4.

MANEUVERING MODELS
4.1. 3DOF Maneuvering Models
The 3DOF horizontal plane models for maneuvering are defined as

𝜼̇ = 𝑱𝜣 (𝜼) v
M𝒗̇ + 𝑪𝑹𝑩 (𝒗)𝒗 + N(𝒗𝒓 )𝒗𝒓 = 𝝉 + 𝝉𝒘𝒊𝒏𝒅 + 𝝉𝒘𝒂𝒗𝒆

In the case of ocean currents, it is possible to express this equation only the relative velocity vector vr and
thus avoiding terms in v. In order to do this, CRB (v) must be parametrized independent of linear velocity
(by using the velocity independent Coriolis-centripetal matrix)

M𝑣̇𝑟 + 𝑪(𝒗𝒓 )𝒗𝒓 + D(𝒗𝒓 )𝒗𝒓 = 𝝉 + 𝝉𝒘𝒊𝒏𝒅 + 𝝉𝒘𝒂𝒗𝒆

𝑵(𝒗𝒓 )𝒗𝒓

M = 𝑴𝑨 + 𝑴𝑹𝑩
C(𝒗𝒓 ) = 𝑪𝑨 (𝒗𝒓 ) + 𝑪𝑹𝑩 (𝒗𝒓 )

• In 3DOF maneuvering model; heave, roll and pitch are neglected (w = p = q = 0)

• Only the horizontal motion of a ship is used to describe the motions ( surge – sway – yaw )

In this case, the state vectors: v = [𝑢, 𝑣, 𝑟]𝑇 η = [𝑁, 𝐸, 𝜓]𝑇

surge sway yaw

The relative velocity vector: v𝒓 = [𝑢– 𝑢𝑐 , 𝑣 – 𝑣𝑐 , 𝑟]𝑇 uc , vc : components of current velocity

For horizontal motion, vessel kinematic equations of motion reduce to one principal rotation about the z-
axis (only the yaw angle 𝜓 )

cos(ψ) -sin(ψ) 0
𝑱𝜣 (𝜼) = R (𝜓) = [ sin(ψ) cos(ψ) 0]
0 0 1

m 0 0 Assumptions:
𝑴𝑹𝑩 = [ 0 m m𝑥𝑔 ]
• Homogeneous mass distribution and xz plane
0 m𝑥𝑔 𝐼𝑧 symmetry: 𝐼𝑥𝑦 = 𝐼𝑦𝑧 = 0
• {b} frame be set in the centreline (CO): 𝑦𝑔 = 0
0 0 – 𝑚(𝑥𝑔 𝑟 + 𝑣)
𝑪𝑹𝑩 (𝒗) = [ 0 0 m𝑢 ]
𝑚(𝑥𝑔 𝑟 + 𝑣) – mu 0
By assuming added mass is calculated in CO;

– 𝑋𝑢̇ 0 0 𝑋𝑢̇ : added mass in surge

𝑴𝑨 = [ 0 – 𝑌𝑣̇ – 𝑌𝑟̇ ] 𝑌𝑣̇ : added mass in sway
0 – 𝑌𝑟̇ – 𝑁𝑟̇ 𝑁𝑟̇ : added inertia of the yaw motion

0 0 𝑌𝑣̇ 𝑣 + 𝑌𝑟̇ 𝑟
𝑪𝑨 (𝒗) = [ 0 0 – 𝑋𝑢̇ 𝑢 ]
– 𝑌𝑣̇ 𝑣– 𝑌𝑟̇ 𝑟 𝑋𝑢̇ 𝑢 0

Up to now, 𝑴𝑹𝑩 , 𝑪𝑹𝑩 , 𝑴𝑨 , and 𝑪𝑨 defined. Now the expressions for N(𝒗𝒓 ) will be defined as a function
of 𝑪𝑨 (𝒗𝒓 ) and D(𝒗𝒓 ).

4.1.1 Nonlinear Maneuvering Models

Norrbin’s Model: In Norrbin’s model [1], the nonlinear dissipative terms in N(𝒗𝒓 ) are described by
second-order modulus functions [2]. The simplified form of Norrbin’s nonlinear model retaining the most
important terms for steering and propulsion loss assignment has been proposed by Blanke [3]. This model
corresponds to fitting the cross-flow drag integrals to second order modulus functions.

