Maneuvring Model 2 PDF

Chapter 7 - Models for Ships, Offshore
Structures and Underwater Vehicles

7.1 Maneuvering Models (3 DOF)
7.2 Autopilot Models for Heading Control (1 DOF)
7.3 DP Models (3 DOF)
7.4 Maneuvering Models including Roll (4 DOF)
7.5 Equa9ons of Mo9on (6 DOF)
This chapter presents hydrodynamic models for ships, oshore structures and underwater
vehicles.

The founda9on for the models are the kinema9c equa9ons (Chapter 2), rigid-body kine9cs
(Chapter 3), hydrosta9cs (Chapter 4), seakeeping theory (Chapter 5) and maneuvering
theory (Chapter 6).

The models are all expressed in a vectorial seHng for eec9ve computer simula9on and to
simplify control design. Focus is made towards preserva9on of matrix proper9es such as
symmetry, skew-symmetry, posi9ve deniteness and orthogonality which are key
elements in nonlinear control and es9ma9on theory.
1

Lecture Notes TTK 4190 Guidance and Control of Vehicles (T. I. Fossen)


The horizontal mo9ons of a ship or semi-
submersible are described by the mo9on
components in surge, sway, and yaw.
! ! !u, v, r" !
! ! !N, E, !" !
This implies that the dynamics associated with

the mo9on in heave, roll and pitch are
neglected, that is w = p = q = 0.
Rigid-body dynamics horizontal plane models for maneuvering

MRB !" ! C RB !!"! " #RB #
!RB ! !hyd " !hs " !wind " !wave " ! #

!hyd ! !MA "# ! C A !"r""r ! D!"r""r #
N!!r"!r :! C A !!r"!r " D!!r"!r #


Consider the 6-DOF kinema9c expressions:
J!!" !
R nb!""
0 3!3
0 3!3
T" !""
c!c" !s!c# " c!s"s#
s!s# " c!c#s"
s!c"
c!c# " s#s"s!
!c!s# " s"s!c#
!s"
c"s#
c"c#
1 s!t"
c!t"
T! !!" "
!s!
0 s!/c" c!/c"
R nb !!" !
c!

Copyright Bjarne Stenberg/NTNU
For small roll and pitch angles and no heave this reduces to:
cos ! ! sin ! 0
J!!"
3 DOF
R!!! !
sin !
0
cos ! 0
0

Assume that the ship has homogeneous mass distribu9on, xz-plane symmetry and yg= 0
M RB !
MA ! !
mz g
!my g
!mz g
mx g
my g
!mx g
!mz g
my g
Ix
!I xy
!I xz
mz g
!mx g
!I yx
Iy
!I yz
!my g
mx g
!I zx
!I zy
X u"
X v"
X

X w"
X p"
X q"
X r"
X

Yu"
X

Y v"
Y w"
Y p"
Y q"
Yr"
Zu"
Z v"
Z w"
Z p"
Z q"
Zr"
K u" Kv"
Kw"
Kp"
Kq" K r"
Iz
M u" M v" M w" M p" M q" M r"

N
Nv"
u"
X

4

Nw"
Np"
Nq" N r"
M RB !
mx g
mx g
Iz
C RB !!" !
!m!x g r " v"
mu
m!x g r " v" !mu
!Xu"
MA !
C A !!" !
!Y v" !Y r"
!Y r" !N r"
Y v" v # Y r" r
!X u" u
!Y v" v ! Y r" r X u" u


Resul&ng Model
!" ! R!!"#
m ! Xu"
m ! Y v"
mx g !Y r"
mx g !Y r"
I z !N r"
M!
M#" # C RB !#"# # N!#r "#r ! $ # $wind # $wave #

N!!r"!r :! C A !!r"!r " D!!r"!r #
cos ! ! sin ! 0
3 DOF
J!!" ! R!!" !

M RB !
mx g
0 mx g
!X u"
MA !
C RB !!" !
!m!x g r " v"
mu
m!x g r " v" !mu
Iz
!Yv" !Yr"
!Yr" !N r"
sin ! cos ! 0
C A !!" !
Yv" v # Yr" r
!X u" u
!Yv" v ! Yr" r X u" u

Speed Regimes Hydrodynamic Methods (see Chapters 5 and 6)
Maneuvering Models
2-D poten9al theory (strip theory) up to Froude
numbers of 0-3-0.4
2.5-D poten9al theory for high-speed cra^
Dynamic Posi9oning Models

3-D poten9al theory
2-D poten9al theory (strip theory)

Low-speed
maneuvering
Maneuvering at high
Maneuvering at
moderate speed (transit) speed (high-speed cra^)
Sta9onkeeping
Speed
0
6

1.5 m/s (3 knots)
. U = 0.3 Lg ..


Speed Regimes Linear and Nonlinear Damping
Linear and quadratic damping and their regimes
Dynamic Posi9oning (sta9onkeeping

and low-speed maneuvering):

Linear damping dominates

Maneuvering (high-speed):

Nonlinear damping dominates
8
linear damping: 0.5u*exp(-0.5u*u)
quadratic damping: 0.05|u|u
linear + quadratic damping
-2
Dynamic positioning
|u| < 2 m/s
-4
-6
-8
-8
-6
-4
-2
0
u (m/s)
The gure illustrates the signicance of linear and quadra9c

damping for low-speed and high-speed applica9ons.
7

7.1.1 Nonlinear Maneuvering Models based on

Surge Resistance and Cross-Flow Drag
Expanding the 3-DOF N-matrix into:
Added mass Coriolis-centripetal terms + linear damping + nonlinear damping

N!!r "!r ! C A !!r "!r " D!!r "!r
Added mass Coriolis-

centripetal matrix
! C A !!r "!r " D!r " d!!r " #
C A !! r " !
Yv" v r # Yr" r
X u" u r
!Yv" v r ! Yr" r !X u" u r

!X u
D!
d!! r " !
!Yv !Yr
!N r !N r
1
2
1
!S!1
2
L pp /2
! " !L
1
2
pp
Linear damping
ITTC surge resistance
+ cross-ow drag
# k"C new
f !u r "|u r |u r
2D
T!x"C
d !x"|v r # xr|!v r # xr"dx
/2
L pp /2
! "!L
pp
2D
T!x"C
d !x"x|v r # xr|!v r # xr"dx
/2
7.1.2 Nonlinear Maneuvering Models based

on 2nd-order Modulus Functions
The idea of using 2nd-order modulus func9ons to describe the nonlinear terms in the N-matrix dates back
to Fedyaevsky and Sobolev (1963). This is mo9vated by rst principles (quadra9c drag).

A simplied form of Norrbin's (1970) nonlinear model which retains the most important terms for steering
and propulsion loss assignment has been proposed by Blanke (1981). This model corresponds to Hng
the cross-ow drag to 2nd-order modulus func9ons.

N!! "! ! C !! "! " D!! "!
r r
r r
A r r

!Y v# v r r " Y r# r 2
X vr v r r " X rr r 2

!
alternatively:
X u# u r r
Y ur u r r

!Y # !X u# "u v r "Y r# u r r
N uv u r v r "N ur u r r
!X |u|u |u r |u r
"
!Y |v|v |v r |v r !Y |v|r |v r |r ! Y v|r| v r |r|!Y |r|r |r|r|

!N |v|v |v r |v r !N |v|r |v r |r ! N v|r| v r |r|!N |r|r |r|r|


on 2nd-order Modulus Functions
Maneuvering model in matrix form

!X |u|u |u r |u r !Y v" v r r # Y r" r 2
N!! "! !
X u" u r r ! Y |v|v |v r |v r !Y |v|r |v r |r ! Y v|r| v r |r|!Y |r|r |r|r|
r r

!Y v" !X u" "u r v r #Y r" u r r ! N |v|v |v r |v r !N |v|r |v r |r ! N v|r| v r |r|!N |r|r |r|r|

C A !!r " !

X u
!Yv" v r ! Yr" r !X u" u r

D!!r " !
Yv" v r # Yr" r
u" r
!X |u|u |u r |
!Y |v|v |v r |!Y |r|v |r|
!Y |v|r |v r |!Y |r|r |r|
!N |v|v |v r |!N |r|v |r| !N |v|r |v r |!N |r|r |r|
Recall that D(r) = D + Dn(r). No9ce that linear poten9al damping and skin fric9on are neglected in this
model (D=0) since the nonlinear quadra9c terms Dn(r) dominate at higher speeds
10


on Odd Functions
Experimental data can be curve hed to Taylor series of 1st and 3rd order (odd func9ons).
The idea dates back to Abkowitch (1964).

