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10. Füll-scale Measurement of Frequency Response

Characteristics of Ships in Steering
Parallel Shift Manoeuvre Test as Applied, to Actual Ships-
Keiichi KARASUNO*, Member

(Fro,n J.S.N.A. Japan, Vol: 128, Dcc. 1970)

Summary
This paper shows the resdits obtained on actual ships by using the method presented
before in A New Procedure of Manoeuvring Model Experiment i) The purpose of this
paper is to determine these four characteristic constants K' Ti' T2' and r3' of actual ships
by means of frequency response analysis of a parallel shift manoeuvring and trapezoidal
steering tests with fixed periods This procedure gives enough informations of frequency
response characteristics of a ship at practically important frequencies.
As an additional attempt this paper deals with a çb-çi phase plane analysis on a parallel
shift manoeüvre to determine the characteristic constants K', Ti', T2' and Ti'.
Full size experiments were carried out for eight actual ships ranging from a 360 GT
training ship to a 220,000 DWT oil tanker.
The conclusiòns obtained are that:
the combination of the parallel shift manoeuvre and periodic trapezoidal steering is
a promising procedure for full size steering test to determine the steering characteristic
constants K', Ti', T2' and T3'.
both steering tests mentioned above are also applicable to the phase plane analysis
and this analysis can be used to determine the reasonable characteristic constants together
with the frequency response analysis.
the steeriñg transfer futiction Y(iw), obtained from the frequency response analysis
in the intermediate frequency range provides useful data in connection with K'T3'/Ti'Tj' to
determine whether the course keeping ability, especially in the case of the automatic steer.
ing, is sufficient or not.

Introduction proper course-keeping quality of the ships.

Highly centralized automatic control sys-
tem of ships has been progressing rapidly,
accompaniéd by successive appearance of
specialized carrier and shortage of seamen.
Along with it, course-keeping quality be-
comes the center of interst in the field. of
study on rnänoeuvrability of ships, especially
the relation between the course-keeping
ability of ships with control systems in.
corporàting automatic steering device and
'
In fact, many super-large ships showing
course-instability are operated sufficiéntly
enough with auto-pilot systems, therefore one
of the ship design problems is to find out the
allowable course-instability limit and con-
sequently the least rudder area neçessary
for a given ship.
In general, the characteiistics of the re-
sponse behaviour of a ship to steering can
be well represented by four characteristic
constants K, T, T2 and T3. Usually, the

Kobe University of Mercantile Marine simplified steering quality indices K and T

149
150 Keiichi KARAStThO

are widely used. These indices together in practice. Further, the comparison between
with the results of the spiral test turned out the data of full-scale expêriments and, model
to be the common method of representing experiments is possible, and useful informa-
the manoeuvrability of ships. Hitherto, tion can be obtained in regard to the cor-
Numerous results of full-scale manoeuvre relation of full-scale ships and model ships
test to steering have, been summarized ac- on manoeuvrability.
cording to this simplified indices in the J apa-
nese shipyards, and these indices, K and T Principal particulars of given ships and
become the criteria to judge the manoeuvra- the 'test conditions
bility of ships. Recently K and T were used Full-scale experiments were carried out in
also for the calculation of ship motion caused cooperation with some shipyards, Japan Ship-
by automatic steering. However, when the building Research Association and using a
ship is steered frequently by manual or by traning ship of Kobe University of Mercantile
automatic steering and the course control is Marine. Results of the experiments on eight
taken into account, K and T are inconvenient ships, including the traning ship "Fukae-
for the analysis and synthesis of the ship's maru" of 360G.T., a car carrier of 2,600G.T.
motion, and all the four constants K, T1, T2 up to a tanker of 220,000 D.W.T. are shown
and.. T3 must be used. below. Four ships were fully loaded, and
This inconvenience is attributed to the the other four were in ballast condition.
fact that the motion mentioned above sur- Particulars of these ships and the test con-
passes the applicable range of the first order ditions are shown in Table 1.
system approximation in which the manoeu-
vrability of ships are represented with just Parallel shift manoeuvre experiment
a pair of indices K and T, and especially 2.1 Procedure and measurement in 'the
due to the negligence of the stabilizing effect parallel shift manoeuvre experiment
of the term K- T3á whiçh effects largely the In the parallel shift manoeuvre experi-
ship motion. Here, it is necessary to use ment, a ship is steered so that the eventual
complete representation of the response be- course after the steering is parallel to the
haviour of ships to steering with the four initial course. The resulting ship's track is
characteristic constants K, T1, T2 and T3 shown in Fig. 1. Considering the applica-
described above.' tion öf two types of analysis technique de-
The aim of this study is to determine the scribed later on manoeuvring experiments,
constants K, T1, T2 and T3 through full-scale combined use of manual and automatic steer-
measurements of response behaviour of ships ing was taken, in which at the begining of
to steering, other aim is to apply the new the experiment the ship was steered manual-
procedure of manoeuvring model experi- ly and then the helm was switched to the
ment'1 proposed by the author et al. to actual automatic one halfway. In carrying out
ships to examine its practicality. Besides, such an experiment, special attention should
the determination of the four characteristic be paid to start the experiment with cau-
constants was also attempted by the use of tious course-keeping on straight course by
phase plane analysis"'3 which application best performance of the automatic steering
has started in the treatment of naval archi- or by skillful helmsmen so as to insure non-
tecture problems.. Other advantages in this initial disturbance, also the course setting
experimental procedure are that there is no for the automatic steering equipment must
loss of ship passage and the chance to en- be done accurately o that the course after
counter with obstacles is small. It may be steering become exactly parallel to the one
said that this is the only transient response at the start of the experiment.
technique applicable to full-scale experiments An example of the procedure in the parallel
 Full-scale Measurement of Frequency Response Characteristics of Ships in Steering 151

Tabla i Particùiaro of the ShipG and Tact Condjtjonc

hipNuabor ..). 2 4 .6 '7--8 9

Kind of Ship Training Oil Bulk Bulk Car Ore Oil Ore/Oli.
Ship Tanker Carrier Carrier Carrier Cariier Tanker Carrier
Length Between Perpendiculars 37 0 300 0 162 6 162 6 115 0 2490 307 0 251 0
L(m)

ii,
Length/readth, LIB 4.75 6.0 -
6.55 6.55 7.-1 5.94 6.36 6,15
Breadth/Draught, D/d 2.89 2.64 2.72 2.72 3.24 2.95 2.49 2.69
Block Coefficient, Cb 0.564 0.030 0.790 0.790 0.526 0.823 0.850 0.821
L.C.B. from Midohip, 1.cb. O.95%a. 368%f. 3.96%r. 3.99sf. 2.90$a. 270%f. 2.72%f. - 3.l0%f.
Number of Eudder
Typo of Rudder
- - 1
Ordinary
1
Ordinary
- 1
t4arincr
1
Mariner
1
Mariner Ordinary Ordinary
- i
Ordinary
Rudder Area Ratio, A/L.d 1/34.15 1/61.8 1/55.1 l/55.11/44.3 1/61.7 1/69.1 1/66.7.
(with Horn) ith liorn)ith Horn)
- 1/66.4 1/66.4 1/59.2
(movable) (movable) Qaovable)
Rudder flight, h() 2.105 12.30 7.00 7.00 - -

lumber of Propeller 1 1 1 1 2 1 1 1
Propeller Diameter, O(a) 1.95 8.60 5.64. 5.64 3.285 6.90 8.40 6.50
Propeller Pitch Ratio Control 0 709 0 819 0 819 0 885 0 677 O 677 0 754
Number of Bladea. 3 5 5 5 4 5 5 .5
Direction of Rotation Left Right Right Right R,&L. Right Right aiht
Loading Öoniion Ful Full Ballast Ballast BaJ.1át Bàllhdt Pu11 - Ful1 -
Dioplacement (ton) 454 243 954 17 809 17 405 3 810 66 055 246 500 126 300
Tria, (d-df)/L 1.62%. 0% 2.35% 220% 1.21% 0.21% 0% 0% - -

¡lean Draught, d,,,(m) 2.70 l9O2. 5.57 547 - 3.999 7.854 19.35 14.63
Ship Speed, V0(kt) 11.5 17.5 16.4 16.7 19.0 15.0 15.8 16.5
Remarka . equippc CutUp - 5amc Venu Lirge &
with .torn . Lou9
Bow- :- -
.
Super
Thruotar S.No3 StrucLurc -

¡(t) rudder anIe

s heodin
turn on CutomQtiC steerin

- g
/
I i
,
//
I ¡

I..
t I

stèering for t
stroight course ¡

j manut steering
L autômotic steering

Fig. i Illustration of a Parallel Shift Manoeuvere Test

shift manoeuvre experin-ient is given belbw. for full-scale experiments.

