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(Manuscript Received August 6, 2010; Revised December 8, 2010; Accepted December 29, 2010)
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Abstract
In harbor areas, precise ship steering is the most important operation. This requires a set of adequate thrust devices taking into account
surge, sway and yaw motions precisely. However, the effectiveness of actuators during low-speed maneuvering is reduced, making it
necessary to use tugboats to ensure safe berthing. In this paper, we present a mathematical model of a system describing the interaction
between an unactuated ship and tugboats. Thrust allocation is solved by using the redistributed pseudo-inverse (RPI) algorithm to deter-
mine the thrust and direction of each individual tugboat. The main goal of this method is to minimize the power supplied to tugboats and
increase their controllability. The constraints are twofold. First, the tugboat can only exert a limited pushing force, and second, it can only
change directions slowly. Additionally, an adaptive control law is proposed to capture the draft coefficients of the ship, which are known
as uncertainty parameters. The controller guarantees that the ship follows a given path (geometric task) with desired velocities (dynamic
task). The specifications of Cybership I, a model ship, are used to evaluate the efficiency of the proposed method through Matlab simula-
tions.
Keywords: Adaptive control; Control allocation; Redistributed pseudo-inverse algorithm; Ship berthing; Ship model
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f1
α1 α4
( x1 , y1 ) ϕ
f4
( x4 , y 4 )
( x2 , y 2 ) α 2
α3
f2 ( x3 , y3 )
f3
One objective is to minimize the power supplied to the tug- Fig. 2. Ship motion with the assistance of four tugboats.
boats and to increase their controllability knowing that a tug-
boat can only exert a limited pushing force and that it can only
⎡cosϕ − sin ϕ 0⎤
change directions slowly. Furthermore, constraints due to
R(ϕ ) = ⎢ sin ϕ cosϕ 0⎥ . (2)
limitations of contact angles between the ship and the tugboats ⎢ ⎥
are also considered. ⎢⎣ 0 0 1 ⎥⎦
Additionally, when the ship moves from open seas to con-
fined waters, its hydrodynamic coefficients change signifi- M ∈ R 3x3 represents a mass/inertia matrix. D ∈ R 3x3 is a
cantly. This, in turn, considerably influences the ship’s han- linear damping matrix assumed to be uncertain and continu-
dling. To overcome this drawback, an adaptive controller that ously differentiable. These matrices can be determined, re-
considers the change of draft coefficients is proposed. spectively, as follows:
The remainder of this paper is structured as follows. In Sec-
tion II, we provide the second order dynamic system of ship ⎡ m − X u 0 0 ⎤
considered in the horizontal plane. The thrust configuration M =⎢ 0 m − Yv −Yr ⎥
matrix is studied through force decomposition analysis. In ⎢ ⎥
⎣ 0 − N v I z − N r ⎦
Section III, the adaptive controller is presented. Control allo- (3)
⎡− X u 0 0 ⎤
cation based on the RPI algorithm is proposed in Section IV.
D=⎢ 0 −Yv 0 ⎥ .
In Section V, the efficiency of the proposed approach is ⎢ ⎥
⎣ 0 0 − Nr ⎦
evaluated through model ship control simulations. Conclu-
sions and plans for future study are summarized and discussed
in Section VI. If we consider the assistance of tugboats, the control input
vector τ = [τ X ,τ Y ,τ Z ] ∈ R 3 (whose components are the surge
force τ X , sway force τ Y and yaw moment τ Z ) is the result of
2. System model
combined efforts of four tugboats as shown in Fig. 2. Vector
The kinematic and linear dynamic equation describing low- τ is defined as
speed maneuvering of an unactuated vessel manipulated by
four external tugboats in the horizontal plane can be written as τ = B(α ) f (4)
follows [6]:
where the vector f = [ f1 f 2 f 3 f 4 ]T ∈ F represents the unidi-
η = R( ϕ )v , rectional thrust produced by each individual tugboat.
(1)
Mv + Dv = τ The set of F is described as 0 < fi ≤ f max , ∀i ∈ (1,...,4) .