Consider the nonlinear rigid-body kine9cs:

MRB !" ! C RB !!"! " #RB #
X!x"

! RB !
#
Y!x"

x ! !u, v, r, u" , v" , r" , !" ! #
N!x"

x ! !U,
0,
0, 0, 0, 0, 0"
3rd-order truncated Taylor-series expansion about

n
X!x"!X!x 0 "! "

i"1
n
Y!x"!Y!x0 "! "

i"1
n
N!x"!Z!x 0 "! "

i"1
#X!x"
#x i
# 2 X!x"
#x i ! 1
2 !#x i " 2
x0
#Y!x"
#x i
# 2 Y!x"
1
#x i !
2 !#x i " 2
x0
#N!x"
#x i
# 2 N!x"
1
#x i !
2 !#x i " 2
x0
# 3 X!x"
#x 2i ! 1
6 !#x i " 3
x0
#x 2i
x0
# 3 Y!x"
1
!
6 !#x i " 3
#x 2i
x0
# 3 N!x"
1
!
6 !#x i " 3
#x 3i
x0
#x 3i
x0
#x 3i
x0
!x ! x ! x0 ! !"x1 ,"x2 ,..."xn " !

11


on Odd Functions
Unfortunately, a 3rd-order Taylor series expansion results in a large number of terms. By
applying some physical insight, the complexity of these expressions can be reduced.
Assump&ons:
1. Most ship maneuvers can be described with a 3rd-order truncated Taylor expansion about
the steady state condi9on u = u.
2. Only 1st-order accelera9on terms are considered.
3. Standard port/starboard symmetry simplica9ons except terms describing the constant force
and moment arising from single-screw propellers.
4. The coupling between the accelera9on and velocity terms is negligible.

!
2
3
2
2
2
F ! !X, Y, N"
X ! X " X u# u# " X u $u " X uu $u " X uuu $u " X vv v " X rr r " X !! !
2
2
2
" X rv! rv! " X r! r! " X v! v! " X vvu v $u " X rru r $u " X !!u ! $u
F ! ! F!x0 "
" X rvu rvu " X r!u r!$u " X v!u v!$u
Y ! Y ! " Y u $u " Y uu $u 2 " Y r r " Y v v " Y r# r# " Y v# v# " Y ! ! " Y rrr r 3 " Y vvv v 3
F xi !
" Y !!! ! 3 " Y rr! r 2 ! " Y !!r ! 2 r " Y rrv r 2 v " Y vvr v 2 r " Y !!v ! 2 v " Y vv! v 2 ! " Y !vr !vr
" Y vu v$u " Y vuu v$u 2 " Y ru r$u " Y ruu r$u 2 " Y !u !$u " Y !uu !$u 2
N !
N!
" N u $u " N uu
$u 2
" N r r " N v v " N r# r# " N v# v# " N ! ! " N rrr
r3
" N vvv
F xi xj !
v3
!F!x"
!x i
2
1 ! F!x"
2 !x i !x j
" N !!! ! 3 " N rr! r 2 ! " N !!r ! 2 r " N rrv r 2 v " N vvr v 2 r " N !!v ! 2 v " N vv! v 2 !
" N !vr !vr " N vu v$u " N vuu v$u 2 " N ru r$u " N ruu r$u 2 " N !u !$u
" N !uu !$u 2
12

F xi xj xk !

x0
x0
3
1 ! F!x"
6 !x i !x j !x k
x0
Taylor Series Cubic Curves or

2nd-order Modulus Curves
Nonlinear models of Clarke (2003); see Clarkes lecture notes
Taylor Series Cubic Curves

For a symmetric ship hydrodynamic force Y' and moment N' can be modelled by 1st and 3rd
order terms using an odd func9on
ODD FUNCTION
TAYLOR SERIES
FIT
v 3 + Yvvr
v2 r
Y = Yv v + Yr r + Yvvv
v r 2 + Yrrr
r 3
+ Yvrr
v
N = N v v + N r r + N vvv
v r
+ N vvr
v r 2 + N rrr
r 3
+ N vrr
Y = Yv v + Yr r + Yv v v v + Yv r v r
+ Y v r v r + Yr r r r
N = N v v + N r r + N v v v v + N v r v r
+ N v r v r + N r r r r
13

gives a
smooth surface
(physical)
SECOND ORDER
MODULUS
FIT
gives a aher
facehed surface
(nonphysical)

Taylor Series Cubic Curves or

Nonlinear models of Clarke (2003); see Clarkes lecture notes
We obtain dierent
deriva9ve values from
cubic and 2nd-order
modulus curve t.
SECOND ORDER
MODULUS FIT

This is a big problem
when comparing
deriva9ves from dierent
experimental facili9es

Yv (TAYLOR )
ODD FUNCTION
TAYLOR
SERIES FIT
Yv (MOD)
v
14

7.1.4 Linearized Maneuvering Models

Linearized Decoupled Models for Forward Speed and Maneuvering
For marine cra^ moving at constant (or at least slowly varying) forward
speed the 3-DOF maneuvering model can be decoupled in a:

Forward speed (surge subsystem)
Sway-yaw subsystem for maneuvering
Forward speed model
U!
u 2 " v2 ! u #
Starboard-port symmetry implies that surge is decoupled from sway and yaw:

!m ! X u! "u! ! X u u r ! X |u|u |u r |u r " ! 1 #

where t is the sum of control forces in surge.
2-DOF linear maneuvering model (sway-yaw subsystem)

M!" ! N!u o "!r " b! #
!r ! !vr, r" !
u ! u o ! constant #
is the rudder angle is based on the assump9ons that the cruise speed.

The current forces are treated as a linear term: N!u o "#v c , 0$ !
15


Model representa9on of Fossen (1994) and Clarke and Horn (1996)
The poten9al theory representa9on is obtained by extrac9ng the 2nd and 3rd rows in CRB() and CA()
with u = uo, resul9ng in:
C!!"! !
!m " X u! "u o r
D!
!m " Y v! "u o v " !mx g "Y r! "u o r " !m " X u! "u o v

!m " X u! "u o
!X u! "Y v! "u o !mx g "Y r! "u o
!Yv !Yr
!N v !N r
!Y !
! ! b! !
!N !
! #
No&ce: C(n) includes the famous destabilizing

Munk moment (from aerodynamics) and some other CA-terms
Resul9ng model
M!! " N!u 0 "! # b!
M!
! ! !v, r" !
! ! !! R
16

N!u o " !
m ! Y v"
mx g !Y r"
mx g !Y r"
I z !N r"
b!
!Y !
!N !
!Y v
!m ! X u" "u o !Y r
!X u" !Y v" "u o !N v
!mx g !Y r" "u o !N r


Comment: Model representa9on of Davidson and Schi (1946)
This model assumes that the hydrodynamic forces RB are linear in !,
!" and !
(linear strip theory) such that:

M RB !" ! C RB !u 0 "! " # RB
! RB ! !
Y!
!"
N!
b
Yv# Yr#
Yv Yr
"# "
N v# N r#
"r #
Nv Nr
MA
Resul9ng model
M!! " N!u 0 "! # b!

! ! !v, r"
! ! !! R
M !
m ! Y v"
mx g ! Y r"
mx g ! Nv"
I z ! Nr"
N!u 0 " ! C!u 0 " # D !
!Y v
b!
mu 0 ! Y r
!Nv mx g u 0 ! Nr
NB! This representa9on miss the CA-terms (see red circles on previous slide)
17

Notes TTK 4190 Guidance and Control of Vehicles (T. I. Fossen)

Lecture

!Y!
!N !
7.2 Autopilot Models for Heading

Control (1 DOF)
1-DOF autopilot model (yaw subsystem)
M!" ! N!u o "!r " b! #

r ! c ! !r,
c ! ! !0, 1" # yaw rate as output
Applica9on of the Laplace transforma9on yields (Nomoto, 1957)

K!1 " T 3 s"

r !s" !
!
!1 " T 1 s"!1 " T 2 s"
r !s" !
K
!
!1 " Ts"
v
!
!s" !
K v !1"T v s"
!1"T 1s"!1"T 2s"
T ! T1 " T2 ! T3
Nomoto's 2nd-order model
Nomoto's 1st-order model
Equivalent 9me constant
!! " r
18

!
K
!s" !
"
s!1 " Ts"

# The celebrated
autopilot model
7.2.1-7.2.2 Autopilot Models for

Heading Control (1 DOF)
Bode plots of the Nomoto
1st- and 2nd-order models
19

Gain [dB]
100
Phase [deg]
cargo ship 161
7.7
16622
Oil tanker 350
8.1
389100 "0.019 "124.1 16.4
118.0
7.8
18.5
46.0
Mariner class cargo ship
1st-order
2nd-order
0
-100
10
-3
10
-2
10
-1
10
10
-150
-200
-4
-3
10
10
course unstable ship
100
Gain [dB]
0.185
course stable ship
-100
-4
10
-50
10
-2
10
-1
10
Oil tanker
10
0
-100
-200
-4
10
-150
Phase [deg]
Matlab MSS toolbox

T1=118;
T2=7.8;
T3=18.5;
K=0.185;
nomoto(T1,T2,T3,K)

T1=-124.1;
T2=16.4;
T3=46.0;
K=-0.019;
nomoto(T1,T2,T3,K)
L (m) u 0 (m/s) ! (dwt) K (1/s) T1 (s) T2 (s) T3 (s)
10
-3
10
-2
10
-1
10
10
-200
-250
-300
-4
10
10
-3

10
-2
Frequency [rad/s]
10
-1
10
10
7.2.3 Nonlinear Extensions of

Nomotos Model
The linear Nomoto models can be extended to include nonlinear eects by adding
sta9c nonlineari9es referred to as maneuvering characteris9cs.
Nonlinear Extension of Nomoto's 1st-Order Model (Norrbin, 1963)
Tr! " H N !r" # K!
H N !r" ! n3 r 3 " n 2 r 2 " n 1 r " n0
where HN(r) is a nonlinear func9on describing the maneuvering characteris9cs.

