Lecture No.

Hydrodynamics and Dynamics of Underwater Vehicles with

Particular Reference to AUVs
Debabrata Sen
Dept. of OE&NA, IIT Kharagpur

1. Introduction

An underwater vehicle under intended forward motion, driven by propeller or

thruster, also responds to the forces of the ambient current and surface wave
motion. Conversely, the surrounding fluid is also driven by the vehicles motion. In
other words, the vehicles dynamics and hydrodynamics problems are coupled,
besides being highly nonlinear. Each part that is the hydrodynamics and vehicle
dynamics, are not clearly understood. Owing to the enormity of the problem, these
two are often decoupled : the hydrodynamic analyses is performed with vehicle
motion as specified and the rigid body dynamics is carried out with hydrodynamic
forces specified as the forcing inhomogeneous terms in the differential equations of
motion.

For the rigid body dynamic analysis, it is convenient to have the equations of motion
written in body-fixed coordinate system as the body geometry is invariant in this
coordinate system. The hydrodynamic forces acting on the vehicle are specified in
terms of hydrodynamic coefficients or hydrodynamic derivatives, i.e. as functions of
state variables of the vehicle motion. The decomposition of the hydrodynamic forces
and moments in terms of hydrodynamic coefficients which are assumed constant for
a given geometry is however theoretically not strictly justified. From a theoretical
point of view, the most complete study will be to determine the fluid forces from
solution of the Navier Stokes equations describing the fluid motion surrounding the
moving body. However, this is neither practical nor possible at the present level of
developments. Note that even if modern CFD codes are available for solution of
viscous flow past bodies, such codes could not be applied directly for the case of an
arbitrarily moving vehicle, as the number of computations that will be needed
covering the envelope is prohibitive and beyond the bound of modern technology.
Therefore the most widely used method for studying vehicles dynamics and
hydrodynamics is to model the hydrodynamic forces as a function of certain so-
called constant coefficient hydrodynamic coefficients or derivatives. This is an
acceptable approximation of the vehicle dynamics and hydrodynamics, and the
correctness of this approach depends on the proper values of the unknown
coefficients for a given geometry.

There is as such no fixed rule regarding how many terms that could be used to
express the hydrodynamic forces and motions. The important points here are two-
fold:

The number of terms used must adequately represent the variation of a

particular force against a particular motion variable. This mean, if there is a
 nonlinear variation of the sway ( Y ) force against sway velocity ( v ), then the
modeling of Y against v should include nonlinear terms. This could be
modeled by say using a combination of linear and quadratic coefficients, a
linear and cubic coefficients or a linear, quadratic and cubic coefficients, etc.

The coefficients thus used above should be determined within certain level of
accuracy, and should in fact be determinable thorough experimentation or
other means.

The above two aspects are related. For example, the nonlinear variation could be
modeled using a large number of nonlinear coefficient but these may not be
determinable. Besides, the idea is to use only enough number of coefficients that
captures all the important features but use of unnecessarily additional coefficients
should be avoided.

This report provides development of dynamic models of generic classes of marine

vehicles with particular reference to AUVs that forms the basis for their trajectory
simulation. By the word `dynamic model here, we mean the rigid body dynamics as
well as the hydrodynamic modeling of the forces and moments. As mentioned
above, there is as such no `standard dynamic model for marine vehicles, and in
literature one may find several models suiting particular needs. Therefore, in the
present notes, we first provide the development of a model, particularly the
hydrodynamic modeling, following the basic principles of the flow physics as
opposed to adopting any existing dynamic model. Subsequently we present some
existing model for AUVs.

2. Rigid Body Dynamics

It is customary and convenient to write the rigid body dynamic equations of motion
with respect to a body-fixed coordinate system for the dynamic analysis of marine
vehicles. Starting from the principle of balance of linear momentum in an inertial
frame of reference, the derivation of the rigid body motion equations in the body-
fixed coordinate system is available in standard texts and will not be repeated here.

