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General
Underwater Motion
Model Test for Underwater Motion
Hull Form Design
Propeller Design
4
Fixed Wing
Surface Ship
Rotary Wing
Submarine
Submarine
5
Torpedo Composition
Coordinate Systems
Space Fixed Coordinate
O X(North)
Y
p
x/u
o
X
m u qw rv xG q 2 r 2 yG pq r zG rp q
mv ru pw y r p z qr p x pq r
Hydrodynamic 2 2
Forces & Moments Y G G G
m u = X u u + X u u + X T ( W B) sin
Inertia Damping Control Static
force force force force
m w
uq = Z q q + Z w w
+ Z q q + Z w w + Z e e + ( W B) cos cos
I x p = K p p K r r + K p p K r r + K v v + K v v
+ K r r K e e r e l y B B cos cos + z B B sin cos
T 1 ( , , )
cos cos cos sin sin sin cos sin sin cos sin cos
cos sin cos cos sin sin sin sin cos cos sin sin
sin sin cos cos cos
Equilibrium State
The equations of motions are decomposed into
equilibrium state equations & perturbed equations.
W-B = Lift(Body) + Control Force
Moment(Body) = Control Moment + xBBcos(Restoring Moment)
Lift Force
Control Force x
B
0
0 W
z
18
1
Z e x B B ( W B) M e
o tan
Z e M w z B B Z w M e
Z w sin o ( W B) cos o
o
Z e
X T X u cos o ( W B) sin o
19
m w
cos o Z w w
Z w w Z q
Z q Z e e ( W B) sin o
I y M w w M q
M w w M q M e e x B B sin o z B B cos o
Horizontal Plane
m v cos o r Yv v Yv v Yp
Yp Yr r ( W B) cos o Y r r
I x
K v v K v v K p
K p K r r z B B cos o K r r K p p
I z r N v v N v v N p
N p N r r x B B cos o N r r
20
Detailed Design
Phase
Validation Phase
22
V-PMM Test
Design Objectives
The following three are primary in all
designs and should be sustained throughout
the whole design process.
① the product should perform the functional
purpose of the customer.
② the design should be suitable for construction
within the capability of the technology and
resources available.
③ the cost should be acceptable to the customer.
30
Sea Trial(Validation)
32
Concept Study(sample)
① Battery & motor spec. by estimating drag, efficiency,
operating concept and so on.
② Effective horse power(PE) can be estimated from drag.
③ Motor Power(PM) & battery power(PB) can be obtained
using PE & efficiency.
④ Battery energy can be estimated using battery power(PB)
and operation time.
Battery Motor
Bearing Propeller
33
Hull Form
3
1 2
-Nose Design-
Constraints
Hydrodynamics
Sensor • Laminar-Turbulent
Transition Structure &
Characteristics Integrity
• Sensor Shape • Cavitation
• Flow Separation • Impact
• Uniform Thickness • Length, Diameter
of the Molding
-Nose Design-
-Nose Design-
Flow Analysis
Flow analysis is needed to check the flow
separation, cavitation & water entry impact.
Example of viscous flow analysis
: RANS(Reynolds Averaged Navier-Stokes) equation
37
-Nose Design-
Cavitation Analysis(1)
Nose cavitation inception condition is closely
related to operational speed and depth.
It can be estimated by analyzing the surface
pressure.
Speed
-Nose Design-
Cavitation Analysis(2)
The cavity shape & its effects can be
estimated by using two-phase flow analysis
1.4
such as VOF.
1.2 Analysis, Ca=0.5
Analysis, Ca=0.4
1 Analysis, Ca=0.3
Analysis, Ca=0.2
0.8 Data, Ca=0.5
Data, Ca=0.4
0.6 Data, Ca=0.3
Data, Ca=0.2
0.4
Cp
0.2
-0.2
-0.4
-0.6
-0.8
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
s/d
-Nose Design-
Cavitation Analysis(3)
For designed hull form, cavitation inception
points and cavity shape can be verified
through model tests in a cavitation tunnel.
-Nose Design-
-Nose Design-
-Tail Design-
Constraints
Structure & Integrity
• Inner Space for the
Motor & Actuators
• Outer Space for Fins
Hydrodynamics • Length, Diameter
• Low Drag
• Separation
• Inflow at the Propeller
P: 0.630.750.800.860.920.920.950.970.980.991.041.041.071.121.151.211.231.281.371.44
43
-Tail Design-
Flow Analysis
Flow analysis is needed to check the
separation point at the tail and to analyze
inflow condition at propeller plane.