Cross-Flow Drag Principle

For relative current angles | βc – ψ | ≫ 0, where βc is the current direction, the cross-flow drag principle may be
applied to calculate the nonlinear damping force in sway and the yaw moment:
1 +𝐿 /2
Y = – 2 ρ ∫−𝐿 𝑝𝑝/2 𝑇(𝑥) 𝐶𝑑2𝐷 (x)|𝑣𝑟 + xr |(𝑣𝑟 +xr) dx
𝑝𝑝

1 +𝐿 /2
N = – 2 ρ ∫−𝐿 𝑝𝑝/2 𝑇(𝑥) 𝐶𝑑2𝐷 (x)x|𝑣𝑟 + xr |(𝑣𝑟 +xr) dx
𝑝𝑝

where 𝐶𝑑2𝐷 (x) is the 2-D drag coefficient, T(x) is the draft and vr is the relative sway vel. vr = v - Vc sin(βc -ψ).
This is a strip theory approach where each hull section contributes to the integral.
A 3-D representation of above equations can be obtained by fitting the above cross-flow drag integrals to second-
order modulus functions:

Y = 𝑌|𝑣|𝑣 |𝑣𝑟 |𝑣𝑟 + 𝑌|𝑣|𝑟 |𝑣𝑟 |𝑟 + 𝑌𝑣|r| 𝑣𝑟 |𝑟| + 𝑌|𝑟|𝑟 |𝑟|𝑟

N = 𝑁|𝑣|𝑣 |𝑣𝑟 |𝑣𝑟 + 𝑁|𝑣|𝑟 |𝑣𝑟 |𝑟 + 𝑁𝑣|𝑟| 𝑣𝑟 |𝑟| + 𝑁|𝑟|𝑟 |𝑟|𝑟

𝑌|𝑣|𝑣 , 𝑌|𝑣|𝑟 , 𝑌𝑣|r| , 𝑌|𝑟|𝑟 , 𝑁|𝑣|𝑣 , 𝑁|𝑣|𝑟 , 𝑁𝑣|𝑟| and 𝑁|𝑟|𝑟 are maneuvering coefficients defined using SNAME.
notation.
By using second-order modulus term representation defined above, Norrbin’s nonlinear maneuvering
model:
N(𝒗𝒓 )𝒗𝒓 = 𝑪𝑨 (𝒗𝒓 )𝒗𝒓 + D(𝒗𝒓 )𝒗𝒓
𝑌𝑣̇ 𝑣𝑟 𝑟 + 𝑌𝑟̇ 𝑟 2 – 𝑋|𝑢|𝑢 |𝑢𝑟 |𝑢𝑟
=[ 𝑋𝑢̇ 𝑢𝑟 𝑟 ] + [ – 𝑌|𝑣|𝑣 |𝑣𝑟 |𝑣𝑟 – 𝑌|𝑣|𝑟 |𝑣𝑟 |𝑟 – 𝑌𝑣|r| 𝑣𝑟 |𝑟| – 𝑌|𝑟|𝑟 |𝑟|𝑟 ]
(𝑋𝑢̇ – 𝑌𝑣̇ )𝑢𝑟 𝑣𝑟 – 𝑌𝑟̇ 𝑢𝑟 𝑟 – 𝑁|𝑣|𝑣 |𝑣𝑟 |𝑣𝑟 – 𝑁|𝑣|𝑟 |𝑣𝑟 |𝑟 – 𝑁𝑣|𝑟| 𝑣𝑟 |𝑟| – 𝑁|𝑟|𝑟 |𝑟|𝑟

𝑋𝑣𝑟 𝑣𝑟 𝑟 + 𝑋𝑟𝑟 𝑟 2
= (𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑖𝑣𝑒𝑙𝑦: [ 𝑌𝑢𝑢 𝑢𝑟 𝑟 ])
𝑁𝑢𝑣 𝑢𝑟 𝑣𝑟 + 𝑁𝑢𝑟 𝑢𝑟 𝑟
From above expression, it is seen that

