• Journal of Navigation and Port Research
• /
• v.32 no.10
• /
• pp.771-776
• /
• 2008

The main purpose in having a control surface on a ship is to control the motion of it. It is the important element to determine the maneuvering characteristics of the ship. In this paper, the measured results has been compared with each other to predict the performance characteristics of flapped rudder's 2-dimensional section at $Re=3.0{\times}10^4$ using 2-frame grey level cross correlation PIV method. The side force of the rudder could be mainly improved by the lift force at 10 degrees angle of attack and the drag force at 20 degrees angle of attack. The separation point and boundary layer could be controlled by the change of the only flap's angle at 10 degrees angle of attack.

• Journal of the Korean Society of Fisheries and Ocean Technology
• /
• v.47 no.4
• /
• pp.435-442
• /
• 2011

In an attempt to respond to the increase in international oil prices and reduce operating expenses, ship remodeling was carried out on a 740ton class tuna purse seiner. To strengthen the competitiveness of the fisheries industry by improving vessel performance, a bulbous bow was newly equipped. The slipway and rudder area were also lengthened and enlarged with the propeller and main engine remained unchanged. To reduce the hull resistance, a circle type bulbous bow was attached on the hull behind bow thruster and thus the cost for exchanging electrical equipment for bow thruster was reduced. The new rudder area was expanded 15% more than the old one within the extent that the existing mechanical control part and rudder stock were not changed. To prevent fishing net damage and stabilize wake field, slipway was lengthened to the optimal position. All of the new design of remodeling parts went through the model tests in towing tank and CWC. Besides resistance test, all of necessary model test results were delivered for hydrodynamic character for the modified ship. The maneuvering simulation to verify that the remodeled ship satisfies the IMO rules was performed in both zigzag and turning tests. The estimated resistance with new bulbous bow and lengthened stern was reduced by 4.8% in the 2-dimensional analysis and 17.4% in the 3-dimensional analysis in comparison of conventional ship. The average reduction of resistance was estimated about 10%. Maneuvering character of modified hull form was found to satisfy all regulations under IMO. The remodeling of tuna purse seiner can not only improve fishing performance but also contribute to reduction of operating cost by saving energy for the fisheries industry.

• Journal of the Society of Naval Architects of Korea
• /
• v.60 no.1
• /
• pp.1-9
• /
• 2023

In order to improve the propeller cavitation performance composed of Cavitation Inception Speed (CIS), cavitation extent and pressure fluctuation, it needs to improve the wake distribution that flows into the propeller. The warship propeller cavitation is strongly influenced by the wake created at the V-strut of various appendages. The inflow characteristics of the V-strut were investigated using Computational Fluid Dynamics (CFD) and the twisted angles of the V-strut were aligned with upstream flow. The resistance and self-propulsion tests for the model ship with the existing and modified V-struts were conducted in Towing Tank (TT), and wake distribution, CIS, cavitation observation and pressure fluctuation tests were conducted in Large Cavitation Tunnel (LCT). The propeller behind the modified V-strut showed better cavitation characteristics than that behind the existing V-strut. Another model test was conducted to investigate rudder cavitation performance by the change of the V-strut. The rudder cavitation characteristics were not improved by the change of the operating conditions. On the basis of the present study, it is thought that the stern appendages for better propeller cavitation performance would be developed.

• Journal of Advanced Research in Ocean Engineering
• /
• v.4 no.2
• /
• pp.53-65
• /
• 2018

The load condition significantly influences ship maneuverability in calm water. In this research, the effect of the load condition on turning performance of a very large crude oil carrier (VLCC) sailing in adverse weather conditions is investigated by an MMG-based maneuvering simulation method. The relative drift direction of the ship in turning to the wave direction is $20^{\circ}-30^{\circ}$ in ballast load condition (NB) and full load condition (DF) with a rudder angle $35^{\circ}$ and almost constant for any wind (wave) directions. The drifting displacement in turning under NB becomes larger than that under DF at the same environmental condition. Advance $A_d$ and tactical diameter $D_t$ become significantly small with an increasing Beaufort scale in head wind and waves when approaching, although $A_d$ and $D_t$ are almost constant in following wind and waves. In beam wind and waves, the tendency depends on the plus and minus of the rudder angle.

• Journal of Ship and Ocean Technology
• /
• v.4 no.1
• /
• pp.1-10
• /
• 2000

A low-order potential based boundary element method is applied for the prediction of the performance of flapped rudders as well as all-movable rudders in steady inflow. In order to obtain a reasonable solution at large angles of attack, the location of the trailing wake sheet is determined by aligning freely with the local flow. The effect of the wake sheet roll-up is also included with use of a high order panel method. The flow in the gap of a flapped rudder is modeled as Couette flow and its effect is introduced into the kinematic boundary conditions for flux at both the inlet and the outlet of the gap. In order to validate the present method, the method is applied for a series of rudders and the computational results on forces and moments are compared with experimental data. The effect of the gap size on the forces and moments is also presented.