-Tail Design-
Motor
Actuator
Arrangement of the Motor and Actuators
45
Constraints
Motion Characteristics
• Static & Dynamic Stability
• Minimum Splay Angle
• Minimum Attack Angle
• Maximum Movable Rudder Angle
• Rudder Torque
• Turn Rate
Cruciform X-Stern
49
Flow Analysis
to estimate the control forces
to know the influence of the fin tip vortex
to check the flow separation.
50
-System Design-
Integration of System
① Integrate the subsection design results
② Recalculate the weight distribution and buoyancy.
③ Arrange the equipments & check the interference
using 3-D digital mock-up.
④ Build the equations of motion.
53
-System Design-
Exercise
shut
War shut
54
-Dynamic Analysis-
Equilibrium State
: the example of the equilibrium angle of attack and
the equilibrium elevator angle on the level flight.
20.0
Tht0
Delta0
10.0
Tht0, Delta0 [deg]
0.0
-10.0
-20.0
-0.15 -0.1 -0.05 0 0.05 0.1 0.15
xcg [m]
55
-Dynamic Analysis-
Model Testing in
Towing Tank & Cavitation Tunnel
Radiated Noise
Estimation
At-sea Evaluation
Thank you!
Hull Form
DB
Design
Controller
Design
62
Stability
: a torpedo’s capability to reestablish its
original undisturbed motion mode in all or
separate kinematic parameters.
Controllability
: a torpedo’s capability to execute commands
proceeding from the control system to the
torpedo control surfaces.
The more stable, the less controllable.
63
Stability Modes
Disturbance
Original Path
Disturbance
Original Path
Directional Stability
Disturbance
Original Path
Positional Stability
64
Y` Y`
65
CFD Results
Numerical Tank : simulation of captive model test
66
Stability System
Rotating Arm Analysis Simulation
Controllability
CFD Analysis
67
System Identification
SI is the technique to develop mathematical
models of vehicles from their dynamic
responses to control forces.
When the system ID techniques are used to
estimate the hydrodynamic coefficients,
“simultaneous drift phenomenon” could
occur. In other words, there is a problem of
non-uniqueness or identifiability.
Measured
Original
Identified
iteration Time
Measured
Original
Identified
Damping Coef.
iteration Time
Measured
Original
Identified
Time
iteration
Kp Kp
V-PMM
: Vertical Planar Motion Mechanism
The area of works
Resistance Test
Static Test
Control Surface Test
Dynamic Test
Roll Motion Test
74
w
75
Dynamic Test
In dynamic test, added mass coefficients can
be obtained using pure heave motion and
pure pitch motion.
ao
o
Devices
77
0.00025
0.00025
N` 0
N'
Y'
Y`
-0.00025
a=0
a=4
a=0 -0.00025 a=8
a=4
a=12
a=8
-0.0005 a=-4
a=12
a=-8
a=-4
a=-8
Sway force vs. Rudder angle Yaw moment vs. Rudder angle
78
Defects
1) V-PMM tests are typically performed in the
linear range.
2) It has some problems to obtain the
coupled coefficients.
3) The results of roll motion tests are not
trustable.
79
Concepts
Model
U = R
Rotating Arm
R
Axis fixed
in Tank
Variables
Turning Rate(=V0/R)
: the only way to vary at constant linear
speed is to vary R.
Drift Angle
Propeller RPM
Control Surface Deflection Angle
82
Tare Test
In order to move the model along a circular
path at constant speed, a radial force and
gravity force must be applied through the
balance.
The best way to account for the centrifugal
force tares would be set the model at the
required condition, make a run in air,
submerge the model, make a run, and
subtract the results in air from the
submerged results.
83
84
Y` N`
Sway force vs. Drift angle Yaw moment vs. Drift angle
85
Defects
1) A specialized facility of substantial size is
required.
2) Acceleration coefficients cannot be determined
as the flow field is steady with respect to the
model.
3) The model must be accelerated and data must
be obtained a single revolution.
4) In order to obtain values of Yr, Nr, Yv, and Nv at
=0, data at small values of are necessary.
86
Devices
Side View
90
K -0.02
K`
coning
VPMM
empirical
-0.04
Defects
1) Since the sting is used to mount the model,
there are some difficulties to use
propulsion system and control surface.