0 0 𝑌𝑣̇ 𝑣𝑟 + 𝑌𝑟̇ 𝑟
𝑪𝑨 (𝒗𝒓 ) = [ 0 0 – 𝑋𝑢̇ 𝑢𝑟 ]
– 𝑌𝑣̇ 𝑣𝑟 – 𝑌𝑟̇ 𝑟 𝑋𝑢̇ 𝑢𝑟 0

– 𝑋|𝑢|𝑢 |𝑢𝑟 | 0 0
𝑫(𝒗𝒓 ) = [ 0 – 𝑌|𝑣|𝑣 |𝑣𝑟 | – 𝑌|𝑟|𝑣 |𝑟| – 𝑌|𝑣|𝑟 |𝑣𝑟 | – 𝑌|𝑟|𝑟 |𝑟| ]
0 – 𝑁|𝑣|𝑣 |𝑣𝑟 | – 𝑁|𝑟|𝑣 |𝑟| – 𝑁|𝑣|𝑟 |𝑣𝑟 | – 𝑁|𝑟|𝑟 |𝑟|

As can be seen at first glance, linear potential damping and skin friction D is neglected in 𝑫(𝒗𝒓 ) since the
nonlinear quadratic terms 𝑫𝒏 (𝒗𝒓 ) dominate at higher speeds. This is a good assumption for maneuvering
while stationkeeping models should include a nonzero D.

Abkowitz’s Model: In this model, the hydrodynamic forces acting on the ship-propeller-rudder system
is considered as a holistic, and the hydrodynamic derivatives are expanded in Taylor series near the
equilibrium point of the motion state. Considering a rigid vessel under the influences of external
hydrodynamic forces and moments

𝝉𝑹𝑩 = [𝑋(𝒙) 𝑌(𝒙) 𝑁(𝒙)]𝑇

where

x = [𝑢, 𝑣, 𝑟, 𝑢̇ , 𝑣̇ , 𝑟̇ , 𝛿]𝑇

Based on these equations, Abkowitz [4] proposed a third-order truncated Taylor-series expansion of the
functions X(x) Y(x) and Z(x)

𝒙𝟎 = [𝑈, 0, 0, 0, 0, 0, 0]𝑇

This gives

𝜕𝑋(𝑥) 1 𝜕2 𝑋(𝑥) 1 𝜕3 𝑋(𝑥)

X(x) = X(𝒙𝟎 ) + ∑𝑛𝑖=1 ( | + 2 | ∆𝑥𝑖2 + | ∆𝑥𝑖3 )
𝜕𝑥𝑖 𝑥0 2 𝜕𝑥𝑖 𝑥0 6 𝜕𝑥𝑖 3 𝑥0

𝜕𝑌(𝑥) 1 𝜕2 𝑌(𝑥) 1 𝜕3 𝑌(𝑥)

Y(x) = Y(𝒙𝟎 ) + ∑𝑛𝑖=1 ( | + 2 | ∆𝑥𝑖2 + | ∆𝑥𝑖3 )
𝜕𝑥𝑖 𝑥0 2 𝜕𝑥𝑖 𝑥0 6 𝜕𝑥𝑖 3 𝑥0

𝜕𝑁(𝑥) 1 𝜕2 𝑁(𝑥) 1 𝜕3 𝑁(𝑥)

N(x) = Z(𝒙𝟎 ) + ∑𝑛𝑖=1 ( | + 2 | ∆𝑥𝑖2 + | ∆𝑥𝑖3 )
𝜕𝑥𝑖 𝑥0 2 𝜕𝑥𝑖 𝑥0 6 𝜕𝑥𝑖 3 𝑥0

Where ∆x = x - 𝑥0 = [∆𝑥1 , ∆𝑥2 , . . . , ∆𝑥7 ]𝑇 . By applying some physical insight, the complexity of these
expressions can be reduced. Abkowitz makes the following assumptions:

1. Most ship maneuvers can be described by a 3rd-order truncated Taylor expansion about the steady
state condition u = 𝑢0 .
2. Only 1st-order acceleration terms are considered.
3. Standard port/starboard symmetry simplifications except terms describing the constant force
and moment arising from single-screw propellers.
4. The coupling between the acceleration and velocity terms is negligible.
 Applying these assumptions to the expressions X(x), Y(x) and N(x) yields