1) Advance- straight ahead as exactly as Order 50 starboard with the helm at
possible by manual or automatic steering. the instant of the zero yaw-rate mentioned
Although in this state the ship advances in prócedure (1)
straight ahead, the yaw rate of the ship Order 50 pott with the helm when
varies around zero though slightly, but ex- heading deviatión reached at 30
periment must begIn with the ascertaining Order 5° starboard with the helm again,
condition in which the yaw rate is perfectly at 1° prior to approaching the original head-
zero.. Besides, it is convenient to take shIp's ing. Then, after overshooting the original
heading as round number of gyrocothpass as headslightly, the ship's heading starts to
152 , Keiichi KARASUNO

return to the original one again. on the parallel shift manoeuvre ex-
5) Turn on the automatic steering device perirnent'
to keep the original heading, just before The relation between the ruddér move-
reaching the original heading, usually Ö.5° ment 5(t) and the ship motion ç(t) in the
before. Course-keeping with an automatic linearized motion of the ship's manoeuvre
steering device is held up to approach to a can be represented reasonably by the equa-
regular damped or sustained yawing even- tion
tually. Moreover it is desirable tJiat the rud- d2ç1 dçt
der angle under the operation of the auto- TiT2--+(Ti+ T2)--+ '

matic steering device is always proportional

to the heading error, in addition continuous =Kô+KT3. (1)
active rudder movement is carried out .so as
to make the sustained yawing motion'. Expressing Eq. (1) using the transfer func-
For adjusting the automatic course-keeping tion for the rudder movement as input and
device, it is desirable that weather adjust- the ship motion as output, we have
ment, dead band rate control and so on äre b()
made as smalla s possible, and that the pro- K(l±PTs)
Y(p ) (l+pT1)(1+pT2) ç1(p)
ô() - 5(p)/p
portional steering of maximum helm adjust-
ment is carried out. Ptçíj(t)dt
'The above procedure is represented gra- - L t
- rI et \ 5(r)dr. dt (2)
phically in Fig. 1, but it is to be stated that LI \ 5(t)dt I

the experiments described in the present LJ0 ' J Jo Jo

paper must not necessarily follow the pro- where =a+iw represents a complex num-
cedure described above, instead, various ber.
procedures were attempted, such as the test In case of course-stable ships, both inte-
in which the automatic steering devicewas grals of the numerator and the denominator
turned on in place of procedure 4), test by converge with a-+O+, therefore we can write
bang-bang steering repeating procedure 4) K(1+iwT3)
and test by the automatic steering using it Ys(zw)-
(1+ zwTi)(1+ zw T2)
from the outset. The necessary time for any
of these experiments is usually about 15
minutes. =lim 5«t)e'te-1'tdt
O
(3)
,--(l+
The rudder movement 5(t) was measuréd 5 3(r)dr (It
with a potentiometer rotated by a piano 5

wire wound around a rudder stock, while
yaw angle .çb(t) was measured with a direc-
tional gyroscope, both were recorded by
oscillographs. Measurement of yaw rate us-
ing rate gyroscope was also employed partly.
The yaw añgle and the yaw' rate Were
caiibrated.by reading heading angle of the
ship's gyrocompass. The ship forward veloci-
ty was measured 'with a log, and the change
in the forward speed was hardly observed
except the parallel shift manoeuvre experi-
ment ,with, 1arge motion.
2.2 Outline of frequency response analysis
Measuring /(t) or (t) for an arbitrary
rudder motion 5(t) and substituting their
values in Eq. (3), the transfer function Ys(iw)
can be determined and then the response
characteristics of ships can be determined.
The importance of using Eq. (3) in deter-
mining Y in the range of small w from the
parallel shift motion has been described in
literature', because no. eventual change of
ship's heading is caused.
N11Tic calculation of Y(iw) is per-
formed for several values of w according to
Eq. 3). But it is difficult to carry out the
perfect parallel' shift manoeuvring experi-
 Full-scale Measurement of Frequency Response ;Çharacteristics of Ships in Steering
ment in full-scale test, because of the ex-
.istence of external disturbances acting upon
the ship in sea. It 'is therefore necessary
that some corrections are applied to the re-
sults of measurements1, such as corrections
för initial motion, rudder neutral position
error, residual steady turning, imperfect
parallel shifting of the truck, etc. Thus the
result. may be converted to that for. the ideal
parallel shifting, then the calculation accord-
ing to Eq. (3) can be carried out.
Improvement of correction'calculation
2.3
in the frequency response analysis
The outline of the frequency response
analysis in the parallel shift manoeuvre ex-
.
periments is as described before. In case
of small amount of, the correction due to the
imperfect parallel shift motion, the error in
the. correction using the indices K and. T
described in literature' may be small. In
full-scale experiments, however, the time
constant T is large in general and as a re-
sult the amount of this correction is often
not small .but. large amount of correction is
required even forsmall initial motion. There-
fore the application of the first order system
approximation to this. case is improper, and
exact correction with K, T1, T2 and T3 is
desirable. In making this correction, the
four characteristic constants assumed before-
hand can be òbtained either by finishing the
frequency response -analysis. or by the use
of phase plane analysis to be described later.
The corrections based on K, T3, T2 and T3
turn out to be as follows,
ist correctioncorrection of the initial mo
tion-
Assuming ço and ço as,, initial yaw rate
and yaw acceleration respectively, which the
ship has at the, time of begining the test,
"memory" of this initial motion is
tained in ship motion recorded, it comes to
be
=fi TIç/o+TlT2o
-
C-i/Ti
T1 T20
+T T2q0 +
T1T2
153
+(Ti+T2)çi0+T1T20
AccordIngly, this value is subtracted from
measured '.
2nd correctioncorrection of rudder neutral
position error ¿5f'
The apparent rudder angle -ô, measured
is converted to the true rudder angle ô in
Eq. (3) (ô=Òm+ô). The ships advance straight
at zero true rudder angle.
Namely, 'D=5rt is 'subtracted from the
measured D
3rd correctioncorrection of residual steady
turning ç
in full-scale experiments 9L is expected to
become zero, because steering in this pro-
cedure is carried out on the bàsis of the
ship's heading measured with gyrocompass on
board: Sometimes a case. occurs, however,
in Which small is present dUe tò charac-
teristics of the. automatic steering device in
operation during short time of measurement..
At that time, stepped steering ô5-i(t) induc-
ing the residual turning rate çii,,, and -its
motion response -.
D=t
(TT .et/rj
(T2 Ta)
+(Ti+ T Ta)ç&,ç&,.t
are added to the measured D and .b values
respectively. -
4th correctioncorrection of the imperfèct
parallel shifting of the truck çbm
-
Courses before and after the parallel shift
manoeuvre must be made exactly in parallel,
but eventual change of, ship's heading .about
0.5° is inevitable in full-scale experiments,
con-
which is caused by error in. course-setting
and dead band and weather adjustment
of autopiiot mechanism. Besides, sometimes
these. parallel .courses may not materialize
due to the ist and 3rd corrections.
as time avarãge of
Now assuming çb,1
ship's heading measured from a base line
154 .; : :
Keiichi KARASUNO