The geometrical configuration matrix B(α ) ∈ R 3x4 captures
where η = [ x, y ,ϕ ]T ∈ R 3 represents the inertial position (x, the relationship between all four tugboats and the ship. The i-
y) and the heading angle ϕ in the earth-fixed coordinate th column of matrix B(α ) is defined as follows:
frame, v = [u, v, r ]T ∈ R 3 describes the surge, sway and yaw
rates of the ship in a body fixed coordinate frame. The rotation ⎡ cos(αi ) ⎤
matrix R(ϕ ) , which translates the body fixed coordinate ⎢ ⎥
Bi (α ) = ⎢ sin(αi ) ⎥ . (5)
frame into the earth fixed coordinate frame, is defined as
⎢ −l yi cos(αi ) + l xi sin(αi ) ⎥
⎣ ⎦
V. P. Bui et al. / Journal of Mechanical Science and Technology 25 (5) (2011) 1257~1264 1259
Here, the angle αi defines the force direction of the i-th tugboat. stability analysis, the filtered tracking error, r (t ) ∈ R 3 x1 , is
It is measured clockwise and is relative to the x-axis of body introduced as
fixed coordinate frame. The location of the i-th contact point in
the body fixed coordinate system is at (l xi , l yi ) . The control r = e + Ke . (11)
input vector τ can thus be expressed in the form of the geomet-
ric configuration matrix B (α ) and thrust vector f by: Here, K ∈ R 3 x 3 is the constant control gain. It is defined as a
diagonal positive matrix.
T The time derivative of r(t) can be obtained as follows:
⎡ cα1 sα1 −l y1cα1 + l x1sα1 ⎤ ⎡ f ⎤
1
⎢ ⎥
⎢ cα 2 sα 2 −l y 2 cα 2 + l x 2 sα 2 ⎥ ⎢ f 2 ⎥
τ=⎢ ⎢ ⎥ (6) r = η
− η
d + Ke . (12)
cα sα3 −l y 3cα 3 + l x 3 sα3 ⎥ ⎢ f 3 ⎥
⎢ 3 ⎥ ⎢ ⎥
⎢ cα 4 sα 4 −l y 4 cα 4 + l x 4 sα 4 ⎥⎦ ⎣ f 4 ⎦ By substituting Eq. (12) into Eq. (7), the open-loop dynamics
⎣
for the filtered tracking error signal r (t ) can be expressed as
where s αi = sin(αi ) and cαi = cos(αi ). follows:
M *r = τ * − D*η − M *η
d + M * Ke
3. Adaptive control design
= τ * − R(ϕ ) Dv + R(ϕ ) MS (ϕ ) RT (ϕ )η − M *η
d + M * Ke
The primary control objective is to design the control input
vector such that the unactuated vessel is forced to follow a = −Y (ϕ , v )Θ + τ * + R(ϕ ) MS (ϕ ) RT (ϕ )η − M *η
d + M * Ke,
desired trajectory with an uncertainty of draft coefficients of (13)
the damping matrix D . The controller development is based
on the assumption that all states of the vessel are measureable. where the regression matrix Y (ϕ , v ) and the unknown pa-
To simplify the development of the controller design, the rameter vector Θ are defined by the following expression:
system model presented in Eq. (1) is rewritten as
⎡u 0 0 ⎤ ⎡ Xu ⎤
+ D*η = τ *
M *η (7) Y (ϕ , v ) = R(ϕ ) ⎢⎢ 0 v 0 ⎥⎥ , Θ = ⎢⎢ Yv ⎥⎥ . (14)
⎢⎣ 0 0 r ⎥⎦ ⎢⎣ N r ⎥⎦
where the transformation v = RT (ϕ )η and v = RT (ϕ )η
− S (ϕ ) RT (ϕ )η are utilized. The skew symmetric matrix
S (ϕ ) ∈ R 3 x 3 is given by Based on the open-loop dynamics of the filtered tracking er-
ror, the transformed control input vector τ * is specified to be
⎡ 0 −ϕ 0 ⎤
S (ϕ ) = ⎢⎢ϕ 0 0 ⎥⎥ .
(8) τ * = Y (ϕ , v )Θˆ − R(ϕ ) MS (ϕ ) RT (ϕ )η + M *η
d
(15)
⎢⎣ 0 0 0 ⎥⎦ − M * Ke − e − K r r ,
The transformed system matrices M * ∈ R 3 x 3 , D* ∈ R 3 x 3 where K r is defined as a positive definite, diagonal gain
and τ * ∈ R 3 x1 are calculated, respectively, as follows: matrix. The update law, based on the projection presented
below, is defined to generate the bounded parameter estimate
M * = R(ϕ ) MRT (ϕ ) , vector Θˆ (t ) [7]:
D* = R(ϕ )( DRT (ϕ ) − MS (ϕ ) RT (ϕ )), (9)
⎧0 if Θˆ = Θ, − Y T (ϕ , v ) r > 0,
τ = R(ϕ )τ .
*
⎪ ⎪
Θˆ = ⎨0 if Θˆ = 0, − Y T (ϕ , v )r < 0, (16)
⎪ T
⎪⎩ −Y (ϕ , v ) r otherwise.