2) Acceleration coefficients cannot be
determined as the flow field is steady with
respect to the model.
92
Reality
Contradictions
Torpedo Dynamics : Speed/Turn rate/…
Constraints
Analysis System Design
CFD Analysis
•Integration of
Subsection Subsections
Design •Weight Model Test
Distribution (V-PMM)
•Study of •Eqns of Motion
Candidates
•Shape design Analysis of Static
& Analysis & Dynamic
Characteristics
96
Types of Cavitation(1)
① Traveling Cavitation
Traveling cavitation is composed of individual
transient cavities which form in the liquid and
move with along with the liquid as they expand,
shrink, and then collapse.
Types of Cavitation(1)
① Bubble Cavitation
The simplest of cavitation structures should be
the activation and collapse of individual nuclei as
they are converted into and out of a low
pressure region.
Nuclei
• concentration : 10~100/cm3
• Size : 10~100m
100
Types of Cavitation(2)
② Sheet Cavitation
In many situations bubble cavitation will suddenly
form a vapor field separation zone.
The state of boundary layer preceding the cavity
will be reflected in the surface texture of the cavity
appearing glassy when laminar or rough when
turbulent.
101
Types of Cavitation(3)
③ Cloud Cavitation
Cavitation occurring with the unstable closure of
sheet cavities and other highly turbulent flows
form large assemblies of bubbles that collapse
violently.
Similar structures form in mixing or shear layers
where cavitation occurs in vortices within
turbulence.
102
Types of Cavitation(4)
④ Vortex Cavitation
Vortex cavitation forms in the high shear zones
inside vortices. (tip cavitation)
A little pressure distribution changes on the body
103
• Torque balance
105
Trend in propeller
Design Consideration
• Powering – Speed, Efficiency
• Radiated Noise
Swiftsure (SSN)
Spearfish (HWT)
UK Trafalga (SSN)
Stingray (LWT)
Vanguard (SSBN)
Le Triomphant
France MU-90 Impact (LWT)
(SSBN)
112
② RPM
The slower, the better
Need to consider the motor performance
③ No. of blades
Consider the vibration from blade passing(unsteady force)
Consider the manufacturing cost
Usually over 5. odd number preferred
113
Empirical Formulae
- Frictional (ITTC)
Wake Fraction(w)
The propeller operates in the wake of the hull. There
the velocity is generally retarded to a degree
depending on the fullness of the hull and the position
of the propeller.
The boundary layer of the hull will be thicker and thus
the wake retardation of the hull will be larger.
The mean retardation of the wake behind the hull is
measured by the wake fraction w.
(w = 1-UA/U)
116
Thrust Reduction(t)
In the effect of propeller on the hull, the
suction of the propeller generally reduces
the pressure at the stern and hence
increases the drag force.
The portion of this increase is called thrust
reduction.
117
Empirical Formulae
1
.51773
Y .59894
.65868
.71833
.77792
.83747
0.8 .89698
.96139
VOA
0.813225
0.76589
0.718555
0.67122 0.6
0.623885
0.57655
Va
0.529215
0.48188
Z 0.434545
0.4
0.38721
Hub(Body) 0.339875
0.29254
0.245205
0.19787
0.150535 0.2
0
0 90 180 270 360
Theta
(3D) 17 Jun 2000 BODY GRID | DUCT GRID | DUCT WAKE GRID 1 | FORWARD VANE GRID | FORWARD VANE WAKE GRID (3D) 17 Jun 2000 BODY GRID | DUCT GRID | DUCT WAKE GRID 2 | AFTER VANE GRID | AFTER VANE WAKE GRID
Y
Z
Z
X Y
X
Z
Z X X
Y
Quasi-steady analysis(1)
Quasi-steady analysis(2)
0.20
4 blade
5 blade
6 blade
0.15 7 blade
8 blade
9 blade
T'/T
10 blade
0.10
11 blade
0.05
0.00
1 2 3 4 5 6 7 8 9 10
Harmonic
Propeller noise
② Vibration Noise
Unbalancing
Cavitation
131
④ Cavitation Noise
High Speed, Low Depth
tip vortex, back, face, hub vortex
132
② Material
Al-alloy
High damping material – FRP, GRP, MMC
FRP: Fiber Reinforced Plastic
GRP: Graphite Reinforced Plastic
MMC: Metal Matrix Composite