The HSF-Arcos research project

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1 The HSF-Arcos research project Authors: Dr.ir. P.G.M. van der Klugt (Imtech Marine & Offshore) Dr.ir. F. van Walree (Maritime Research Institute Netherlands) Ing. P.M. Pauw (Van der Giessen de Noord) Abstract The HSF-Arcos project is a joint research effort of a shipyard (Van der Giessen - de Noord, GN), a research institute (Maritime Research Institute Netherlands, MARIN) and a company specialised in ship motion control (Imtech Marine & Offshore, in the following referred to as Imtech ) to develop an advanced motion control system for fast ferries. The intention of the project is to enable optimisation of a fast ferry design for a specific route by taking advantage of the potential of simulation techniques and advanced motion control. Ride control is one aspect covered by the project; by including all ship motion components and by using wave information it is expected that the performance of a fast ferry in adverse weather conditions can be further improved. The paper introduces the project and reports the results of the first steps. 1 Introduction Despite the world-wide economic setbacks of the last few years, the prospects of the fast ferry market are deemed to be bright. When regarding the last two decades, the long term trend in the ferry market is clearly driven by the ever increasing demand for more and faster transportation [1]. However, it is not easy to design a ship that not only goes fast but is comfortable in adverse weather conditions as well. By introducing the most dominant requirement, economic to operate, it seems to be virtually impossible to satisfy these conflicting demands. This explains why there are many different fast ferry designs ([1], [2]) and why they are tailored for a specific route. Thus, it has it s merits to be the first company to have a design environment that enables efficient tailoring of a fast ferry design for any route taking into account all design aspects (including control) and all design requirements (including safety). Van der Giessen de Noord, a Dutch shipyard specialised in innovative ship designs, including RoRo vessels and ferries, recognised this opportunity. In 2000, after concluding the first design steps with scale model experiments, it contacted MARIN and Imtech for the next phase: finding a solution for the inherent design conflicts. MARIN has both the expertise and the facilities for assessing advanced ship designs. Imtech has an extensive record of solving complex ship motion control problems. Thus the HSF- Arcos project was started with as primary goal the development of a feed-forward ride control system able to provide superior sea-keeping behaviour under a wide variety of weather conditions. To indicate that the project covers much more than just a control system, this primary goal has been subdivided into following targets. 1. to set a new standard for fast ferry designs with respect to speed, comfort and economy 2. to develop the necessary design environment to enable tailoring to customer requirements in a flexible and economic way 3. to develop one ship motion control system that can be used in the tailoring process and that can be installed on board the actual ship

2 (Advanced Ride Control System = Arcos). Roughly, the project can be subdivided in three phases. 1. If everything goes according plan, the first phase will have ended just before this symposium with a series of scale model experiments. During these experiments, a first version of HSF- Arcos will be used at MARIN to control a scale model in a number of wave conditions. 2. The second phase, is about improving the control performance and the further development of HSF-Arcos to become the desired design environment as well as a prototype system. 3. Finally, the third phase will be supplying the first fast ferry optimised for a specific route according to the methods developed in the course of this project and equipped with an actual control system. As safety is of immense importance for a fast ferry design ([3], [4]), the Det Norske Veritas (DNV) has been contacted to become a fourth partner in the project. Their role is to validate project results and to make sure that the resulting designs will meet the requirements posed by the evolving regulations. Finally, due to the innovative character of the project, the Dutch government by means of Senter awarded SMO funds to cover part of the project expenses (limited to the first two phases). 2 Ship properties The ship design is derived from the AMD2400 design, developed in a partnership between GN and AMD. In principle, it is a high-speed high-tensionsteel monohull with an aluminium superstructure. The length may range from 120 to 160 m. and the service speed is expected to be at least 40 kn. Research to optimise the hull form with respect to the propulsion efficiency has resulted in a round bilge displacement type hull with relatively full sections forward. In order to obtain further verification of the hull performance, GN commissioned MARIN to conduct a CFD analysis using MARIN s RAPID software. The results from the CFD analysis were encouragingly enough to warrant further research. Subsequently, the design has been validated with a 3m scale model in a Chinese towing tank under supervision of Sea Bus International. The HSF-Arcos project forms the next research step. From this basic design, a new version was developed for use in captive model experiments with active control services and to develop the control system. The main ship and control system particulars are given in the tables 1 and 2. Length between perpendiculars Lpp (m) Beam B (m) Displacement (m 3 ) 2695 Top speed range kn. Monohull Table 1 Design parameters