*
We noticed that the transformed system matrix M is non-
negative matrix. We describe the position and orientation of
the desired trajectory in the Earth-fixed coordinated frame by Here, Θ denotes the upper bound values for the draft coeffi-
the vector ηd = [ xd , yd ,ϕ d ]T . Without any loss of generality, cients (assumed to be known). The closed-loop dynamics of the
the selected trajectory is assumed to be both sufficiently filtered tracking error signal r (t ) can be obtained as follows:
smooth and bounded ηd , ηd , η d ∈ L∞ . The tracking error de-
noted by e (t ) ∈ R 3 x1 is defined as M * r = −Y (ϕ , v )Θ − e − K r r (17)
1
H = ( f TWf + c TWf + f TWc + c TWc ) +
2 (27)
+ξ ( B (α ) f − τ c ),
(31)
⇒ f = −c + W −1B (α )T ( B (α )W −1B (α )T ) −1 (τ c + B (α )c ). The configuration of the tugboats around the ship are de-
scribed as
If we set B* = W −1B (α )T ( B (α )W −1B (α )T ) −1 , Eq. (31) is
simplified as follows: (l1x , l1 y ) = (0.41, −0.15), (l2 x , l2 y ) = (−0.41, −0.15),
(34)
(l3 x , l3 y ) = (−0.41,0.15), (l4 x , l4 y ) = (0.41,0.15).
f = −c + B* ( τ c + B (α )c ). (32)
The slowly varying direction constraint emphasizes that the
Note that if W is the identity matrix, B* is called the set of initial directions α10 ,α 20 ,α 30 ,α 40 considerably affect
Moore–Penrose pseudo-inverse matrix. the direction and control force of the tugboats. In this simula-
After solving the force distribution problem using Eq. (32) tion, varying direction constraint is:
with c initially a zero vector, if no element of the thrust vec-
tor f exceeds the minimum or maximum value, the process π
α = [rad/s] . (35)
stops. However, if one of the elements exceeds the limits, the 90
problem is solved again with Eq. (31) modified as follows:
(1) The zero vector is set to all the elements of the i-th column Constraints about limitation of pushing force and contact
of matrix B(α ) , which corresponds to the position of the angle of each tugboat are chosen as follows:
saturated fi.
(2) The i-th element of vector c is set as the negative of the
saturated value. f min = 0, f max = 0.5[N],
π 5π
α1min = α 2 min = , α1max = α 2 max = , (36)
5. Simulation results 6 6
The primary focus of the simulation is to investigate the −5π −π
α 3 min = α 4 min = , α 3 max = α 4 max = .
performance of the controlled system, as well as tugboats 6 6
1262 V. P. Bui et al. / Journal of Mechanical Science and Technology 25 (5) (2011) 1257~1264
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rigs and underwater vehicle, Trondheim, Norway, Norwe- M.S. degrees in Maritime Engineering
gian University of Science and Technology, 2002. from National Fisheries University of
[7] J. Esposito, M. Feemster and E. Smith, Cooperative manipu- Busan, Korea, in 1989 and 1991, respec-
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IEEE International Conference on Robotics and Automation, gree from Kobe University, Japan in
Pasadena, USA (2008) 1501-1506. 1996. Dr. Kim is currently a Professor at
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allocation, Journal of Guidance Control and Dynamic (25) 4 Engineering at Pukyong National University in Busan, Korea.
(2002) 703-711. His research interests include control theory and application
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[11] J. P. Strand, Nonlinear position control system design for Kwon Soon Lee received the B.S
marine vessels, PhD. Thesis, Dept of Engineering Cybernet- degree from Chungnam National
ics, Norwegian University of Science and Technology, 1999. University, Daejeon, Korea in 1977 and
the M.S degree from Seoul National
Van Phuoc Bui received B.S in University, Seoul, Korea in 1981. He
Mechatronic Engineering in 2005 at then received his Ph.D. degree from
HoChiMinh University of Technology Oregon State University in Corvallis,
(HCMUT) and M.S in Department of OR, U.S.A. in 1990, all in electrical
Mechanical and Control System Engi- engineering. Dr. Lee is currently a professor at the department
neering at the Graduate School of of electrical engineering at Dong-A University in Busan, Ko-
Pukyong National University (PKNU) in rea since 1982. From 2003 to 2008, he was a director of Na-
Busan, Korea, in 2009. He is currently a tional Research Lab. nominated by Korean government. His
doctoral student at PKNU. His research interests include con- research interests include intelligent control theory and appli-
trol theory with applications to marine control system. cation to industrial field.