~erin# Problem
Let the minlmum-time maneuvering problem
treated here be defined as follows:
A s s u m e that a ship is tra~eilin# at a certain speed
in a #i~en direction, at an initial approach point.
A ship's master m u s t make her alter course to
reach a destination point. Her bearin# and speed
at the destination point are either free or given.
How should he steer her, and use her engine and
thrusters, in order to accomplish the work in the
m i n i m u m time ?
K. Ohtsu et al.
386
3. MATHEMATICAL MANEUVERING
MODEL
3.1. Basic Equation of Motion
Table 1 shows T.S.Shioji Maru's principal dimenslons.
Table 1 Principal Dimensions of T.S.Skioji Maru
Length
Breadth
Tonnage
Propeller
B o w Thruster
Stern Thruster
/0
f(z,u,'r,t)dt =
/0
.dr = -r
(1)
0<t<1
(2)
(s)
Using the above notation, this type of mlnLmumtime maneuvering problem can be formulated as
follows (Shoji and Ohtsu, 1992):
I =
49.93 m
I0.00 m
425.0 G T
CPP
2.4 tons
1.8 tons
Uw
z(o) : given.
-v"
(3)
[~(=, ~)]i : o,
(4)
T
s(~,.,t) : o,
0 < t < I,
(s)
}-y
rnvr
XR + XR + Xp + Xw
Ys + YR + Yr + Yw (s)
(I.. + J**)+ =
NII + N R + N T + Nw,
387
where denotes the ratio of axial velocity at propeller position to rudder position, k, denotes the
propeller accderation fraction, simplified by
1
k. = k,,, (1 + e -~'" )'
using a slgmoid function to represent the discontinuity of k,, where kin, means k= at Op > O.
The last two variables, UR and k . , were simplified
in order to facilitate partial differentiation by the
state or control variables. The actuator's dynamics are also considered in the model. For details
of the model, see (Shoji and Ohtsu, 1992).
XH
-c,~,b,I + x , v , , + x , , , , r
X, Vr + X,,v ~ +X,,r 2
Yil
Y, Vv + Yt,v[v[ + Yr Vr
Y,,rlrl+ Y,,~,[,[
N, Vv+N,,v[vl+N, Vr
Nil =
+
N,,r[rl+N,,vlr[
(1
CsOpJp + CiO~p
c,o~ +
c~J~)
(9)
where t and wp denote the thrust deduction fraction and the wake fraction, n, D p and Jp are
t h e p r o p e l l e r revolutions, its diameter and the advance coefficient. C1 "~ Cs are various empirical
coefficients.
XR
YR
-(1 +ail)FNcos6
NR
2(zR+ail~ii)FNcos~,
~p~Ao~UC~Cx
(1o)
Yw
1
2
-~p~Ao.U~vCy
(11)
Nw
1
2
-~p,,Ao,LpvV~,CN
(12)
Xw
c~
0 . cos~
(13)
cr
brsin~
04)
CN
bN sin2~.
(15)
4. O P T I M I Z A T I O N T E C H N I Q U E
4.1. Optimal Conditions
The above problem can be solved using the theory of calculus of variations. This is referred to
as an example of the Bolza type of problem, and
it can be recast as a problem of minimizing the
augmented functional
(1 + x T ( ~ _ ~) + o~S)dt
+ ("%h
K. Ohtsu et al.
388
(j _ Xa'4~ + p r q _ )~r.)dt
~01
( x % + ~ r , ~ ) , _ (xr..)0
(18)
(17)
i-Jz+~b.A=o,O<t<l
(18)
The calculations described below will be implemented under the convergent conditions of ~1 <
0.1-1 and e~ < 0.1-4.
O.50
0.25
'~ O.O0
(x + ,~.~,), = 0
000
U -0. Z5
-0. SO
fol(/.
~
0
tO'O
Relative rind
4S*O
(19)
"':
l~
I. 20
(20)
o
o
f,~ 0.80
0.00
N ( ~ - ~)d~ +
4SJO
90:0
Relative
13S.'0
t~i
nS]O
lao~
rind
O.lZ
O.OS
~
P =
O. 40
Since the differential systems (2)-(5) have nonlinear properties, it is impossible to find an analytical
solution. Thus, approximate and iterative numerical methods are employed to find it. The numerical method used in this paper is the conjugate
gradient-restoratlon method developed by Miele
etal. (Wu and Miele, 1980; Miele and Iyer, 1970).
In this method, the constraint error,
O. O0
N ( S ) d t + N ( e h (21)
rO -0.05
-0. 12
45.'0
9o'0
Relative wind
N ( / u - ~,,A + S,,p)dt
N[
( / . - ~ . X + S.o)at +
N(A + ~b,/*)1
(,/,.~,)fl
(22)
N(~) = ~ .
(23)
P=O,
Q=0.
(24)
P < el,
Q < c2,
(25)
5. MINIMUM-TIME DEVIATIONS W I T H
WIND DISTURBANCES
389
200m
Deviation
Wind
+"~l.2m/s
6.3m/s
Wind Velocity
~
Absolute
.......... I ~ - Relative
4-
45deg.