Refer to the definition illustration in Figure 1. The velocity G of the body, i.e. the velocity
of the origin of the body-fixed coordinate system is V . Its components in the body
G
fixed system oxyz are, V = {u,v ,w } , while its components in the inertial system
G G
OxO y O zO are V = { xO , yO , zO } . Similarly, the components of the angular velocity in
G
the body-fixed oxyz system are, = { p, q, r } , while the components with respect to
G
the inertial system OxO y O zO are, = {,, } . Here { , , } are the Euler angles of
the rigid body rotation. Following the convention of SNAME (Society of Naval
Architecture and Marine Engineering), these are referred respectively as roll, pitch
and yaw. The mass of the vehicle is denoted as m and the moments of inertia about
the body-fixed system oxyz are denoted in the standard notation as Iij where the
indices i , j correspond to x, y , z coordinates. The coordinates of the bodys center of

2
gravity (CG) with respect to the body system oxyz are { xG , y G , zG } , and that of the
center of buoyancy (CB) are { xB , y B , zB } .

Figure 1. Definition diagram

The three linear motions along the body axes are known as surge sway and heave
and the three rotations about them, as mentioned above, are called roll, pitch and
yaw. A clear illustration of these motions is shown in figure 2 (where the body axes is
xB y B zB and the intetial axes is x1y1z1 ).

Figure 2. Illustration of the 6 motions

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 G G
Let F denote the external force on the body, and M denote the moment of the
external force about the origin o of the body-fixed system oxyz . Let the components
G G G
of F and M in the body system oxyz are denoted as, F = { X ,Y , Z } and
G
M = {K , M, N } . Then, as mentioned before, the 6 DOF rigid body equations of motion
derived from the principle of conservation of linear momentum in inertial frame of
reference, are:

m[u vr + wq xG (q 2 + r 2 ) + yG ( pq r ) + zG ( pr + q )] = X (1)
m[v wp + ur yG (r 2 + p 2 ) + zG (qr p ) + xG (qp + r )] = Y (2)
m[w uq + vp zG ( p 2 + q 2 ) + xG (rp q ) + yG (rq + p )] = Z (3)
I xx p + (Izz I yy )qr (r + pq )I xz + (r 2 q 2 )I yz + ( pr q )I xy
(4)
+ m[ y G (w uq + vp ) zG (v wp + ur )] = K
I yy q + (I xx I zz )rp ( p + qr )I yx + ( p 2 r 2 )Izx + (qp r )I yz
(5)
+ m[ zG (u vr + wq ) xG (w uq + vp )] = M
Izz r + (Iyy I xx )pq (q + rp )Izy + (q 2 p 2 )I xy + (rq p )Izx
(6)
+ m[ xG (v wp + ur ) y G (u vr + wq )] = N

Here {FE } = { X ,Y , Z, K , M, N } represent the fluid forces/moment exerted on the body

due to its motion through the fluid and the left hand side represents the rigid body
inertia terms. These inertia terms are coupled with respect to the translational and
rotational velocities, with the degree of coupling depending on the symmetry in
geometry and mass distribution.

Development of the hydrodynamic model in general means modeling of the

generalized fluid force vector {FE } in terms of constant geometry dependent
coefficients. Depending on the generic class of a vehicle and its particular features
within a class, there can be different modeling of this force vector.

3. Modeling of the Fluid Forces

The total external fluid forces/moments are composed of different components as

follows (it is understood that all vectors have six components corresponding to the
six motion equations).

{FE } = {FS } + {FI } + {FD } + {FC j } + {FP } (7)

j

where

{FS } : Hydrostatic force (gravity force) vector

{FI } : Fluid inertia (i.e. added mass) force vector
{FD } : Fluid damping force vector
{FC j } : Control-surface (i.e. various fins) force vector for the jth control surface.

4
{FP } : propulsion force vector.

Some of the above need to be further separated into components arising from to
different parts of the hull, such as the main hull and sail.

