10th IFAC Conference on Control Applications in Marine Systems

10th
10th IFAC
IFAC Conference
September 13-16, 2016.on
Conference on Control
Control Applications
Trondheim, Norway
Applications in
in Marine
Marine Systems
Systems
10th IFAC
September Conference
13-16, on
2016. Control
Trondheim,Applications
Norway in Marine Systems
September 13-16, 2016. Trondheim, Available
Norway
September 13-16, 2016. Trondheim, Norway
online at www.sciencedirect.com

ScienceDirect
IFAC-PapersOnLine 49-23 (2016) 187–192
Hydrodynamic
Hydrodynamic modelling
modelling for
for the
the remotely
remotely
Hydrodynamic
Hydrodynamic modelling
modelling for
for the
the remotely
remotely
operated
operated vehicle
vehicle Visor3
Visor3 using
using CFD
CFD
operated vehicle Visor3 using
operated vehicle Visor3 using CFD
CFD
Juan Ramı́rez-Macı́as ∗∗ Persijn Brongers ∗∗
A. ∗∗ Santiago Rúa ∗
∗
Juan
Juan A.
Ramı́rez-Macı́as
A.
Ramı́rez-Macı́as ∗ Persijn Brongers
Persijn
RafaelPersijn
∗ ∗
Brongers
E. Vásquez ∗∗ Santiago Rúa ∗
∗∗ Santiago Rúa
Juan A.
Ramı́rez-Macı́as
Rafael E. Brongers
Vásquez ∗
∗
Santiago Rúa ∗
Rafael E. Vásquez
Rafael E. Vásquez ∗
∗
∗ Universidad Pontificia Bolivariana, Circular 1 # 70-01, School of
∗ Universidad Pontificia Bolivariana, Circular 1 # 70-01, School of
∗ Universidad Pontificia Bolivariana, Circular 1
Engineering,
Universidad 050031,
Pontificia
Engineering,
Medellı́n,
Bolivariana, 1#
Colombia
Circular 70-01,
70-01, School
# (e-mail:School of
of
Engineering, 050031,
050031, Medellı́n,
Medellı́n, Colombia
Colombia (e-mail:
(e-mail:
juan.ramirez@upb.edu.co,santiago.ruape@upb.edu.co,rafael.vasquez@upb.edu.co).
Engineering, 050031, Medellı́n, Colombia (e-mail:
juan.ramirez@upb.edu.co,santiago.ruape@upb.edu.co,rafael.vasquez@upb.edu.co).
∗∗
juan.ramirez@upb.edu.co,santiago.ruape@upb.edu.co,rafael.vasquez@upb.edu.co).
∗∗ Maritime Research Institute Netherlands MARIN, Haagsteeg 2,
juan.ramirez@upb.edu.co,santiago.ruape@upb.edu.co,rafael.vasquez@upb.edu.co).
∗∗ Maritime Research Institute Netherlands MARIN, Haagsteeg 2,
∗∗ Maritime Research Institute
6708
6708
PM Wageningen,
Maritime
PM Wageningen, Institute Netherlands
Research Netherlands
NetherlandsNetherlands
(e-mail:
MARIN,
MARIN, Haagsteeg
Haagsteeg 2,
(e-mail: P.Brongers@marin.nl).
P.Brongers@marin.nl).2,
6708 PM Wageningen, Netherlands (e-mail: P.Brongers@marin.nl).
6708 PM Wageningen, Netherlands (e-mail: P.Brongers@marin.nl).
Abstract:
Abstract:
Abstract:
This paper addresses the hydrodynamic modelling of an inspection-class remotely operated
Abstract:
This paper
This
vehicle
This paper
paperusingaddresses
addresses the
the
a viscous-flow
addresses
hydrodynamic
the hydrodynamic
solver for the
hydrodynamic
modelling
accurateof
modelling
modelling of an
an inspection-class
an inspection-class
prediction
of prediction of manoeuvring
inspection-class
remotely
remotely operated
operated
coefficients
remotelycoefficients
operated
vehicle
vehicle
needed using
using
for a
a
control viscous-flow
viscous-flow
purposes. solver
solver
The 6-DOFfor
for the
the accurate
accurate
differential prediction
nonlinear of
of
equation manoeuvring
manoeuvring
of motion coefficients
for the ROV
vehicle
needed using
for a
control viscous-flow
purposes. solver
The 6-DOFfor the accurate
differential prediction
nonlinear of
equation manoeuvring
of motion coefficients
for the ROV
needed
visor3
needed for
is control
first
for control purposes.
described
purposes. The
with 6-DOF
emphasis
Theemphasis differential
on
6-DOF differential nonlinear
hydrodynamic equation
terms.
nonlinearterms.
equation Then,of motion
the
of motion for the
hydrodynamic
for the ROV ROV
visor3
model ofis
visor3 is first
first
the ROV described
described with
with
is assembled emphasis
from data on
on hydrodynamic
hydrodynamic
obtained using the terms. Then,
Then,
Virtual the
the
Captive hydrodynamic
hydrodynamic
Test (VCT)
visor3
model ofis first
the ROV described
is with
assembled emphasis
from dataon hydrodynamic
obtained using terms.
the Then,
Virtual the
Captive hydrodynamic
Test (VCT)
model
approach,
model of
of the
where
the ROV
ROV is
is assembled
experiments
assembled such from
from data
as the
data obtained
Planar
obtained using
Motion
using the Virtual
Mechanism
the Virtual Captive
(PMM)
Captive areTest (VCT)
simulated
Test (VCT)
approach,
approach,
using CFD. where
where
In experiments
experiments
this work, the such
such as
as
Maritime the
the Planar
Planar
Research Motion
Motion
Institute Mechanism
Mechanism
Netherlands’ (PMM)
(PMM) viscous are
are simulated
simulated
flow solver
approach,
using CFD. where
In experiments
this work, the such as
Maritime the Planar
Research Motion
Institute Mechanism
Netherlands’ (PMM) viscous are simulated
flow solver
using
ReFRESCO
using CFD. Inis
CFD. Inis this this
used work,
to
work,solve the
the Maritime
steady-state
thetheMaritime Research
and
Research Institute
unsteady Netherlands’
Navier-Stokes