For HN(r) = r, the linear model is obtained.
Nonlinear Extension of Nomoto's 2nd-order Model (Bech & Wagner-Smith, 1969)
T1 T2 r! " !T 1 " T 2 "r# " KH B !r" $ K!! " T 3 !# "
H B !r" ! b3 r 3 " b 2 r 2 " b 1 r " b0
where HB(r) can be found from Bech's reverse spiral maneuver. The linear equivalent is
obtained for HB(r) = r
20


7.2.3 Nonlinear Extensions of

Nomotos Model
Linear and nonlinear maneuvering characteris&cs
course stable ship
The maneuvering
characteris9cs are found
by solving for r as a
func9on of , using the
steady-state solu9ons of
the nonlinear Nomoto
models:
2
linear (K>0)
nonlinear
r (deg/s)
1
0
(deg)
Bech and Dieudonne spirals

-1
-2
-20
-15
-10

-5
10
15
20
course unstable ship

2
linear (K<0)
nonlinear
r (deg/s)
1
H N!r" ! K! #
H B!r" ! !
Dieudonne spiral (hysteresis)

0
(deg)
-1
-2
-20
21

Bech spiral
-15
-10

-5
10
15
20
7.2.4 Pivot Point (Yaw Rotation Point)

When turning a ship it is important to know which point the ship turns about.
This rota9on point in yaw is referred to as the pivot point.
Deni&on 7.1 (Pivot Point) A ship's pivot point xp is a point on the centerline measured from
the CG about which the ship turns. Consequently, it has no sideways movement (Tzeng 1998)
v p/n ! v g/n " x p r ! 0 #
The pivot point for a turning ship can be computed by measuring the velocity vg/n(t) in CG
and the turning rate r(t):
x p !t" ! !
v g/n !t"
,
r!t"
r!t" " 0 #
This expression is not dened for a zero yaw rate corresponding to a straight-line mo9on.
This means that the pivot point is located at innity when moving on straight line or in a
pure sway mo9on.

It is well known to the pilots that the pivot point of a turning ship is
located at about 1/51/4 ship length a^ of bow
X

22


7.2.4 Pivot Point (Yaw Rotation Point)

Linearized maneuvering equation (steady-state Nomoto model):

v ! K v !1 " T v s"
r
K!1 " T 3 s"
s!0 K v
!
K
x p!s,s" ! ! K v
K
x p!s,s" ! !
v
!
K!1 " T 3 s"

r !s" !
!
!1 " T 1 s"!1 " T 2 s"
N rY! ! !Yr ! mu 0 "N !

Yv N ! ! N v Y!
Y!r
" !1160 !
!
m!
10 !5
" !499 !
Y!! " 278 ! 10 !5

23

10 !5
N !v
N !r
x p !t" ! !
v g/n !t"
,
r!t"
r!t" " 0 #
Example: The Mariner Class vessel where

the nondimensional linear maneuvering
coefficients are given as:

Y!v
K v !1"T v s"
!1"T 1s"!1"T 2s"
!s" !
" !264 !
10 !5
" !166 !
10 !5
N !! " !139 ! 10 !5
Location of the pivot point:

xp!s,s" ! 0.4923L pp #
Loa
Lpp
xp=0.4923Lpp
0.023Lpp
AP

CG
CO
0.5Lpp
0.03Lpp
Pivot
point
FP
Bow
7.2.5 Nondimensional Maneuvering and

Autopilot Models
When designing course autopilots it is o^en convenient to normalize the ship steering
equa9ons of mo9on such that the model parameters can be treated as constants with
respect to the instantaneous speed U dened by:
U!
u2 " v 2

The most commonly used normaliza9on forms for marine cra^ are:

Prime-system (SNAME 1950)

This system uses the ship's instantaneous speed U, the length L = Lpp (the length
between the fore and a^ perpendiculars), the 9me unit L/U, and the mass unit
rL or rLT as normaliza9on variables. The prime system cannot be used for
low-speed applica9ons such as DP, since normaliza9on of the speeds u,v,w implies
dividing by the cruise speed U, which can be zero.
Bis-system (Norrbin 1970)

This system can be used for zero speed since division of speed U is avoided. The
Bis-system is based on the use of the length L = Lpp, the 9me unit (L/g) such that
speed becomes (Lg) > 0. It also uses the body mass density ra9o m=m/r, where
m is the mass unit and
is the displacement.
24



Autopilot Models
Normaliza&on Table
Unit
Nota9on: x x x
Prime-system I Prime-system II Bis-system

Length
Body mass density ra9o:
Mass
Inertia moment

m < 1 : ROVs, AUVs,
submarines, etc.
m = 1 : Floa9ng ships/rigs
and neutrally buoyant
underwater vehicles, that
is:
m ! !!
m > 1 : Heavy torpedoes

(typically m = 1.3-1.5)
25

Time
Reference area
Position
Angle
Linear velocity
Angular velocity
Linear acceleration
Angular acceleration
Force
Moment

1
2
1
2
!L 3
!L 5
L
1
2
1
2
!L 2 T
"!!
!L 4 T
"!!L2
L
U
L
U
L2
LT
L/g
"
2!
L
Lg
U
L
U
L
g/L
U2
L
U2
L2
1
!U 2 L2
2
1
!U 2 L3
2
U2
L
U2
L2
1
!U 2 LT
2
1
!U 2 L2 T
2
g
g
L
"!g!
"!g!L

Autopilot Models
Example 7.3(Normaliza&on of Parameters) The hydrodynamic coecient Yr can be made
nondimensional by using the Prime- and Bis-systems.
First, let us determine the dimension of Yr. Consider:
Sway force (N):
Y ! Yr r
?
N=kgm/s
rad/s
Hence, the unknown dimension must be kgm/s since rad is a nondimensional unit.
The nondimensional values Yr and Yr are found by using kg, m and s in the Conversion Table.
Consequently:
Prime

Bis
Y!r "
Yr
1
! !L3"!L"
2
!L/U"
Y!!r "
Yr
!!"!"!L"
L/g
26

"
"
1
1
!L 3U
2
1
!"! Lg
Yr
Yr

! ! 1 and m ! "!
oa9ng ship
Y!!r "
1
m Lg
Yr

Autopilot Models
Example 7.4 (Normaliza&on of States and Parameters)
Consider a linearized maneuvering model. Prime-Normaliza9on gives:
M! !" ! # N !!u !0"! ! $ b !!!

! ! " !v ! , r ! " !
!
M "
N ! !u !0 " "
m ! ! Y!v#
m ! x !g ! Y !r#
m ! x !g ! N !v#
I !z ! N!r#

!Y
!
v
b "
!Y!!
!N !!
m ! u !0 ! Y!r
!N !v m ! x !g u !0 ! N!r
where
u!0 "
u0
U
! 1, for #u ! 0 and #v ! 0
The nondimensional veloci9es and control input can be transformed to its dimensional
values by using the Conversion Table:
v ! Uv " ,
27

r!
U
L
r" ,
! ! !"


Autopilot Models
6-DOF normaliza&on procedure
A systema9c procedure for 6-DOF normaliza9on is found by dening the transforma9on
matrix:
T!1 ! diag!1, 1, 1, L, L, L"
T!diag!1, 1, 1, L1 , 1L , L1 ",
Generalized accelera9on, velocity, posi9on and force are then found from:
Prime-system
28

U2
L
T!" "
Bis-system
!" ! g T!" ""
acceleration
!" !
velocity
! ! U T! "
! !
position/attitude
# $L T# "
# $LT# ""
control forces/moments
%!
1
2
!U 2 L2 T!1 % "

Lg T! ""
% ! "!g" T!1 % ""

Autopilot Models
Again consider the nondimensional MIMO model:
M ! !" ! " D ! ! ! " G ! # ! # $ !

