Workshop on Mathematical Models for Operations involving Ship-Ship Interaction August 2005 Tokyo

Mathematical Model for Manoeuvring Ship Motion

(MMG Model)
Yasuo Yoshimura (Graduate School of Fisheries Sciences, Hokkaido University, Japan)
SUMMARY
For the numerical simulation of manoeuvring ship motion, many kind of mathematical model
has been proposed, and developed with computing tools. Each mathematical model has merits
for each simulation purpose. Simple rudder to yaw response model is also useful for real time
simulation and control.
In this paper, the author reviews the mathematical model for manoeuvring ship motion,
particularly MMG model that is now widely used for many kinds of simulation.

1.

INTRODUCTION

When the hydrodynamic forces during manoeuvring can be provided for each time step, no mathematical model is required. In such case, only the
equation of motion is used for simulations. Recent
computer Fluid Dynamics (CFD) techniques
gradually makes it possible to do so, however, these
simulation techniques have not been completed yet.
In order to describe the hydrodynamic forces for
each time step, mathematical models are usually used.
However, the expression is not so simple because of
the existence of unsteady contributions. Consequently,
the expression of hydrodynamic forces in the
mathematical model has been assumed that they just
depend on velocity and acceleration components.
That is well known quasi-steady approach. In the
simulation of manouvring ship motion, the following
equation of motion for 3 degrees of freedom is
generally used.

m(u& G vG r ) = X G = X GA + X GS

m(v&G + u G r ) = YG = YGA + YGS

= N G = N GA + N GS
I zz r&

(1)

m(u& vr x G r 2 ) = X M = X A + X S

m(v& + x G r& + ur ) = YM = Y A + YS
I zz r& + mxG (v& + ur ) = N M = N GA + N GS

(2)

or

where, m : mass of ship

I ZZ : moment of inertia of ship in yaw motion

Eq.(1) is the equation of motion with the center of

gravity of ship: G, and the notation of uG,vG and r are
velocity components at center of gravity of ship, XG,
YG and NG represent the hydrodynamic forces and
moment acting on G. Meanwhile, eq.(2) is the motion
of equation referred to mid-ship: M, and the notation
of u, v and r are velocity components at mid-ship, XM,
YM and NM acting on M. xG represents the location of
G in x-axis direction. In each equation, the suffix A
represents forces and moment by acceleration
components such as u&, v&, r& , and the suffix S by
velocity components u, v, r including rudder angle
and propeller revolution n.

Fig.1 Co-ordinate system

X A = f AX (u& ) = X u& u&

YA = f AY (v&, r& ) = Yv& v& + Yr& r&

N A = f AN (v&, r& ) = N v& v& + N r& r&

X S = f SX (u , v, r , , n )

YS = f SY (u , v, r , , n )

N S = f SN (u , v, r , , n )

(3)

For the expression of these hydrodynamic forces

and moment, some polynomial functions with
acceleration and velocity components are used. The
coefficients of them correspond to hydrodynamic
derivatives and can be obtained from,
1) Captive model test such as oblique towing test
(OTT), rotating arm test (RAT), circular motion
test (CMT) and planar motion mechanism (PMM)
test.
2) Numeric calculation
3) Identification to the free-model tests or full- scale
trials
4) Database of hydrodynamic derivatives

,where mx, my and Jzz are the added mass and moment
of inertia.
From eq.(5) and (6), the following response model of
rudder to yaw can be introduced under the constant
ships speed. This is well-known Nomotos formula
[2]

T1T2 &r& + (T1 + T2 )r& + r = K + T3&

As mentioned above, steady hydrodynamic forces

XS, YS and moment NS are the functions of u, v, r,
rudder angle and propeller revolution n. In the total
force model, these functions are described as the
following polynomials using Tylor expansion, for
example.

+ X 0 u + X unun + X nn n + X

3
2
2
3
YS = Yv v + (Yr mx )r + Yvvvv + Yvvr v r + Yvrr vr + Yrrr r

+ Y + Yv v + Yr r + Yn n

N S = N v v + N r r + N vvvv 3 + N vvr v 2 r + N vrr vr 2 + N rrr r 3

+ N + Nv v + Nr r + Nn n
X S = X vv v 2 + X vr vr + X rr r 2
2

(4)
These total force models can easily express the
steady hydrodynamic forces, and has been widely
used [1]. The coefficients in eq.(4) are called
hydrodynamic derivatives, and can be obtained by
some model tests using scaled model. These
mathematical models can be usually applied for the
simulation of the specified ship.

3.

RUDDER TO YAW RESPONSE MODEL

Above mathematical model can be reduced as the

following equation eliminating the non-linear terms
when ship motion is small.