after the ist-.. and 3rd corrections are In the case of full-scale experiment, some-
applied, correction is carried out by. adding times a case of ICI>1 may occur. When
impulse steering just sufficient for eliminat- C>i, then 1/K can be converged to a proper
ing this imperfect parallel shifting, and its value if subsequent approximate calculation
motion response assuming [Ke+ Y(0)]/2 as new Ke is carried
Dçbrn,/Ke out. When C<i, K comes to be zéro by
this method, and reasonable valuê of K can
/ (TiTs)çb not be, obtained. Accordingly it should be
T1T2 decided as satisfactory when there is no
(7'2 T3)çbmo, much difference between Ye(0) and presumed!
T1T2 K attained by trial and error method. Be-
Summarizing the above four corrections, sides, the situation of such ship motion of
DDrn,o(ör+«3s)t
C<-1 occurs when the initial yaw rate is
high and, in addition, hasthe same sign as
{D0+(T2-73)ç) yaw rate given by the first swing of the
parallel shift manoeuvre. It occurs also
T3 when course error before and after steering
{T2o+(T2--T3» is large, and the eve'ntual mean ship's head-
ing at the steady sustained yawing has añ
TT1T2o}]e/T1 opposite sign to the ship's heading given at
the first swing of the parallel shift motion.
T1o+(Tj We should pay specially attention to avoid
thses situations shown in Fig. 2.
T3 ¿ Tio+(Ti T3)
Example 1
bose line after
(I, No.123orrectiôns
T2o)] e/T2 + Ç& ± ç -t

where V

=no.±(ç1açi')(Ti+ T2 T3) Example 2

+ç1oTiT2+T3ç1'o, Dm,,=çbw,o/Ke 1'

are the base lines for çb and D. Substitut-

ing valus çb and D into Eq.. (3), Y5(0) can be base line
No.1.2.3 cor
computed.
5th correctioncorrection due to the dif-
ference between assumed K and computed Fig. 2 Examples of Erroneous Ship Motion at
Parallel Shift Manoeuvre (C<-1)
In general, final K.can be determined aç-
cording to the equation, When the exact correction based on the
above described characteristic constants K,
--=(l/Ki + C/Ke)/(1 ± C) T1, T2 and T3 is carried out, error due to
Where the corrections turns out to be less, and re-
asonable transfer function Y can be ob-
ICI <i, - t/ (2. dt) tained.

çb: yaw angle after ist., 3rd and 4th 2.4 Results of harmonic analysis on fulI
correctiòns V
scale experiments V

Ki: computed Ye(0) V V

V
Resùlts of the patallél shift manoeuvre ex
 Full-scale Measurement of Frequency
periments and. its frequency response analysis
was carried out for seven ships, namely S.
Nô. 1, 2, 3, 4, 6, 7 and 9; are shown below.
The procedure of the experiments for each
ship put to the test is different in detail.
be time histories of each rudder movement
ô(t) and its ship response çL(t) is shown in
Figs. 3, 4, 5, 6, 7, 8 and 9. The transfer
function Y'(iw') obtàined as the results of
5.- S.No.1
sec.,
5 Test of S.N. 4
Fig. 3 Record of Parallel Shift Manoeuïie
Test of S. No. 1
Fig. 4 Record of Parallel Shift Manoeuvre
Test of S.No. 2
Fig. 5 Record of ParàIIel Shift Manoeuvre.
Test of S. No. 3
sponse. Characteristics of Ships in Steering 155
harmonic analysis on the parallel shift mo-
tion is shown in the form of a Bode diagram
in Figs. 10, 11, 12, 13, 14, 15 änd 16, and
plotted with O marks in these figures. The
S No.4
Fig. 6 'Record of Parallel Shift Mänoeuvre
Fig. 7 Record of Parallel Shift Manoeuvre
l'est of S.No. 6
-50rn
Fig. 8 Record of Parallel Shift Manoeuvre
Test of S. No: 7
.5.Ño9
/ Sec
/
Fig. 9 Record of Parallel Sl'ift Manoeuvre
Test of S. No. 9
156 Kêiichi KARASUNO

02.
SN0 I
1og,lYl log,IYI
l- .0 - -
Frequency
o
Response
Frequency Analysis
Respoñse for Periodic
olysis Steeriiig
for Parallel
-li hifI Mono.yr--I
-
th tog.W !Q_ logw
-0.5
k1.47
T;3.10
T;1.06
K.O.8B 1.94
T.05l.0.52i
T0.51 -052i
T0.64
+ Frequency
ReSponse
Anolysis

I..
br PeTrioalc
Steering

.. 1.5 ioc! 1.5

Fig W Steering Transfer Function of .S. No. i Fig. 13 Steering Transfer Function of S. No 4
as obtained by Frequency Response as obtained. by Frequency Response
Experiment Experiment.
0.2

0.5 - log.lVl
Frequency
Respörtse
log .lYl
SNo.2
0.
Frequency
Analysis.
for rttel Response
SI-if t Manoeuvre
Analysis
8 for Parallel
-10.
o d'. log.W Shift Manoeuvre.

K2.09
T5.93
T0.76
Tl.7B
50--0.5
+ Frequency
Response. 8 +Frequency
Analysis Response
for Periodic Analysis
Steering for Periodic

-10-- 1.0
Fg. 11 Steering Transfer Function of S. No. 2
a obtained by Frequency Response
Steering

iM -1:5

Fig. 14 Steering Transfer Functiôn of S. No. 6

.:.
Expfiinent
as obtained by Frequency Response
Experiment
0.2 0.2
S No.3 SNo7
log.lYl log ,lYl
o o
Frequency Frequency
Response Response
Analysis. o Analysis
for Parallel for Parallel
Shift Monoeuvre Shift Manoeuvre

o 0--Q5 5
log.w

lVrl.1 6
T29
T;0.6.4
Iiif29Q
+ Frequency + Frequency
Respanse Response
Analysis Analysis
for Periodic for Periodic
Steering Steering

-1.5 -bc! -1.5

Fig. 12 Steering Transfer Function of S. No. 3 Fig. 15 Steering Transfer Function of S. Nô. 7
as obtained by Frequency Response as obtained by Frequency Response
Experiment Experiment
 Full-scale Measurement of Frequency Response Characteristics of Ships in Steering 157

o
0.2
S:No.9 tenon for judging up to what extent of fre-
log,1Y1
oTh 0
quency this analysis can be reliable. In this
Frequency
Response
figure, the ratio of the harmonic component
Analysis
for Parallel o
of D at frequency w to the zero-frequency
Shift Manoeuvre
q)
o harmonics of D is taken as thé ordinate, and
Iog,.Lv'
-10 -.Q5
cf- 0.5
05
W 136
o its change with the frequency . logiw' is
T;a89 shown.
T,,1 24
The outline of the results of each parallel
shift manoeuvre experiment and its harmonic
+ Freei
Response
analysis for each ship is described below.
Jialysis s. No. 1After the rudder was put to 3°
for Periodic
Steering port and then to 3° starboard by a helms-
man, the parallel shifting was carried . Out
Figé 16 Steering Transfer Function of S. No 9 by turningon the automatic steering device
as obtained by Frequency Response (Fig. 3). The results of experiments of the
Experiment same procedure repeated. four times are
shown in the form of Bode diagram in Fig.
Bode diagram reptesents common logarithms 10 including re-experiments held three days
of the noñdirnensional amplitude ratio later. The variation Of the amplitude ratio
IogioIY5'(ïw')j and the phase lag ç1Arg I Y3'I for each experiment was found to be
Ys'(iw') on its ordinate. Hereupon, w' mw/( VIL), within ±13% of their mean value, but the
Ys'(iw')m Y(iw)/(V/L), where V is forward phase lag was found to be in good agree.
speed. and,. L is ship length '
ment. The analyzed frequency extends over
Moreover, Fig. 17 shows ali example of the range logiow'O.l, and it was found
harnionic components comtained in tïre ne- that the harmonic component contained in
gral of the rudder motion Dm )(1)dt' in the ship motion is larger as the frequency is
parallel shift manOeuvre arid give some cri-
5
lower. The reliability of the results at low
frequency range increases, as canbededuced
10 from the diagram of the harmonic component
contained in the integral of rudder angle
ID(k')I/tD(o) (Fig. 7). Besides, in this ship,.the tendency
8- where ' of the, amplitude ratio lYs'! to decrease with
7
the decrease of the frequency. was observed
at the low frequency range, but it. seems to
6
be a special case in view of the previous
5 res ults.
S. No. 2After steering to ° port and 50
starboard respectively, automatic. steering
.

