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0.5
0.4
Lift coefficient
0.3
0.2
0.1
-0.1
-2 0 2 4
Installed attack angle [deg]
0.5 0 deg
- 4 deg
0
1 1.5 2
Relative submergence
0.1
0.06
, (5)
0 s s1 b / 2
2
b / 2
2
UNSTEADY FORCES
where (s ) is the circulation density in the wake
When predicting unsteady motions of a boat, one
must know unsteady hydrodynamic forces on at a horizontal coordinate s , and s1 is the current
hydrofoils. If unsteady processes are sufficiently coordinate of the hydrofoil trailing edge. For
slow (e.g., in long waves), then a quasi-steady several classical cases (e.g., harmonic variations,
approach can be applied to calculate forces using steady acceleration, etc.) and idealized hydrofoil
Eqs. (1-2). If disturbances are small and periodic, profile, the intensity of shed vorticity can be
then the forces (both amplitude and phase) will determined analytically; in other cases it can be
depend on Strouhal numbers (or frequency). In found numerically in a time stepping process. This
essentially unsteady problems, the fully unsteady method for calculation of unsteady hydrodynamic
methods for calculating forces should be applied. lift gives results in acceptable agreement with
experimental data (Egorov and Sokolov 1965).
BOAT DYNAMICS forward foil is felt by the aft foil after time delay
L / U , where L is the distance between
The ultimate goal of the model under development hydrofoils. This approximation is sufficient for
is motion prediction of a hydrofoil craft in both useable engineering results.
calm water and in unsteady operations, including
rough seas. The motion simulator integrates the The dynamic system outlined here is applied for
boat dynamics equations applying the expressions simulating vertical plane motion in waves of the
for the forces outlined above. When conducting model of one variant of Olympia-class hydrofoil.
such modeling, two or more coordinate systems Experimentally obtained steady lift and drag
are usually used. For example, equations of coefficients (which are functions of attack angle
motions are written in the ship-fixed coordinate and submergence) were used with the addition of
system where inertial moments do not change. unsteady forces, wave-induced forces, and the
Motion trajectory is presented in the space-fixed fore-aft foil interaction. Calculated amplitudes of
system. When disturbances are small, the heave and pitch in following waves are compared
equations can be simplified. Sometimes the in Table 1 with experimental data and with results
problem can be reduced to motions in the obtained by simpler (but still nonlinear) theory
coordinate sub-spaces, such as the vertical plane which neglects vorticity wake and the fore-aft foil
motion (pitch, heave, surge) for seakeeping in interaction. Following waves are usually the most
head and following waves, or lateral motion adverse wave direction for a hydrofoil craft. It
(sway, yaw, roll) for maneuvering. Our tool should be noted that the final, optimized
incorporates all degrees of freedoms, with the configuration of the Olympia hydrofoil, which
ability to study reduced-order problems. additionally employs controlled flaps, has motions
in high seas 2-10 times lower than those for the
The general form of the dynamics equations are hydrofoil system variant studied here. Higher
written as accuracy between test data and experimental
M M
x results that may be needed for design optimization
will require using sophisticated CFD methods for
F ( x, x
; history; waves; control ) , (6) modeling hydrofoil craft dynamics.
where M is the inertial matrix, M is the added
mass matrix, and x is the vector of six Motion parameter Heave Pitch
coordinates. The generalized force vector on the
right-hand side of Eq. (6) depends on the position Experimental data 35 mm 2.1 deg
and velocities of the craft, history of its motion, (Matveev I.I. 1999)
sea waves, and control system actions (e.g., flaps
on hydrofoils). Besides forces acting on the Prediction by the 30 mm 2.4 deg
hydrofoils, the forces generated on the appendages presented theory
and propulsors, as well as the forces due to above-
water hull motion in still or windy air, are Prediction by the 38 mm 2.8 deg
theory neglecting
included.
foil interaction and
An interesting phenomenon in the dynamics of a vorticity wake
hydrofoil craft is the unsteady fore-aft foil
interaction. In complete CFD methods, these
interactions are accounted for by the vorticity
shedding from and the waves produced by the Table 1: Amplitudes of heave and pitch in following
waves of the model of one experimental variant of
forward foil. In our simplified approach, only the
Olympia class hydrofoil. Speed 5.4 m/s (Fr D = 2.7);
unsteady interaction due to the water surface wave height 130 mm; wave length 3.25 m.
deformation is implemented, similar to (Kaplan
1955). This mechanism is dominant for surface-
piercing and shallow submerged foils. A variation
in the water surface deformation produced by the
CONCLUDING REMARKS Ma r
tin,M. ,Thes t
ability derivatives of a
hydrofoilboat,
Hy drona uti
csI nc orporate d,
An engineering tool for calculating hydrodynamic Technical Report 001-10, 1963.
forces on hydrofoil systems and for modeling boat
dynamics is being developed. It will be used for Matveev, I.I. (chief designer of Olympia class
designing hydrofoil-assisted craft. This relatively hydrofoils), personal communications, 1999.
simple approach is suitable for parametric studies Ma tveev,K.I.
