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161
(2)
number I, n
(I )
( () I (I )
= nx , n y , nz
(I )
) is the normal vector
162
dB(I ) dB1( ) I dB (I ) I
I
∑ A1 j u j + u3 ∑ A2 j u j
(1)
X NLH =−
with r (1) = u3 , r (2) = u6 . We define dt j =1 j =1 (8)
− ρ ∫∫
SH
(1) (0.5V ⋅ Vn1 − V1Vn )dS
(1) (1) (1) (1)
n1 = nx , n2 = n y , n3 = x n2 − y n1
n4 = nx(2) , n5 = n(y2) , n6 = x (2)n5 − y (2)n4
d 6 6
∑ A2 j u j − u3 ∑ A1 j u j
(1)
YNLH =−
where the coordinates x , y are on the wetted hull
(I) (I)
dt j =1 j =1
(9)
surface. The velocity potential is expressed as
− ρ ∫∫ ( ) (0.5V ⋅ Vn2 − V2Vn ) dS
1
S H
6
ϕ ( x, y , z , t ) = ∑ ui (t )ϕi ( x, y , z , t ) (5)
where V = (V1 , V2 , V3 ) . The force components X NLH
( 2)
i =1
( 2)
and YNLH along the x2 − and y2 − axis on ship 2 are
Here ϕ i satisfies the rigid free-surface condition and
the following body-boundary conditions
d 6 6
∑ A4 j u j + u6 ∑ A5 j u j
(2 )
X NLH =−
∂ϕi ∂ϕi dt j =1
= ni on S H( ), = 0 on S H( ) when i ≤ 3
1 2 j =1
∂n ∂n
∂ϕi ∂ϕi
− ρ ∫∫ (2 ) (0.5V ⋅ Vn4 − V1Vn )dS (10)
= 0 on S H( ), = ni on S H( ) when i ≥ 4
1 2 SH
∂n ∂n
d 6 6
∑ A5 j u j − u6 ∑ A4 j u j
(2 )
Further ∇ϕ i → 0 at infinity. The boundary-value YNLH =−
dt j =1
problems are in our case solved by distributing sources j =1
163
of ship I is the z I − component of Eq.(2) and eq. (12) may by means of vector algebra
and the generalized Gauss theorem be expressed as
(12)
6 6
d 6 (2 )
N LH = − x2(T )a22
(2 ) (T ) (2)
2
(16)
()
= u2 ∑ A1 j u j − u1 ∑ A2 j u j − T u4u5 − x2 a22T u4u6
∑ A3 j u j
1
N NLH
dt j =1
j =1 j =1
n 0.5V ⋅V − (x1V2 − y1V1 )dS
(13)
− ρ ∫∫ (1) 3
SH
Here xI(T ) refers to the xI − coordinate of the transom
() I
6 6 stern of ship I and a22 T means the two-dimensional
The terms u2 ∑ A1 j u j − u1 ∑ A2 j u j in eq. (13)
() I
j =1 j =1 sway added mass at the transom. Formulas for a22 T
in deep water based on Lewis form technique can,
include ( A11 − A22 )u1u2 which for a single ship without
for instance, be found in Faltinsen (2005). The terms
any interaction effects with other ships are referred to
in eq. (16) are physically associated with the fact
as the Munk moment. The non-lifting yaw moment
that the flow separates from the transom and leave
on the hull of ship number 2 is
a vortex sheet downstream from the transom in the
164
(2008) proposes choosing xI(T ) at a position just ahead and it is common to modify the term as CTN A22 u3u2
of the propeller plane. where CTN is a hull-dependent empirical reduction
If the two ships are in the far-field of each other, have coefficient due to cross-flow separation. The nonlinear
parallel course and no transverse and yaw angular viscous loads associated with cross-flow separation
velocities, we may apply the Tuck and Newman’s have an important role in simulating a tight circular
(1974) slender-body theory for hull interaction to find maneuver. We are in our simulation studies neglecting
expressions for the lift force and moment acting on the viscous cross-flow separation effect due to the fact
the ships. It seems possible to generalize this theory that the radiuses of curvature of the vessels paths are
to consider two ships on a general course relative to sufficiently large.
each other and assuming that the two ships are in the
far-field of each other. The effect of transverse and Ship resistance
yaw ship velocities have a dipole-like behavior in Hull resistance based on standard formulations for a
the far-field while the forward speed implies that ship on a straight course with constant speed (see e.g.
the bow and stern will separately have a source-like Faltinsen, 2005) is incorporated in the maneuvering
and sink-like effect, respectively. Because a source/ model. The ITTC 1957 model-ship correlation line
sink behavior is more dominant in the far-field than is used to calculate the friction coefficient CF for a
a dipole-like behavior, it suggests that the dominant smooth hull surface. The expression for the hull form
interaction effects between two ships are due to their factor k is based on regression analysis of experimental
forward speeds as long as they are not too close. results (Skejic, 2008). A frictional force correction
that accounts for correlation between model tests and
Viscous hull loads due to cross-flow separation full scale and includes the effect of surface roughness
Viscous hull loads due to cross-flow separation may be is added. The wave-making resistance RW is a small
incorporated by means of empirical drag coefficients. part of the total resistance since the Froude number
One ought to account for the fact that the cross-flow for maneuvers involving ship-ship interaction are
separation is more pronounced in the aft part than in generally small. As an option it is predicted by a 3D
the forward part of a ship advancing with a forward Rankine source method.