3 device was. put in action. (Fig. 4). Experi-

ments 'of the same procedure were repeated
2
five times, and the results are shown iti Fig.
11 In these experiments the initial motion
were different slightly from each other. The
o
-10 -o 5 O5 variation of amplitude ratio I Ys'I for each
Log,0il - (cvI..)
ex'perimentwas within ±20% of their mean
Fig. 17 Amplitude Components of. S(t)dt values, but' it can be said that the phase lag
against Frequency w' at Parallel Shift. was almost in. agreement. The resúlts cover
Manoeuvre the frequency range of logiow'O. The re-
:158 Keiichi KARASUNO
liability of the analyzed results are reflected
by spectrum of rudder angle integral, and
it can be seen that the reliability is best at
logiuu'=O.l and decreases gradualy in lower
frequency range than that value. While in
higher frequency range than that value, the
variation of Ys'(iw') for each experiment is
very large, and the reliability of Y'(iw') de-
creases rapidly.
S. No. 3After the rudder was put once
to loo port and thento 100 starboard, the
parallel shift was carried out with course-
keeping by bang-bang steering of 50 rudder
angle. The. steering was carried out by a
helmsman throughout, and the automatic
steering device was not employed (Fig 5).
The analyzed results are shown in Fig. .12
for the range of logow'0.l. It was found
that the experimental points of Arg Ys'(iw')
at logiow'O.l are especially deviated from
the smooth Bode diagram observed in thc
common response characteristics, 'accord ing.
ly the, response.' results at these points seem
unreasonable. This may be due to the effect
of inaccuracy of 'the analysis, because the
course-keeping control in this experiment
was made by the bang-bang steering, and
also sufficiently steady sustained yawing mo-
tion was notobtained. Besides, in the higher
frequency range above Iogow'0.1, the har-
monic component contained in motion de-
creases rapidly, and it can be said that the
obtained Ys'(i') at this frequency range
lacks reliability.
S. No.' 4After putting the rudder once
to 100 starboard, the parállel shift manoeu-
vre was carried out with course-keeping by
bang-bang steering of 5° rudder angle (Fig.
6). The analyzed results extending over the
range of logioco'O.l are shown in Fig. 13.
In spite of the fact that the test conditions
were almost same and the types were also
same for this ship and S. No. 3, the resu1ts of
the harmonic analysis on the ship motiòn
was found to be in great difference. Namely,
comparing the amplitude ratio I Y'j for both
tests, we can find differences of up to 25%
in the low frequency range, 'while both I Y/I
are in good agreement with the vicinity of
logiocu'=O. On the other hand, comparing
the phase lag, we find that both q. values
are good in agreement at the low frequency
range, and there are differences of up
to 130 in the viòinity of logiow'=O. The
reasons of these differences seem to be that
the reliability of the analysis is low because
of considerably large initial motion in this
experiment. Moreover, the accuracy of the
experiment for S. No. 3 as mentioned before
is insufficient, and that there are some dif-
ferences in the magnitude of the motion for
both ships. For all that the differences are
too large to considered as éxperimental error
for two ships of the same type.
S. No. 6After one cycle of triangular
wave-like steering of about 20° half ampli-
tude was given, the parallel shift was carried
out by putting automatic steering in action
(Fig. 7). The results of the harmonic analysis
extending over the range of Iogw'O are
shown in Fig. 14. The amplitude ratio de-
creases with decreasing frequency in the
low frequency range, similarly to the be-
'haviotir observed in S. No. 1. Besides, the
steady yawing motion at the final stage of
the parallel shift manoeuvre in this experi-
ment was short in time and was not steady
enough, accordingl.y the period of the steady
yawing and transfer function of the fre-
quency are not exact. Moreover, the fre-
quency at which the speòtra of the rudder
angle integral show maximum value is in
agreement with the period of steady yaw-
ing. As 'a result, it can be seen that judg-
ing the accuracy of the transfer function in
the vicinity of the frequency from the spec-
tral diagram, can lead to inaccurate deci-
sions.
S. No. 7Very large motion occured, since
rudder angle of 35° was employed (Fig. 8).
The test can be considered as an equivalent
to the so-called parállel shift measuring test.
Results extending over the range of logow'
0.3 are shown in Fig. 15. It was found
that the phase lag at logow'0.15 seems to
be unreasonable, and the accuracy of Y'(ü')
 Full-scale Measurement of Frequency Response Characteristics of Ships in Steering
obtained in the frequency range higher than
that value is not good.
S. No. 9After steering once to 50 port
and then to 5° starboard, the helm was
switched to automatic steering (Fig. 9), and
course-keeping by bang-bang steering of
rudder angle was employed for the parallel
shift motion (Fig. 31). Analyzed results of
repeated experiments for three times are
shown in Fig. 16 for frequency range of
logioco'0.1. The difference in Ys'(iw') for
each experiment is large in the frequency
range of loga/-0.6, and there are about
±20% differences in the amplitude ratio j Y'j.
In this respect, it may be one of the causes
that accuracy of analysis in low frequency
range on bang-bang parallel shift manoeu-
vre is not satisfactory. On the other hand,
from the point of view of the accuracy of
analysis, it can be seen in view of spectra
of rudder angle integral that the accuracy
is maximum at logiw'0, and is de-
creases gradually in the lower frequency
range, while decreases rapidly in the higher
frequency range, than that value of logiow'
=0.
Summarizing the results for the seven ac-
tual course-stable ships described above, it
can be said that in general. the effective
analysis range of the frequency in the parallel
shift motion is generally logiow'0. Needless
to say, it depends upon the experimental
procedure.
¡(t): rudder ongte
ç e.
/
//
-5.
1,/2 1,/2
Tr14+
+ + +
Fig. 18 Schematic Illustration of Trapezoidal Steering with
a Constant Period
159
3. Periodic steering experiment
3.1 Harmonic analysis on trapezoidal steer-
ing experiment
The transfer function obtained Ys(iw)
through the parallel shift motion is especially
lacking for reliability in the intermediate
and the high frequency ranges. As experi-
mental technique to overcome this defect,
sinusoidal steering has been carried out in
model tests. However, it is difficult in ac-
tual ships to set the rudder in sinusoidal
motion, unless special devices are installed
on the existing steering systems. Accord-
ingly, as an alternative solution, trapezoidal
steering is taken up, in which the rudder is
changed port and starboard alternately with
definite rudder angle and period. When the
rudder movement ô(t) and the ship motion
çi'(t) in steady state are expanded into Fourier
series taking exciting period as basic period
and the first terms are adopted, the rudder
movement and the ship motion correspond-
ing to the sinusoidal steering can be obtained
and then Ys(iw) can be computed. In ship
manoeuvring, it is convenient to make the
average course of motion close to the origi-
nal course at the time of test, therefore
steering of the first half period is carried
out by being shortened to a quarter period
(Fig. 18). This corresponds to commence
the sinusoidal steering for model ships with
cosine phase. The amplitude of the rudder
'I'(t): Ships heeding
5.
/ I.-
/ t..
/ I
I t
/ t
/
/
t
s' / t
1,/2 1,/2
.
T;,2
160 '..,Keiichi KARASUNO