InstituteNavier-Stokes viscous
equations
Netherlands’ equationsviscous flowflow
for solver
single-
solver
ReFRESCO
ReFRESCO
phase turbulent is used
used to
to solve
solve
incompressible the steady-state
steady-state
flow, using a and
and unsteady
unsteady
detailed geometryNavier-Stokes
of the ROV.equations
Three for
for single-
single-
scenarios
ReFRESCO
phase turbulent is used to solve theflow,
incompressible steady-state
using a and unsteady
detailed geometryNavier-Stokes
of the ROV.equations
Three for single-
scenarios
phase
phase turbulent
are considered: incompressible
steady-state
turbulentsteady-state
incompressible flow,
flow, using
computations ofaa forces
usingof detailed
detailed andgeometry
momentsof
geometry forthe
offor
the ROV.
ROV. Three
different values scenarios
Three of inflow
scenarios
are
are considered:
considered:
velocity’s steady-state
direction, steady-state computations
computations
computations of forces
forces
of and
and
forces moments
moments
and moments for different
different
for circularvalues
values of
of inflow
inflow
manoeuvres
are considered:
velocity’s steady-state
direction, steady-state computations
computations of forces
of and
forces moments
and moments for different
for circularvalues of inflow
manoeuvres
velocity’s
in the
velocity’sXY direction,
plane,
direction, andsteady-state
unsteady
steady-state computations
computations
computations of
of
of forces
forces
forces and
and moments
moments for
for circular
rotation
circular manoeuvres
around
manoeuvres the
in
in
XYZ the XY
XY plane,
theaxes. plane, and
and unsteady
The computation unsteady of computations
computations of
of forces
manoeuvring coefficients forces and
and moments
moments
using CFD allowsfor
for rotation
one toaround
rotation developthe
around thea
in
XYZ the XY
axes. plane,
The and unsteady
computation of computations
manoeuvring of forces
coefficients and moments for rotation around the
XYZ axes.
preliminary
XYZ axes. The computation
mathematical
The computation modelof
of manoeuvring
for control purposes
manoeuvring whenusing
coefficients
coefficients there CFD
using
using CFD allows
allows
are limitations
CFD allows
one
one
one forto
to
to
develop
develop
performing
develop
aa
a
preliminary
preliminary mathematical
mathematical model for control purposes when there are limitations for performing
physical tests.
preliminary
physical mathematical model
tests. model for for control
control purposes
purposes when when there
there areare limitations
limitations for for performing
performing
physical
physical tests.
tests.
© 2016, IFAC (International Federation of Automatic Control) Hosting by Elsevier Ltd. All rights reserved.
Keywords: Underwater vehicles, ROV modelling, Hydrodynamic modelling, CFD.
Keywords:
Keywords: Underwater
Underwater vehicles,
vehicles, ROV ROV modelling,
modelling, Hydrodynamic modelling, CFD.
Hydrodynamic modelling, CFD.
Keywords: Underwater vehicles, ROV modelling, Hydrodynamic modelling, CFD.
1. INTRODUCTION Vaz et al. (2010) compared two viscous-flow solvers for
1. INTRODUCTION
1. INTRODUCTION Vaz
Vaz et al.
et al. (2010) compared two viscous-flow solvers for
1. INTRODUCTION the et al. (2010)
the accurate
Vaz accurate (2010) compared
prediction
compared
prediction
of thetwo
thetwo
of the
viscous-flow
manoeuvring
viscous-flow
manoeuvring
solvers
forces
solvers
forces
for
of free
for
of free
free
Several sub-sea operations are performed nowadays using the the accurate
swimming
accurate prediction
streamlined
prediction of
of the manoeuvring
submersibles
manoeuvringusing forces
CFD
forces of
calcula-
of free
Several
Several
underwater sub-sea
sub-sea operations
operations
remotely operatedare performed
are performed
vehicles (ROVs)nowadays
nowadays using swimming streamlined submersibles using CFD calcula-
using
in order
Several
underwater sub-sea operations
remotely operatedare performed
vehicles nowadays
(ROVs) in using swimming
order tions. Zhang
swimming streamlined
et al. (2010)
streamlined submersibles
submersibles using
computed hydrodynamic
using CFDCFD calcula-
calcula-
coeffi-
underwater
to keep people remotely
safe on operated
the surfacevehicles (ROVs)
(Christ in order
and inWernli, tions.
tions.
cients Zhang
Zhang
for a et al.
et al. (2010)
(2010)
long-endurance computed
computed
underwater hydrodynamic
hydrodynamic
vehicle. Chin coeffi-
coeffi-
and
underwater
to keepSuch remotely
people safe on operated
onrequire
the surfacevehicles
surface (ROVs)
(Christ and order
Wernli, tions. Zhang et al. (2010) computed hydrodynamic coeffi-
to keep
2014). people safe
operations the control(Christ
strategies andto Wernli,
achieve cients cients
Lau for aa long-endurance
for
(2012) long-endurance
emphasized on underwater
underwater
the use of vehicle.
vehicle.
CFD Chin
Chin
software and
and
for
to keep
2014). people safe
Such operations
operations on the surface
require control
control (Christ
strategies and Wernli,