When designing vessel simulators and gain-scheduled controllers it is convenient to perform
the numerical integra9on in real 9me using dimensional 9me.
It is convenient to use the nondimensional hydrodynamic coecients as input to the
simulator/controller, while the states and inputs have their physical dimensions.
M!
L
U2
T!1 !" " D !
1
U
!" !
6-DOF
normaliza9on
procedure
1
2
29

!!
1
1
!U 2L 2
2
1
2
!L 3 ! UL " T!2 !TD ! T!1 ! ! "

D

1
2
T$
!!
!!
!TM! T!1"!" " ! UL " !TD! T!1 "! " ! UL " !TG ! T!1"# #
!L3 T!2 !TM ! T!1 " !" "

M
T!1 ! " G ! ! 1L T!1 #" #
1
1
!L 3
2
T2$
!L 3 ! UL " T!2 !TG! T!1 " # # $

G
7.2.5 Nondimensional Maneuvering

Autopilot Models
6-DOF bis-scaling
nondimensional states/inputs
nondimensional parameters
M !! !" !! " D !! ! !! " G !! # !! # $ !!

Transforming nondimensional states/inputs to dimension:
!TM !! T!1 "!" "
g
L
!TD !! T!1 "! "
g
L
!TG!! T!1 "# #
1
!""
T2 $
dimensional states/inputs
nondimensional parameters
Resul9ng model:
!"!T"2 !TM !! T"1 " !" " !"!

M
30

g
L
T"2 !TD !! T"1 " ! " !"! L T"2 !TG !! T"1 " # # $
D


Autopilot Models
Example 7.5 (Normaliza&on of Parameters while keeping the Actual States)
Consider the autopilot model:
M! !" ! # N !!u !0"! ! $ b !!!

Transforming the states and control input to dimensional quan99es, yields:
! ! " !v ! , r ! " !
T ! diag!1, 1/L"
!TM ! T!1 "!" #
U
L
!TN ! !u !0 "T!1 "! $

U2
L
! ! !"
Tb ! !
Component form:
m !11
1
L
m !21
Lm !12
v"
m !22
r"
U
L
n !11
1
L
n !21
Ln !12
n !22
v
r
actual states (dimension)

31


U2
L
b!1
1
L
b!2

Autopilot Models
Example 7.6 (Normaliza&on Procedure for the Nomoto Time and Gain Constants)
The gain and 9me constants in Nomoto's 1st- and 2nd-order models can be made invariant
with respect to L and U by dening:
K! " !L/U" K,
!
T ! " !U/L" T
!
!L/U" T r" # r $ !U/L" K !
r! " !! UL " T1# r $ ! UL "
2 K#
T#
This representa9on is quite useful since the nondimensional gain and 9me constants
will typically be in the range: 0.5 < K < 2 and 0.5 < T < 2 for most ships. An extension
to Nomoto's 2nd-order model is obtained by wri9ng:
!L/U" 2 T !1 T !2 ! !3" " !L/U" !T !1 " T !2 " !# " !$ % !U/L" K! " " K ! T!3 "$
where the nondimensional 9me and gain constants are dened as:
Ti = Ti (U/L) (i=1,2,3)
K = (L/U)K
32


7.3.1 Nonlinear DP Model using Current

Coefficients
For low-speed applica9ons such as DP, current forces and damping can be described by three area-
based current coecients CX,CY and CN. These can be experimentally obtained using scale models in
wind tunnels.

The resul9ng forces are measured on the model which is restrained from moving (U = 0). The current
coecients can also be related to the surge resistance, cross-ow drag and the Munk moment.

For a ship moving at forward speed U > 0, quadra9c damping will be included in the current
coecients if rela9ve speed is used.
Zero-speed representa9on
X current ! 1 !AFc C X !" c "V 2c

# !c ! " ! #c ! $ #
2
Ycurrent ! 1 !ALc C Y !" c "V 2c
#
2
u c ! !V c cos!! c " #
N current ! 1 !ALc L oa C N !" c "V 2c # v c ! V c sin!! c "
#
2
!c
AFc
ALc
L oa
33

Current direc9on (counter clock-wise rota9on)

Frontal projected current area
Lateral projected current area
Length over all


Coefficients
Forward speed representa9on
X current ! 1 !AFc C X !" rc "V 2rc
#
2
Ycurrent ! 1 !ALc C Y !" rc "V 2rc
#
2
N current ! 1 !ALc L oa C N !" rc "V 2rc #
2
u c ! V c cos!! c ! "" #
v c ! V c sin!! c ! ""
Rela9ve speed and direc9on

V rc !
u 2rc " v 2rc !
!u ! u c " 2 " !v ! v c " 2
! rc ! !atan2!v rc , u rc "
The forward speed representa9on

introduces quadra9c damping using the
concept of rela9ve velocity.

This is NOT the case for the zero-speed
representa9on.
34


Coefficients
Rela9onship between current coecients and surge resistance/cross-ow drag
The current coecients can be related to the surge resistance and cross-ow drag coecients
by assuming low speed such that u 0 and v 0. This is a good assump9on for DP.
u r |u r | ! "u c |u c |
!
v r |v r | !
!
u rvr !
!
X current ! 1 !AFc C X !" c "V 2c :! X |u|u |u r |u r

#
2
2
V c cos!! c "|cos!! c "| #
1 !ALc C Y !" c "V 2 :! Y |v r|v r
Y
#
current !
|v|v
c
"v c |v c |
2
"V 2c sin!! c "|sin!! c "| # N current ! 1 !ALc L oa C N !" c "V 2c :! N |v|v |v r|v r|"!Yv# ! X u# "u rv r
#
2
Munk moment
u cvc
" 1 V 2c sin!2! c "
#
2
u!v!r!0
This gives the following analy9cal expressions for the area based current coecients
similar to Fal9nsen (1990), pp. 187-188.
!X |u|u
C X !! c " ! !2
cos!! c "|cos!! c "|
#
"AFc
!Y|v|v |
C Y !! c " ! 2
sin!! c "|sin!! c "|
#
"ALc
2
C N !! c " !
!!N |v|v sin!! c "|sin!! c "|" 1 !X u# ! Yv# "
sin!2! c "" #
2
"ALc L oa
A !A
22
35

11

Coefficients
Current coecients
0.8
0.6
0.4
0.2

CX
-0.2
CX = -C X,max*cos(g)*abs(cos(g))
CY
CY = CY,max*sin(g)*abs(sin(g))
-0.4
CN
CN = CN,max*sin(2*g)
-0.6
20
40
60
80
100
120
140
Angle of attackgc relative bow - counter-clockwise rotation (deg)
160
180
Experimental current coecients for a tanker compared with analy9cal formulae

36


Coefficients
Nonlinear DP model based on current coecients
!" ! R!!"#
M#" " C RB !#"# " D exp!!"V rc "#r " d!V rc , # rc " ! $ " $ wind " $waves #
The model includes an op9onal linear damping matrix to

ensure exponen9al convergence at low rela9ve speed
! 12 "AFc C X !! rc "V 2rc

d!V rc , ! cr " !
! 12 "ALc C Y !! rc "V 2rc

! 12 "ALc L oa C N !! rc "V 2rc ! N |r|r r|r
D!
!X u
!Y v
!Y r
!N v
!N r
Op9onal quadra9c damping coecient used to counteract

the destabilizing Munk moment since the current coecients
do not include damping in yaw
37

7.3.2 Linearized DP Model

Vessel-parallel coordinates
! p ! R ! !!"! #
This deni9on removes the rota9on matrix in yaw under the

assump9on that the yaw rate r is small
!
!" p ! R" !!"! " R! !!"!" ! R! !!"!"
!" ! R!!"#
Linearized DP model for controller-observer design

!" p ! #
M#" " D# ! R ! !!"b " $ " $ wind " $ waves #

b" ! 0
#
38

Note that:
The kinema9cs is linear
GPS-posi9on measurements h must
be transformed to vessel-parallel
coordinates using ! p ! R ! !!"! #
7.4 Maneuvering Models including

Roll (4 DOF)
4-DOF models in surge, sway, roll and yaw
The speed equa9on can be decoupled from the sway, roll, and yaw modes:

u o !constant

The resul9ng linear model takes the form:
!! " p
"! " cos ! r ! r #
m ! Y v"
M!
M!! " N!uo !! " G" # #
!mz g ! Y p" mx g ! Yr"
!mz g ! Kv"
I x ! K p"
!I xz ! N p"
mx g ! Nv"
!I xz ! Np"
I z ! N r"
! ! !v, p, r" !
! ! !E,!, "" !
!Y v !Yp
N!u o ! !
mu 0 ! Yr
!Kv !K p !mz g u 0 ! K r
!Nv !N p
mx g u 0 ! N r
G !diag!0, WGM T , 0"

39


Roll (4 DOF)
3- and 4-DOF maneuvering models
The maneuvering models presented in Sec9on 7.3 only describe the horizontal
mo9ons (surge, sway and yaw) under a zero-frequency assump9on. These models are
intended for the design and simula9on of DP systems, heading autopilots, trajectory-
tracking and path-following control systems.

Many vessels, however, are equipped with actuators that can reduce the rolling
mo9on. This could be an9-rolling tanks, rudders and n stabilizers. In order to design
a control system for roll damping, it is necessary to augment the roll equa9on to the
horizontal plane model. Inclusion of roll means that the restoring moment due to
buoyancy and gravity must be included.

