SUBMARINES Overview (10.1) 200+ Years Old (Turtle (1775) and Hunley (1864)) Navy mostly uses...
-
Upload
aileen-harmon -
Category
Documents
-
view
217 -
download
0
Transcript of SUBMARINES Overview (10.1) 200+ Years Old (Turtle (1775) and Hunley (1864)) Navy mostly uses...
SUBMARINESOverview (10.1)
• 200+ Years Old (Turtle (1775) and Hunley (1864))
• Navy mostly uses submarines (indefinite underwater endurance)
• Commercial industry uses submersibles (limited endurance)
• Expensive but stealthy!
• Share characteristics of both surface ships and aircraft
CSS Hunley
SUBMARINESSubmarine Structural Design (10.2)
• Longitudinal Bending - Hogging & sagging causes large compressive and tensile stresses away from neutral axis. A cylinder is a poor bending element.
• Hydrostatic Pressure = Major load for subs. Water pressure attempts to implode ship. Transverse frames required to combat loading. A cylinder is a good pressure vessel!
• Recall: hydrostatic pressure = gh
SUBMARINESSubmarine Inner Hull (10.2)
• Holds the pressure sensitive equipment (including the crew!)
• Must withstand hydrostatic pressure at ops depth.
• Transversely framed with thick plating.
• Strength = $ , , space , but depth .
• Advanced materials needed due to high .
SUBMARINESSubmarine Outer Hull (10.2)
• Smooth fairing over non-pressure sensitive equipment such as ballast and trim tanks and anchors to improve vessel hydrodynamics.
• High strength not required so made of mild steels and fiberglass.
• Anechoic (“free from echoes and reverberation”) material on outer hull to decrease sonar signature.
SUBMARINESSubmarine General Arrangements (10.2)
• Main Ballast Tanks
• Variable Ballast Tanks
PRESSURE HULL
SUBMARINESMain Ballast Tanks (MBT) (10.2)
• Largest tanks.
• Alter from positive buoyancy on surface (empty) to near neutral buoyancy when submerged (full).
• Main Ballast Tanks are “soft tanks” because they do not need to withstand submerged hydrostatic pressure. (Located between inner & outer hulls.)
SUBMARINESVariable Ballast Tanks (10.2)
• Depth Control Tank (DCT)
– Alter buoyancy once submerged with little or no trim. Where is it located?– Compensates for environmental factors (water
density changes). Rho*g*volume!– ‘Hard tank’ because it can be pressurized (has access to outside of pressure hull).
• Trim Tanks (FTT/ATT)
– ‘Soft tanks’ shift water to control trim (internal)
SUBMARINESU.S. Submarine Types (10.2)
• Ohio Class • Sub Launched Ballistic Missiles (SLBMs) aft of sail
• greater than many surface ships (i.e. BIG)
SUBMARINESU.S. Submarine Types (10.2)
• Los Angeles Class (SSN688)
Fairwater planes
SUBMARINESU.S. Submarine Types (10.2)
SUBMARINESU.S. Submarine Types (10.2)
SUBMARINESU.S. Submarine Types (10.2)
Virginia Class
Displacement: 7,800 tons
Length: 377 feet
Draft: 32 feet
Beam: 34 feet
Depth: 800+ feet
SUBMARINESSubmarine Hydrostatics (10.3)
USS Bremerton (SSN 698)
SUBMARINESSubmarine Hydrostatics (10.3)
• Static equilibrium and Archimedes Principle apply to subs as well.
• Unlike surface ships, subs must actively pursue equilibrium when submerged due to changes in density () and volume ().
• Depth Control Tanks & trim tanks are used.
0 0F M
g
SUBMARINESHydrostatic Challenges (10.3)
• MAINTAIN NEUTRAL BUOYANCY
– Salinity Effects– Water Temperature Effects– Depth Effects
• MAINTAIN NEUTRAL TRIM AND LIST
– Transverse Weight Shifts– Longitudinal Weight Shifts
SUBMARINESHydrostatics (Salinity Effects) (10.3)
• Decreased = less FB
• sub weight > FB. • Must pump water out of DCT
• Changes in salinity common near river estuaries or polar ice.