Hydrostatic (Gravity) Forces

These forces are well known, and the force vector is given by:

(W B ) sin
(W B ) cos sin

(W B ) cos cos
{FS } = (8)
( y GW y B B )cos cos ( zGW zB B )cos sin
( zGW zB B )sin ( xGW xB B )cos cos

( xGW xB B )cos sin + ( y GW y B B )sin

In the above,

W = mg is the weight of the vehicle

B = g is the buoyancy of the vehicle.

Here g is gravitational acceleration, is water density, and is the displacement

volume of the vehicle. Note that the buoyancy may marginally change due to
changes in density and volume. These effects can easily be incorporated in the
simulation model by considering = ( x, y , z ) and = ( z ) .

Fluid inertia (i.e. added mass) force vector

These `added mass hydrodynamic forces and moments are given (in exact form) for
an arbitrary 3D geometry moving with arbitrary velocity and acceleration by the
relations :
6
FI j = (U i j i + jkl Ui k l i )
i =1
6
(9)
MI j = U i j +3,i + jkl Ui k l +3,i + jlkUi U k l i )
i =1

where j , k , l take on values 1,2,3 while i runs from 1 to 6. Here, MI j = FI j + 3 represent

the three moments of the added mass force vector, (U1,U2 ,U3 ) are the three linear
velocities (u,v ,w ) respectively, and (U 4 ,U5 ,U6 ) = (1, 2 , 3 ) = ( p, q, r ) are the three
rotational velocities respectively. The terms i j , i = 1,6; j = 1,6 are components of

5
added mass tensor. jkl is the alternating tensor, which equals one when the
successive indices are in cyclic order, = -1 when they are in anti-cyclic order, and are
zero for any other combination:

jkl = +1 for jkl = 123,231,312

= -1 for jkl = 132,213,321 (10)
= 0 otherwise

The exact expression for these relations in terms of the added masses and the
velocity and accelerations can be written from the above.

For general marine vehicles, the applicable expression for the added mass forces
and forces are determined taking into the following considerations:

The added mass tensor is symmetric, i j = j i

For a vehicle symmetric about the center-plane, i.e. oxz plane, many of these
added mass reduce to zero. Theoretically, the non-zero added masses are
the following:
11, 13 , 15 , 22 , 24 , 26 , 31, 33 , 35
(11)
42 , 44 , 46 , 51, 53 , 55 , 62 , 64 , 66

Standard convention is used for denting the added masses, e.g. the first index
refers to the forces/moments ( X ,Y , Z, K , M, N for i = 1,2,3,4,5,6 ) and the
second index refer to the six accelerations u,v,w , p , q, r for the index values
j = 1,2,3,4,5,6 respectively. Also, because there is a negative sign attached in
the general force/moment expression, a negative sign is attached here. For
example, 33 = Zw , 26 = Yr , 53 = 35 = Mw = Zq , etc

With the above, the expression for the added mass forces become:

{FI } = {FI1 } + {FI 2 } (12)

where:

X u 0 X w 0 X q 0 u
0 Yv 0 Yp 0 Yr v

Zu 0 Zw 0 Zq 0 w
{FI } =
1
 (13)
0 Kv 0 K p 0 K r p
Mu 0 Mw 0 Mq 0 q

0 Nv 0 N p 0 Nr r

and,

6
 Zw wq + Zq q 2 Yvvr Yr r 2 Yp rp + X w uq

X u ur Zw wp Zq pq X w up + X w wr + X q qr

X u uq + Yv vp + Yr rp + Yp p 2
X w wq X q q 2
{FI 2 } =
(Zw Yv )vw + (Yr + Zq )(vq wr ) Yp wp + X w uv X q ur + K r pq (Mq Nr )qr
Zq uq + ( X u Zw )uw + Yp vr Yrvp + K r (r 2 p 2 ) + (K p Nr )rp + X q wq X w u 2 + X w w 2

(Yv X u )uv + (Yp + X q )up + Yrur + Zq wp (Yp + X q )vq (K p Mq )pq K r qr X w vw

(14)
Fluid damping force vector

The fluid damping force vector {FD } is due to the steady flow of the fluid past the
vehicle, and depends on the velocity. There are primarily two mechanisms that
contributes to this force vector:

{FD1 } : the lift and drag forces caused when there is a steady flow past a `lifting
surface (the body essentiallyG behaves like a lifting surface due to the angle of
attack of the velocity vector V with its longitudinal axis).