The resul9ng model is a 4-DOF maneuvering model (surge, sway, roll and yaw) that
includes the rolling mo9on
40



Roll (4 DOF)
State-space model
The linear model can be wrihen in state-space model according to:
x! !
a 11 a 12 a 13 a 14 0
b 11 b 12 ! b 1r
a 21 a 22 a 23 a 24 0
b 21 b 22 ! b 2r
x"
a 31 a 32 a 33 a 34 0
b 31 b 32 ! b 3r
x ! !v, p, r, !, "" !
u
Roll and yaw outputs:
! ! !0, 0, 0, 1, 0"x #
" ! !0, 0, 0, 0, 1"x #
A

where the matrix elements are:
bij are given by B ! M!1TK
a 11 a 12 a 13
a 21 a 22 a 23
!1
! !M N!u o ! #
! ! TKu
a 31 a 32 a 33
" a 14 "
" a 24 "
! !M !1 G
" a 34 "
41

7.4 Maneuvering Models including Roll

(4 DOF)
Decomposi9ons in roll and sway-yaw subsystems
The state variables associated with steering and roll can be separated:
v!
a 11 a 13 0 a 12 a 14
b 11 b 12 ! b 1r
r!
a 31 a 33 0 a 32 a 34
b 31 b 32 ! b 3r
!!
"
p!
"!
a 21 a 23 0 a 22 a 24
x! !
A !! A!"
x!
A "! A""
x"
x! "
"
"
B!
B"
b 21 b 22 ! b 2r
x! ! !v, r, !" !
x! ! !p, !" !
If the coupling matrices are small, we get:

v!
r!
"
!!
p!
!!
42

a 11 a 13 0
a 31 a 33 0
"
a 22 a 24
1
b 11 b 12 ! b 1r
b 31 b 32 ! b 3r
p
!
decoupled steering model

(sway-yaw)
decoupled roll model
b 21 b 22 ! b 2r
0

Roll (4 DOF)
Transfer func9ons for steering and rudder-roll damping
The transfer func9ons for the decoupled models are:
!
"
!s" !
!
!s"
"
b 2s 2"b 1s"b 0
s 4"a 3s 3"a 2s 2"a 1s"a 0
c 3s 3"c 2s 2"c 1s"c 0
s!s 4"a 3s 3"a 2s 2"a 1s"a 0"
!
!
K roll # 2roll !1"T5s"

!1"T4s"!s 2"2$# rolls"# 2roll"
Plot showing decoupled models

and total model
K yaw !1"T3s"
s!1"T1s"!1"T2s"
This is a rough approxima9on since

all interac9ons are neglected.

In par9cular, the roll mode is inaccurate
as seen from the plots.
Matlab MSS toolbox: ExRRD1.m

Lcontainer.m
43

Container ship: Son and Nomoto (1981)

Roll (4 DOF)
Length: L = 175 (m)
Displacement: 21,222 (m)
Service speed u0 = 7.0 (m/s)
right-half-plane zero: z ! 0. 036 (rad/s)

!
0. 0032!s ! 0. 036"!s " 0. 077"
!s" !
"
!s " 0. 026"!s " 0. 116"!s 2 "0. 136s " 0. 036"
non-minimum
phase property
"
0. 083!1 " 49. 1s"

!1 " 31. 5s"!s 2 "0. 134s " 0. 033"
!roll ! 0. 189 (rad/s)

! ! 0. 36
!
0. 0024!s " 0. 0436"!s 2 "0. 162s " 0. 035"
!s" !
"
s!s " 0. 0261"!s " 0. 116"!s 2 "0. 136s " 0. 036"
!
0. 032!1 " 16. 9s"

s!1 " 24. 0s"!1 " 9. 2s"
Matlab MSS toolbox: ExRRD3.m
44

7.4.1 The Nonlinear Model of Son and

Nomoto
High-speed container ship given by:
Matlab MSS toolbox:

container.m (nonlinear model)
# Lcontainer.m (linear model)
!m ! m x "u" ! !m ! m y "vr # X ! ! x
!m ! m y "v" ! !m ! m x "ur ! m y " y r" ! m y l y p" # Y ! ! y
!I x ! J x "p" ! m y l y v" ! m x l x ur # K ! WGM T # ! ! k # [xdot,U] = container(x,ui)

[xdot,U] = Lcontainer(x,ui,U0)
!I z ! J z "r" ! m y " y v" # N ! x g Y ! ! n
#
X ! X!u" " !1 ! t"T " X vr vr " X vv v 2 " X rr r 2 " X !! ! 2
" X " sin " " X ext

Y ! Y v v " Yr r " Y! ! " Yp p " Yvvv v 3 " Y rrr r 3 " Y vvr v 2 r " Yvrr vr 2
" Y vv! v 2 ! " Yv!! v! 2 " Yrr! r 2 ! " Y r!! r! 2 " Y " cos " " Yext
K ! K v v " Kr r " K! ! " Kp p " Kvvv v 3 " K rrr r 3 " K vvr v 2 r " Kvrr vr 2
" K vv! v 2 ! " Kv!! v! 2 " Krr! r 2 ! " K r!! r! 2 " K " cos " " Kext
3rd-order
# Taylor-series
expansion
#
N ! N v v " Nr r " N! ! " Np p " Nvvv v 3 " N rrr r 3 " N vvr v 2 r " Nvrr vr 2
" N vv! v 2 ! " Nv!! v! 2 " Nrr! r 2 ! " N r!! r! 2 " N " cos " " Next
45

7.4.2 The Nonlinear Model of Blanke and

Christensen
An alterna9ve model formula9on describing the steering and roll mo9ons of ships has been
proposed by Blanke and Christensen (1986):
"
46

m ! Y v!
!mz g !Y p!
mx g !Y r!
v!
!mz g !K v!
I x !K p!
p!
mx g !N v!
I z !N r!
r!
!!
"!
2nd-order
modulus
model
Y uv |u|
Y |u|p |u|
!mu " Y ur u
Y uu! u 2
Y ext
K |u|v |u|
K up u " K p
K ur u
WGM T "K uu! u 2
K ext
N uv u
N |u|r |u|!mx g u
N |u|u! |u|u
"
N ext
"! #
7.4.3 Nonlinear Model based on LowAspect-Ratio Wing Theory

This approach is well suited to derive a physical model structure which can best describe
the nonlinear damping forces ac9ng on a marine cra^. The parameters of the model must,
however, be found by curve Hng the simulated response to 9me-series for instance by
using system iden9ca9on.
X LD ! X Luu u 2 " X Luuu u 3 " X Lvv v 2 " X Lrr r 2 " X Lrv rv " X Luvv uv 2
" X Lrvu rvu " X Lurr ur 2 " X Lvv!! v 2 ! 2 " X Lvr!! vr! 2 " X Lrr!! r 2 ! 2

u v " Y v

" Y
YLD ! YLuv uv " YLur ur " YLuur u 2 r " YLuuv
L
3
vvv
#
#X LD
L r3
rrr
" YLrrv r 2 v " YLvvr v 2 r " YLuv!! uv! 2 " YLur!! ur! 2
Li^ and drag

due to low-
aspect-ra9o
wing theory
#
#Y LD
K LD ! YLD z cp
! K Luv uv " K Lur ur " K Luur u 2 r " K Luuv u 2 v " K Lvvv v 3
" K Lrrr r 3 " K Lrrv r 2 v " K Lvvr v 2 r " K Luv!! uv! 2 " K Lur!! ur! 2
N LD ! YLD x cp
! N Luv uv " N Lur ur " N Luur u 2 r " N Luuv u 2 v " N Lvvv v 3
" N Lrrr r 3 " N Lrrv r 2 v " N Lvvr v 2 r " N Luv!! uv! 2 " N Lur!! ur! 2
47


In addi9on to the low-aspect-ra9o li^ and drag components it is necessary to include
cross-ow drag and viscous roll damping.
Resul9ng nonlinear damping matrix
L
2
!X L
uu u ! X uuu u
!X L
rvu rv
D!!" !
L
L
!Y uv!! v! 2 !Y ur!! r! 2
L
L
!K uv!! v! 2 !K ur!! r! 2
L
L
!N uv!! v! 2 !N ur!! r! 2
48

L
!X L
vv v ! X rv r
L
2
!X L
uvv uv ! X vv!! v!
L
!X vr!! r! 2
L
2 L
2
!Y L
uv u ! Y uuv u !Y vvv v
2
!Y L
rrv r !Y |v |v |v|!Y |r|v |r|
L
2 L
2
!K L
uv u ! K uuv u !K vvv v
2
!K L
rrv r !K |v |v |v|!K |r|v |r|
L
2 L
2
!N L
uv u ! N uuv u !N vvv v
2
!N L
rrv r !N |v |v |v|!N |r|v |r|
L
L
2
!X L
rr r ! X urr ur ! X rr!! r!
L 2 L 2
!Y L
ur u ! Y uur u !Y rrr r
!K p !K ppp
2
!Y L
vvr v !Y |v |r |v|!Y |r|r |r|
p2
L 2 L 2
!K L
ur u ! K uur u !K rrr r
2
!K L
vvr v !K |v |r |v|!K |r|r |r|
L 2 L 2
!N L
ur u ! N uur u !N rrr r
2
!N L
vvr v !N |v |r |v|!N |r|r |r|