-135deg.
(~) ~
too: I
_s
.\
UI
t~kt
. . . .
,-,,---
U~'---20m/s,
U,,, = 30 m/s,
U.,, = 20 m/s,
U,,, = 30 m/s,
" -
...............
\ N..... s / ? 1
...;;--~.~
ApproachSpeed12kt
0
-r.
1~
2~
3~
4~
5~
100
200
300 Y (m)
~ 45 deg.
ct = 45 deg.
(x=-135deg.
(x=-135deg.
Optimal Solution
58
Y(m)
e.l
e~
o
.~,.~
HeadingAngle
.~
,":
:~:
20
40
60
80 100
Time (S)
"
ti(D
"
")
Time
Histode~
Mealurcd
...............
t
f
"" o
"
""-~
"
'
0
),udder
'
l!--I
150
20
40
60
Optimal
Valuo
Solution
80 100
Time (s)
100 I~ T i m e (S)
Angle (~7(~/(~(~(~
"~'~
In order to evaluate the reliability on the formulations and calculations, the following actual deviation tests were carried out at sea, using the Shl.
oji Maeu. In these trials, the distances between
the first approach course and the final one were
set up as distances of 200m and 300m. The control law implementing the calculated steering or-
390
K. Ohtsu et al.
a'(t)
(26)
=2 .V ]
ZI0. 0
- - *--(~]: fOe
== zoo.o
I"
>
o
t..o
j 180.0
170.0
:~ m.o
[$0.0
30.'0
iL'O
60.' 0
I n i t i a l approa1dn 8 angle
T5.' 0
[~:
141NO
==>
NON
.....
_._
6. MINIMUM T I M E INWARD S T O P P I N G
PROBLEMS W I T H WIND DISTURBANCES
5.O[M/S]
IO.O[M/S]
IS
:30
..o. , /
8.0_
7.0 _
,.o_
,/
i/,/
i/
4S
//
/ t
.-"
.--.
60
| .0
-!.O~l~.O
Blowing on 5mlsec
@ Blowing on I 8m/sec
@ Blowing off 5m/sec
(~ Blowing off 18m/sec
"'"
1.0 ;LO $.0
4.0
S.O 8.0
7.0
"~"
e.O
Lffi49.gH
L]
Figure 8 shows the mwneuverlng time until stopping at the given point in the minimum inward
stopping with the wind blowing on. It is noticed
that the time differences between the minimum
stopping with wind velocity 5 m/sec and with
wind of 10 m/sec are longer than those between
the minimum stopping with no wind and that with
wind of 5 m/sec.
STERNTHRUSTER
1000.0'
e:NON
. . . . .~:$1/,ec
---.-~:lOm/sec
IDeS]
200.0
',i
c:NON
....
~: 5~lec
0.0
-- - -(9:10m/see
I i'
!::i
t
.--
;f
I00.0"
[Ig]
391
0.0
200,0
[Sec]
I00.0
_.;
t
I00.0
-I000.0
0.0
"G
200.0
[See]
Forces
N~
lO000. O
o:NON
. . . . -~:5~sec
,-- - ---~:l0dsec
I0000.0\
--
........
0.0
\.
/,/'~
-10000.0
0.0
200.0
100m.0
[See]
[Des]
40.0 /
/"
20.0-~
0.0
o.o
_t
---
"~/" "
\,
-40. O/
0.0
200.0
I00~.0
[Sec]
Blowing off
BOWTHRUSTER
[KS]
1000.0-
!-!
~: NON
. . . . -~: 51/see
-- - --C9:10~sec
0.0"
__tl
-I000.0"
0.0
100.0
200.0
[See]
K. Ohtsu et al.
392
+oo+.~!
' 190. 0
'r.
.~ 180.0
~ I'/0. O
,~.
m
.~ Ii0.0
'
150. 015'
$0.+0
45,+0
410.+0
Initi,,I approaching angle
75.~0
tlO.rO
[Del]
IS.O.
t..o.
on.
t41M3
<==
n3.o.
la.o.
~
NON
..... 5.0[M/S)
--._ IO.O[H/S]
15
8. A C K N O W L E D G E M E N T S
I1.0.
30
I0.0.
I
I
7.0
3.0
j ~ ~..
. ,
~,0. t'
1.0_
~.o
e.o "
"--'"'.~.
~,
^7S
"~,2"-.
I+0
P",t,J
-i.o,.o
1...... I
i.o
+.o
+.o
,.o
s.o
s.o
i \5,~, -~'
+.o
,~
t,
.Rl'+
~soI
e . o ' , C ~ , e , 9 . _ ~ z . o i+.o
[1_}
Fig.16
. . . . . . ~ L=49.9H
7. CONCLUSIONS
This paper has given the minimum-time maneuvering methods in two kinds of typical shiphandling problems under conditions with wind
disturbances, for a small training ship with a rudder, a controllable pitch propeller, and bow and
stern thrusters.
9. REFERENCES
Fossen, T.I. (1994). Guidance and Control of
Ocean Vehicle:. John Wiley and Sons.
Miele, A. and Iyer, R.R. (1970). General