angle is decided so that to keep the yaw frequency range. The-results of the har-
rate small enough to suit 'the linier monic analysis of the periodic steering shows
analysis, for example steering 'is carried out good agreement with the results of the
by taking the helm angle about '±3° in the transient response analysis on the parallel
low frequency range and ±10° in the high shift motion around log0 û/ 0.2, further,
frequency range. the amplitude ratio tends to decrease with
The above mentioned trapezoidal steering the decrease of the frequency in the low
is active periodic, steering in which the period frequency range.
is given beforehand, and the trasfer: function S. No., 2Results of the harmonic analysis
for any arbitraly frequency can be deter. of the modified zig-zag manoeuvre of 5°-1°
mined. 'On the other hand, the usual zig- and 5°-0.5° are shown in Fig. 11 at the fre-
zag manoeuvre and the steady yawing mo-. quency around logiow'0.1 (period of 170 sec)
tion in the parallel shift manoeuvre can be and link smoothly, with the r,esults of the.
considered as passive periodic steering mo- harmonic analysis in the low frequency range
tion from this viewpoint. When expansion ofthe parallel shift motion
into Fourier series is applied to these motions, S. No. 3Results of the frequency response
they can shoùlder a role in determination of analysis on the 50 zig-zag manoeuvre and
the transfoi- function Ys(iw). When the mo- the steady yawing motion in the parallel shift
tion is expressed by the measured yaw angle manoeuvre are shown in Fig. 12. The former
b(t), then ç is determined by differentiating is shown at frequency of logLo w' = 0.2, (period
the basic harmonics of the yaw angle 'after of 190 sec), and both amplitude ratio and
expanding it. intO Fourier series, and Ys(iw) phase lag give values close to Ys' for the
can be determined more accurately than the parallel sh,i'ft motion. The latter is plotted
method of directly determining 'ç. at the frequency of Iogioa'0.15 (period of
90 sec).
3.2 Results of harmonic analysis on full- S. No. 4Results of the harmonic analysis
scale experiments on the steady yawing motion in the parallel
A series of trapezoidal steering experi shift manoeuvre are shown in Fig. 13 and
ments by changing the period variously were are plotted at logo w' 0.25, thus these 'results'
carried out only for S. No. 1. As for other offer valuable data in the intermediate fre-
ships, the, usual zig-zag trials,, the modified quency range.
zig-zag ,trials4 and the steady yawing motión S. No. 6The results of the. frequency re-
of the parallel shift manoeuvre were con-' sponse 'analysis' on the 10° zig-zag manoeu-
sidered substitutes' Of the trapezoidal steer- vre are given at logow'-0.3 (Fig. 14). The
ing experiments. Results of. the harmonic motion is somewhat . small in comparison
analysis on periodic steering are denoted with the transient motion in the parallel
with + marks in Figs. 10, 11, 12,13, 14, 15 shift 'manoeuvre experiment, consequently
and 16. The results for each tested ship are the results are supposed to show poorer
described below. '

course stability than, that of the transient

S. No. 1The trapezoidal steering' experi-
ments were made. extending over the range
of O.4log1Od'O.4 (Fig. 10); this frequency
range corresponds to periods from about loo
sec to 16 sec. In order to keep the' yaw
rate small enough to suit the linear
analysis, the amplitude of the rudder anglè
was changed gradually from about ±3° in
the low frequency range to ±10° in high
motion. On the contrary, the results come
to be somewhat more stable only by little
margin.
S. No. 7The results of the harmonic
analysis on the 10° zig-zag trial are showñ
in Fig. 15'. The motion is quite smaller than
that in the parallel shift manoeuvre experi-
ment 'for the same ship. Accordingly the
results show poorer'course stability than that
 Full-scale Measurement of Frequency Response Characteristics of Ships in Steering
of the harmonic analysis on the pararliel shift
mOtion in Fig. 15.
S. No. 9The results of the harmonic
analysis on the 5°-1° modified zig-zag trial
are shown in Fig. 16, and the results show
good agreement with Y/ for the parallel shift
motion at the frequency of logjo w' 0 (period
of 190 sec).
As a whole, the results of the harmonic
analysis, Ys(iw), on the trape2oidal steering
trials, the zig-zag trials and the steady yaw-
ing motion in the parallel shift manoeuvre
seems to be in agreement with the results of
the harmonic analysis on the parallel shift mo-
tion having almost similar magnitude of mo-
tion to the periodic steering ones. Especially,
it may be said that the trapezoidal steering,
which is the active periodic steering, make
up sufficiently for the defects of the parallel
shift monoeuvre for the purpose of accurately
determining Y3' in the intermediate frequency
range which is important in the analysis or
synthesis of coursekeeping steering.
4. Determination of the four characteristic
constants K', Ti', T2' and T3'
The combination of the harmonic analysis
on the parallel shift manoeuvre and the
periodic steering described in paragraphs 2
and 3 enable the determination of the trans-
fer function Ys(iw) extending from the low
frequency range to the intermediate fre-
quency range. The characteristics of the
high frequency range is not important in the
actual manoeuvring motion, and when the
response characteristics in the low and inter-
mediate frequency ranges are known, they
can be practicaly used in cases such as
course-control motiön by the automatic steer-
ing and others. From the standpoint of
control engineering, it is not too much to
say that only this Bode diagram is enough
to describe the response behaviour of a ship.
On the other hand however, when the elu-
cidation of physical properties of the ship
manoeuvring motion and its application to
naval architecture design are taken into con-
sideration, it is convenient to represent the
161
response characteristics with the four con-
stants K', T1', T2' and 7'3' using the transfer
function of Eq. (2). Ftom the above stand-
point, the four characteristic figures K', T1',
T2' and T3' can be determined from the
characteristics of Ys'(iw')w'. obtained by the
experiments described above in low and inter-
mediate frequency range by the use of Eq.
(4) derived from Eq. (2).
T1'+T2' i
-(w'7'3 cosbrsinç5r)
K' w'IYs'(iw')
T3'.T2' 1
K' - w'2-K' _W?hIYS/(iWF)lTa
+cosçb)
(4)
Hereupon
,K'mK/(V/L) and T'1,2,3(V/L)T1,2,3
The determination of the four unknown
quantities K', T1', T2' and T3' is possible in
principle with four equations obtained by
selecting any two different value of w', but
actually more exact characteristic figures
are; obtained by applying the least mean
sqüáfe method to Eq. (4).
In the examples of the test of the seven
full-scale ships described in this paper,
the frequency response experiments were
repeated only few times for every ship;
Therefore numerical determination of the
characteristic constant was carried out by
selecting frequency range - as. L0-logw'
and by the use of experimental point. The
characteristic figures obtained are shown in
Table 2, and alsO the response characteris-
tics Ys'(iw') computed with the characteris-
tic figures are drawn with full lines in the
Bode diagrams. These curves fit well with
the experimental points obtained from the
harmonic analysis of the parallel shift mo-
tion and the periodic steering motion.
Among these characteristic constants. ob-
tained above, time constants T' and T2' for
S. No. 1 and S. No. 6 were found to be con-
jugate complex numbers with positive real
part. This fact shows that the free motion
of ships becämes damped-oscillating yaw
 162 Keiichi KARASUNO

Table 2 Steering Quality Indicies of Shies

Ship Frequency Response Analysis Zig Zag Test Tufning

No. r'm - K ' - T' 4-;-; T;!' +T.T3' I T' K'
1 0 035 0 88 - 0 64 1 04 0 84 0 38 0 85 0 59 0 92
2 0.037 2.09 5.93 0.76 1.78 0.82 2.54 4.91 - 2.00 3.45 11.0
3 0.097 1.16 3.29 0.64 2.00 1.11 1.05 .1.92
-