Nonlinear 4-DOF maneuvering model (surge, sway, roll and yaw)
M!! " C RB !!"! " C A !!"! " D!!"! " G" # # " #wind " #wave #
M!
C A !!" !
49

m ! X u"
m ! Y v"
!mz g !Y p"
mx g !Y r"
!mz g !K v"
I x !K p"
mx g !N v"
I z !N r"
Y v" v
!X u" u
Y v" v
!Y v" v
X u" u
!Y v" v
,G !
, C RB !!" !
!K !
mz g r
!m!x g r # v"
mu
!mz g r
m!x g r # v"
!mu
7.5 Equations of Motion (6 DOF)

Ship models are usually reduced order models for control of the horizontal plane
mo9ons (surge, sway and yaw) in combina9on with roll if roll damping is an issue.
Semi-submersible control system are also designed for the stabiliza9on of the
horizontal plane mo9ons but for these type of vessels it is also of interest to simulate
the heave, roll and pitch mo9ons during cri9cal opera9ons as drilling.

In this sec9on we will discuss 6-DOF models (surge, sway, heave, roll, pitch and yaw)
which are useful for predic9on and simula9on of coupled mo9ons.

A 6-DOF model can be used in an accurate simula9on model of your system or even in
a model-based control system if all DOFs are actuated.

Some underwater vehicles have actua9on
in all DOF.
50


7.5.1 Nonlinear 6-DOF Vector

Representations in BODY and NED
Equa9ons of mo9on expressed in BODY
!! " J k !!"" #
M ! MRB " MA
M!! " C!!"! " D!!"! " g!"" " g o # # " #wind " #wave #C!!" ! C RB !!" " C A !!" #
D!!" ! D " D n !!"
where dierent representa9ons for Jk() can be used:

! :! !N, E, D,!,", #" !
J !!!"
Euler angles:
Unit quaternions:
J q !!"
! :! !N,E,D,!, " 1 , " 1 ," 1 " !
51


Equa9ons of mo9on expressed in NED using Euler angles
Kinema9c transforma9on using:

J ! !"" !
! :! !N, E, D,!,", #" !

Euler angles are singular at ! !
!"/2

!! " J # !!""
# " " J !1
!
# !!"!
R nb !! nb "
0 3!3
0 3!3
T" !! nb "
!# " J # !!""! $ J! # !!"" # "! " J !1

! ! J! # !!"J !1
!
# !!"$%
# !!"!%
"1
M! !!" ! J "!
" !!"MJ " !!"
"1
"1
#
C ! !", !" ! J "!
" !!"#C!"" " MJ " !!"J " !!"$J " !!"
"1
D ! !", !" ! J "!
" !!"D!""J " !!"
g ! !!" $ g !o !!" ! J "!

" !!"#g!!" $ g o $
# ! $ # !wind $ # !wave ! J "!
" !!"!# $ # wind $ # wave "
M! !!"!! " C ! !", !"!# " D ! !", !"!# " g ! !!" " g !o $ #! " #!wind " #!waves #
52


Equa9ons of mo9on expressed in NED using quaternions
Kinema9c transforma9on using:

R nb !q" 0 3!3
!
J q !!" !
! :! !N,E,D,!, " 1 , " 1 ," 1 "
0 4!3 Tq !q"

The unit quaternions are nonsingular Pseudoinverse
!! " J q !!""
# " " J !q !!"!!
!1
T!q !q" ! !T"q !q"Tq !q"" T"q !q"
!# " J q !!""! # J! q !!"" # "! " J !q !!"$$! ! J! q !!"J !q !!"!%

!
! 4T"q !q"
M! !!" ! J !q !!" " MJ !q !!"

C ! !", !" ! J !q !!" " #C!"" " MJ !q !!"J"q !!"$J !q !!"
D ! !", !" ! J !q !!" " D!""J !q !!"
g ! !!" # g !o !!" ! J !q !!" " #g!!" # g o $
# ! # # !wind # # !wave ! J !q !!" " !# # # wind # # wave "
53


Property 7.1 (System Iner&a Matrix) For a rigid body the system iner^a matrix is posi9ve
denite

M ! M RB " M A # 0
Property 7.2 (Coriolis and Centripetal Matrix): For a rigid body moving through an ideal uid
the Coriolis and centripetal matrix can always be parameterized such that it is skew-
symmetric:
M!
54

C!!" ! !C ! !!",
"! # " 6
m ! X u"
!X v"
!X w"
!X p"
mz g !X q"
!my g !X r"
!X v"
m ! Y v"
!Y w"
!mz g !Y p"
!Y q"
mx g !Y r"
!X w"
!Y w"
m ! Z w"
my g !Z p"
!mx g !Z q"
!Z r"
!X p"
!mz g !Y p"
my g !Z p"
I x !K p"
!I xy !K q"
!I zx !K r"
mz g !X q"
!Y q"
!mx g !Z q"
!I xy !K q"
I y !M q"
!I yz !M r"
!my g !X r"
mx g !Y r"
!Z r"
!I zx !K r"
!I yz !M r"
I z !N r"

Equa9ons of mo9on expressed in NED
(1) M ! !!" ! M ! !!" ! " 0 " ! # " 6

# ! !!" $ 2C ! !", !" s ! 0 " s # " 6 , " # " 6 , ! # " 6
(2) s ! M
(3) D ! !", !" " 0 " " # " 6 , ! # " 6
.

> 0 and M = 0.
since M =

It should be noted that C(,) will not be skew-symmetrical although C() is skew-
symmetrical.
MT
55



Example 7.8.1 (Lyapunov Analysis exploi&ng MIMO Model Proper&es)

!" ! J k !!"# #
M#" " C!#"# " D!#"# " g!!" ! $
#
A Lyapunov func9on candidate can be based on kine9c and poten9al energy
V ! 1 !! M! " 1 " ! K p " #
2
2
V! " !! M!" # # ! K p #"

" !! M!" # # ! K p J k !#"!
" !! #M!" # J !k !#"K p #$
M ! M! " 0
! !0
M
K p ! K !p " 0
!" ! J k !!"#
M!" ! C!!"! ! D!!"! ! g!#" " $
V! " !! !" ! C"!#! ! D"!#! ! g"## # J !k "##K p #$ #
! ! g!"" ! K d # ! J !k !""K p " #
V! " !!! !K d # D"!#$!
K d ! 0 Nonlinear PD-controller
"0
GAS follows from Krasowskii-LaSalle's theorem if Jk() is nonsingular.

56

7.5.2 Symmetry Considerations of the

System Inertia Matrix
M!
m 11 m 12
m 16
m 11
m 13
m 15
m 21 m 22
m 26
m 22
m 24
m 26
m 31
m 33
m 35
m 33 m 34 m 35
m 43 m 44 m 45
m 42
m 44
m 46
m 53 m 54 m 55
m 51
m 53
m 55
m 66
m 62
m 64
m 66
m 61 m 62
(i) xy-plane (bohom/top ) symmetry)

m 11
M!
M!
m 15 m 16
m 22 m 23 m 24
m 32 m 33 m 34
m 42 m 43 m 44
M!
m 11
m 15
m 22
m 24
m 33
m 42
m 44
m 51
m 55 m 56
m 51
m 55
m 61
m 65 m 66
m 66
(iii) yz-plane (fore/a^) symmetry)

57

(ii) xz-plane (port/starboard) symmetry
(iv) xz- and yz-planes (port/starboard and fore/a^)

symmetries

7.5.3 Linearized Equations of Motion

(Vessel-Parallel Coordinates)
Assump&on 7.1 (Small Roll and Pitch Angles)
The roll and pitch angles:

!, " are small

These are good assump9ons for vessels where the pitch and roll mo9ons are limited-that is,
highly metacentric stable cra^

When deriving the linearized equa9ons of mo9on it is convenient to introduce a vessel
parallel coordinate system obtained by rota9ng the body axes an angle about the
z-axis at each 9me step.