3 Control surface Primary control Secondary control 3 Waterjets Speed 3 Buckets Medium speed heading / track 2 Interceptors High speed Roll (bottom mounted) heading / track 2 Stern Trimtabs Pitch Heave Roll 2 Stabilisers Roll 1 T-foil Pitch Heave Table 2 Potential control surfaces In principle, each control surface may be configured to control any motion as long as it can influence that motion. However, to simplify the research and to improve the fundamental understanding during the first phase of the project, a distinction has been made between the primary responsibility of a control surface and the secondary responsibility. In addition, at very low speeds, the control structure allows control of the sway and dynamic positioning. For that purpose, it addresses tunnel thrusters in combination with the buckets and waterjets. However, this goes beyond the scope of the HSF-Arcos project. The properties of the control surfaces as well as the motion to be controlled by them, are settings that can be easily modified. Thus, experiments are possible in which the dimension of the control surfaces is modified, in which the optimum performance is obtained (by selecting all control surfaces for a specific motion) and in which actuator failures are introduced. 3 The design Approach Being responsible for the design of the control system, Imtech Marine & Offshore contributed their DpDt system design and the corresponding approach towards designing complex ship motion control systems. update Ship Motion motion model Model Wind Known forces Waves - + Concept Control Actuator positions DpDt+RC Allocation + + Rudders Thrusters Stabilisers Etc. Heading Heave Position Heading Log Ship Roll Pitch Wind Draft Waves Etc. Current Other forces Position Thrust Speed All-motion Autopilot Track Depth Roll + Ride Control Pitch & Heave Figure 1 Design approach

4 As indicated in the figure, in this approach a ship motion model plays a crucial role. This is a mathematical model with coefficients in the control domain; it is used as the prediction part of a Kalman filter the ship motion coefficients and some internal states (such as forward speed) are used to calculate the controller settings and the allocation coefficients it is used as the heart of a ship motion simulator The approach includes extensive embedded on-line debug and test facilities. Although Imtech has used this approach to build her DpDt and other (ship motion control related) systems, it was still a significant step towards applying this concept for a fast ferry. A missing element was Ride control; the simultaneous control of the Roll, Pitch and Heave motions. This element had to be extracted from those other control systems such as the ASSA (a rudder roll autopilot for frigates that uses the same design approach). Another missing element was the crucial ship motion model with coefficients in the control domain. That was not readily available for a fast ferry. There, MARIN played a vital role. As demonstrated in the past with their Fredyn program (a program developed for simulating the motion of frigate designs in realistic weather conditions), MARIN is well capable of developing a ship motion model and validating the model parameters using scale model experiments. As foreseen at the start of the project, MARIN contributed a reduced set of force/moment equations (a derivative of a full set of hydrodynamic equations) together with an appropriate set of coefficients. The coefficients were derived from a set of captive model experiments with a scale model carried out in at the start of the project. Subsequently, Imtech introduced in her code a conversion step to go from this set to the required coefficients in the control domain. To validate these two conversion steps, a comparison was made between a simulator based on the original equations (Fredyn adjusted to emulate a Fast Ferry) and the resulting control domain model. The merits of this approach are obvious. MARIN will translate any change in the design of the ship to a change in the corresponding coefficients. Upon initialising the control system with this new set of coefficients, automatically the control algorithm will be adjusted to the properties of the new ship. Likewise, any change in the control surface configuration or in their properties will automatically lead to adjustment of the allocation algorithm. Thus, an important step was made to solve target 2 (design of a flexible design environment). This is illustrated by the following table. Control system Controlled system Purpose UniMACS Arcos (configurable) Control domain model (configurable) Designing/improving control algorithms Detailed FMECA UniMACS Arcos (configurable) Fredyn (configurable) Performance checking Safety analysis (adverse conditions) UniMACS Arcos (configured) Scale model Performance checking Validation of mathematical models UniMACS Arcos (configured) Ship Executing operator commands Failure analysis Conning