toofachieve
achieve cients for a long-endurance underwater vehicle. Chin and
2014). Such
the desired require
vehicle movements strategies
for both kindto vehi- Lau Lau
the (2012) emphasized
(2012)
systematic emphasized
modelling onof the
on the use of
use
hydrodynamicof CFD
CFDdamping
softwareoffor
software fora
2014).
the Such
desired operations
vehicle require
movements control
for strategies
both kind to
kind of achieve Lau (2012) emphasized on the
vehi- the systematic modelling of hydrodynamic damping of a use of CFD software for
the
cles: desired
remotelyvehicle
operated movements
(ROVs) for both
both kind of
or autonomous vehi-
(AUVs)
vehi- the systematic
the
cles: desired
remotely vehicle
operated movements
(ROVs) for
or autonomous
autonomous of
(AUVs) the systematic modelling
complex-shaped
complex-shaped
ROV. Toxopeus
modelling
ROV.toToxopeus
of
of hydrodynamic
Toxopeus
et al. (2013)
hydrodynamic
et al.
al. (2013)
damping
workedofonaa
damping
workedof on
cles:
cles: remotely
(Roberts, 2008;
remotely operated
Chyba
operated (ROVs)
et al.,
(ROVs) or
2008).
or Depending
autonomous (AUVs)
on the complex-shaped
(AUVs) the validation of ROV.
tools simulate et
the (2013) worked
manoeuvrability on
and
(Roberts,
(Roberts,
type of 2008; Chyba
2008;
operation Chyba
that is et
et
to al.,
al.,
be 2008). Depending
2008).
performed, Depending
the on the complex-shaped
on the
navigation, the validation of ROV.toToxopeus
tools simulate et al.
the (2013) workedand
manoeuvrability on
(Roberts, 2008; Chyba et al., 2008). Depending on the the the validation
seakeeping
validation of
of of tools
seatools to
vehicles. simulate
Wang the
to simulate the manoeuvrability
et al. (2014) developed
manoeuvrability and
and
type
type of
of operation that is to be performed, the navigation, seakeeping of sea vehicles. Wang et al. (2014) developed
type of operation
guidance,
guidance, operation
and
that
that is
and control
control is to
to be
(NGC)
(NGC) be performed,
system for the
performed,
system for an
the navigation, seakeeping
an underwater
navigation,
an underwater
underwater the mathematical
seakeeping of
of sea
sea vehicles.
model forWang
vehicles. et
et al.
an underwater
Wang al. (2014) developed
vehicle
(2014) based
developed
guidance,
vehicle canand havecontrol
different (NGC)
degrees system for
of sophistication (Chyba the the
on mathematical
mathematical
CFD calculations, model
model stripfortheory,
for an underwater
an underwater
and vehicle
vehicle
open-water based
based
tests.
guidance, and control (NGC) system for an underwater the mathematical model
vehicle
vehicle can have
can
et al., 2008; have different
different
Roberts, 2008;degrees
degrees of sophistication
of
Fernandes sophistication (Chyba
et al., 2015;(Chyba Soylu on on CFD
CFD calculations, stripfortheory,
an underwater
theory, and open-watervehicletests.
open-water based
vehicle
et al., can have
2008; different
Roberts, 2008;degrees of sophistication
Fernandes et al., 2015; (Chyba
Soylu on CFD calculations,
Gutiérrez calculations,
et al. (2010)
strip
strip theory,the
developed
and
and open-water
underwater
tests.
tests.
remotely
et
et al., 2008;
2008; Roberts,
2016);
al., 2016); most control
Roberts, 2008; Fernandes
schemes
2008;schemes
Fernandes for et al.,
al., 2015;
ocean
et vehicles
2015; Soylu
are Gutiérrez et al. (2010) developed the underwater remotely
Soylu
et
et al.,
al.,
based 2016);
on the most
most control
control
mathematical schemes
model forthe
for
of ocean
ocean
system vehicles
vehicles are Gutiérrez
are
(Fossen, Gutiérrez et
et al.
operated vehicle al. (2010)
visor3
(2010) developed
for visual
developed the underwater
inspection
the inspection
underwaterof ofremotely
under-
remotely
et al., on
based 2016);
the most control schemes
mathematical model forthe
of ocean
system vehicles are operated
(Fossen, operated vehicle
vehicle visor3
visor3 for visual
for visual inspection of under-
under-
based
2011). on on the mathematical
Therefore, it is desirable model of the
to ofhave system (Fossen, water
operatedstructures
vehicle of Colombian
visor3 for port
visual facilities
inspection andof oceano-
under-
based
2011). the mathematical
Therefore, model the accurate models water structures of Colombian port facilities and oceano-
system (Fossen,
2011).
for NGC
2011). systems; it
Therefore,
Therefore, it
is
is desirable
ithowever,
is desirable
desirable
to
this to have
have
is not
to have
accurate
a accurate
simple task
accurate
models
due water
models
models
graphicstructures
water
graphic
research.of
structures
research.
Colombian
Although
ofAlthough
Colombianmuch port
much facilities
work
port work hasand
facilities
has
been
and
been
oceano-
done
oceano-
done
for
for
to NGC
NGC
the systems;
systems;
highly however,
however,
non-linear this
this
behavior is
is not
not
that a
a simple
simple
appears task
task
with due
due
the graphic
in
graphic research.
mechanics
