Topics Covered:

Various Kinds of Stability

Deriving Linear Equations of Motion
Non Dimensional Linear Equations
Control Forces and Moments
Stability Analysis
Analysis of Hydrodynamic Derivatives

Various Kinds of Motion Stability

Straight Line Stability

This is the ships ability to resume a straight-line path without application
of control surface forces. This means, if the ship takes a straight-line path
after the disturbance is removed, then it is said to possess straight-line
stability

Directional Stability

This is the ships ability to resume a straight line path having the same
direction as it had before the disturbance. There can be two possible paths
during the disturbance phase: either it can be oscillatory or nonoscillatory.

Positional Stability

Positional stability: this is the ships ability to resume a straight line path
having the same direction and position it had before the disturbance.
Here by position we mean that it follows essentially the same straight line
path it had before the disturbance.

Coordinate Systems
Inertial Coordinate System Fixed relative to the Earth
Ship Coordinate System moving with the ship

Coordinate Systems

Orientation of Fixed Axis and Moving Axis

Newtons Law in Inertial Reference Plane

Transformation of Coordinate System

Forces and Velocities Expressed in SCS

The motion of a ship is more conveniently expressed when referred to
the (x, y) system of coordinates fixed with respect to the moving ship
The ship fixed reference frame is always a right hand frame, with the x
axis pointing in the longitudinal direction, the yaxis positive starboard,
and the zaxis positive down. We can transform coordinate systems
using

Velocity and Acceleration Terms

where the dot above the symbol signifies the first derivative of the quantity with
respect to time, and u and v are the components of V along x and y, respectively.
Then

Equations of Motion

General Equations of Motion

 It is also convenient to write the above equations of motion with

respect to a ship fixed reference frame at amidships instead of the
center of gravity. If this is done we pick up a few additional terms

Characteristics of the Generalized Equations of Motion

Equations are cyclic u-v-w, p-q-r
If O and G coincide we have XG=YG=ZG=Ixy=Iyz=Ixz=0
These Equations are derived purely from Newtons 2nd law of motion.
Hydrodynamics has not come into the picture.

Hydrodynamic Forces acting on ship

The forces and moments (right hand side) of the equations of motion) are
build up of four types of forces that act on a ship during a maneuver:

1.
Fluid forces acting on the hull due to the surrounding water,
designated by the subscript F.
2.
Forces due to control surfaces such as rudders, dive planes, bow
planes, thrusters; subscript R.
3.
Various environmental forces due to wind, current, or waves;
subscript E.
4.
Propulsion force, T.

Fluid Forces acting on the Hull (XF, YF, NF )

Taylor Series

Taylor Series
In order to obtain a numerical index of motion stability, the functional
expressions shown in Equation (6) must be reduced to useful
mathematical form. This can be done by means of the Taylor expansion of
a function of several variables. The Taylor expansion of a function of a
single variable states that if the function of a variable, x,, and all its
derivatives are continuous at a particular value of x, say x1 , then the value
of the function at a value of x not far removed from x1 can be expressed as
follows

Taylor Series (1st Order approximation)

If the change in the variable, 8x, is made sufficiently small, the higher
order terms of 8x in Equation can be neglected which can then be reduced
to

Similarly a linearized function of two variables x, y is simply a sum of three

linear terms as shown:

Taylor Series- Linear Terms

The functional dependence of above equations can be quite complicated;
however, for usual maneuvering studies a significant simplification occurs.
We are interested in the ship response around a nominal equilibrium
point designated by the subscript 1. Expanding the forces in a Taylor series
around the nominal point and keeping the first order terms only, we have

Taylor Series- Linear Terms

All of the partial derivatives are evaluated at the nominal condition.
Similarly as for YF, expressions hold for XF and NF ca be derived as well.

Further Simplifications

Fluid Forces XF, YF, NF

Nomenclature of Hydrodynamic Derivatives

Equations of Motion- RHS (General-Nonlinearized)

Note: The RHS is General and contains 2nd order terms. For the term XF mvr, mxGr2 are higher order
terms, which have to be neglected. Further u can be written as u= U+u where u is small perturbation
in U. The terms in YF mur will become mUr and in NF mxGur will become mxGUr.

Linear Equations of Motion in Horizontal Plane

Using the above notation, and substituting into equations, the linear
equations of motion in the horizontal plane in the absence of
environmental disturbances and with the control surfaces at zero, become

Non- Dimensional Equations

Every term of the first two equations in the previous slide has the
dimensions of a force whereas every term in the third equation has the
dimensions of a moment.
Therefore, to nondimensionalize , which is convenient for several reasons,
the force equations are divided through by L2V2 and the moment
equations by L3V2

Non-Dimensional Terms

Non-Dimensionalized Linear Equations

Sway & Yaw

Note: The term U has disappeared as the non-dimensional term U/ U~ 1 for small perturbations

Rudder Induced Forces and Moments

It is important to note that all of the terms of equations must include the effect

of the ships rudder held at zero. On the other hand, if we want to consider the
path of a ship with controls working, the equations of motion must include
terms on the right hand side expressing the control forces and moments created
by rudder deflection (or any other control devices) as functions of time.
Assuming that the rudder force and moment on the ship are functions of the
rudder angle only, we have