!!"!0
This implies that:
!" ! J!!!# ! P"#!#

where
P!!! !
58

R!!! 0 3"3
03"3
I3"3


Deni&on 7.2 (Vessel-Parallel Coordinate System)
The vessel parallel coordinate system is dened as:

!p ! P!!!"!

where ! p is the NED posi9on/aHtude expressed in BODY coordinates and P is given by

R!!! 0 3"3

P!!! !
03"3 I3"3

No9ce that PTP = I66.
xb

!p
BODY
NED
xn

yb

yn

59


Low-speed applica9ons (sta9onkeeping)
Vessel-parallel (VP) coordinates implies:
!
!" p ! P" !!"! # P ! !!"!"
!
! P" !!"P!!"! p #P ! !!"P!!"$
! rS! p #$
where r ! !
" and
0
1 0 0 0 0
!1 0 0 0 0 0
S!
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
For low-speed applica9ons r 0 and
!"p ! #
60

Copyright
Bjarne Stenberg/NTNU

The gravita9onal and buoyancy forces can also be expressed in terms of VP coordinates.
For small roll and pitch angles:
!!"!0

g!!" ! P ! !#"G! "P ! !#"GP!#" ! p ! G! p

G
No9ce that this formula conrms that the restoring forces of a leveled vessel = = 0 is
independent of the yaw angle .
For a neutrally buoyant submersible (W = B) with xg = xb and yg = yb we have:

G !diag!0, 0, 0, 0, "z g ! z b#W, "z g ! z b#W, 0!

No9ce that:
For a surface vessel G is dened as:
P! !!"GP!!" ! G
0 2!2
G!
0 3!2
0
61

0 2!3
0
0
, Gr !
0
0
!Z z
!Z "
!K #
!M z
!M "

Low-speed maneuvering and DP: 0 implies that the nonlinear Coriolis-centripetal,
damping, restoring, and buoyancy forces and moments can be linearized about = 0
and = = 0. Since C(0) = 0 and Dn(0) = 0 it makes sense to approximate:
M!" ! C!!"! !#D ! D n !!"$!

0
! g!#"
! g o " $ ! $wind ! $waves #
%
w
D!
G#p
The resul9ng state-space model becomes:
!" p ! #
x! " Ax # Bu # Ew
x ! !!!p , " !!! , u # $
M#" $ D# $ G! p ! % $ w #
! " P!!!!p
A!
!M !1G !M !1D
B!
0
M !1
E!
0
M !1
which is the linear ^me invariant (LTI) state-space model used in DP.
62


Vessels in transit (cruise condi9on):
For vessels in transit the cruise speed is assumed to sa9sfy:

u ! uo
This suggests that

N!uo !! !"! "C!""" # D!"""#| "!"o

where ! o ! !u o , 0, 0, 0, 0, 0" !

!! " ! ! ! o
!" p ! "# # # o #
M"#" $ N!u o !"# $ G! p ! % $ w
Linear-parameter-varying (LPV) model:
x ! !!!p , "" !!!
x! " A!uo "x # Bu # Ew ! F" o
A!u o " !
63

!M !1 G !M !1 N!u o !
, B !

0
M !1
, E!
0
M !1
F!
I
0
7.5.4 Transforming the Equations of

Motion to a Different Point
When deriving the nonlinear equa9ons of mo9on it is convenient to transform iner9a,
damping, gravita9onal, and buoyancy forces between dierent points in {b} to exploit
structural proper9es of the model.

The rigid-body transla9onal and rota9onal parts of the system iner9a matrix is
decoupled if the coordinate system is located in the CG while it is common to express
hydrodynamic added mass and damping in CF alterna9vely CO.

System transforma9on matrix - transforms the generalized veloci9es, accelera9ons,
and forces between two points in {b}.

rg
CG
v bp/n ! v bb/n " ! bb/n ! rbp/n
CO
P
64

rp
! v bb/n ! S!rbp "! bb/n

! v bb/n " S ! !rbp "! bb/n #

System transforma9on matrix

v bp/n
v bb/n
! H!rbp "
! bb/n
! bb/n
CO
"
" p ! H!rbp ""
I3!3 S ! !rbp "
H!rbp " !
f bb
mbb
0 3!3
I3!3
f bp
rbp ! f bp " mbp
H !1 !rbp " !
rp
rg
CG
I3!3 S!rbp "

0 3!3
I3!3
0 3!3
f bp
S!rbp " I3!3
mbp
I3!3
#
! ! H ! !rbp "! p
65


Equa9ons of mo9on about CO

!p ! H!rbp "!
M!! " C!!"! " D!!"! " g!"" # # #
! ! H!1 !rbp "!p
Equa9ons of mo9on about P

H !! !rbp "MH !1 !rbp "
!! p " H !! !rbp "C!!"H !1 !rbp "
Mp
"H
!!
!rbp "D!!"H !1 !rbp "
C p !!"
!p " H
D p !!"
Mp ! H !! !rbp "MH !1 !rbp "
C p !!" ! H !! !rbp "C!!"H !1 !rbp " #
!!
!rbp "g!""
#H
!!
!rbp "#
g p !""
#p
M ! H ! !rbp "Mp H!rbp "
C!!" ! H ! !rbp "C p !!"H!rbp " #
D p !!" ! H !! !rbp "D!!"H !1 !rp " #
D!!" ! H ! !rbp "D p !!"H!rbp " #
g p !"" ! H !! !rbp "g!""
g!"" ! H ! !rbp "g p !""
66

!p
7.5.5 6-DOF Models for AUVs and ROVs

m ! X u"
!X w"
mz g !X q"
m ! Y v"
!mz g !Y p"
mx g !Y r"
!X w"
m ! Z w"
!mx g !Z q"
!mz g !Y p"
I x !K p"
!I zx !K r"
mz g !X q"
!mx g !Z q"
I y !M q"
mx g !Y r"
!I zx !K r"
I z !N r"
!! " J!!"" #
M!! " C!!"! " D!!"! " g!"" # # #
M!
Approximate model for noncoupled mo9ons
D n !!"! !
|!|! D
n4 !
|!|! D
n5 !
|!|! D
n6 !
Alterna9ve representa9on using current coecients
d!V rc ,! cr " !
67

! diag#X |u|u |u|, Y|vv| |v|, Z |w|w |w|, K |p|p |p|, M |q|q |q|, N |r|r |r|$
|!|! D n2 !
|!|! D n3 !
D!!" ! !diag#X u , Yv , Z w , K p , M q , N r $
|!|! D n1 !
1
2
1
2
1
2
"AF c C X !! rc "V 2rc

"AL c C Y !! rc "V 2rc
"AF c C Z !! rc "V 2rc
1
"AL c H L c C K !! rc "V 2rc
2
1
"AF c H F c C M !! rc "V 2rc
2
1
"AL c L oa C N !! rc "V 2rc
2
1
2
1
2
"AF c C X !! rc "V 2rc

"AL c C Y !! rc "V 2rc
0
3DOF
0
0
1
2
"AL c L oa C N !! rc "V 2rc

7.5.6 Longitudinal and Lateral Models for

Submarines
The 6-DOF equa9ons of mo9on can in many cases be divided into two noninterac9ng
(or lightly interac9ng) subsystems:
Longitudinal subsystem: states u,w,q and

Lateral subsystem: states v,p,r and

This decomposi9on is good for slender bodies (large length/width ra9o). Typical
applica9ons are aircrac, missiles, and submarines.

68


Submarines
M!
m 11 m 12
m 16
m 11
m 13
m 15
m 21 m 22
m 26
m 22
m 24
m 26
m 31
m 33
m 35
m 33 m 34 m 35
m 43 m 44 m 45
m 42
m 44
m 46
m 53 m 54 m 55
m 51
m 53
m 55
m 66
m 62
m 64
m 66
m 61 m 62
xy-plane of symmetry
(boeom/top symmetry):
M!
69

m11

0

0
m 15
m 22
m 24
m 33
m 42
m 44
m 51
m 55
m 66
yz-plane of symmetry
(fore/a^ symmetry)

M!
xz-plane of symmetry
(port/starboard symmetry)
M ! diag!m 11 , m 22 , m 33 , m 44 , m 55 , m 66 "
xz-, yz- and xy-planes of symmetry (port/
starboard, fore/a^ and bohom/top
symmetries).


Submarines
Starboard-port symmetry implies the following zero elements:

m 11
0 m 13
0 m 15
0

0 m 22
0 m 24
0 m 26

m 31
0 m 33
0 m 35
0

M!
0 m 42
0 m 44
0 m 46

m 51
0 m 53
0 m 55
0

0 m 62
0 m 64
0 m 66

The longitudinal and lateral submatrices are:
m 11 m 13 m 15
M long !
m 31 m 33 m 35
m 22 m 24 m 26
, M lat !
m 51 m 53 m 55
70

m 42 m 44 m 46
m 62 m 64 m 66

Submarines
Longitudinal subsystem (DOFs 1, 3, 5)

J!!" !

n
R b !!" !