0.88 0.92 1.13

4 0.083 1.47 3.10 1.06 1.94 0.87 1.70 2.22
6 0.103 0.69 3.97 0.49 1.41 0.36 0.64 0.84
7 0 348 1 57 2 64 0 28 0 80 1 70 0 93 2 13
9 0.037 1.36 3.89 1.24 1.91 0.54 2.52 3.22

Ship Phase Plane Analysis - . - -

N O. Tm
/ K' T' i T' T' K'
Ti'T2'
T'12
T'-
Ta'
- -
+T2'-T3'
9 . 0.046 1.24 2.46 0.14 0.24 0.87 1.42 2.36
8 0.045 5.50 6.40 0.16 0.36 1.90 - 2.90 6.20

motion, but in'view of the numerical range.
of hydrodynamic derivatives constituting the
characteristic constants, these phenomena
can not occur in ships of normal types.5"
The results for each ship put to the test
are described below,
S. No. 1-Starting from the phenomenon
that the transfer function Y' in the low fre-
quency range increases the amplitude ratio
with the increase in -the frequency, T1' ànd
7'2' are calculated to be conjugate complex
numbers; -The above-mentioned sequence
holds as far as T1' and T2' are conjugate
complex numbers: and in addition the con-
dition of (T'-fTi')<2T1'.T2' is satisfied no
matter how small T3' may be.
S. No. 2, 3, 4 and 9-T2' and T3' show con-
siderably large figures in comparison with
common practical figures decided from the
results of model experiments at fully loaded
and even keel conditions. -
S. No. 6-Though T1' and T2' areconjugate
complex numbers in this ship, but the cön-
dition óf (T'+'T2')2<2T1'T2' is not satisfied,
therefore these results differ from the results
of the S. No. 1: it can not be said that the
peaks of j Y'j appeared for the same reason
as S. No. 1. On the other hand, in this ship,
Ta'. showed unusual large figures. in fact,
if the relation of (T1'+T2')2<Ta'2+27'l'T2' is
satisfied among T1', T2' and T3', the peak
of Y'j appears at non zero frequency, and
this ship satisfies the relation. in terms of
the above two reasons, it is clear that the
amplitude increasing effect of T3' is the cause
of the phenomenon that the transfer func-
tion in the low frequency range increases
the amplitude rätio with the - increase of
frequency.
S. No. 7-Although the results here are of
the parallel shift with large mòtion, charac-
teristic figures of T2' and T3' do not differ
from the common practical ones.
Summarizing the results for above seven
ships, it can b said that the combinhtion of
the frequency response analysis for the
parallel shift manoeuvre and the periodic
steering gives T2' and T3' considerablly large
values when the method of determinatin of
the characteristic - constants is according to
 Full-scale Measurement of Frequency Response Characteristics of Ships in Steering 163

Eq. (4) and the above mentioned experi-
mental results of Ys'(iw')w' characteristics.
This fact requires through examination here-
after. Though the characteristic figures K',
T1' and so on are important, from the control
engineering point of view the determina-
tion of the transfer function in the low and
intermediate frequency ranges come to be
more important than those characteristic
constants. Summarizing, it may be said that
if only Bode diagram is available, the ma-
noeuvring characteristics of ships are re-
presented thoroughly.
5. Comparative studies of the present results
with the results of spiral and zig-zag
trials
The results of spiral tests for S. No. 1, 2,
SNal
3 and 9 are shown with o marks in Figs. 19,
20, 21 and 22, and the results of zig-zag tests
for S. No. 1, 2, 3, 4, 6, 7 and 9 are shown
with o marks in Figs. 23, 24, 25, 26, 27 and
28.
Comparing the values of K' and T'(m T1'
+ T2' T3') derived from the harmonic
analysis of the parallel shift motion and the
periodic steering, with those derived from
the ordinary analysis on the spiral or the
zig-zag manoeuvre, it may be necessary to
compare the indices K' and T' derived from
motions having equivalent yaw rate, since
K' and T' vary according to the magnitude
5.No.3
0.3
50
0.2

0.1
/
K_1.16
-15° -1 00
0 100 50
1

-0.1

-02

03
K': obtained from the Result of Frequency
- 0.1
Response Experiments
K': obtained from the Result of Frequency
Fig. 21 Turning Test Results of S. No. 3
Response Experiments
Fig. 19 Turning Test Results of S. No. 1 5.No.9
w'.
S.No2
r
0.3
o
0.2

0.1
j1 K2.09
00 -30° -20° 100
1100
20°5 300 4

7 nondimensionalized by Approach Speed 0h

) ': obtained from the Result of Frequency K': obtained from the .Result ofFrequency
Response Experiments Response Experiments
Fig. 20 Turning Test Results of S. No. 2 Fig. 22 Turning Test Results of S.No. 9
164 Keiichi KARASUNO

2
S.No.1 3 SNc.6

1 2
2

01 02 r.,. 03
Nondimensjonaljzed by Approach Speed
+: obtained from the Result of Frequency 0
Response Experiments (T'= Ti'+ T2' 0 0.05 01 r, 0.15
- T3') +: obtained from the Result of Frequency
Fig. 23 Zig-Zag Test Results of S. No. i Response Experiments (T'=T1'+T2'
T3')
Fig. 26 Zig-Zag Test Results of S. No. 6

S.No.7

o
O -I-

01 02 r., 03 o
+: obtained from the Result of Frequency 02 r, 04
Response Experiments (T'=T1'+T2' +: obtained from the Result of Frequency
Ti') Response Experiments (T'= Ti'+ T2'
Fig. 24 Zig-Zag Test Results of S. No. 2 7'3')
Fig. 27 Zig-Zag Test Results of S. No. 7

2 S,Na9
5.N3
o

iot' .,. o
K
o

O
01 02 r02
+: obtained from the Result of Frequency
Response Experiments (T'=T1'+T2'
o
Ti')
Fig. 28 Zig-Zag Test Results of S. No. 9
o
1 r, 02 of motion because of non-linear motion
+: obtained from the Result of Frequency of ships. In the present paper, the magnitude
Response Experiments (T' = Ti' + T2' of motion, the root mean square value of
7'3') non-dimensional yaw rate rm', is defined as
Fig. 25 Zig-Zag Test Results of S. No. 3 the average of extreme values of yaw rate
 Full-scale Measurement of Frequency Response Characteristics of Ships in Steering
appeared on the first two swings of transient
part of the paralleí shift motion ovér
Accordingly, it means putting weight
on the initial part of the motion. The com-
parison of the results of frequency respOnse
experiments was made with K' of the spiral
test results (mean gradient of r'ô curves)
and with K' and T' of the zig-zag test re-
suits obtained by extrapolating or interpolat-
ing 1/K', 1/T'rm' curves at the same r' to
the parallel shift motion. These values are
shown in Table 2, and also the results ob-
tained through the frequency response
analysis are recorded together with straight
lines of gradient K' in the results of the
spiral test (r'ö plane), and with + marks
in the results of zigzag test (1/K', 1/T'rm'
plane). ' According to the results of these
experiments:
S. No. 1The values of K' are almost in
agreement with the results of spiral tests
(Fig. 19) and zig-zag tests (Fig. 23). On the
other hand, T1' and T2' are conjugate com-
plex numbers, but the comparison of the re-
sults of frequency response experiments with
the zig-zag test results as for the tithe con-
stants can be made by the adoption of T',
since T'(T1'+T2'T3') comes to be a real
number. It is found, in Table 2 and Fig. 23
that T' derived from the frequency response
experiments shows considerably smaller
figures than those from the zig-zag tests.
S No. 2K' due to the frequency response
experiments is almost in agreement with
the results of the zig-zag tests (Fig. 24),
while T' due to the former experiments is
considerably larger than those of the latter
experiments. Besides, K' according to the
Spiral tests (Fig. 20) seems to be much larger
than that of the ffequency response experi-
ments, but as the spiral characteristics at
sufficientlly small motion are not clear in
Fig. 20, the comparison mentioned, above
can not be made accurately..
S. No. 3 and 4It may be said that K'
obtained in the present approach is in agree-
ment with the results of' the spiral tests
rather 'than that of the zig-zag tests (Fig.
165
K' due ' to the frequency respoñse
25). '
experiments is, however, slightly larger than
that due to the spiral and zig-zag tests,
while '1" due to the former experiments
turns out to be considerably larger than
that due to the latter ones.
S. No. 6Though the cômparison' of the
results from this approach with the results
from the zig-zag tests is difficUlt, because of
the difference in the magnitude of motion be-
tween the parallel shift motion and the zig-
zag trial motiOn, it may be said that K' is
almost in agreement in both cäses. T1' and
T2' according to the frequency response ex-
perinients are complex number and show
considerably small values in comparisOn with
ordinary ones by converting them to T'.
S. No. 7The parallel shift motion is very
large and it is unreasonable to compare
this results with the results of 100 zig-
zag test which has much w'eaker motion
than that, hut presiming from the latter
results daringly, K' derived from the parallel
shift' manoeuvre seems to' be proper. On
the other hand, T' due to the parallel shift
motion turns out to be rather large.
S. No.' 9If the curves of the spiral test
results (Fig. 22) are regarded as intersect-
ing ordinate (r axis)' at five 'points, K' ac-
cording to the frequency response experi-
ments seems to be proper. However, com-
parison with this spiral tests is difficult be-
cause' of the insúfficiency of thé data of
spiral tests in the vicinity of r'=O. Besides,
above peculiar spiral characteristics ap-
peared recently also' in a' certain model ex-
periments7) and this was realized when a
course-stabilized ship by so-called unusual
phenomena turned out to be unstable due to,
the reduction of rudder area.
As described above, regarding K', the re-
sults of frequency response experiments and
the results of other experiments seems to be
almost in agreement generally, but the
formers show rather slightly larger figures.
On the other band, the values of T' calcu-
lated through the frequency response. tech-
nique are considerably large. In cases when
166 Keiichi KARASUNO