5 One control system can be used in each configuration. A potential configuration is to have a control system and a simulator on one single computer system. Besides models of the ship, it s control surfaces and actuators (in the control domain), the simulator includes models of panels, sensors and IO systems. Conform the UniMACS philosophy, Imtech uses such a set-up to prepare her advanced ship motion control systems for plug & play installation on board a ship. In case of the HSF- Arcos project, Imtech uses this setup to design new functionality typical for high speed ferries. Another configuration comprises a control system and a simulator on two separated computer systems. One computer runs Fredyn (comprising detailed models of ship, control surfaces and disturbances). The other runs the control system together with models of panels, sensors, IO systems and actuators. In the first phase, this set-up is used to select the properties of the control surfaces in preparation of the scale model experiments planned in June Figure 2 On-line debugging facilities; IRIS For these scale model experiments, the control system together with models of panels and actuators addresses the MARIN IO system that

6 is connected to a free-sailing scale model. The extensive test facilities embedded in the control system can be addressed to carry out a number of different automated experiments. Thus it serves as a prototype of a shipmotion control system as well as an advanced test system. On board a ship, the control system can be connected either to the actual IO components and panels or (for on-board training) to the embedded simulator equivalents. Connecting a maintenance PC to the network suffices to address the embedded test functionality for carrying out the required automated acceptance trials. It can also be used to address the detailed on-line debugging facilities to solve installation problems (see figure 2). 4 Control properties The control properties are derived from Imtech s DpDt system (algorithms for heading/track control, speed control and Dynamic Positioning) and Imtech s ASSA (algorithms for rudder roll control. In principle, these are single motion based controllers in which relevant cross couplings are regarded as feed-forward inputs. Any ship motion can be controlled as long as a suited control surface is available. A clear separation in (Kalman) filter, control and allocation guarantees that control surface modifications (due to operator preferences or in case of failures) have impact only on the allocation. Retuning the controller is not necessary; filter, control and allocation adapt to a changing ship speed and to changing model coefficients (for example a changing trim that has impact on the ship speed). The filter algorithms are designed to reject undesired frequency components. In case of roll control, they remove the low-frequency roll, in case of heading control they remove high-frequency heading fluctuations. The filter gains are derived on-line from the coefficients of the internal hydrodynamic model and the properties of the disturbances. Besides filtered motions, the filter algorithms provide derived signals such as the current estimation, the mid-ship position and the mid-ship x-y speed (a GPS provides those inputs for the antenna position). The control algorithms use fuzzy-set algorithms to adjust themselves to changing conditions. They take into account not only the impact of the disturbances, but also the changing limitations of the control surfaces. Thus, in all weather conditions, they are automatically adjusted for optimal performance within the constraints posed by either the control surfaces or the operator. The allocation algorithm distributes the control actions over the available control surfaces. Control surfaces can be easily added or removed on-line. It takes into account the changing limitations such as the T-foil cavitation limit that changes with the ship speed. When control surfaces fail or are disabled by the operator, the allocation algorithm automatically re-distributes the control actions. 5 Some preliminary results As part of the research program, MARIN conducted a series of captive model experiments. From these experiments, they derived the necessary hydrodynamic coefficients to adjust their simulation program Fredyn. This program, initially developed to simulate frigate designs, allows easy modification of the control surface configuration for comparison in any type of weather condition. Cavitation experiments with a T-foil in 2001 [5] validated the expectation that