research.and Although
electronics,
Although much
much work
(Aristizabal
work has
et
has been
al.,
been done
2016),
done
for
to NGC
the systems;
highly however,
non-linear this is that
behavior not aappears
simple withtask duethe in in mechanics and
mechanics and electronics,
electronics, (Aristizabal
(Aristizabal et al.,
et al., for
2016),
2016),
to the a closed-loop control system was not developed the
to the highly
fluid-vehicle non-linear
interaction
highlyinteraction
fluid-vehicle non-linear(Xu behavior
(Xu et al., that
behavior
et al.,
2013).
that
2013).
appears
appears with with thethe ain aROV mechanics and
closed-loop
closed-loop control electronics,
system (Aristizabal
was not et al., for
developed 2016),
the
fluid-vehicle interaction (Xu et al., 2013). a visor3, control
closed-loop so the system
control capabilities
system was
was not
of
not thedeveloped
vehicle are
developed for
for the
still
the
fluid-vehicle
There are works interaction
reported(Xu et al., 2013).
in literature in which experimen- ROV ROV visor3,
visor3, so the
so the capabilities ofskills.
the vehicle
vehicle are stillstill
There are works reported in literature in which experimen- completely
ROV visor3,
completely so the capabilities
dependent
dependent
on the pilot’sof
capabilities
on the pilot’s
the
the vehicle are
ofskills. are still
There are
are works
tal modelling is reported
used to in literature
compute in
in which
which experimen-
mathematical model’s completely dependent on
There
tal modellingworks reported
isfor
used to in literature
compute mathematical experimen-
model’s completely
This work dependent
addresses the on the
the pilot’s skills.
firstpilot’s
approachskills.to obtain a hy-
tal modelling
parameters;
tal modelling seeis
is used
used to
instance
to compute
Avila etmathematical
compute al. (2013) and model’s
mathematical Velasco This
model’s work addresses the first approach to obtain
obtain
parameters;
parameters;
et al. (2015).seesee for
for
Althoughinstance
instance Avila
Avila
experimental et
et al.
al. (2013)
(2013)
modelling and
and Velasco
is Velasco
impor- This This work
drodynamic addresses
model
work addresses for the
the
the first
ROV
first approach
visor3
approach to
that aa
will help
to obtain
hy-
a hy-
to
hy-
parameters;
et al. (2015). see for
Althoughinstance Avila
experimental et al. (2013)
modelling andis Velasco
impor- drodynamic
drodynamic model
model for
for the
the ROV
ROV visor3
visor3 that
that will
will help
help to
to
et
tantal. (2015).
for Although
detailed calculation experimental modelling
of coefficients, testingisfacilities
impor- develop
drodynamic a model-based
model for controlcontrol
the ROV system.
visor3 The second
that section
will help to
et al.for
(2015). Although experimental modelling
testingisfacilities
impor- develop develop
tant
tant
are notfor detailed
detailed calculation
calculation
always available. of coefficients,
of coefficients,
Therefore, testing
Computational facilities
Fluid develop presentsaaaa model-based
model-based
description ofcontrol
model-based control
system.
system.
the vehicle
system.
The
andThe
The
second
thesecond section
section
mathematical
second section
tant
are for detailed
not always
always calculation
available. of coefficients,
Therefore, testing
Computational facilities
Fluid presents aaa description
description of the
the vehicle and the mathematical
are not
Dynamics
are not always(CFD) available.
techniques
available. Therefore, Computational
offer a good
Therefore, first approach
Computational in presents
Fluid
Fluid
model, where
presents
model, wheredescription of
of the vehicle
hydrodynamic
hydrodynamic
forcesand
vehicle
forcesand
arethe
arethe
mathematical
modelled
mathematical
modelled
using
using
Dynamics
Dynamics
order to (CFD)
(CFD)
obtain thetechniques
techniques
mathematical offer
offer a
a good
good
model first
first
of oceanapproach
approach in
in
vehicles. model,
polynomial
model, where
where hydrodynamic
expressions
hydrodynamic whose forces
coefficients
forces are
are modelled
are denominated
modelled using
using
Dynamics
order to (CFD)
to obtain thetechniques
mathematical offer model
a goodoffirst oceanapproach in polynomial
vehicles. polynomial expressions
expressions whose whose coefficients
coefficients are are denominated
denominated
order
order to obtain
obtain the
the mathematical
mathematical model model of of ocean
ocean vehicles.
vehicles. polynomial expressions whose coefficients are denominated
Copyright
2405-8963 © © 2016,
2016 IFAC 187Hosting by Elsevier Ltd. All rights reserved.
IFAC (International Federation of Automatic Control)
Copyright
Copyright © 2016 IFAC 187
Peer review©
Copyright 2016
©under IFAC
2016 responsibility
IFAC 187
of International Federation of Automatic
187Control.
10.1016/j.ifacol.2016.10.341
2016 IFAC CAMS
Sept 13-16, 2016. Trondheim, Norway Juan A. Ramírez-Macías et al. / IFAC-PapersOnLine 49-23 (2016) 187–192
188