{FD2 } : due to cross-flow separation (a flow separation that takes place when a
real fluid flows in a direction normal to the longitudinal axis).

By comparing and studying various existing models for surface ships and submerged
bodies, it is found that {FD1 } can be adequately described by the following quadratic
model:

X vv v 2 + X ww w 2

Yuv uv + Yv |v |v | v 2 + w 2 | +Yurd ur


uw
Z uw + Z w |w |w | v 2
+ w 2
| + Zuqd uq
{FD1 } = (15)
Kuvd uv + Kupup + Kurd ur

Muwd uw + Mw |w |w | v + w | +Muqd uq
2 2

Nuv d uv + Nv |v |v | v + w | +Nurd ur
2 2

At this point we note that it is in the modeling of this part of the force that major
differences exist in many models, eg. one may use a cubic model or a combination
of cubic and quadratic model. In addition, one may use additional nonlinear `coupling
terms between linear and angular motions. Such refinements in the models are
however more common for surface ships, but the quadratic model (15) above
appears sufficient for submerged geometries typical to AUV configurations.

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In the above for some of the terms the suffix d is added to indicate that these terms
are arising from damping forces/moments. This is because terms with the same
notation also arise in the added mass terms (which are indicated by adding the suffix
a, see below).

The cross-flow drag is found from the sectional `cross-flow drag coefficient CD :

0
1

CD h( x ) (v + xr ){(v + xr )2 + (w xq )2 } 2 dx
2 L

C b( x ) (w xq ){(v + xr )2 + (w xq )2 } 12 dx
2 D L
{FD } =
2
(16)
0
1
CD x b( x ) (w xq ){(v + xr ) + (w xq ) } 2 dx
2 2

2 L
1
CD x h( x ) (v + xr ){(v + xr )2 + (w xq )2 } 2 dx
2 L

In the above, h( x ) and b( x ) are the local height and breadth of the main hull. The
components of {FD1 } are contributed by both main hull and sail (bridge fair-water),
while the cross-flow drag is due to the main hull only.

Propulsion force vector (including resistance)

This can be described using the open-water propeller characteristics diagram. In the
design of propellers, usually the thrust and torque characteristics are described
graphically by KT KQ J diagram, where

UA
J = advance ratio =
ND
T
KT (J ) =
N 2D 4
Q
KQ ( J ) =
N 2D 5
(17)

where U A is the axial velocity of the flow past the propeller (referred to as velocity of
advance), N is propeller revolution per unit time, and D is propeller diameter.

U A is related to the forward velocity by the relation : U A = (1 )u where is the

wave-fraction of the hull. If RT (u ) is the total hull resistance of the hull including

8
appendages, as determined from resistance model test or estimated from empirical
relations or theoretical calculations, then the net propulsive axial force is given by

FP1 = T (1 t ) RT
(18)

where t is thrust deduction fraction.

The propulsion force vector is thus given by:

(1 t ) KT (J ) N | N | D 4 RT (u )

0
0
{FP } =
KQ ( J ) N | N | D 5

0

0
(19)

In the above, N 2 is expressed as N | N | in order to account for the possible reversal

of propeller rotational direction (in getting astern motion for example).

In general it is found that KT and KQ varies with J linearly over the useful range.
This means KT and KQ can be expressed as:

KT = 1 + 2 J
KQ = 1 + 2 J
(20)

which when combined with (17) shows that the thrust and torque can be directly
expressed as:

T (N,U A ) = T|N|N | N | N + T|N|U A | N | U A

Q(N,U A ) = Q|N|N | N | N + Q|N|U A | N | U
(21)

where the coefficients T|N|N ,T|N|UA ,Q|N|N ,Q|N|U A are

T|N|N = D 4 1 ; T|N|UA = D 3 2
(22)
Q|N|N = D 5 1 ; Q|N|U A = D 4 2

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Therefore, by finding the coefficients 1, 2 , 1, 2 through a least-square fit of the
KT J and KQ J curves, the above coefficients can be found.