T1' and T2' are conjugate complex. numbers, neglected, and Eq. (1) was employed. Now
T' dèrived from the frequency response ex selecting k points in time in a region in
periments are found to have small values which the rudder angle was kept constant,
than that from the zig-zag tests. As for and writing conditions of the mçtion as ,
this discrepancy, there are some problems Çik etc,
in the method of defining mean magnitude of T1T2 T1+T2
motion in the parallel shift manoeuvre, but ik+ cik+Çi,ikömi±ôr (5>
it should be remembered also that T' T1'
+ T2' Ti', which is the,promise of first order
system approximation, may. not be totally hereupon, 3,: measured rudder angle
correct. When importance is placed on values 5,.: correction of neutral rudder
of the tiansfêr function in the low frequency angle (unknown)
range, T' can be obtained as T1'+T2'T3', ôôm+ör
while when importance is placed on thehigh Besides, suffix .i indicates the region z in
frequency range, T' becomes T1'T2'/T3'. As which the rudder angle was kept constant.
shown in Table. 2, using the latter T', the Taking dfdçi. into consideration, the
agreement between the results of the pre- conditions of motion (çb, ç, ç,. öm) can be re-
sent approach and the results of zig-zag presented on phase plane of ç.çt by the use
tests seem to be improved slightly.. of the time t as a parameter (Fig. 29). Sub-
stituting the various values read on this
6. Attempt to determine characteristic con- phase plane loci into Eq. (5), T1T2/K, (Ti
stants through the parallel shift mono- + T2)/K and 1/K can be determined by the
euvre by phase plane analysis methOd of indeterminate coefficient.
In harmonic analysis of. transient response
motion as.shown here, when it is subjected
to external disturbance even if partly dur-
ing a. sequence of motion, the disturbances
may afféct the ship motion and spoil the re-
sult and give undesirable tendency Qf de-
clining reliability of the result. This matter
is especially rèmarkable in ships with poor
cöúrse stability. I.n order to make up for
this defect, determination of K', T1', T2',
and Ti' was attempted by the application
of phase plane analysis2'1 to the parallel
shift motion which enters into appikation
recently to studies.on manoeuvrability.. There
are some possibilities in this method that the
influence of partial external disturbance'be- Fig. 29 çb Phase Plane Trajectory with Con-
comes comparatively small. Moreover, since stant Rudder Angie
this analyzing method is suitable for steer-
ing conditions, of repeated definite rudder 1) Determination of T1 T2/K, (T1 + T2)/K
and 1/K'
angle., it is applicable to the trapezoidal steer-
First, in order to eliminate' the unknown
ing test also. neutral rudder angle, qs. (5) for different i
6.1 Analyzing method. values are put to subtraction,
First, it . was intended to consider such T1T2 ... ... T1+T2 '
(çbik/'j)
small motion that non-linear terms could he K
 Full-scale Measurement of Frequency Response Characteristics of Ships iñ Steering
±($ikç1J)Ôrni Ônij
And the second i is represented by j. Also
because only one k is enough in the j region,
representatián can be made by the suffix j
only.
Taking n=3, the coefficients. T1T2/K, (Ti
± T2)/K and 1/K can be determined by a
system of three linear simultaneous equa-
tion in three unknowns from adequately
different conditions of the motion, but it is
better to use the method of least mean
squares for values of n thore than 3. At
this time, for the purpose of improving cal-
culátion accuracy of i/K obtained from data
in the vicinity of çÛ=O, the determination of
the coefficients is carried out in the form of
T3T2 (k_J)± T1T2 (k-.J)+ i
K (çiçj) K (kçiJ)
(Ôm5mj)
k=1,2,3,---,n
by multiplying Eq. (6) by the factor l/(ç1ik
j). Besides, the unknown Sr can be ob-
tained, if necessary, by. substituting the ob-
tained T1 T2/K, (T1 ± T2)/K and 1/K into Eq. (5).
Then, if T3 is determined, all the manoeurv-
ing characteristic constants turn out to be
determined. In principle, .Ta can be deter-
mined from the conditions of motion during
steering according to procedure (1) in the
present discussion, but as the exact reading
of the conditions of the motion during steer-
ing, (sb, , ç1, 5m, im), especially
is difficult, it is intended to determine T3
actually by the f llowing method.
2) Determination of T3
Definite integration is carried out on Eq.
(1) from t=ti to E=ta, and dividing both sides
by K, we get the equation
T2T2 .. T1±T2 . i
K K
[ /1]L2______[/,]t2
1
T ¿j
K K
=s;5t+or(t2_11» Tl[S,]2 (7)
Selecting ti and li as the time just before
167
(6) and after steering respectively, the deter-
mination of T3. is carried out according to
Eq. (7). As for '1T2/JC, (Ti±Ti)/K, 1/K and
Sr, the values obtained in above procedure
(1) are employed; Besides, when this method
of selecting time is adopted, effects of the
calculation errors for 1/K and Sr on T3 are
small becaue the values of 2ô1dt and (t1
t2) are small.
5 LI
By the above calculation in procedures (1)
and (2), T1T2/K, (T1±T2)/K, i/K, T3 and Sr
are determined, and all the characteristic
constants are obtained. Among them, com-
parison will be attempted for 1/K with re-
sults determined by another method.
3) Examination of 1/K
T1 T2/K, (T1 ± T3)/K, 1/K, T3 and Sr are now
to be known amounts, but i/K, as an un
known, will be determined again according
K to equation (7).
Selecting ti and t2 as times when Çi, ÇbL2
=0 since [bj becomes maximum, Eq. (7)
turns to be
TiT1.. 1
=52ô74t±Sr(t2_tI)+T3ôm1
(8).
Substituting tjie results obtained in pro-
cedures (1) and (2) into .T1T2/K, T3 and ô,-,
1/K can be determined. Thern accuracy of
this calculation may be confirmed by wheth-
er this i/K differs largely from the values
determined in procedure (i) or not.
Sm and ¿m, Moreover, in case of dS/dç0 (Sd/dçf)
determination of T1T2/K and (T1.±T2)/K äc-
cording to procedure (1) is difficult, but in
this case S= lIT1 or i/T3 comes óut
and an approximate value of 1/K can be
determined by the use of Eq. (9) which geii-
erally holds true when ôm=const.
T1T2 T1+T3 Ôm+ôr
[S]0+ K - i
_=_s(T1T2 ±s T1T2) dS T1T2
J
(9)
168 '
Keiichi KARASUNO