• 제어로봇시스템학회:학술대회논문집
• /
• 2005.06a
• /
• pp.342-345
• /
• 2005

This paper describes dynamics analysis of a small training boat and a new type of ship's autopilot not only to keep her course but also to reduce her roll motion. Firstly, statistical analysis through multi-variate auto regressive model is carried out using the real data collected from the sea trial on an actual small training boat Sazanami after the navigational system of the boat was upgraded. It is shown that the roll motion is strongly influenced by the rudder motion and it is suggested that there is a possibility of reducing the roll motion by controlling the rudder order properly. Based on this observation, a new type of ship's autopilot that takes the roll motion into account is designed using the muti-variate modern control theory. Lastly, digital simulations by white noise are carried out in order to evaluate the proposed system and a typical result is demonstrated. As results of simulations, the proposed autopilot had good performance compared with the original data.

• International Journal of Naval Architecture and Ocean Engineering
• /
• v.11 no.2
• /
• pp.899-913
• /
• 2019

In order to provide a complementary perspective to the effects of the maneuvering motions on the unsteady propeller performance, the numerical simulation of the flow field of the hull-rudder- propeller system is performed by Unsteady Reynolds-averaged Naiver-Stokes (URANS) method. Firstly, the flow fields around the submarine model without the presence of propeller in straight ahead motion and the steady diving maneuvers with submergence rudder deflections of 4°, 8° and 12° are predicted numerically. The non-uniformity characteristic of the nominal wake field is exacerbated with the increase submergence rudder angle. Then the flow field around the SUBOFF-G submarine fitted with the 4381 propeller is simulated. The axial, transverse and vertical unsteady propeller forces in different maneuvering conditions are compared. In general, as the submarine maneuvers more violently, the harmonic amplitudes of the unsteady force at the 2BPF and 3BPF increased more significantly than that at BPF.

• Proceedings of KOSOMES biannual meeting
• /
• 2006.11a
• /
• pp.277-282
• /
• 2006

The purpose in having a control surface on a ship is to control the motion of the ship. The control surface may be composed entirely of a single movable surface or of a combination of fixed and movable portion A control surface has one sole function to perform in meeting its purpose, and that is to develop a control force in consequence of its orientation and movement relative to the water. The forces and moments generated as a result of this rotation and angle of attack then determine the maneuvering characteristics of the ship. In this paper the study of flapped rudder's 2-dimensional section was accomplished. Model tests had been carried out with different angles of attack of a main foil and flap's deflection angles to predict the performance of the flapped rudder and the 2 frame particle tracking method had been used to obtain the velocity distribution in the flow field $Re=2.8\times10^4$ had been used during the whole experiments and measured results had been compared with each other.

• Journal of the Society of Naval Architects of Korea
• /
• v.31 no.3
• /
• pp.65-79
• /
• 1994

In the present paper, An emphasis is laid upon effects of stern bulb on hydrodynamic property and manoeuvring performance. We carried out captive model tests in circulating water channel with two ship models of which the frame lines of aft bodies are different. such as normal stern form and stern form with bulb, but of which the other parts are exactly same. The tests conducted consist of hull resistance test, effective thrust measurement, oblique tow test, and measurements of factors related to rudder force. From the results of model tests, we discussed effects of stern bulb on hull forces and on hull-propeller-rudder interactions, comparing with normal stern form. Furthermore, we also discussed effects of stern bulb on course stability. turning ability. spiral characteristics and zig-zag manoeuvre by computer simulation. As a result, it is clarified that the adoption of stern bulb makes course stability the worse and turning ability the better. The difference of the hydrodynamic derivatives of naked hull between two ship forms cause the worse course stability of the ship with stern bulb. The differences of the effective inflow velocity to rudder and hull forces induced by steered rudder cause the better turning ability of the ship with stern bulb.

• 제어로봇시스템학회:학술대회논문집
• /
• 1994.10a
• /
• pp.21-29
• /
• 1994

This paper presents a method to accommodate failures that affect aircraft dynamical characteristics, especially control surface jams on a large transport aircraft. The approach is to use the slow effectors, such as the stabilators or engines, in the feedforward manner. The simulation results indicate the performance of the RFCS. In some cases of control surface jam, the aircraft cannot recover without using the stabilators. Although the inputs to the slow effectors are determined using the nominal parameters, the effects of parameter change can be compensated by adjusting the control parameters for the fast surfaces. In the case of rudder jam, if the remaining control surfaces and the differential thrust cancel the moments produced by the stuck rudder, using the engine control improves time responses and reduces deflection angles of the control surfaces. If not, however, the aircraft starts a large rolling motion following a yawing motion. In that case, the stabilators should be used to damp the induced rolliig motion, instead of trying to directly cancel the moments caused by the stuck rudder. Unfortunately, the proposed control law for the stabilators does not give such inputs, because it does not take into account the dynamical effects which stuck surfaces have on the aircraft motions. However, we have shown through simulation that the aircraft can be recovered by giving the stabilators the control inputs that counteract the induced rolling moment. Besides, the method has also been shown through simulation to be effective in maintaining control during a situation similar to an actual accident. Finally let us mention a problem with the RFCS. As stated above, we have not established a method to select a trim point which call be reached as easily as possible using the remaining control effectors. In fact, recovery performance considerably depends on the trim states. As pointed out in Ref. 11, finding the best trim point for impaired aircraft will be one of the most difficult questions in RFCS design.