The total resistance RT is usually to be given from resistance model experiment. The
data can then be fitted to a curve of the form;

RT (u ) = X u|u|u | u |
(23)

and the coefficient X u|u| can be determined from least-square curve fitting of the
resistance data.

When using these data for simulation, it is necessary to ensure that when the vehicle
is in steady forward motion at a uniform speed u (which often forms the initial
condition for a maneuver), the net propulsive thrust is zero, i.e. FP1 = T (1 t ) RT = 0 .

In many AUVs, there are additional `through-body thrusters used for maneuvering
purpose. A typical illustration of such maneuvering thrusters can be seen in Figure 3.
These thruster forces can be easily modeled and incorporated in the dynamic
equations. Let FTHi represent the ith thruster force vector applied at a point whose
G
radius vector from the in the body-system is rTH . Then the appropriate force vector
G
die to the thrusters are simply rTHi FTHi The modeling of the individual thruster
forces FTHi is same as given above for the propulsion thruster, i.e. in terms of the
KT KQ J characteristics of the individual thrusters.

Figure 3. Through-body thrusters in an AUV

Control-surface (i.e. various fins) force vector

The control surface force vector for any fin is modeled as:

10
 X j j u 2 j2

Y j u j
2

Z j u j
2

{FC j } = (24)
K j u j
2

M j u j
2

N u 2
j j

The above modeling is made retaining the nomenclature used for marine vehicles.
however, as many fins fitted in AUVs and other submerged bodies are symmetric
hydrofoil NACA sections for which the forces and moments are more conventionally
expressed in terms of lift, drag and moment coefficients ( CL ,CD ,CM respectively), the
force vector {FC j } can also be expressed in terms of these coiefficients. For example,
considering the flow about the sternplane and rudder shown in Figure 4 with the
symbols as defined there, the lift and drag forces acting on the rudder are given by:

1 1
L= CL (u 2 + v 2 )A ; D= CD (u 2 + v 2 )A
2 2
(25)

where A is the rudder area (span mean chord). Decomposing the lift and drag
forces along x and y component of the rudder force acting on the hull, we have:

X rudder = +L sin D cos

Yrudder = L cos D sin
(26)

Figure 4. Flow about stern plane and rudder

If the x -coordinate of the center of pressure of the rudder is xd , then the

hydrodynaic moment about the z -axis is:

11
 Nrudder = ( L cos D sin ) xd
(27)

For small , as it is usually the case when the vehicle has small lateral component
of velocity and when rudder are locked at zero angle relative to the hull, the above
expression reduce to

X rudder 0, Yrudder L, Nrudder L xd

(28)

It is well known that the lift coefficient CL is almost a linear function of , and thus it
is customary to represent CL as
CL
CL =

(29)
and this the expression for lift force becomes:

CL 2
L= (u + v 2 )A
2
(30)
Further for a vehicle under steady forward motion with U0 L = and with the other
components of velocity being small, the above expression for lift force can be
approximated as:

CL 2
L U0 A
2
(31)

It can be noted that the terms X rudder ,Yrudder , Nrudder are nothing but th component of the
vector {FC j } for that value of j representing the rudder. The conveitional coefficients
used in expressing {FC j } in (24) can be easily expressed in termos of CL ,CD ,CM . For
example, fror the case of small for which Yrudder L , we have
CL 2
Y = U0 A
2
(32)

Assembly and The Final Equations of Motion

All the forces can now be added together and the final form of the dynamic equations
can be written. It can be seen that the various forces above are expressed in terms
of coefficients. In this regard, the coefficients used in {FI 2 } need to be expressed in
the standard convention, which is the following: if a force depends on a particular
motion variable (which may represent a velocity or acceleration, or even a
displacement in case of control surfaces), then the associated coefficient is

12
expressed as X , where X = ( X ,Y , Z, K , M, N ) as the case may be. This convention
results in some of the coefficients expressing {FI 2 } to have the same symbol as
some of the coefficients in expressing {FD1 } . To distinguish these, such `duplicate
coefficients in {FI 2 } are indicated by an additional suffix `a (and similarly in {FD1 } by
an additional suffix `d which was already adopted in writing (15) ).