• Mediterranean salinity is higher from evaporation.
Water density () as salinity level .
SUBMARINESHydrostatics (Temperature Effects) (10.3)
• Decreased = less FB • sub weight > FB. • Must pump water out of DCT to compensate.
• Changes in temperature near river estuaries or ocean currents (Gulf Stream, Kuroshio, etc.)
Water density () as temperature .
SUBMARINESHydrostatics (Depth Effects) (10.3)
• As depth increases, sub is “squeezed” and volume () decreases. The string
demonstration!
• Decreased = less FB • sub weight > FB.• Must pump water out of DCT
• Anechoic tiles cause additional volume loss as they compress more.
SUBMARINESNeutral Trim - General (10.3)
• When surfaced, geometric relationships similar except that “G” must be below “B” for sub
stability.
• Neutral trim on sub becomes extremely critical when submerged. Small changes to buoyancy
can be mitigated with diving planes
• Note the positions of “G”, “B”, “MT”, and “ML” in the following figures!
SUBMARINESNeutral Trim - General (10.3)
• Recall: these relationships can be used in transverse or longitudinal directions to find KMT or KML for a surface ship.
SUBMARINESNeutral Trim - General (10.3)
• Surfaced submarine similar to surface ship except G is below B.
– For clarity, MT is shown above B although distance is very small in reality.
SUBMARINESNeutral Trim - General (10.3)
• When submerging, waterplane disappears, so no second moment of area (I), and therefore no metacentric radius (BML or BMT)! Equation?
• “B”, “MT” and “ML” are coincident and located at the centroid of the underwater volume -the half diameter point (if a cylinder).
• Very sensitive to trim since longitudinal and transverse initial stability are the same.
SUBMARINESNeutral Trim - General (10.3)
• When completely submerged, the positions of B, MT and ML are in the same place.
SUBMARINESTrim & Transverse Weight Shifts (10.3)
• Recall In Surface Ship Analysis:
– GMT is found by equation (& Incline Experiment) to calculate the vertical center
of gravity, KG.
– Equation was only good for small angles () since the metacenter is not stationary at larger angles.
– Large only available from analysis of Curve of Statical Intact Stability.
SubmarinesRecall for a Surface Vessel:
• From the geometry, we got:
Zero pt.
tan
tanO F OG G G M
GM w t
W
t
G
M
B
SUBMARINESTrim & Transverse Weight Shifts (10.3)
• In Submarine Analysis:
– The calculation of heeling angle is simplified by the identical location of Center of Buoyancy (B) and Metacenter (M) (BM=0).
– Since GM=KB+BM-KG, then GM=KB-KG=BG– This equation is good for all angles:
tanBG w t
SUBMARINESTrim & Transverse Weight Shifts (10.3)
• Surface Ship analysis complicated because vessel trims about the center of floatation (F) (which is seldom at amidships).
• Sub longitudinal analysis is exactly the same as transverse case since BM=0 for both
longitudinal and transverse. For all angles of trim:
• Moment arm l t, so trim tanks to compensate.
tanBG w l
SUBMARINESSubmarine Stability (10.4)
USS SeawolfSSN-21
SUBMARINESSubmarine Submerged Intact Stability (10.4)
SUBMARINESSubmarine Intact Stability (10.4)• Initial stability simplified for subs.
• The distance BG is constant (=GM) Righting Arm (GZ) is purely a function of heel angle.
• EQUATION IS TRUE FOR ALL SUBMERGED SUBS IN ALL CONDITIONS!
sinRA GZ BG
SUBMARINESSubmarine Intact Stability (10.4)
• Since righting arm equation good for all , curve of intact statical stability always a sine curve with a peak value equal to BG.