T! !!" "
R nb!""
0 3!3
0 3!3
T" !""
v, p, r, ! are small
c!c" !s!c# " c!s"s#
s!s# " c!c#s"
s!c"
c!c# " s#s"s!
!c!s# " s"s!c#
!s"
c"s#
c"c#
1 s!t"
c!t"
!s!
c!
not controlling the N-posi9on

using speed control instead
0 s!/c" c!/c"
Resul9ng kinema9c equa9on:

d!
!!
71

"
cos ! 0
0
w
q
! sin!
0

Submarines
For simplicity, it is assumed that higher order damping can be neglected-that is,
D
n !!"
!
0 . Coriolis is, however, modeled by assuming that u !
0 and that
2nd-order terms in v,w,p,q and r are small. Hence, DOFs 1, 3, 5 gives:

m!y g q " z g r"p ! m!x g q ! w"q ! m!x g r " v"r

!m!z g p ! v"p ! m!z g q " u"q " m!x g p " y g q"r
C RB !!"! !
m!x g q ! w"u ! m!z g r " x g p"v " m!z g q " u"w "!I yz q " Ixz p ! Iz r"p " !!Ixz r ! Ixy q " I x p"r

Collec9ng terms in u,w, and q, gives:

The skew-symmetric property is
0 0
0
u

destroyed for the decoupled model:
C !!"! !
0 0 "mu
w
RB
C RB !!" ! "C !RB !!"

0 0 mx g u
q

Assuming a diagonal MA gives:
!Z w" wq # Y v" vr
C A !!"! !
!Y v" vp # X u" uq
!Zw" !X u" "uw # !N r" !K p" "pr
72

"
X u" u
0 !Z w" !X u" "u

Submarines
The restoring forces with W = B and xg = xb:

!W ! B" sin !

! !W ! B" cos ! sin "

g!!" !
! !W ! B" cos ! cos "
! !y g W ! y b B" cos ! cos " " !z g W ! z b B" cos ! sin "

!z g W ! z b B" sin !
! !x g W ! x b B" cos ! sin "
" !x g W ! x b B" cos ! cos "

! !y g W ! y b B" sin !
0
g!!! !
0
W BG z sin !
73


Submarines
m ! X u!
!X w!
mz g ! X q!
u!
!X w!
m ! Zw!
!mx g ! Z q!
w!
I y ! M q!
q!
mz g ! X q! !mx g ! Z q!
"
!!m ! X u! "u
0 !Zw! ! X u! "u
"
mx g u
!X u
!X w
!X q
!Zu
!Zw
!Zq
!M u !M w !M q
"1
0
"

W BG sin !
!Z w
!Z q
!Mw !Mq
"3
"5
u ! u o ! constant
"
74

m ! Z w!
!mx g !Z q!
w!
!mx g !Z q!
Iy !M q!
q!
"
!!m ! Xu! "u o
!Z w! !Xu! "u o
mx g u o
"
0
BG z W sin !
"3
"5


Submarines
Linear pitch dynamics (decoupled):

!I y ! Mq! "!" ! M q!! # BG zW!

where the natural frequency and period are:
! pitch !
75

W BG z
,
I y ! M q"
$ "5
T pitch ! !2"
pitch

Submarines
Lateral subsystem (DOFs 2, 4, 6)

J!!" !

n
R b !!" !

T! !!" "
R nb!""
0 3!3
0 3!3
T" !""
u, w, p, r, ! and " are small
c!c" !s!c# " c!s"s#
s!s# " c!c#s"
s!c"
c!c# " s#s"s!
!c!s# " s"s!c#
!s"
c"s#
c"c#
1 s!t"
c!t"
!s!
c!
not controlling the E-posi9on

using heading control instead
0 s!/c" c!/c"
Resul9ng kinema9c equa9on:
!! " p #
"! " r #
76


Submarines
Again it is assumed that higher order velocity terms can be neglected so that
D
n !!"
!
0 . Hence:

!m!y g p " w"p " m!z g r " x g p"q ! m!y g r ! u"r

!m!y g q " z g r"u " m!y g p " w"v " m!z g p ! v"w " !!I yz q ! Ixz p " Iz r"q " !Iyz r " Ixy p ! I y q"r
C RB !!"! !

m!x g r " v"u " m!y g r ! u"v ! m!x g p " y g q"w " !!I yz r ! Ixy p " Iy q"p " !Ixz r " Ixy q ! I x p"q

Collec9ng terms in v,p and r, gives:

0 0 mu o
v
The skew-symmetric property is

destroyed for the decoupled model:
C RB !!"! !
0 0
0
p

C RB !!" ! "C !RB !!"

0 0 mx g u o
r

Assuming a diagonal MA gives:
Zw" wp ! Xu" ur
C A !!"! !
!Y v" !Z w" "vw # !M q" !N r" "qr

!Xu" !Y v" "uv # !K p" !M q" "pq
77

0 !X u" u
!Xu" !Y v" "u 0
"

Submarines
The restoring forces with W = B, xg = xb and yg = zg:

!W ! B" sin !

! !W ! B" cos ! sin "
! !W ! B" cos ! cos "

g!!" !
! !y g W ! y b B" cos ! cos " " !z g W ! z b B" cos ! sin "

!z g W ! z b B" sin !
! !x g W ! x b B" cos ! sin "
" !x g W ! x b B" cos ! cos "

! !y g W ! y b B" sin !
0
g!!" "
W BG z sin !
0
78


Submarines
m ! Y v!
!mz g ! Y p! mx g ! Yr!
!mz g ! Yp!
I x ! K p!
!I zx ! K r!
p!
mx g ! Yr!
!I zx ! Kr!
I z ! N r!
r!
"
0 !m ! X u! "u
!X u! ! Yv! "u 0
!Yv
"
!Yp
!M v !M p !M r
!N v !N p !N r
"2
0
"
mx g u
!Yr
v!
W BG z sin !
"4
"6
u ! u o ! constant
m ! Y v!
mx g !Y r!
v!
mx g !Y r!
Iz !N r!
r!
"
79

"
!Yv !Yr
!N v !N r
!m ! Xu! "u o
!X u! !Y v! "u o
mx g u o
!2
!6

Submarines
Linear roll dynamics (decoupled):

"
!
!I
x ! Kp! "! ! Kp! # WBG z!

where the natural frequency and period are:
! roll !
80

W BG z
,
I x ! K p"
$ "4
T roll ! !2"
roll

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Chapter 7 - Models for Ships, Offshore

Structures and Underwater Vehicles

7.1 Maneuvering Models (3 DOF)

This implies that the dynamics associated with

Rigid-body dynamics horizontal plane models for maneuvering

MRB !" ! C RB !!"! " #RB #

!RB ! !hyd " !hs " !wind " !wave " ! #

7.1 Maneuvering Models (3 DOF)

c!c" !s!c# " c!s"s#

s!s# " c!c#s"

c!c# " s#s"s!

!c!s# " s"s!c#

7.1 Maneuvering Models (3 DOF)

M u" M v" M w" M p" M q" M r"

!m!x g r " v"

m!x g r " v" !mu

!Y v" v ! Y r" r X u" u

7.1 Maneuvering Models (3 DOF)

M#" # C RB !#"# # N!#r "#r ! $ # $wind # $wave #

!m!x g r " v"

m!x g r " v" !mu

!Yv" v ! Yr" r X u" u

7.1 Maneuvering Models (3 DOF)

Dynamic Posi9oning Models

1.5 m/s (3 knots)

7.1 Maneuvering Models (3 DOF)

Dynamic Posi9oning (sta9onkeeping

The gure illustrates the signicance of linear and quadra9c

7.1.1 Nonlinear Maneuvering Models based on

N!!r "!r ! C A !!r "!r " D!!r "!r

Added mass Coriolis-

! C A !!r "!r " D!r " d!!r " #

!Yv" v r ! Yr" r !X u" u r

7.1.2 Nonlinear Maneuvering Models based

!Y |v|v |v r |v r !Y |v|r |v r |r ! Y v|r| v r |r|!Y |r|r |r|r|

7.1.2 Nonlinear Maneuvering Models based

!Yv" v r ! Yr" r !X u" u r

!Y |v|v |v r |!Y |r|v |r|

!Y |v|r |v r |!Y |r|r |r|

!N |v|v |v r |!N |r|v |r| !N |v|r |v r |!N |r|r |r|

7.1.3 Nonlinear Maneuvering Models based

3rd-order truncated Taylor-series expansion about

X!x"!X!x 0 "! "

Y!x"!Y!x0 "! "

N!x"!Z!x 0 "! "

!x ! x ! x0 ! !"x1 ,"x2 ,..."xn " !

7.1.3 Nonlinear Maneuvering Models based

" N r r " N v v " N r# r# " N v# v# " N ! ! " N rrr

Taylor Series Cubic Curves or

Taylor Series Cubic Curves

Taylor Series Cubic Curves or

7.1.4 Linearized Maneuvering Models

Forward speed model

2-DOF linear maneuvering model (sway-yaw subsystem)

7.1.4 Linearized Maneuvering Models

!m " Y v! "u o v " !mx g "Y r! "u o r " !m " X u! "u o v

!X u! "Y v! "u o !mx g "Y r! "u o

No&ce: C(n) includes the famous destabilizing

M!! " N!u 0 "! # b!

!X u" !Y v" "u o !N v

!mx g !Y r" "u o !N r

7.1.4 Linearized Maneuvering Models

M!! " N!u 0 "! # b!