, Mainte
nan c eofhy drofoil
of the influence of foil elements on hydrodynamic systems,
2ndI nt e
rnati
ona l Conference on High-
performance, seakeeping, and maneuverability. Performance Marine Vehicles, Hamburg,
Controlled foil sections that improve boat Germany. 2001.
performance will also be incorporated into the
tool. Planing and semi-planing hull elements will Ma t
v e
e v,K.I.a ndMatveev,I
.I.
,Ta nd em
be added to model transitional regimes of pure hydrofoi
ls yst
e m,Ocean Engineering, 28(2), pp.
hydrofoil boats and service regimes of hydrofoil- 253-261, 2001.
assisted ships. Further development of the tool Migeotte, G., Design and Optimization of
towards CFD will also be considered. Hydrofoil-Assisted Catamarans, PhD Thesis,
University of Stellenbosch, South Africa, 2002.
Ogilvie,T.
F., Thet heoreticalpred i
cti
onofthe
REFERENCES l
ong i
tudinalmot ionsofhy d rofoi
lc raft
,Dav
i d
Bai-Qi,L.,Ap r
e dict
ionme t
hodoff oilbo rne Taylor Model basin, Report 1138, 1958.
performance characteristics of hydrofoil craft in Sakic,V. ,Approxi ma tede t
erminati
onofthe
calms ea,
Hi g hSpe edSu r
fa ceCr aftConf erenc e, propulsive power of sma l
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ofoispart 3:
l
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stemf orlowRe ynoldsn umbe ra i
rfoi
ls,
experi
me nt a
lv erificati
ons ,
Journal of Ship
Conference on Low Reynolds Number Airfoil
Research, 29(1), pp. 39-50, 1985.
Aerodynamics, University of Notre Dame, 1989.
Voitkunsky, Y.I., Handbook on Ship Theory,
Egorov, I.T. and Sokolov, V.T., Hydrodynamics of
Sudostroenie, Leningrad, 1985. (in Russian)
Fast Craft, Sudostroenie, Leningrad, 1965. (in
Russian) Walree, F. van, Computational Methods for
Hydrofoil Craft in Steady and Unsteady Flow,
Ka p lan,P., Thefo r
cesa ndmome nt sactingona
PhD Thesis, Delft University of Technology,
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Institute of Technology, Report No. 506, 1955.
_______________________________________
Kolyzaev, B.A., Kosorukov, A.I., and Litvinenko,
V.A., Handbook on Design of Dynamically
Supported Ships, Sudostroenie, Leningrad, 1980. Dr. Konstantin Matveev o btainedh i
sMas t
er
s
(in Russian) degree in Applied Physics from Moscow Institute
of Physics and Technology and his Ph.D. degree
La torre ,R. a ndTe eras i
n,S. ,Cal
culati
ono f in Mechanical Engineering from California
hydrofoil craft take-off speed including influence Institute of Technology. He has 15 years of
of foil size, foil angle, and propel
lershaftsize, research and consulting experience in
Ocean Engineering, 19(2), pp. 183-197, 1992. hydrodynamics, acoustics, and thermal sciences.
Maksimov, V.Y., Matveev, I.I., Volkov, V.V., He worked on hydrodynamics and dynamics of
Korotkov, M.M., Firsel, V.B., and Erlykin, I.I., advanced marine vehicles: air-cavity ships,
Hi gh-s pe edc r aft,
I nnov ationCerti
fi
ca t
e4 72056, planing craft, wing-in-grounds (WIG), ships with
USSR, 1975. (in Russian) aerodynamic unloading, multi-hulls, SWATH, and
hydrofoils. As a post-doctorate, he advanced
thermoacoustic technology at Los Alamos
National Laboratory. Currently Dr. Matveev is
Senior Hydrodynamicist at Art Anderson In the last ten years he has applied his knowledge
Associates. He leads research efforts on high- and experience to marine projects that have
performance marine vehicles and conducts included a foil-assisted passenger-only ferry
fundamental research in the area of fluid design, a 52 foot high speed aluminum passenger
mechanics. vessel, investigation of ferry wake wash, ferry
system analyses, and marine engineering services
Mr. Ralph Duncan is a retired US Navy for a large vehicle ferry. At Art Anderson
Engineering Duty Officer with more than thirty Associates he has held positions as Senior Marine
years of maritime experience. His broad-based Engineer, Vice President of Business Development
experience provides a unique blend of ship and Vice President of Marine Engineering. He is
handling, water transportation, construction currently Principal for Military and Innovative
management, marine engineering and design, and Vessel Design and Program Manager for the
marine project management experience as well as company Seabase and Sealift programs.
formal graduate training in design of ship systems.