SUBMARINESSubmerged Stability Characteristics (10.4)
• Range of Stability: 0-180°
• Angle of Max Righting Arm: 90°
• Max Righting Arm: Distance BG
• Dynamic Stability: 2SBG
• STABILITY CURVE HAS THE SAME CHARACTERISTICS FOR ALL SUBS!
SUBMARINESSubmarine Resistance (10.5)
• Recall Coefficient of Total Hull Resistance
– CV = viscous component, depends on Rn.
– CW = wave making resistance, depends on Fn.
– CA = correlation allowance, surface roughness and “fudge factor”.
T V W AC C C C
(1 )V FC K C
SUBMARINESSubmarine Resistance (10.5)
• On the surface (acts like a surface ship but with bigger wakes):
– CV dominates at low speed, CW as speed increases (due to bigger bow and stern waves and wake turbulence).
• Submerged (acts like an aircraft):
– Skin friction (CF CV) dominates. (Rn is theimportant factor when no fluid (air/water) interface).– CW tends toward zero at depth.– Since CT is smaller when submerged, higher speeds are possible.
Components of Total Hull Resistance
• Total Resistance and Relative Magnitude of Components
Viscous
Air Resistance
Wave-making
Speed (kts)
Re
sis
tan
ce (
lb)
- Low speed : Viscous R dominates - Higher speed : Wave-making R dominates- Hump (Hollow) : location is function of ship length and speed.
Hump
Hollow
SUBMARINESSubmarine Propellers - Odd # of Blades (10.5)
Stern planes could be rotated 45o and called “X” or dihedrals
SUBMARINESSkewed Propellers (10.5)
• Advantages:
– Reduced Vibration (eases into flow).– Reduced Cavitation as tip vortex is smaller.
• Disadvantages:
– Inefficient backing.– Expensive & difficult to make.– Reduced strength.
• Operational need outweighs disadvantages!
SUBMARINESSubmarine Seakeeping (10.6)
• Subjected to same as surface ships
– 3 translation (surge, sway, heave) and 3 rotational (roll, pitch, yaw).
– Recall heave, pitch, and roll are simple harmonic motions because of linear restoring force.
• If e = resonant freq, amplitudes maximized (particularly roll which is sharply tuned).
• Roll motion accentuated by round shape. Why?
SUBMARINESSubmarine Seakeeping - Suction Force (10.6)
• Water Surface Effect
– Submarine near surface (e.g. periscope depth) has low pressure on top surface of hull causing net upward force. This is similar to squatting, but opposite!
– Magnitude depends on speed, depth, and hull shape. – Minimize by reducing speed and having bow down trim.
• Wave Action– Top of sub has faster velocity due to similar lower
pressure effect as above.– Minimize by going deeper or beam on to waves.
SUBMARINESSubmarine Maneuvering and Control (10.7)
• Lateral motion is controlled with rudder, engines, and props. Note that in a fast turn the sail may create lift, heeling the boat outward in to a “snap roll”, particularly if the sail is forward of Cp.
• Depth control accomplished by:– Making the buoyant force equal the submarine
displacement.– Finer and more positive control achieved by plane (control) surfaces.
SUBMARINESFair-Water Planes (10.7)
• Primarily to maintain an ordered depth. – Positioning the planes to the "up" position causes an upward lift force to be generated. – Since forward of the center of gravity, a moment (M) is also produced which causes some slight pitch.
• The dominant effect is the lift generated by the control surface.
SUBMARINESFair-Water Planes (10.7)
• Primarily DEPTH CONTROL
SUBMARINESStern and Bow Planes (10.7)
• Primarily to maintain pitch because of the distance from the center of gravity.
– Positioning the planes to creates a lift force in the downward direction creates a moment
(M) which causes the submarine to pitch up.– Once the submarine has an up angle, the hull
produces an upward lift force.
• The net effect is that the submarine rises at an upward angle.
SUBMARINESStern and Bow Planes (10.7)
• Maintain Pitch•(better control than with fairwater planes)
SUBMARINESFINAL THOUGHT...
There are times when accurate control is nice!
Principles of Ship Performance
Good Luck and Good “Boating”!