Following the above, {FI 2 } can be written as:

X wqwq + X qq q 2 + X vr vr + X rr r 2 + X rp rp + X uq uq

Yura ur + Ywpwp + Ypq pq + Yupup + Ywr wr + Yqr qr
Zuqa uq + Zvpvp + Zrp rp + Z pp p + Zwqwq + Zqq q
2 2

{FI } =
2

Kvw vw + Kvqvq + Kwr wr + Kwpwp + K uvauv + K uraur + K pq pq + K qr qr
M uq + M uw + M vr + M vp + M r 2 + M p 2 + M rp + M wq + M u 2 + M w 2
uqa uw a vr vp rr pp rp wq uu ww

Nuva uv + Nupup + Nura ur + Nwpwp + Nvqvq + N pq pq + Nqr qr + Nvw vw

(33
)
where:

X wq = Zw X qq = Zq X vr = Yv X rr = Yr

X rp = Yp X uq = X w

Yura = X u Ywp = Zw Ypq = Zq Yup = X w

Ywr = X w Yqr = X q

Zuqa = X u Zvp = Yv Zrp = Yr Z pp = Yp

Zwq = X w Zqq = X q

Kvw = (Zw Yv ) Kvq = (Yr + Zq ) Kwr = (Yr + Zq ) Kwp = Yp
Kuva = X w Kura = X q K pq = K r K qr = (Nr Mq )

Muqa = Zq Muw a = ( X u Zw ) Mvr = Yp Mvp = Yr

Mrr = K r M pp = K r Mrp = (K p Nr ) Mwq = X q
Muu = X w Mww = X w

Nuva = (Yv X u ) Nup = (Yp + X q ) Nura = Yr Nwp = Zq

Nvq = (Yp + X q ) N pq = (Mq K p ) Nqr = K r Nvw = X w

13
 (34)

As mentioned earlier, all marine vehicles usually have center-plane symmetry. It is

also convenient and therefore the usual practice to chose the body system oxyz
such that the origin of this system is directly above or below the C.G. This means,
{ xG , yG , zG } = {0,0, zG } . Also, if the body is in initial equilibrium, then the CG and CB.
must be in the same vertical line in the body system. This gives,
{ xB , y B , zB } = {0,0, zB } . Thus the final 6 DOF equations of motion for a typical marine
vehicle (AUV) with center-plane symmetry performing arbitrary motions in 3D
hydrospace is now obtained as:

surge or x equation of motion:

(m X u )u X w w + (mzG X q )q myG r = m[vr wq zG pr ]

+ X wqwq + X qq q 2 + X vr vr + X rr r 2 + X rp rp + X uq uq
+ X vv v 2 + X ww w 2
(W B ) sin
+ (1 t ) KT (J ) N | N | D 4 X u|u|u | u |
+ X j j u 2 j2
(35a)
sway or y equation of motion:
(m Yv )v (mzG Yp )p Yr r = m[wp ur zG qr ]
+ Yura ur + Ywpwp + Ypq pq + Yupup + Ywr wr + Yqr qr
+ Yuv uv + Yv |v |v | v 2 + w 2 | +Yurd ur
1
CD h( x ) (v + xr ){(v + xr )2 + (w xq )2 } 2 dx
2 L
+ (W B ) cos sin
+ Y j u 2 j
(35b)

heave or z equation of motion:

Zu u + (m Zw )w + Zq q = m[uq vp + zG ( p 2 + q 2 )
+ Zuqa uq + Zvpvp + Zrp rp + Z pp p 2 + Zwqwq + Zqq q 2