manoeuvring coefficients. The third section presents CFD and, as shown in the next section, manoeuvring studies
calculations used to compute such coefficients for different conducted by means of CFD are used to obtain expressions
scenarios; subsequently, the results are compared to the for some of the hydrodynamic terms.
CFD data. Finally, the conclusions are presented.
2.2 Hydrodynamics forces
2. ROV VISOR3 MATHEMATICAL MODEL
In this work, the hydrodynamic forces dependent on rela-
2.1 General model tive velocities are grouped into a single vector, namely
T
To analyze the motion of visor3 in a three-dimensional [ X Y Z K M N ] = CA (νr ) νr + D (νr ) νr . (6)
space, three coordinate frames are defined: an inertial Different approaches have been adopted to model (6); see
earth-fixed frame, where the motion of the vehicle is for instance Fossen (2011). In this work Taylor-series-like
described, a body-fixed frame, which is conveniently fixed models are used; this means that, as usual, each force
to the centre of the vehicle and moves with it, and a and moment is calculated as a sum of polynomial terms,
frame aligned with the incoming flow (Fig. 1). The position but this time even terms, e.g. square terms, are signed.
and orientation of the vehicle are described relative to the In the manoeuvring modelling of ships it is customary to
earth-fixed frame as use non-dimensional description of variables, but, when
T modelling ROVs, it is more common to use variables in
η = [x y z φ θ ψ] . (1)
their physical dimensions. In this work forces and moments
The linear and angular velocities of the vehicle in the body-
are calculated in N and Nm respectively, and velocities and
fixed frame are denoted as
T angular velocities are calculated in m/s and rad/s.
ν = [u v w p q r] . (2)
The body-fixed frame and flow oriented frame share their The structure used for forces and moments equations is as
origin, but they have different orientations. The relative follows
orientation of the flow-oriented frame is given by the X = (Xu|u| |u| + Xu|v| |v| + Xu|w| |w|)u
so-called attack and drift angles, given by α and β re- + Xvr vr + Xu|r| u|r|, (7a)
spectively. The flow frame allows one to create alternate
Y = (Y|u|v |u| + Yv|v| |v| + Yv|w| |w|)v
descriptions of the velocity; these will be described later.
+ Yu|r| u|r| + Yv|r| v|r|, (7b)
The mathematical model that describes the 6-DOF dif-
Z = (Z|u|w |u| + Z|v|w |v| + Zw|w| |w|)w, (7c)
ferential nonlinear equation of motion for an underwater
vehicle, as stated in (Fossen, 2011), can be written as K = Kp p + Kp|p| p|p| + (Kvw w + Kv|w| |w|)v, (7d)
MRB ν̇ + CRB (ν) ν + MA ν˙r + CA (νr ) νr + M = Mq q + Mq|q| q|q| + (M|u|w |u| + Mw|w| |w|)w
D (νr ) νr + g (η) = τ . (3) + Mv|w| v|w| + Mab1 (u2 − w2 )uw| sin(α/2)|
The first and second terms (MRB and CRB ∈ R6×6 ) + Mab2 |uw2 |sign(uw), (7e)
represent the rigid-body forces; the third, fourth and fifth N = Nr r + Nr|r| r|r|
terms (MA , CA and D ∈ R6×6 ) hydrodynamic forces; the + (N|u|v |u| + Nv|v| |v| + Nv|w| |w|)v
last term (g ∈ R6×1 ) represents hydrostatic forces; and
the right-hand term (τ ∈ R6×1 ) is the force vector due to, + Nab1 (u2 − v 2 )uv| sin(β/2)| + Nab2 |uv 2 |sign(uv)
e.g., thrusters. The hydrodynamic forces are dependent on + Nvr vr + N|ur| |ur|sign(r). (7f)
the body velocity relative to the flow around the vehicle. In Here, the attack angle α and drift angle β are used, and
the case of irrotational ocean currents, the relative velocity the relative velocity subscripts are dropped for simplicity.
vector is given by α and β are defined such that (Fossen, 2011)
ν r = ν − νc , (4) T T
T [ u, v, w ] = V [ cos α cos β, sin β, sin α cos β ] , (8)
νc = [uc , vc , wc , 0, 0, 0] . (5)
The hydrostatic and rigid body forces in (3) are approx- where V is the magnitude of the velocity.
imated using a comprehensive CAD model of the ROV, The model structure of (7a)–(7f) may seem rather arbi-
trary, but it is chosen to capture most variations found in
Y0 Y Earth-fixed the CFD calculations. The coefficients of this model are fit-
v(s q(pitch) frame ted after the data is obtained from the CFD computations.
wa
y) The fitting process is sequential, where the most relevant
r0 terms are first calculated and frozen, before fitting higher
O order or highly-coupled terms. After this, the fitted model
X and CFD data are compared.
p(roll)
e) Z 3. CFD COMPUTATIONS
rg
su α Body-fixed
u(
frame
X0 −β 3.1 Viscous flow solver
r (yaw)
flow Xf
Flow-oriented w(heave) In this work, the Maritime Research Institute Netherlands’
frame
Z0 viscous flow solver ReFRESCO was used through all
computations. ReFRESCO is a viscous-flow CFD code
Fig. 1. Coordinate frames and velocities that solves multiphase (unsteady) incompressible flows