Rudder induced Forces and Moments

Control Surface Linear Equations of Motion

where is the rudder deflection angle (see Slide 36) measured according to
the right hand sign convention; positive rudder deflection corresponds to
a turn to port for rudder located at the stern. Y and N are the rudder
hydrodynamic derivatives. Including the rudder forces and moments, the
linearized sway, and yaw equations of motion become

Rudder Operation (Rudder to stbd)

Rudder Operation (Rudder to stbd)

Reasons for Rudder behind the Propeller

The propeller does nothing but increases the velocity of the water that
flows out of its slipstream. And the lift generated (rudder force) is
proportional to the velocity of water falling on it. So if a rudder is placed
at the aft of the propeller, the increased velocity of the propeller
outflow results in a greater lift force. It is only for this reason that a
rudder is placed aft of the propeller. However, if a rudder is placed just
forward of the propeller, it will have the same turning effect with respect
to direction, but the magnitude wont be the same, given the fact that the
flow on the rudder is not as much as it would have been, had it been
placed behind the propeller slipstream.

Surge Equation Stability Analysis

The Surge Equation can be written as :

The above Equation is an ordinary differential equation of first order with constant coefficients, whose
solution is given by

Dynamical Stability in Sway & Yaw

The Equations of Sway and Yaw are as follows

The same can be rewritten as

Stability Analysis (Cont)

The image part with relationship ID rId1 was not found in the file.

Stability Analysis (Cont)

Stability Analysis (Cont)

Stability Analysis (Cont)

If both 1 and 2 are negative real numbers or imaginary numbers with
negative real parts, we will have
That means v and r will
tend to 0 as t approaches .
The ship will finally tend to a straight course with constant forward speed.

Stability Analysis (Cont)

Nature of C/A

Stability Analysis (Cont)

Stability Analysis (Cont)

Stability Analysis (Cont)

Stability Analysis (Cont)

In conclusion, to ensure both 1 and 2 are negative real numbers or imaginary
numbers with negative real parts, we must have B/A > 0 and C/A>0.

Stability Analysis (Alternate Method)

Nature of Xu and Xu

Similarly Xu will also follow the same trend as Xu i.e Xu <0 always.
Typical value of Xu varies from (0.05~0.15)m

Nature of Yv and Yv

From the Figs above, we can easily see that Yv will always be negative and will be of very large value since the
forces acting on fore half part and on the aft half part of the ship induced by the transverse acceleration v are
in direction . Typical values of -Yv will be (0.9~1.2)m.
Similar trend is shown for Yv too.

Nature of Nr and Nr

From the Figs above, we can easily see that Nr will always be
negative and will be of very large value since the
moments acting on fore half part and on the aft half part of
the ship induced by the transverse rotation r are in
direction .
Similar trend is shown for Nr too.

Nature of Nv and Nv

Nv & Nv are the lateral moments induced by a unit sway acceleration and by a unit sway velocity,
respectively. Since the moments acting on the fore half part and on the aft half part of the ship induced
by the sway acceleration or by the sway velocity are in the opposite direction (see Fig above), the total
moment will be very small (For a ship with fore and aft symmetry, it should vanish), and the sign of the
total moment will be the same as the larger one of the fore and aft moments, therefore Nv & Nv have
very small magnitude and uncertain sign.

Nature of Yr and Yr

Yr and Yr are the lateral forces induced by a unit yaw acceleration and by a unit yaw rate,
respectively. Since the forces acting on the fore half part and on the aft half part of the ship
induced by the yaw acceleration or by the yaw rate are in the opposite direction (see Figure
above), the total force will be very small (For a ship with fore and aft symmetry, it should
vanish), and the sign of the total force will be the same as the larger one of the fore and aft
forces, therefore Yr and Yr have very small magnitude and uncertain sign.

Magnitude and Sign of Linear Hydrodynamic

Coefficients

Stability Analysis
We had seen in the previous class, that the condition for straight line stability
is that C/A>0 and B/A >0, where A,B,C are the coefficients of the Differential
Equation for v (sway velocity) and r (Yaw velocity) given by:

Further A, B and C are as follows

Nature of A & B coefficients

C Coefficient

This means, for horizontal directional stability the necessary and

sufficient condition (assuming xG =0) is that

N v mU Yr + Yv N r > 0
In Non-Dimensional derivative form, the same is written as:

N 'v (m'Yr ') + N 'v N 'r > 0

Criterion for Stability

The Criterion for Straight Line Stability can also be written as:

N 'v
N 'r
>
Yr 'm' Y 'v
Physically the above condition states that the Centre of Pressure for Pure
Yaw should be ahead of the Centre of Pressure for Pure Sway for the ship
to possess straight line stability.

Some Thoughts on St Line Stability

Usually for Ships Nv is negative (Nbow is dominant over Nstern ) and Yv is
always negative. Thus to make the ship stable, Nv is to be made less
negative. How????
By adding Skeg
By moving the CG of the ship Forward
If the ship has got very high directional stability (i.e C has a high positive
value), the effectiveness of the rudder will be that much less. Why????

Question 1

Question 2