X = 𝑋 ∗ + 𝑋𝑢̇ 𝑢̇ + 𝑋𝑢 ∆𝑢 + 𝑋𝑢𝑢 ∆𝑢2 + 𝑋𝑢𝑢𝑢 ∆𝑢3 + 𝑋𝑣𝑣 𝑣 2 + 𝑋𝑟𝑟 𝑟 2 + 𝑋𝛿𝛿 𝛿 2 + 𝑋𝑟𝑣𝛿 𝑟𝑣𝛿 + 𝑋𝑟𝛿 𝑟𝛿 + 𝑋𝑣𝛿 𝑣𝛿 +
𝑋𝑣𝑣𝑢 𝑣 2 ∆𝑢 + 𝑋𝑟𝑟𝑢 𝑟 2 ∆𝑢 + 𝑋𝛿𝛿𝑢 𝛿 2 ∆𝑢 + 𝑋𝑟𝑣𝑢 𝑟𝑣𝑢 + 𝑋𝑟𝛿𝑢 𝑟𝛿∆𝑢 + 𝑋𝑣𝛿𝑢 𝑣𝛿∆𝑢

Y = 𝑌 ∗ + 𝑌𝑢 ∆𝑢 + 𝑌𝑢𝑢 ∆𝑢2 + 𝑌𝑟 𝑟 + 𝑌𝑣 𝑣 + 𝑌𝑟̇ 𝑟̇ + 𝑌𝑣̇ 𝑣̇ + 𝑌𝛿 𝛿 + 𝑌𝑟𝑟𝑟 𝑟 3 + 𝑌𝑣𝑣𝑣 𝑣 3 + 𝑌𝛿𝛿𝛿 𝛿 3 + 𝑌𝑟𝑟𝛿 𝑟 2 𝛿 +

𝑌𝛿𝛿𝑟 𝛿 2 𝑟 + 𝑌𝑟𝑟𝑣 𝑟 2 𝑣 + 𝑌𝑣𝑣𝑟 𝑣 2 𝑟 + 𝑌𝛿𝛿𝑣 𝛿 2 𝑣 + 𝑌𝑣𝑣𝛿 𝑣 2 𝛿 + 𝑌𝛿𝑣𝑟 𝛿𝑣𝑟 + 𝑌𝑣𝑢 𝑣∆𝑢 + 𝑌𝑣𝑢𝑢 𝑣∆𝑢2 + 𝑌𝑟𝑢 𝑟∆𝑢 +
𝑌𝑟𝑢𝑢 𝑟∆𝑢2 + 𝑌𝛿𝑢 𝛿∆𝑢 + 𝑌𝛿𝑢𝑢 𝛿∆𝑢2

N = 𝑁 ∗ + 𝑁𝑢 ∆𝑢 + 𝑁𝑢𝑢 ∆𝑢2 + 𝑁𝑟 𝑟 + 𝑁𝑣 𝑣 + 𝑁𝑟̇ 𝑟̇ + 𝑁𝑣̇ 𝑣̇ + 𝑁𝛿 𝛿 + 𝑁𝑟𝑟𝑟 𝑟 3 + 𝑁𝑣𝑣𝑣 𝑣 3 + 𝑁𝛿𝛿𝛿 𝛿 3 + 𝑁𝑟𝑟𝛿 𝑟 2 𝛿

+ 𝑁𝛿𝛿𝑟 𝛿 2 𝑟 + 𝑁𝑟𝑟𝑣 𝑟 2 𝑣 + 𝑁𝑣𝑣𝑟 𝑣 2 𝑟 + 𝑁𝛿𝛿𝑣 𝛿 2 𝑣 + 𝑁𝑣𝑣𝛿 𝑣 2 𝛿 + 𝑁𝛿𝑣𝑟 𝛿𝑣𝑟 + 𝑁𝑣𝑢 𝑣∆𝑢 + 𝑁𝑣𝑢𝑢 𝑣∆𝑢2 + 𝑁𝑟𝑢 𝑟∆𝑢
+ 𝑁𝑟𝑢𝑢 𝑟∆𝑢2 + 𝑁𝛿𝑢 𝛿∆𝑢 + 𝑁𝛿𝑢𝑢 𝛿∆𝑢2