7 cavitation has a significant impact on the T-foil effectiveness at high speed. They provided for the control algorithms an upper limit to the T-foil angle that depends on the ship speed. The results have been used to adjust the coefficients of the mathematical T-foil model and incorporated in Fredyn. As a result, by the end of 2001 Fredyn was ready to be used to analyse the performance of the HSF design in adverse weather conditions. At the beginning of 2002, the first experiments have been conducted with on one computer system a preliminary version of UniMACS-Arcos connected to, on another system, the Fredyn simulator. These experiments not only demonstrated the merits of the design approach, but also led to some surprising conclusions. The fast ferry model seems to be rather sensitive for a large roll motion. Upon inducing a high rate of turn (with the interceptors; they are bottom mounted at the ship s transom), the initial roll angle has a larger impact on the rate of turn than the interceptors. The control system can only stop such a manoeuvre if it activates the buckets as well. This problem could be solved in different ways: By more gradually changing the heading, the initial roll angle remains low enough that this problem does not occur. By using the buckets in addition to the interceptors, enough moment is available to execute perfect manoeuvres. Surprisingly, when the interceptors are simultaneously used to reduce the roll angle, the problem does not occur either. This is similar to a Rudder Roll Stabilisation (RRS) system which uses a ship s rudder to control heading and roll simultaneously. The first experiments indicate that in that case, the manoeuvring properties may improve noticeably. Thus, these early experiments indicated that it is possible to obtain excellent manoeuvring behaviour. However, it requires an advanced autopilot to reach that quality. During adverse conditions (following seas, significant wave height 3m and higher), the selected interceptors are not capable of maintaining the required heading keeping accuracy. Again, the buckets have to be addressed to improve the accuracy. But even then, a particular nasty wave can lead to unacceptably large heading deviations. These experiments demonstrate that interceptors can be well used for maintaining the heading in modest conditions. However, they demonstrate too the importance of using wave data to avoid a dangerous combination of angle of wave incidence, wave frequency and ship speed. Finally, they demonstrate that in adverse conditions it is essential to be able to use the buckets as well. As this is a critical safety issue, it has consequences for the future work. In the second phase of the project, simulations will be conducted where all other control surfaces (thrusters and stern trim flaps) that have some impact on the heading will be used to support heading control in adverse conditions. Merely adding a bow-thruster to the model configuration sufficed to obtain low-speed manoeuvring. The strict separation between control and allocation algorithms, introduced to make the system configurable to address any type of control surface, clearly paid off. No modifications of the control algorithms were necessary to get the required performance.

8 More in general, it is a mere configuration matter whether or not to add a control surface to the ship design and whether or not to use it to control a specific motion. As demonstrated by the first comparison experiments, that makes it very easy to use any combination of stabilisers, trim tabs, interceptors and T-foil to reduce the roll, pitch and heave controlling the heading simultaneously. The control algorithms are plug and play; tuning is no longer necessary. 6 Conclusions This paper presents the HSF-Arcos project, it s purpose and the used approach. It is carried out by a select team with diverse backgrounds; Research Institute, Shipyard, Industry and Classification Society. As demonstrated by the flying start and the early results, the project members complement each other well. The first phase is expected to end this summer with the completion of a second series of model experiments in June 2002 and the corresponding validation of the mathematical models. Imtech s plug & play design concept for solving complex ship motion control problems has been applied successfully to the High-Speed Ferry problem. The extensive debugging and test facilities inherent of the concept made it relatively easy to port the available control algorithms to create the required control functionality. Furthermore, adding the complex mathematical formula s that translate on-line the equations and coefficients from the nautical to the control domain, appeared to be relatively straightforward. In the course of the project, the mathematical models of ship and control surfaces changed with the evolving knowledge. However, this had no impact on the control algorithms. Applying interceptors for heading control has its merits but also its limitations. In adverse conditions, additional measures have to be taken to prevent an unacceptable deterioration of the heading control performance. This emphasises the need for such a flexible design environment in which the preliminary design of a high-speed ferry can be analysed in a wide variety of conditions. It is well possible to optimise a fast-ferry design for a specific route. However, that requires taking into account all aspects that contribute to the ship s behaviour, including the properties of the control system and the control surfaces. References. [1] Baird 1998, The World Fast Ferry Market, ISSN , 2e edition, Melbourne Australia, [2] Haywood, A.J. and C.R. Swanton, Ride Control Effectiveness On High Speed Craft, Proceedings 17e Fast Ferry Conference, March 2001 [3] IMO, International Code of Safety for High-Speed Craft, Resolution MSC 36(64) [4] IMO, Draft International Code of Safety for High-Speed Craft, 2000, Draft resolution MSC 73/3/4. [5] MARIN, Cavitation Tests on a Control Surface for a High Speed Ferry, report. No CT, 2001.

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