Partner und Internationale Organisationen
(Englisch)
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Intermarine SPA Shipyards, Sarzana (I), Willems & Van den Wildenberg, den Haag (NL), Kamewa ab, Kristinehamn (S), Insean Towing Tank, Rome (I), Zaragoza University (S), Alenia Sistemi Navali, Genoa (I), Germanischer Lloyd, Hamburg (D), Gamesa Aeronautica, Vitoria (S), Cap Gemini France, Boulogne-Billancourt (F), Nationml Luchtvaart Laborat., Amsterdam (NL), Thalassa, Athens (EL), Ismes, Seriate (I), Goldenport Shipsmanagement, Vouliagmeni (EL), Laboratoire de machines hydrauliques/
EPFL (CH)
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Abstract
(Englisch)
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Supramar's task within the DRB has been the proposing of design alternatives for the SEABUS project in order to enable an optimum design freeze for the final
hydrodynamic side of the project.
The DRB investigated alternatives to the SPWO2 configuration as well as catamaran design configurations with aspect ratios of 1.0 and 0.4.
SUP's tasks have been ongoing, with many daily conference calls with the aerodynamicists and system specialists of NLR, GAM, ALM contributing and
updating hydrodynamic drag and lift data on struts, take-off foils and control foils based on SUP high speed cavitation tunnel tests at IMHEF Lausanne.
The core of the condensed knowledge, base for this support task in the DRB, has been distilled by SUP as deliverable excel-sheet containing all necessary
formula's and base data with which alternative solutions were investigated and calculated.
The background of this kernel-excel-sheet are the SLIP supervised high-speed cavitation tunnel tests at IMHEF's facility during 1998199
Important results from these tests are:
1. airfeed can completely avoid cavitation and/or supercavitation at speeds above
40 kts in low sigma value operation.
2. airfeed has a comparable effect at lower speeds
3. the results for drag of airfed foils are consistent with early SUP tests done for the US-Navy and at Wageningen test facility.
4. Using airfeed, e.g. boundary layers consisting of two-phase flow, allows avoidance of cavitation also for moderately thick profiles. This means that using airfeed, also flaps can be used at speeds above 60 kts.
For the DRB task of SUP this has been exploited:
· Lift of control foils can be increased to Cl <0.5 by flaps.
· Concept of total lift control by control foils has two independently adding components:
· Airfeed control giving amplitudes CI <0.15 is to be used for fast reaction attitude and ride control (30 Hz servo bandwidth).
· Superimposed flap control is to be used for slow mean lift and trim control (< 1 Hz servobandwidth)
SUP has concentrated itself within the DRB to professional support of the other partners of the team, using its vehicle design expertise mainly to anticipate tools and data required
SUP also supplied inputs of the DRB to lNT's AUTOCAD specialist and accompanied the preparation of the DRB based drawings with displacements to Sarzana.
The DRB activity is now completed with the freeze of the SEABU$ configuration at today's stand, in line with the latest reports from NLR and Gamesa, which include SUP's hydrodynamic data.
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