➢ The hydrodynamic coefficients can be experimentally determined by using a planar-motion-

mechanism (PMM) system, which is a device for experimentally determining the hydrodynamic
derivatives required in the equations of motion. This includes coefficients usually classified into the
three categories of static stability, rotary stability and acceleration derivatives. The PMM device is
capable of oscillating a ship (or submarine) model while it is being towed in a testing tank. The
forces are measured on the scale model and fitted to odd functions based on Taylor-series
expansions. The resulting model is usually referred to as the PMM model and this model is scaled
up to a full-scale ship by using Froude number similarity. This ensures that the ratio between the
inertial and gravitational forces is kept constant.

4.1.2 Linearized Maneuvering Models

For marine craft moving at constant (or at least slowly varying) forward speed,

𝑈 = √𝑢2 + 𝑣 2 ≈ u
The 3DOF maneuvering model can be decoupled in a forward speed (surge) model and a sway-yaw
subsystem for maneuvering.
Forward Speed Model (Surge Subsystem)
Starboard-port symmetry implies that surge is decoupled from sway and yaw. Hence, the surge equation
can be written in component form as:
(𝑚 − 𝑋𝑢̇ )𝑢̇ - 𝑋𝑢 𝑢𝑟 - 𝑋|𝑢|𝑢 |𝑢𝑟 |𝑢𝑟 = 𝜏1

where 𝜏1 is the sum of control and external forces in surge.

Linearized Maneuvering Model (Sway-Yaw Subsystem)
The linearized maneuvering model known as the potential theory representation can be written (Fossen,
1994)

M𝑣̇ + N(𝑢0 )𝒗𝒓 = bδ

Where 𝒗𝒓 = [𝑣𝑟 , 𝑟]𝑇 and δ is the rudder angle. This is based on the assumptions that the cruise speed
u = 𝑢0 ≈ constant
The ocean current force is included as a linear term N(𝑢0 )[𝑣𝑐 , 0]𝑇 . In above representation, N(𝑢0 ) is
represented the summation of rigid body Coriolis-centripetal matrix, 𝑪𝑹𝑩 (𝒗), the hydrodynamic Coriolis-
centripetal matrix, 𝑪𝑨 (𝒗), and the linear damping matrix, D(𝑣).
 N(𝑢0 )= 𝑪𝑹𝑩 (𝒗) + 𝑪𝑨 (𝒗) + D(𝒗)
𝑪𝑹𝑩 (𝒗) and 𝑪𝑨 (𝒗) matrices for sway-yaw subsystem can be obtained by extracting 2nd and 6th rows in
6DOF 𝑪𝑹𝑩 (𝒗) and 𝑪𝑨 (𝒗) matrices.

𝑪𝑹𝑩 𝑚𝑎𝑡𝑟𝑖𝑥 𝑓𝑜𝑟 𝑠𝑤𝑎𝑦 − 𝑦𝑎𝑤 𝑠𝑢𝑏𝑠𝑦𝑠𝑡𝑒𝑚

2nd and 6th rows in 6DOF 𝑪𝑹𝑩 (𝒗) are:

Assumptions
1. For surface ships, the effects of w (heave), p (roll) and q (pitch) are negligible.
2. {b} frame be set in the centreline (CO): 𝑦𝑔 = 0
3. Homogeneous mass distribution and xz plane symmetry: 𝐼𝑥𝑦 = 𝐼𝑦𝑧 = 0

By 𝑪𝑹𝑩 (𝒗) matrix and v vector above, 𝑪𝑹𝑩 (𝒗)𝒗 can be obtained as (using the assumptions above, as well):

– 𝑚(𝑦𝑔 𝑟 – 𝑢0 )𝑟 𝑚𝑢0 𝑟
𝑪𝑹𝑩 (𝒗)𝒗 = [ ] = [ 𝑚(𝑥 𝑟 + 𝑣)𝑢 – 𝑚𝑢 𝑣 ]
𝑚(𝑥𝑔 𝑟 + 𝑣)𝑢0 + 𝑚(𝑦𝑔 𝑟 – 𝑢0 )𝑣 𝑔 0 0