YS = Yv v + Yr mx r + Y

N S = Nv v + Nr r + N

X S = X 0u 2

(6)

(7)

Coefficients in the above equation: T1T2 , (T1+T2 ) , T3

and K are as the followings.

TOTAL FORCE MODEL

2.

X A = m x u&

YA = m y v&

N A = J zz r&

(5)

T1T2

= (I zz + J zz )(m+ my ) D

KT3

= N (m+ my ) D

T1 +T2 = {(I zz + J zz )Yv +(m+ my )Nr } D

K
D

= (Y Nv + N Yv ) D

= NrYv +{(m+ mx )U Yr }Nv

Although the eq.(7) express only the small steering

motion, it is very simple and useful particularly for
ship control field such as autopilot.
These models including the total force model,
however, can not simulate the ship motion even when
hull form is the same but rudder or propeller is just
modified from original one, because almost every
coefficient in eq.(4) or eq.(5) becomes different from
the original one. Therefore, another model tests with
altered rudder or propeller are required for obtaining
the coefficients, which consumes a lot of cost and
time for the manouevring simulations.

4.

MMG MODEL

Japanese research group named Manoeuvring

Mathematical Modeling Group (MMG) proposed a
new concept of mathematical model during 19761980 [3][4]. This model is called as MMG model. It
consists of the individual open water characteristics
of hull, propeller, and rudder, and the interaction
effect between them. The insistence of the model is
put on that it has physical meaning as much as
possible and is constructed as simple as possible.
This concept is demonstrated by the following
schematic diagram.

The eq.(3) is also reduced as the followings,

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Fig.2

Schematic diagram of MMG model [3].

The expression of steady forces and moment can be

described separating into the following components
from above the viewpoint of the physical meaning.

XS = XH + XR + XP

YS = Y H + Y R + Y P
N S = N H + N R + N P

(8)

,where the subscripts H, P and R refer to hull,

propeller and rudder respectively.
4.1 Forces and Moment Acting on Hull

XH, YH and NH are approximated by the following

non-dimensional polynomials of and r' like the total
force model. This expression is just one example and
many kinds of polynomials have been proposed.
X H = ( / 2)LdU 2

+ (X rr my )r + X rr r + X

X 0 + X

2
YH = ( / 2)LdU

3 + Y
r 2 r + Yrr r 2 + Yrrr
r 3
Y + (Yr mx )r + Y

N H = ( / 2)L2 dU 2

3 + N
r 2 r + N rr r 2 + N rrr
r 3
N + N r r + N
(9)

{
{

Drift angle: and non-dimensional turning rate: r' are

expressed as =-sin-1(v/U), r' =r(L/U). The notations
of u and v are velocity components and U is the
resultant velocity at the mid-ship. In Fig.3, an
example of measured hull force and moment
coefficients by CMT is shown. Forces and moment
are made non-dimensional by (/2)LdU2 and
(/2)L2dU2 respectively and plotted against drift
angle. The several curves in each figures show the
analyzed characteristics using eq.(9) with the
parameter of r.

Fig.3 Hull force and moment coefficients measured

by CMT [5].

4.2 Force and Moment Induced by Propeller

XP , YP , NP are expressed as the following formulas.

X P = (1 t ) K T D P4 n 2

YP = 0

NP = 0

(10)

, where KT is the thrust coefficient of propeller and it

is described as the function of advance constant of
propeller J.

K T = a0 + a1 J + a2 J 2

(11)

DP represents the propeller diameter and (1-t) is the

thrust deduction factor that is the interaction between
hull and propeller.

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4.3 Force and Moment Induced by Rudder

XR , YR , NR are expressed as the following formulas

taking account of the interactions between hull and
rudder as shown in Fig.4.

FN

YR

YR=aHFNcos
Main hull
x

Rudder

xH
xR

Fig.4 Schematic diagram of rudder force and hull

rudder interaction.

Fig.6 An example of rudder normal force for various

propeller thrust [5].

X R = (1 t R ) FN sin

N R = ( x R + a H x H ) FN cos

YR = (1 + a H ) FN cos

(11)

where, is rudder angle, xR represents the location of

rudder (=-L/2), and tR, aH, and xH are the interactive
force coefficients between hull and rudder.
FN is rudder normal force and can be described as
the following.
FN =

AR f U R sin R
2

(12)

where, AR is rudder area. f is the graduent of the lift

coefficient of ruder, and can be approximated as the
function of rudder aspect ratio . The following is
well-known Fujiis prediction formula.

f = 6.13 /( 2.25 + )

As the ruder normal force is strongly affected by the

propeller stream particularly in case that the rudder is
located just behind the propeller. An example of
measured rudder normal force is shown in Fig.6 for
different 3 propeller thrust, where it can be seen that
the stronger propeller thrust makes the larger rudder
normal force.
In MMG model, the effect of propeller stream is
included by the londituginal inflow velocity of
rudder uR . It can be described as the followings.