188
 2016 IFAC CAMS
Sept 13-16, 2016. Trondheim, Norway Juan A. Ramírez-Macías et al. / IFAC-PapersOnLine 49-23 (2016) 187–192 189
using the Navier-Stokes equations, complemented with
turbulence models, cavitation models and volume-fraction
transport equations for different phases (Vaz et al., 2009).
The equations are discretised using a finite-volume ap-
proach with cell-centered collocated variables, in strong-
conservation form, and a pressure-correction equation
based on the SIMPLE algorithm is used to ensure mass
conservation (Klaij and Vuik, 2013). Time integration is
performed implicitly with first or second-order backward
schemes. At each implicit time step, the non-linear system
for velocity and pressure is linearised with Picard’s method
and either a segregated or coupled approach is used. In
the latter, the coupled linear system is solved with a
matrix-free Krylov subspace method using a SIMPLE-type
preconditioner (Klaij and Vuik, 2013). A segregated ap-
proach is always adopted for the solution of all other trans-
port equations. The implementation is face-based, which
permits grids with elements consisting of an arbitrary
number of faces (hexahedrals, tetrahedrals, prisms, pyra-
mids, etc.), and if needed h-refinement (hanging nodes).
For turbulence modelling, RANS/URANS, SAS and DES
approaches can be used.
3.2 Virtual Captive Tests
The hydrodynamic model of the ROV was assembled
from data obtained using the Virtual Captive Test (VCT)
approach, where experiments such as the Planar Motion
Mechanism (PMM) are simulated using CFD calculations.
In this case the steady-state and unsteady Navier-Stokes
(NS) equations were solved for single-phase turbulent
incompressible flow, using a detailed geometry of the ROV.
From now on, steady-state computations refer to using
numerical solvers for the steady-state NS equations and
unsteady computations refer to using numerical solvers for
the unsteady NS equations.
Verification computations to study the influence of pa-
rameters such as domain size, mesh refinement, viscous
layers, and flow regime for some VCT were carried out;
however, such results are not shown. Variation caused by
those parameters was regarded as negligible.
Three sets of VCT were carried out:
• Steady-state computations of forces and moments
for different values of inflow velocity’s direction, ex-
pressed as variations of the attack and drift angles.
• Steady-state computations of forces and moments
for circular manoeuvres in the XY plane, expressed
as variations of the attack angle and yaw angular
velocity.
• Unsteady computations of forces and moments for
rotation around the XYZ axes. For roll and pitch
motion, oscillations were used; for yaw motion, ac-
celeration curves were used.
It is important to note that all steady-state computa-
tions were done on strictly unsteady phenomena. This
is apparent when, using a steady model, low residuals
are not accomplished. The error bars shown in further
plots illustrate variation of the forces and moments due
to non-convergence of the steady-state model; these bars
are drawn two standard deviations above and below the
mean value.
189
thrusters
light_ur
frame
light_dr
hull
light_ul
light_dl
Fig. 2. visor3 simplified geometry and boundary condi-
tions
3.3 Simplified geometry
The geometry of the ROV is shown in Fig. 2. It includes six
water-tight bodies: four lights, the protecting frame, and
the hull and external thrusters; the hull features a cylinder
with two hemispheres, including the most relevant section
changes and a highly simplified tether connection; noz-
zles and propellers of both external thrusters are absent;
lights are simple cylinders; all tunnels for thrusters, and
consequently these thrusters, are eliminated; and all small
details such as nuts, bolts, ballast, cables, and minor sec-
tion changes are ignored. For this geometry, variables are
made non-dimensional using Lref = 0.660 m as reference
length and Vref = 1.5 m/s as reference speed.
When preparing the different grids, the body’s walls were
defined as shown in Fig. 2, where each color identifies each
surface.
3.4 Variations of inflow angle
At this stage, the velocity of the relative flow around the
vehicle was varied. These variations were accomplished
keeping the speed constant and varying attack and drift
angles, respectively α and β, as defined in (8). Three
groups of simulations varying the inflow direction were
performed, namely:
• For α = 0, vary β from 0 to 180 deg, with 30-deg
steps.
• For β = 0, vary α from −180 to 180 deg, with 30-deg
steps.
• For α = 90 deg, vary β from 0 to 180 deg, with 30-deg
steps.
Data obtained from these computations provide informa-
tion about velocity’s uncoupled terms and two-wise cou-
pling between linear velocity variables, i.e. u–v, v–w, and
u–w coupling. For (7a)–(7f), these data help to obtain the
following terms:
• β variations when α = 0 give information for Xu|u| ,
Xu|v| , Y|u|v , Yv|v| , N|u|v , Nv|v| , Nab1 , and Nab2 .
• α variations when β = 0 give further information for
Xu|w| , Zu|w| , Zw|w| , M|u|w , Mw|w| , Mab1 , and Mab2 .
• β variations when α = 90 deg complete information
for Yv|w| , Zv|w| , Kvw , Kv|w| , Mv|w| , and Nv|w| .
For these simulations, redundant scenarios were avoided,
including those due to XZ-plane symmetry.
2016 IFAC CAMS
Sept 13-16, 2016. Trondheim, Norway Juan A. Ramírez-Macías et al. / IFAC-PapersOnLine 49-23 (2016) 187–192
190
Fig. 3. Flow visualisation at different β. V colors depicted in the flow plane around the hull and Cp colors depicted on
the hull.
Variations of drift angle when α = 0: Variations of β
predominantly affect X, Y , and N . Variations of Z, K, and
M are small, thus considered negligible. Fig.
√ 3 illustrates,
for this VCT, flow velocity magnitude V = u2 + v 2 + w2
and pressure coefficient Cp = P/( 12 ρVref 2 ) at different β.
In the definition of Cp , P stands for pressure and ρ =
1025 kg/m3 is the medium’s density. The obtained model
and comparison with CFD data are shown in Figs. 4a and
4d. Results between −180 and 0 deg are obtained from
XZ-plane symmetry.
Variations of attack angle when β = 0: Variations of
α when β = 0 predominantly affect X and Z, as well as
M . Variations of Y , K, and N are small, thus considered
negligible. The obtained model and comparison with CFD
data are shown in Figs. 4b and 4e. Given the fact that
symmetry does not hold for these calculations, all results
come from different computations.
Variations of drift angle when α = 90 deg: Variations of
β when α = 90 deg predominantly affect Y and Z, as well
as K, N , and M . Variation of X is small, thus considered
negligible. The obtained model and comparison with CFD
data are shown in Figs. 4c and 4f. Compared to previous
cases, in this one all moments show non-negligible values.
Moreover, XZ-plane symmetry also holds.
3.5 Variations of drift and yaw rate
In this set of calculations the direction of the relative inflow
was varied only in the XY-plane, along with variations of
yaw rate. These variations were given by different drift
angles β, and different values of the non-dimensional yaw
rate γ. In this case the relative ROV’s velocity is given by
u = V cos β, v = V sin β. (9)
These computations were configured using different values
of the non-dimensional yaw rate given by
γ = rLref /Vref , (10)
and, subsequently, forcing a circular motion with speed
V = Vref and radius R = Lref /γ.
190
Considered computations include the following conditions:
• β from 0 to 90 deg, using 30-deg steps, and
• γ = 0.03, 0.1, and 0.3.
These computations represent the most common way to
perform yaw rotation combined with XY displacement.
The data obtained give information about u-v-r coupling.
Consequently, these computations give further information
for the coefficients Xvr , Xu|r| , Yu|r| , Yv|r| , Nvr , and N|ur| .
The resulting model and comparison with CFD data are
show in Fig. 5. Here, forces and moments are plotted
against β and each line represents a different γ; dots
represent CFD data and solid lines represent the obtained
model.
3.6 Unsteady rotation
Unsteady computations were carried out to calculate mo-
ments during rotation around X-Y-Z axes. Here an im-
posed motion of the grid has been applied: roll and pitch
movements used forced oscillations and yaw movement
used a cycloid acceleration curve.
For both roll and pitch motions, the parameters given in
Table 1 were used.
Parameter Value Units
Frequency 0.3 rad/s
Amplitude 5 deg
Total number of periods 3 -
Start-up periods 1 -
Time step 0.005 s
Table 1. Forced oscillation parameters for roll
and pitch
The data obtained provide information for moments about
X-Y-Z axes due to uncoupled rotation. These computa-
tions give information for coefficients such as Kp , Kp|p| ,
Mq , Mq|q| , Nr , and Nr|r| . The resulting moment curves and
comparison with CFD computations are shown in Fig. 6.
 2016 IFAC CAMS
Sept 13-16, 2016. Trondheim, Norway Juan A. Ramírez-Macías et al. / IFAC-PapersOnLine 49-23 (2016) 187–192 191