+ Zuw uw + Zw |w |w | v 2 + w 2 | + Zuqd uq
1
CD b( x ) (w xq ){(v + xr )2 + (w xq )2 } 2 dx
2 L
+ (W B ) cos cos
+ Z j u 2 j
(35c)

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roll or equation of motion:
(mzG + Kv )v + (I xx K p )p I xy q (I xz + K r )r
= (I yy Izz )qr + I xz pq + I yz (q 2 r 2 ) I xy pr + mzG (ur wp )
+ Kvw vw + Kvqvq + Kwr wr + Kwpwp + K uvauv + K uraur + K pq pq + K qr qr
+ Kuvd uv + Kupup + K urd ur
+ ( zGW zB B )cos sin
+ KQ ( J ) N | N | D 5
+ K u
j
2
j

(35d)

pitch or equation of motion:

(mzG Mu )u Mw w I yx p + (I yy Mq )q Iyz r
= (I zz I xx )rp + I yx qr + Izx (r 2 p 2 ) I yz qp mzG (wq vr )
+
Muqa uq + Muw a uw + Mvr vr + Mvpvp + Mrr r 2 + M pp p 2 + Mrp rp + Mwqwq + Muu u 2 + Mww w 2
+ Muwd uw + Mw |w |w | v 2 + w 2 | +Muqd uq
1
+ CD x b( x ) (w xq ){(v + xr )2 + (w xq )2 } 2 dx
2 L
( zGW zB B )sin
+ M j u 2 j
(35e)

yaw or equation of motion:

Nvv (Izx + N p )p Izy q + (Izz Nr )r
= (I xx I yy )pq + I zy rp + I xy ( p 2 q 2 ) I zx rq mxG (ur wp )
+ Nuva uv + Nupup + Nura ur + Nwpwp + Nvqvq + N pq pq + Nqr qr + Nvw vw

+ Nuvd uv + Nv |v |v | v 2 + w 2 | +Nurd ur
1
CD x h( x ) (v + xr ){(v + xr )2 + (w xq )2 } 2 dx
2 L

+ N j u 2 j
(35f)

At this point, it may be of interest to compare the above form of dynamic equations
and modeling of hydrodynamic forces with some existing form of similar equations. It
is seen that the differences are minor, mainly in the modeling of the forces {FD1 } . For
illustration, we reproduce below the dynamic equations of motions for sway for the
Naval Postgraduate School AUV II (taken from Fossen 200) below:

15
sway or y equation of motion:
(m Yv )v (mzG Yp )p Yr r = m[wp ur zG qr ]
+ Ywpwp + Ypq pq + Yupup + Ywr wr + Yqr qr
+ Yuv uv + Yvqvq + Yvw vw + Yur ur
1 v + xr
2
[C dy h( x ) (v + xr )2 + Cdz b( x )(w xq )2 ] 2
dx
L
Ucf ( x )
+ (W B ) cos sin
+ Y j u 2 j
(36a)

Comparing the above with eqn. (35b), we find that here the force vector {FD1 }
consists of the additional sway-roll and sway-heave cross-coupled forces
Yvqvq + Yvw vw while the quadratic term Yv |v |v | v 2 + w 2 | is not considered. The other
difference is in the modeling of {FD2 } where drag coefficient for horizontal and vertical
flow, Cdy and Cdz are taken separately while the present development takes a
constant value of Cd for both planes. Also the velocity parameter taken differs
somewhat. As mentioned earlier, this proves the point that there is really no
standard form of the dynamic modeling of the various forces. In general, however,
all models have some similar basic features. The differences in this particular case
stems from the fact that the AUVII hull is primarily of rectangular cross-section and
thus a coupling between vertical and horizontal plane forces may exist (which is why
the term Yvqvq + Yvw vw appears to have been kept). Similarly, the modeling for the
hydrodynamic forces should contain terms that should adequately describe all the
coupled forces and possible nonlinear variations of the forces that may exist for the
particular hull geometry. This in particular applies for the modeling of {FD } .

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