{ (

)} + (1 )

u R = (1 w)u 1 + 1 + 8 K T / J 2 1

,where = u R 0 u P = (1 wR ) (1 w)
= kx
= DP H

(14)

(13)

DP

Fig.7
Fig.5 Graduent of the lift coefficient of ruder,
observed and estimated [4].

-4-

Schematic diagram of longitudinal inflow

velocity of rudder[4].

An example of measured longitudinal inflow velocity

is shown in Fig.8, where it can be seen that the
increase of uR when propeller stream (=propeller slip
ratio in this figure) becomes high.

Fig.10 v'R measured by CMT or oblique towing test

with rudder angle [5]

5.
Fig. 8

uR for various propeller slip ratio measured

by rudder tests [5].

Meanwhile, the lateral inflow velocity of rudder vR is

described as eq.(15) according to the following
scheme in Fig.9.

R = R ( r(lR L))
or
(15)
vR = R (v + rlR )
, where R represents the flow-straitening factor by
ship hull. Since the lateral inflow angle is reduced by
ship motion v and r, the rudder normal force
produces the damping force and moment depending
on v and r. This effect is called as the
course-stabilizing factor of rudder. Measured lateral
inflow velocity is shown in Fig.10, where the
predicted characteristic by eq.(15) is compared.

lR

Fig.9

Schematic diagram of lateral inflow velocity

of rudder [3].

Taking account these interactions among hull,

propeller and rudder, inflow velocity UR and angle R
in eq.(12) can be calculated as the following.

1 v R

R = tan
u R

U R = u R + vR
2

SIMULATION OF MOTION

Using the above-mentioned MMG model,

manoeuvring ship motions can be predicted by the
computer simulation. Simulated ship is the scaled
model of fishery training ship [5]. The principal
particulars are listed in Table 1. Hydrodynamic
derivatives and coefficients for the simulation are
listed in Table 2. Simulated ship motions are shown
in Fig.11 - Fig.13.
Table 1 Principal particulars of ship model.
Hull
length
L (m)
2.480
beam
B (m)
0.496
draft
d (m)
0.183
trim
(m)
0.083
Rudder
1/37.5
area ratio(AR/Ld)
1.801
aspect ratio
Propeller
0.135
diameter
DP (m)
pitch ratio
p
0.775
turning direction
right
Table 2 Hydrodynamic derivatives and coefficients.
XH
YH
NH
m'x
-0.0182 m'y
-0.0182 J'ZZ -0.0055
-0.0196 Y'
0.3979 N'
0.0992
X'0
-0.0082 Y'r-mx 0.0918 N'r
-0.0579
X'
1.6016
N' 0.1439
X'r-my -0.1446 Y'
0.0125 Y'r
-0.2953 N'r -0.3574
Xrr
X'
0.3190 Y'rr
0.4140 N'rr 0.0183
-0.0496 N'rrr -0.0207
Y'rrr
a0
1-w
.1-t

0.3560
0.61
0.73

a1

lR

(16)

-5-

-0.2930
1.137
0.551
0.914
0.467
-0.670

a2
1-tR
aH
xH/L

-0.1675
0.709
0.28
-0.377

Fig.13

6.

Simulated turning trajectories [5]

IN ACTUAL SEA CONDITIONS

Above mentioned mathematical model and

simulations are under the calm and deep water
condition. In the actual navigation, there are many
kinds of environmental forces such as wind, wave
and so on. In such simulations, environmental forces
can be just added in eq.(8) of MMG model. Ship-ship
interaction force can be also taken into account, and
then the manoeuvring ship motion can be simulated.

REFERENCES

Fig.11 Simulated steady turning performance [5].

[1] Abkowits, M. Lecture on ship hydrodynaicssteering and manoeuvrability. Hydoro and

Aerodynamics Laboratory Rep. Hy-5, (1946)
[2] Nomoto, K. Analysis of Kempfs Standard
Maneuver Test and Proposed Steering Quality
Indices, Proceedings of 1st Symposium on Ship
Manoeuvrability, (1960), pp.275- 304.
[3] Ogawa, A., Kasai, H. On the Mathematical
Model of Manoeuvring Motion of Ship, ISP, 25,
292, (1978), pp.306-319.
[4] Kose, K., Yumuro, A. and Yoshimura, Y.
Concrete of Mathematical model for ship
manoeuvrability, 3rd Symposium on ship
manoeuvrability, SNAJ, (1981), pp.27-80, (in
Japanese)
[5] Yoshimura, Y., et al., Coasting Manoeuvrability of
single CPP equipped ship and the application of a
new CPP controller, Proc. of MARSIM93, (1993),
pp. 651-660.

Fig.12 Simulated Z-manoeuvres [5]

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