200 200 200

100 100 100

Forces (N)
Force (N)

Force (N)
0 0 0

X-dat a X-dat a X-dat a

100 Y-dat a 100 Y-dat a 100 Y-dat a
Z-dat a Z-dat a Z-dat a
X-fit X-fit Y-fit
200 200 200
Y-fit Z-fit Z-fit

150 100 50 0 50 100 150 150 100 50 0 50 100 150 150 100 50 0 50 100 150
Drift angle (deg) Angle of at t ack (deg) Drift angle (deg)

a) b) c)
20 20 20

15 15 15

10 10 10

5 5 5
Mom ent (Nm )

N (Nm )
Z (N)

0 0 0
K-dat a
5 5 5 M-dat a
K-dat a K-dat a N-dat a
10 M-dat a 10 M-dat a 10 K-fit
15
N-dat a 15
N-dat a 15
M-fit
N-fit M-fit N-fit
20 20 20
150 100 50 0 50 100 150 150 100 50 0 50 100 150 150 100 50 0 50 100 150
Drift angle (deg) Angle of at t ack (deg) Drift angle (deg)

d) e) f)
Fig. 4. Variation of forces and moments. a) Forces for different β. b) Forces for different α, when β = 0. c) Forces for
different β, when α = 90 deg. d) Moments for different β. e) Moments for different α, when β = 0. f) Moments for
different β, when α = 90 deg.

1.5
50 CFD dat a
0.03 1.0
0
0.1 0.5 Fit
50
K (Nm )
X (N)

100 0.3 0.0

150 0.3 0.5
200 1.0
0.1
250 1.5
50 0 50 0.03 0 1 2 3 4 5 6 7
300 1.5 Tim e (s)
0.0
200 1.0
0.03
100 0.5
M (Nm )

0.1
Y (N)

0 0.0
100 0.3 0.5
200 1.0
300 1.5
50 0 50 0 1 2 3 4 5 6 7
30 0 Tim e (s)
20 1
10 2
N (Nm )

N (Nm )

0 3
4
10
5
20
6
30 7
50 0 50 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5
Drift angle (deg) Tim e (s)

Fig. 5. Variation of forces and moments for different β and Fig. 6. Unsteady rotation resulting moments
γ
the inclusion of highly non-linear terms to improve fitness.
3.7 Obtained coefficients The difficulty to fit well the behaviour of moments became
apparent during this work.
The obtained coefficients comprising all VCT are shown
in Table 2. Further works will include experimental validation of the
obtained results, as well as a thorough verification of
4. CONCLUSIONS computations. Additionally, unsteady CFD computations
should be considered, including those that provide in-
formation about frequency response and added mass, as
The hydrodynamic model of the underwater remotely op- well as computations to study the influence of wake on
erated vehicle visor3 has been presented. This model con- thrusters. Moreover, the influence of the tether should be
siders forces and moments generated by the movement of also studied.
the vehicle within the fluid. The manoeuvring coefficients
were found after using data obtained from a VCT approach Using this hydrodynamic model of visor3, it is possible
and fitting it to Taylor-series-like models. Generally, the to develop and evaluate through simulation a model-
forces models fit well, but the moments models require based control system that considers more complex non-

191
2016 IFAC CAMS
192 13-16, 2016. Trondheim, Norway Juan A. Ramírez-Macías et al. / IFAC-PapersOnLine 49-23 (2016) 187–192
Sept

