Structural acoustic modeling issues for surface ship hull structures

2004 ◽  
Vol 116 (4) ◽  
pp. 2569-2569
Author(s):  
Nathan Martin ◽  
K.L. Chandiramani ◽  
Richard Brown ◽  
Robert Haberman ◽  
Robert Dees
2004 ◽  
Vol 116 (4) ◽  
pp. 2569-2569
Author(s):  
Matthew A. Craun ◽  
Daniel P. Diperna ◽  
Gerald P. Carroll ◽  
William J. Martin ◽  
Charles N. Corrado ◽  
...  

1991 ◽  
Vol 103 (6) ◽  
pp. 27-37 ◽  
Author(s):  
JEFFERY E. BEACH
Keyword(s):  

2007 ◽  
Author(s):  
M Walker ◽  
◽  
I Atkins ◽  
Keyword(s):  

1972 ◽  
Vol 14 (7) ◽  
pp. 53-61 ◽  
Author(s):  
D. Clarke

At the present time there is no complete theory for the calculation of velocity and acceleration derivatives for surface ships. A few methods have been published but they fail to take proper account of hull geometry. A strip method is described, based on added mass concepts, which is compared with experiments conducted with a segmented model of a tanker.


1995 ◽  
Author(s):  
J Colwell ◽  
◽  
I Datta ◽  
R Rogers ◽  
◽  
...  
Keyword(s):  

2021 ◽  
Vol 3 (2) ◽  
pp. 160-164
Author(s):  
Mahendra Indiaryanto ◽  
Ahmad Syafi'ul Mujahid ◽  
Taufiq A Setyanto ◽  
Navik Puryantini

Speaking of prisoners on mini-submarines is certainly different Fnom the type of surface vessels in general. This is related to differences in the shape of the sub's hull when compared to surface ship. In addition to differences in the shape of the hull, the difference in the operational area of ​​the ship is also different, where the submarine's hull operates at full water depth, while the surface ship the ship hull partly operates at sea level. If the submarine model is tested then the value of the coefficient of resistance will be very different. Where the component of the coefficient of resistance (CT) consists of the coefficient of Fniction (CF), form factor (1+K), and Correlate Allowance (CA). Because the hull shape is different Fnom the surface ship, then the hull form factor coefficient is the focus of this study. The prediction of the hull form factor can be searched using the PROHASKA method. Where this method is done using a mini-submarine model test. By the known value of the hull form factor, then it can be used to find the value of the coefficient of resistance and can know the resistance of the ship


1997 ◽  
Vol 41 (03) ◽  
pp. 172-180
Author(s):  
Young T. Shen ◽  
Kenneth D. Remmers ◽  
Chen W. Jiang

Ship trial observation and drydock inspection of a surface ship combatant show that rudder cavitation can be a real problem in terms of ship operation and maintenance. A project has been initiated by the Navyto identify fleet rudder cavitation problem,to investigate experimentally and numerically hull/propeller effects on rudder cavitation, andto develop methods to incorporate propeller/rudder interaction into the future rudder design for cavitation improvement. Experiments were carried out at the Navy's Large Cavitation Channel (LCC) with a geosim model of a fleet rudder, propeller and ship hull of a surface combatant. Two-component Laser DopplerVelocimetry (LDV) was used to measure the field velocity and inflow angles in the propeller slipstream. A dynamometer and pressure taps were used to measure rudder lift, drag and pressure distributions. Influence of the ship hull and propeller on rudder forces, pressure distribution, and cavitation performance are compared with numerical calculations. The resemblance between the model rudder cavitation pattern in the LCC and full-scale cavitation erosion pattern observed in the dry dock is discussed.


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