0 𝑚𝑢0 𝑣
𝑪𝑹𝑩 (𝒗) = [
0 𝑚𝑥𝑔 𝑢0 ] [ 𝑟 ]

𝑪𝑨 𝑚𝑎𝑡𝑟𝑖𝑥 𝑓𝑜𝑟 𝑠𝑤𝑎𝑦 − 𝑦𝑎𝑤 𝑠𝑢𝑏𝑠𝑦𝑠𝑡𝑒𝑚

2nd and 6th rows in 6DOF 𝑪𝑨 (𝒗) are:

where

𝑎1 = 𝑋𝑢̇ 𝑢 + 𝑋𝑣̇ 𝑣 + 𝑋𝑤̇ 𝑤 + 𝑋𝑝̇ 𝑝 + 𝑋𝑞̇ 𝑞 + 𝑋𝑟̇ 𝑟

𝑎2 = 𝑌𝑢̇ 𝑢 + 𝑌𝑣̇ 𝑣 + 𝑌𝑤̇ 𝑤 + 𝑌𝑝̇ 𝑝 + 𝑌𝑞̇ 𝑞 + 𝑌𝑟̇ 𝑟
𝑎3 = 𝑍𝑢̇ 𝑢 + 𝑍𝑣̇ 𝑣 + 𝑍𝑤̇ 𝑤 + 𝑍𝑝̇ 𝑝 + 𝑍𝑞̇ 𝑞 + 𝑍𝑟̇ 𝑟
𝑏1 = 𝐾𝑢̇ 𝑢 + 𝐾𝑣̇ 𝑣 + 𝐾𝑤̇ 𝑤 + 𝐾𝑝̇ 𝑝 + 𝐾𝑞̇ 𝑞 + 𝐾𝑟̇ 𝑟
𝑏2 = 𝑀𝑢̇ 𝑢 + 𝑀𝑣̇ 𝑣 + 𝑀𝑤̇ 𝑤 + 𝑀𝑝̇ 𝑝 + 𝑀𝑞̇ 𝑞 + 𝑀𝑟̇ 𝑟
𝑏3 = 𝑁𝑢̇ 𝑢 + 𝑁𝑣̇ 𝑣 + 𝑁𝑤̇ 𝑤 + 𝑁𝑝̇ 𝑝 + 𝑁𝑞̇ 𝑞 + 𝑁𝑟̇ 𝑟
The linearization of maneuvering of ship is based on the assumption that surge motion is independent from
sway-yaw subsystem. Under this assumption:

Coupling between surge and sway: 𝑋𝑣̇ , 𝑌𝑢̇

These terms in 𝑪𝑨 (𝒗) matrix can be neglected.
Coupling between surge and yaw: 𝑋𝑟̇ , 𝑁𝑢̇

By recalling that the effects of w (heave), p (roll) and q (pitch) are negligible for surface vessels and, by
dropping the surge-sway and surge-yaw coupling terms, the 𝑪𝑨 (𝒗)𝒗 matrix is obtained in the form:

−𝑎1 𝑟 −𝑋𝑢̇ 𝑢0 𝑟 Xv̇ = Xẇ = Xṗ = Xq̇ = Xṙ = 0

𝑪𝑨 (𝒗)𝒗 = [ −𝑎 𝑢 + 𝑎 𝑣 ] = [ ] ( )
2 0 1 −(𝑌𝑣̇ 𝑣 + 𝑌𝑟̇ 𝑟)𝑢0 + 𝑋𝑢̇ 𝑢0 𝑣 Yu̇ = Yẇ = Yṗ = Yq̇ = 0