speed. The latter fact can, for instance, be understood
by applying a 2D+t method as shown in Faltinsen Propulsion and rudder loads
(2005). However, a 2D+t method would require The propeller thrust is estimated as in Lewandowski
a 2D CFD method which becomes unpractical in (2004) and Skejic (2008). It means that the thrust-
terms of required CPU time in realistic maneuvering deduction coefficient t and the wake factor w are
simulations. Further, it is not consistent to add determined using Holtrop’s regression formulas. The
together flow separation effects and potential flow thrust coefficient is based on Wageningen B-series
effects without cross-flow separation. Formulation of data and by regression analysis expressed as a cubic
viscous transverse force and yaw moment based on function of the advance ratio. The control system will
strip theory and the cross-flow principle is sometimes adjust the thrust by changing the propeller revolutions
used but cannot adequately describe the effect of flow n per second according to the propulsion controller.
separation at realistic forward speeds and transverse
The hydrodynamic drag, lift and yaw moment due to
ship velocities along the ship. If PMM tests are
the rudder follow the descriptions in Faltinsen (2005)
available with proper consideration of Reynolds-
and Skejic (2008). Both the transverse ship velocity
number effects, information about the global viscous
at the rudder and the rudder angle contributes to the
loads due to flow separation can be provided. The
angle of attack of the rudder. An effective longitudinal
cross-flow separation will also affect the longitudinal
incident flow velocity to the rudders account for
force. The latter fact is common to account for in
the increased axial slip stream velocity from the
the analysis of a single ship in water of infinite
propeller.
165
166
3.0
YNLH(1)/(ρU12(2L1)2ε3)
2.5 Present 3D method
Far-field SBT (Tuck-Newman,1974)
Near-field SBT (Wang 2007)
Fig. 2: Added mass change relative to single body 2.0 Commercial BEM VSAERO (AMI) (Wang, 2007)
value of two approaching identical spheres; shown
comparison includes the A11 and A44 induced by the 1.5
surge mode of each sphere on itself and A14 and A41
induced by the surge mode of the other 1.0
167
force is measured for ship 1. The prediction shows Lateral Distance 4*p/(B1+B2)=1.2
0.08
(1) 2
good agreement with the model test, especially near F2 /(0.5ρu1 B1D1)
-YNLH
0.06
the force peak. The details and more results from the Present 3D method
0.04 Experiment Decker (2006)
model tests are given by De Decker (2006).
0.02
0.00
Table 1: Main particulars for the MARINTEK model
tests -0.02
-0.04
Ship 1 (full Ship 2(full
Items
scale) scale) -0.06
-0.10
Beam/B (m) 57.3 38.6 -1.5 -1.0 -0.5 0.0 0.5 1.0 1.5
2*x/(Lpp(1)+Lpp(2))
Draft/D (m) 20.0 7.5
Fig. 7: Comparison of predicted transverse interaction
Displacement (m3) 289 068 51 974
force between two oil tankers with De Decker’s
Block coefficient/ experimental results at Marintek (2006)
0.792 0.794
CB
Application: MARINER overtaking a scaled
A practical consideration is the computation time for a MARINER
real-time simulation applying the current model. The
BEM solver is dominating in time-cost. However, we The presented maneuvering model is applied in
do not need to run the solver every time step. This combination with the previously described autopilot
is because the interaction effects vanish fast with the model for one MARINER passing a 1.4 times
relative distance between ships. In practice, the BEM scaled MARINER. The ship length and beam of
solver can be run once at the beginning and then re- the MARINER is Lpp=160.934m and B=23.165m,
started when the longitudinal distance between two respectively. The case is identical to that by Skejic
ships is less than 2.5 times the average ships’ length. (2008). Details about the ships and maneuvering
0.3
scenario can be found in Skejic (2008). The
BOW IN TOWARD
0.2
(0, 0) and (-1200m, -57.789m), respectively. The
0.1
advancing speed is 10.5 knots for the overtaking ship
and 8 knots for the overtaken. The desired lateral
0.0
clearance between the centerlines of two ships is
30m+ (B1+B2)/2where the ship beams are B1 (I=1,
STERN IN TOWARD
REPULSION
-0.1
Transverse clearance p/R=6; YNLH(1)/(ρu42(2L1)2ε3); NNLH(1)/(ρu42(2L1)3ε3) trying to compensate the lateral clearance error via
-0.2
Sway force YNLH(1) predicted by Tuck-Newman SBT
Yaw moment N (1)
predicted by Tuck-Newman SBT
the rudder command. Thus collision can be avoided
if the transverse clearance between two ships is not
NLH
(1)
Sway force YNLH
predicted by present 3D method
(1)
Yaw moment N predicted by present 3D method
-0.3
NLH
too small. It should be noted that in the present study
-2 -1 0 1 2
Passing ship 2 astern of moored ship 1 x/(2L1) Passing ship 2 ahead of moored ship 1 a propulsion control is also applied. This is different
t=0 t=T
from the study by Skejic (2008). The reason is that
Fig. 4: Calm-water results for the interaction sway there is a longitudinal interaction force component in
force and yaw moment on the moored slender body 1 the present maneuvering model while Skejic (2008)
due to passage of an identical slender body 2 does not account for this fact. Fig. 8 through Fig.
10 presents the comparison of present simulation of
rudder control, lateral force and yaw moment with
the identical case studied by Skejic (2008). . Fig. 11
shows the target and realized clearance between hull
sides by the present controller, and Fig. 12 shows
the realized speeds for the two ships. The results
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169
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