• International Journal of Naval Architecture and Ocean Engineering
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• v.12 no.1
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• pp.768-783
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• 2020

Typically, a Dynamic Positioning System (DPS) uses a PID feed-back system, and it often adopts a wind feed-forward system because of its easier implementation than a feed-forward system based on current or wave. But, because a ship's drifting motion is caused by wind, current, and wave drift loads, all three environmental loads should be considered. In this study, a motion predictive control for the PID feedback system of the DPS is proposed, which considers the three environmental loads by utilizing predicted drifted ship positions in the future since it contains information about the three environmental loads from the moment to the future. The prediction accuracy for the future drifted ship position is ensured by adopting deep learning algorithms and a replay buffer. Finally, it is shown that the proposed motion predictive system results in better station-keeping performance than the wind feed-forward system.

• Journal of the Korean Society for Marine Environment & Energy
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• v.2 no.2
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• pp.78-85
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• 1999

Tracking model of a drifted ship lot the search and rescue mission in southern sea of Korea is studied. In this model, search area is determined by considering standard deviation of position around reference point. The reference point is estimated for a given type of ship when marine environmental conditions such as wind and current are given. A database for environmental data, which is necessary for the real-lime tracking of drilled ship, is gel)elated on southern sea and western sea of Korea. Using this database, the real-time prediction of wind and current is possible. The simulated trajectories and search area of our model ate validated by comparing with reported real data.

• Journal of Ocean Engineering and Technology
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• v.31 no.3
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• pp.202-207
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• 2017

This paper presents the results of an experimental study on the motions and mooring characteristics of a floating vertical axis wind turbine system. Based on a comparison of regular wave experiment results, the motions of structures with different types of mooring are almost the same. Based on the tension response results of a regular wave experiment with a catenary mooring system, the mooring lines in front of the structure have a larger tension effect than the back of the structure by the drifted offset of the structure. The dynamic response spectrum of the structure in the irregular wave experiments showed no significant differences in response to differences in the mooring system. As a result of the comparison of the tension response spectra, the mooring lines have a larger value with a drifted offset for the structure, as shown in the previous regular wave experiment. The results of the dynamic response of the structure under irregular wave and wind conditions showed that the heave motion response is influenced by the coupled effect with the mooring lines of the surge and pitch motion due to the drifted offset and steady heeling. In addition, the mooring lines in front of the structure have a very large tension force compared to the mooring lines in back of the structure as a result of the drifted offset of the structure.

• Journal of the Korean Institute of Navigation
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• v.20 no.4
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• pp.1-6
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• 1996

A vessel in distress might be well identified when both the variables affecting the drifting of the vessel and the extent to which the variables affect the drifted vessel are known. And also the disembarking place inside the ship might be easily located if the drifting poised is forecasted. The forecasting method of the drifting poise is resolved by combining the vectors of the current and the wind. It is, however, very hard to forecast the effect of the wind, which should be mainly determined by field survey. This study aims at identifying the drifting characteristics of medium/large ships, considering only the effect of the wind. The experiment revealed the following results. $\circled1$ The drifting poise is determined by the aspect ratio of the ship and the shape of the superstructure of the ship. $\circled2$ Drifting direction is quite stable when wind speed goes over a certain level. $\circled3$ Drifting speed is 3-7% of the wind speed in case of T/S Hannara.

• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
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• 2003.10a
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• pp.232-236
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• 2003

The anchor is laid on seabed and the main engine is worked to against incident environmental loads in typoon. As the main engine is broken down in the storm, the anchor chain is cutted and the vessel is drifted. Although a ship is moored by two point mooring lines to keep the her position, a ship is crashed into a rock because of typoon and the accident of oil spilling may be occured. In this paper, we studied the position-keeping of a ship which is analyized based on the slow motion maneuvering equations considering wave, current and wind. The direct integration method is employed to estimate wave loads. The current forces are calculated by using mathematical of MMG. The two point mooring forces are quasisatatically evaluated by using the catenary equation. The coefficeints of wind forces are modeled from Isherwood’s emperical data and the variation of wind speed is estimated by wind spectrum. The nonlinear motions of a two point moored ship are simulated considering wave, current, wind load in time domain.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.35 no.3
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• pp.243-249
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• 1999