0 −𝑋𝑢̇ 𝑢0 𝑣
𝑪𝑨 (𝒗) = [ ][ ]
(𝑋𝑢̇ − 𝑌𝑣̇ )𝑢0 −𝑌𝑟̇ 𝑢0 𝑟

𝑫 𝑚𝑎𝑡𝑟𝑖𝑥 𝑓𝑜𝑟 𝑠𝑤𝑎𝑦 − 𝑦𝑎𝑤 𝑠𝑢𝑏𝑠𝑦𝑠𝑡𝑒𝑚

Linear damping matrix in sway-yaw subsystem can be defined as

−𝑌𝑣 −𝑌𝑟
D(v) = [ ]
−𝑁𝑣 −𝑁𝑟

𝑅𝑒𝑠𝑢𝑙𝑡𝑖𝑛𝑔 𝑵(𝑢0 ) 𝑚𝑎𝑡𝑟𝑖𝑥 𝑓𝑜𝑟 𝑙𝑖𝑛𝑒𝑎𝑟𝑖𝑧𝑒𝑑 𝑚𝑎𝑛𝑒𝑢𝑣𝑒𝑟𝑖𝑛𝑔 𝑚𝑜𝑑𝑒𝑙

Resulting 𝑵(𝑢0 ) matrix is defined in the previous pages as

N(𝑢0 )= 𝑪𝑹𝑩 (𝒗) + 𝑪𝑨 (𝒗) + D(𝒗)

0 𝑚𝑢0 0 −𝑋𝑢̇ 𝑢0 −𝑌𝑣 −𝑌𝑟

N(𝑢0 ) = [ 0 𝑚𝑥 𝑢 ] + [ ]+[ ]
⏟ 𝑔 0 ⏟(𝑋𝑢̇ − 𝑌𝑣̇ )𝑢0 𝑌𝑟̇ 𝑢0 ⏟−𝑁𝑣 −𝑁𝑟
𝑪𝑹𝑩 (𝒗) 𝑪𝑨 (𝒗) 𝑫(𝒗)

−𝑌𝑣 (𝑚 − 𝑋𝑢̇ )𝑢0 −𝑌𝑟

N(𝑢0 ) = [ ]
(𝑋𝑢̇ − 𝑌𝑣̇ )𝑢0 −𝑁𝑣 (𝑚𝑥𝑔 − 𝑌𝑟̇ )𝑢0 −𝑁𝑟

----------------------------------------------The total linearized model-----------------------------------------------

𝑚 − 𝑌𝑣̇ 𝑚𝑥𝑔 − 𝑌𝑟̇ −𝑌𝛿

M=[ ] b= [ ]
𝑚𝑥𝑔 − 𝑌𝑟̇ 𝐼𝑧 − 𝑁𝑟 ⏟−𝑁𝛿
𝒓𝒖𝒅𝒅𝒆𝒓 𝒇𝒐𝒓𝒄𝒆𝒔

−𝑌𝑣 (𝑚 − 𝑋𝑢̇ )𝑢0 −𝑌𝑟

N(𝑢0 ) = [ ]
M𝒗̇ + N(𝑢0 )𝒗𝒓 = bδ (𝑋𝑢̇ − 𝑌𝑣̇ )𝑢0 −𝑁𝑣 (𝑚𝑥𝑔 − 𝑌𝑟̇ )𝑢0 −𝑁𝑟

−𝑌𝑣̇ = 𝐴22 (0) −𝑁𝑣̇ = 𝐴62 (0)

−𝑌𝑟̇ = 𝐴26 (0) −𝑁𝑟̇ = 𝐴66 (0)

−𝑌𝑣 = 𝐵22 (0) + 𝐵22𝑣 −𝑁𝑣 = 𝐵62 (0) + 𝐵62𝑣

−𝑌𝑟 = 𝐵26 (0) + 𝐵26𝑣 −𝑁𝑟 = 𝐵66 (0) + 𝐵66𝑣
 References

1. Norrbin, N. H. (1970). Theory and Observation on the Use of a Mathematical Model for Ship
Maneuvering in Deep and Confined Waters. In: Proceedings of the 8th Symposium on Naval
Hydrodynamics. Pasadena, CA.

2. Fedyaevsky, K. K. and G. V. Sobolev (1963). Control and Stability in Ship Design. State Union
Shipbuilding House

3. Blanke, M. (1981). Ship Propulsion Losses Related to Automated Steering and Prime Mover Control.
PhD thesis. The Technical University of Denmark, Lyngby.

4. Abkowitz, M. A. (1964). Lectures on Ship Hydrodynamics – Steering and Maneuverability. Technical

Report Hy-5. Hydro- and Aerodynamic’s Laboratory. Lyngby, Denmark.