At the tinie of executing the above de-
scribed numerical calculation, it is proper to
make phase piane first. Yaw rate ç
and yaw accelaration ç required for this
were determined by averaging çb(t) measured
with rate gyroscope and afterwards by
numerical treatment method3. Namely suc-
cessive - seven values of çi' read at proper
time intervals were taken up and approxi-
mated, with a cubic expression, and then the
ç1 and at the median point were determined
according to this cubic expression. This
operation was repeated by shifting the time
intervals by one interval each.
6.2 Practical examples of phase plane
analysis
Phase plane analysis described above, was
attempted for the expetiments of S. No. 8
and 9. The records of time histories of each
parallel shift motion are shown in Figs. 30
and 31. On ç phase planes, only the
conditions of ship motion 'with constant rud-
der angle are shown in Figs. 32 and 33.
Below are the records of the time histories
of motion and the details of analysis for the
two ships,
S No. 8After steering twice by definite
rudder angle, the parällel shift manoeuvre
was carried out by putting the automatic
steering device in action (Figs. 30 and 32'),
but the. parallelism of courses before and
after the steering was destroyed largely, and
in addition, the test was finished without
attaining steady yawing motion. Accord-
ingly the harmonic analysis was impossible

f'A \"t8
(deg).'
f-...'
/ \
/
,\ ----
// \
\,\!
(degIs'/
i r,
¿00 _---..-_..__
,-00
(sec)

¿
/
'i»

¿
AH
Fig. 30 Record of Parallel Shift Manoeuvre Test of S. No. 8

/
2
S No9

I..

(sec)
500
,

12

-16
F-H b--1
Fig. 31 Record of Parallel Shift Manoeuvre Testof S. No. 9
 Full.scale Measurement öf Frequency Response Characteristics of Ships in Steering
I and ô, the combination of part ® and point
I.. -4
Fig. 32 ççb Phase Plane Trajectbry with Con-
stant Rudder Angle at Parallel Shift
Manoeuvre of S. No. 8
- Sio
.102 eg/s)
8 12
-2
-3
--5
Fig. 33, çb Phase Plane Trajectory with Con.
stant Rudder Angle at Parallel Shift
Manoeuvre of S No. 9
and then phase plane analysis was executed.
The figures of T1T2/K, (Ti+ Ta)/K, 1/K and Ò
were determined by the use of part ® and
point ® in Figs 30 and 32. Next, T3 was
determined With pöints (D) änd CE. Besides,
for checking up 1/K, this value Was also
determined from points cA) and ® and points
®and©.
S Nô. 9Bang.bang parallel shift motion
of.5° rudder angle, for which the results of
frequency response analysis had been ob-
tained (Figs. 31 and 33), was analyzed. For
the determinatiön of T11'2/K, (Ti+T2)/K, 1/K
169
© and that of part © and point© in Figs.
31 and 33 were employed and mean values
of both results were adopted. T3 was deter-
mined with points © and . Moreover i/K
was also determined by the use öf points ®
and ® and points ® and ©, and Was checked
up-
As the results of the above described analy-
sis, K', T1', T2' and T3' thus obtained are re-
corded also in Table 2. For S. No. 8, a
straight line with gradient K' obtained by
this approach is drawn in the spiral test re-
suIts Fig. 34, and 1/K' and lIT' due to this
approach are recorded with + marks in the
results. of the zig-zag trials of Fig. 35.
N8 1.0
K 5.50
.30° 4 00
2
K': obtained from the Phase Plane Ana ysis
of Parallel Shift Manoeuvre Test
Fig. 34 Turning Test Results of S. Nô. 8
S.Noß
/
o
01 02 r03
+: obtained from the Phase Plane Analysis
of Parallel Shift Manoeuvre Test
Fig. 35 Zig.Zag Test Results of S. No. 9
170 - Keiichi KARASUNO
The results of S. No. .8 obtained by the
above described analyzing technique seem
to show almost close values in comparison
with K' due to the spiral test results. There
are no means to make comparisons for T1',
T2' and T31, however, it may be said that
and T3' ate slightly too small in com-
parison with values according to common
model experimental results and theoretical
calculation results. For S. No.. 9, T2' and
obtained here show consi,derably small
values in comparison with the frequency re-
sponse resúlts, and are not very plausible.
However, major constants K' and T' seem
to have almost reasonable values, though
they show slightly smaller values than that
due to the frequency response analysis.
Regarding discrepancy between both re-
suits of the frequency response analysis and
the phase plane analysis especially the dis-
crepancy for TI' and T3', examination- must
be made on analyzing and. experimental
techniques. But anyhow, this phase plane
analysis may b an auxiliary means for the
frequency response analysis in the present
discussion at the time of determinig the four
characteristic constants K', T1', T2' and T3'
through the parallel shift manoeuvre experi-
ments
Conclusion
Combination of the parallel shift ma-
noeuvre and the periodic steering may be
suitable for full-scale manoeuvre experi-
ments, and it may be promising as a means
to determine four characteristic constants
K', T11, T2' and 1V on course-keeping mo-
tion.
Both manoeuvre experiments described
above are suitable also for the phase plane
analysis technique, and this analyzing tech-
nique may be promising for reasonable deter-
mination of the four characteristic constants
in parallel with the frequency response
analysis technique.
3).. The transfer function Ys'(It'n') in the
intermediate frequency range obtained by
the frequency response technique may give
useful data for deciding course-keeping capa-
blity on coursekeeping steering, espécially
by automatic steering device, in relation to.
K'T3'/T11. T2'.
Acknowledgement
At the time of the present study, guidance
was given throughout by Prof. Kensaku
Nomoto of Osaka University, and hereupon
deep sense of gratitude is extended to him.
Also heartfelt thanks are offered to those
concerned in each shipyard and the Japan
Shipbuilding Reseach Association who afford-
ed convenience for fúll-scale measurment
tests and data. Thanks are offered respect-
fully to Captain Keinosuke Honda and each
crew member who cooperated at the time of
the experiments on the traning ship "Fukae-
maru" and Minoru Hirota who whole heartily
gave data concerning manoeuvrability of the
Fukae-maru.
References -
1) NOM0TO and KARASUNO: A new Procedure of
Manoeuvring Model Experiment, Selected
Papers from .LS.N.A. Japan Vol. 7, (1971)
) M. BECH and L. W. SMITT: Analogue Simula-
tion of Ship Manoeuvres Based on full scale
trials or free sailing model tests, Hydro-og
Aerodynamisk Laboratorium, Nov. (1968)
Y. TANAKA and K. KOSE: Phase PÌane Analy-
sis on Manoeuvring Motion of Ships, Spring
lecture meeting 1970, J.S.N.A. Kansai Japan
(in Japanese)
M. FUJINO and S. MOTORA: On the Modified
Zigzag Manoeuvre and its Application, J.S.N.A.
Japan Vol. 128, Dec. (1970)
K. NOMOTO: 60th Anniversary Series Vol. 11-
Researches on Manoeuvrability of Ships in
Japan, Çhap. 2, J.S.N.A. Japan, (1966)
S. MOTORA: Course Stability of Ships, J.S.N.A.
Japan, Vol. 77, Jul. (1955) (in Japanese)
M. FUJINO: The Results 'of Reversed Spiral
Tests of a Ship, reported at Japan Towing
Tank Committee, 2nd Committee, Apr. (1971),