本研究之目的分成兩大部分，第一部分是考慮滑航艇的滑航俯仰角變化結合船體六度運動公式，進行船舶迴旋圈測試，了解船體操縱性能的變化。第二部分是以二維截片理論模擬船體運動，將滑航艇的滑航行為加入考慮，了解高速艇滑航時的姿態對耐海性的影響。
本研究假設滑航艇之穩態動升角即為該船速之俯仰角，以此姿態來進行平面運動機構實驗(Planar Motion Mechanism)，得到滑航艇不同滑航姿態的流體動力係數。利用這些流體動力係數進行迴歸分析，導入船舶運動方程式，進行迴旋圈測試。
其次耐海性部分使用二維截片理論在頻率領域進行計算，建立不同穩態動升角狀態下不同船速、吃水、波頻、波向下的耐海流體動力係數資料庫。使用此資料庫，內插出任何時刻船體所受之相關流體動力，在時程領域進行四階Runge-Kutta數值方法計算，進而得到船體在波浪中時程領域中的運動量。
由本研究之結果可以得知，考慮滑航姿態之迴旋圈模擬與使用排水量型船舶假設之迴旋圈大小差異極大，完成迴旋圈的速度也大不同。考慮滑航姿態之時域耐海模擬也顯示若以排水量型船舶假設進行滑航艇的耐海性能研究，將會高估滑航艇之運動量。因此滑航艇之姿態對於船體操縱性與耐海性之影響須謹慎評估，不可忽略。

This study is divided into two parts, which both take planing hull attitude into the ship motion equation. The hull attitude is meant to represent the dynamic lift angle and running trim that were generated as the planing hull accelerates.
The first part assumes that the hydrodynamic coefficients varied as the planing hull attitude changes, which also differs as the ship speed changes. Thus the PMM(Planar Motion Mechanism) test under three attitude conditions are performed to measure the hydrodynamic coefficients. Then we do the regression analysis on these coefficients to make sure that the coefficients cover the range of ship speed we are going to simulate. Then the turning circle test is simulated by the 4th Runge-Kutta approach with the 4DOF ship motion equation.
Based on the two-dimensional strip theory, the latter part establishes a seakeeping hydrodynamic coefficients database with a previously developed seakeeping motion program running in frequency domain. A variety of ship speeds, drafts, wave frequencies, wave directions are considered. Then, combining the foregoing attitude assumption and the database, ship motion are calculated by 4th Runge-Kutta approach.
Based on the results of current work, planing hull performs different motion characteristics compared to displacement ship. The turning circle results considering planing attitude is smaller than that with even keel waterline.The ship speed drops more, and the steady roll angle during turning remains the same.
The frequency-domain value shows a overall overestimating tendency on the value calculated with even keel waterline. But ship motion appears to be underestimated on heave at 20 knots and in head sea at 35 knots, which also happens on yaw motion in following sea. The time-domain seakeeping motion results also shows that the calculation of frequency domain had an generally overestimating trend on planing hull. When ship is not at rest, ship motion in waves is normally lower in the time-domain simulation. And the larger the wave amplitude is, the lower the non-dimensional ship motion is going to be. The exception is the non-dimensional motion of ship speed 35 knots, which the non-dimensional heave and pitch motion are larger than the frequency-domain value.

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