Coeff. Value Coeff. Value Units sults. Control Engineering Practice, 39, 90 – 102. doi:
Xu|u| −72.5609 Yv|v| −78.1767 10.1016/j.conengprac.2014.12.005.
Zw|w| −95.8881 Xu|v| −21.5006 Fossen, T.I. (2011). Handbook of marine craft hydrody-
Xu|w| −34.0911 Y|u|v −67.0239 N/(m/s)2 namics and motion control. John Wiley & Sons, West
Yv|w| −24.9222 Z|u|w −77.8589 Sussex, United Kingdom.
Z|v|w −47.4107 Gutiérrez, L.B., Zuluaga, C.A., Ramı́rez, J.A., Vásquez,
Kvw −3.8601 Mu|w| −1.8696 R.E., Flórez, D.A., Taborda, E.A., and Valencia, R.A.
Mw|w| −2.6395 Mv|w| −0.5831 Nm/(m/s)2 (2010). Development of an underwater remotely oper-
N|u|v −0.3147 Nv|v| −3.4828 ated vehicle (ROV) for surveillance and inspection of
Nv|w| −2.0364
port facilities. In Proceedings of the ASME IMECE2010.
Xu|r| −78.1726 Xvr −3.8179 N/(m rad/s2 )
doi:10.1115/IMECE2010-38217.
Yv|r| −89.4249 Yu|r| −11.5705
Klaij, C.M. and Vuik, C. (2013). Simple-type precondition-
Nvr −3.9045 N|ur| −1.1103 N/(rad/s2 )
Mab1 5.7699 Nab1 −4.8905 Nm/(m/s)4
ers for cell-centered, colocated finite volume discretiza-
Mab2 −10.3963 Nab2 −5.9839 Nm/(m/s)3
tion of incompressible reynolds-averaged navier-stokes
Kp −0.3894 Mq −0.9437 Nm/(rad/s)
equations. International Journal for Numerical Methods
Nr −1.7661 in Fluids, 71(7), 830–849.
Kp|p| −1.5274 Mq|q| −1.5478 Nm/(rad2 /s2 ) Roberts, G. (2008). Trends in marine control systems.
Nr|r| −1.0540 Annual Reviews in Control, 32(2), 263 – 269. doi:
Table 2. Manoeuvring coefficients 10.1016/j.arcontrol.2008.08.002.
Soylu, S., Proctor, A.A., Podhorodeski, R.P., Bradley, C.,
linearity of forces and moments; this, potentially, will lead and Buckham, B.J. (2016). Precise trajectory control
to improve the NGC system performance. for an inspection class ROV. Ocean Engineering, 111,
508 – 523. doi:10.1016/j.oceaneng.2015.08.061.
ACKNOWLEDGEMENTS Toxopeus, S., Simonsen, C., Guilmineau, E., Visonneau,
M., Xing, T., and Stern, F. (2013). Investigation
This work was developed with the funding of the Fondo of water depth and basin wall effects on KVLCC2
Nacional de Financiamiento para la Ciencia, la Tecnologı́a in manoeuvring motion using viscous-flow calculations.
y la Innovación, Francisco José de Caldas; the Colombian Journal of Marine Science and Technology, 18(4), 471–
petroleum company, ECOPETROL; the Universidad Pon- 496. doi:10.1007/s00773-013-0221-6.
tificia Bolivariana - Medellı́n, UPB; the Universidad Na- Vaz, G., Jaouen, F., and Hoekstra, M. (2009). Free-
cional de Colombia - Sede Medellı́n, UNALMED; through surface viscous flow computations. validation of URANS
the Strategic Program for the Development of Robotic code FreSCo. In OMAE2009. Hawaii, USA. doi:
Technology for Offshore Exploration of the Colombian Sea 10.1115/OMAE2009-79398.
Bed, project 1210–531–30550, contract 0265–2013. The Vaz, G., Toxopeus, S., and Holmes, S. (2010). Calcu-
authors thank to MARIN Academy for Juan A. Ramı́rez- lation of manoeuvring forces on submarines using two
Macı́as’s PhD internship, carried out in 2015. viscous-flow solvers. In ASME 2010 29th International
Conference on Ocean, Offshore and Arctic Engineering
REFERENCES OMAE2010, 621–633. doi:10.1115/OMAE2010-20373.
Velasco, F.J., Revestido-Herrero, E., Lastra-Santos, F.J.,
Aristizabal, L.M., Rúa, S., Gaviria, C.E., Osorio, S.P., Riola-Rodriguez, J.M., Diaz-Hernandez, J.J., and Vega-
Zuluaga, C.A., Posada, N.L., and Vásquez, R.E. (2016). Antolin, L.M. (2015). Measurements of hydrodynamic
Design of an open source-based control platform for an parameters and control of an underwater torpedo-
underwater remotely operated vehicle. DYNA, 83(195), shaped vehicle. IFAC-PapersOnLine, 48(2), 167 – 172.
198–205. doi:10.15446/dyna.v83n195.49828. doi:10.1016/j.ifacol.2015.06.027.
Avila, J., Donha, D., and Adamowski, J. (2013). Ex- Wang, C., Zhang, F., and Schaefer, D. (2014). Dynamic
perimental model identification of open-frame under- modeling of an autonomous underwater vehicle. Journal
water vehicles. Ocean Engineering, 60, 81 – 94. doi: of Marine Science and Technology, 20(2), 199–212. doi:
10.1016/j.oceaneng.2012.10.007. 10.1007/s00773-014-0259-0.
Chin, C. and Lau, M. (2012). Modeling and testing of Xu, F., Zou, Z.J., Yin, J.C., and Cao, J. (2013).
hydrodynamic damping model for a complex-shaped Identification modeling of underwater vehicles’
remotely-operated vehicle for control. Journal of Ma- nonlinear dynamics based on support vector
rine Science and Application, 11(2), 150–163. doi: machines. Ocean Engineering, 67(0), 68 – 76. doi:
10.1007/s11804-012-1117-2. http://dx.doi.org/10.1016/j.oceaneng.2013.02.006.
Christ, R.D. and Wernli, R.L. (2014). The ROV Man- Zhang, H., Xu, Y.R., and Cai, H.P. (2010). Using CFD
ual, a user guide for Remotely Operated Vehicles. software to calculate hydrodynamic coefficients. Journal
Butterworth-Heinemann, Oxford. of Marine Science and Application, 9(2), 149–155. doi:
Chyba, M., Haberkorn, T., Smith, R., and Choi, S. (2008). 10.1007/s11804-010-9009-9.
Design and implementation of time efficient trajectories
for autonomous underwater vehicles. Ocean Engineer-
ing, 35(1), 63 – 76. doi:10.1016/j.oceaneng.2007.07.007.
Fernandes, D.A., Sorensen, A.J., Pettersen, K.Y., and
Donha, D.C. (2015). Output feedback motion control
system for observation class ROVs based on a high-
gain state observer: Theoretical and experimental re-

192