Specificity of catches has been analyzed to japanese tuna purse seine A principle component analysis was used to improve the efficiency of fishing and increase sustainable production and productivity of Korean tuna purse seine.The result are as follows;From the principal component analysis of the fish catches, the first principal component(Z1) to promote principal component score was skipjack Kastsuwonus Pelamis, LINNAEUS and yellowfin tuna Thunnus Albacares, BONNATERRE (Small : smaller than 10kg) and proportion was 86.8% of total. The second principal component(Z2) to increase principal component score was yellowfin tuna (Large : larger than 10kg) and proportion was 9.5%.On the other hand, fish operating that have caught skipjack and yellowfin tuna (Small and Larger) was not so much. Fish catches for one species raised volume of the catches while catches for multi-species decreased it since principal composition score for one species and both species together has been increased.Fish school could be divided into three groups of schools each of which was associated with drift objects, payaho and ship, school associated with shark, whale and porpoise and school of breezing, feeding and jumping from proportion of principal component analysis for fish catches of school types. However, the biological pattern is different among school associated with ship, payaho and school associated with drift objects for analysis eigen vector. School associated with ship, payaho and school associated with drifting object associated is judged as school which be assembled to vessel and drifted log temporary.

• Journal of the Society of Naval Architects of Korea
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• v.59 no.6
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• pp.439-446
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• 2022

Efforts to reduce carbon dioxide(CO₂) emissions are being carried out due to climate environmental problems. Eco-friendly ships are also being developed, and various energy saving measures have been developed and applied. In ships, researches have been conducted in various fields such as electric propulsion system and energy saving devices. In addition, the development of ships using various renewable energy, such as kite using wind power and wind power generation, has been carried out. This paper proposes a plan to use renewable energy for ships by applying wave generators to small ships. In 2016, 130 small domestic ships drifted by sea due to discharge of starting storage batteries, and discharge cases accounted for the largest portion of the causes of domestic ship accidents. This is due to the excessive use of storage batteries for starting the main engine by departing in a weak storage battery state for small ships. Accordingly, two type wave power generators - opened flow wave power generator and enclosed vibrator type wave power generator - are developed for charging a starting storage battery when the ships are stationary at sea or port. Opened flow wave power generator utilizes the flow of fluid in the ship by using wave induced ship motion. Enclosed vibrator type wave power generator utilizes the pendulum kinetic energy located in a ship due to wave induced ship motion.

• Journal of the Korean Society for Marine Environment & Energy
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• v.18 no.4
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• pp.298-303
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• 2015

When a disabled ship is being towed in a seaway, the resistance increase of the towed ship caused by both the external conditions such as wave and wind and the hull conditions such as drifting angle, should be accurately predicted. Most of the disabled ships cannot be towed in the front direction of hull, but they are usually towed in drifted direction with some drifting angle. In this sense, the resistance increase caused by the drifting angle is not an element to be ignored. In this paper, various methods for prediction of the resistance increase caused by the drifting angle are studied. In addition, new prediction methods such as front-lateral projected ratio method and empirical formula method by multiple regression analysis have been derived. The front-lateral projected area ratio method has been applied to a computer program for prediction of the towing condition, and this method has been approved to be a useful method in practical situations.

• Journal of the Korean Recycled Construction Resources Institute
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• v.8 no.4
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• pp.590-595
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• 2020

In this study, the small-scale collision experiments using a pendulum principle were carried out to evaluate the safety of the reinforced concrete building selected as a tsunami evacuation building due to the collision of the waterborne debris represented by ships. The experimental parameters were set as impact velocity, mass and length of the drifted ship. In this paper, the maximum impact force, impact duration, impact waveform and restitution coefficient affecting building response were investigated in detail. As a result, the impact force waveforms were distributed as a triangle in most of the experimental results, but became closer to a trapezoid as the length of the collision specimen increased. This is the very important result in calculating the momentum (impact waveform area) affecting building response, Furthermore, the restitution coefficients were constant regardless of the impact velocity, but they varied depending on the mass and length of the waterborne debris. However, the restitution coefficient for the mass per unit length of the waterborne debris can be evaluated.