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I. INTRODUCTION
MIT Sea Grant is working towards the goal of realizing
persistent cooperative network of Autonom
mous Underwater
Vehicles (AUVs) to monitor large sea stretchees. Such a system
of vehicles can open important new perspeectives in ocean
sensing for both scientific/civilian (oceannography, water
quality, oil and gas exploration) and for other m
military purposes
(among others security/surveillance taskss). Despite the
increased operational efficiency achieved throuugh the enhanced
autonomy control and better underwater communication
systems, AUVs still require substantial suppoort from manned
ships on the surface. In fact, due to their limiteed endurance and
range, AUVs need regular recharging and neeed to be launched
in the operational theater from the sea surface.
Figure 2 - General arrangement of the ASV-SWATH (US patent 8763546 B2). Main systems are schematically represented.
ARACTERISTICS
III. HYDRODYNAMIC CHA
The core of the optimization procedure is in the fullparametric definition of the hulls and struts boundaries by
dent on a set of parameters
means of B-splines surfaces depend
that controls the shape, together with the CFD solver to predict
the drag of each design variant [8]. The parametric definition
conventional underwater hull shapees, i.e. no prismatic neither
drop-shaped, as in the totality of cu
urrent SWATH ships, but it
features an intermediate restriction
n at midship, leaving two
main sections: one in the fore-body
y and the other in the stern
body of the hull. The initial analy
ytical parametric definition
devised in [8] was recently upgrad
ded to a fully 3D B-splines
definition [9]. A typical shape generated during the
5 the bow is to the left. The
optimization is presented in Figure 5;
twin struts are designed in order to guarantee a sufficient
hydrostatic stability both in the trransversal and longitudinal
direction [10] enhancing the ability
y of the vessel to withstand
environmental heeling moments or those due to shifting loads
during AUV assistance operationss. The vessel is moreover
equipped with an active ballast systeem to compensate for longterm changes in displacement or attiitude.
(
the same beam to
displacement of the SWATH hull (keeping
draft ratio). The separation of the caatamaran demi-hulls was set
in order to achieve the same deck area of the ASV-SWATH.
The comparison of the two vessels is supplied in Figure 7. As
expected the draft of the catamaran results necessarily lower
ds to important implications
than that of the SWATH. This lead
for the design of the propeller.
Figure 5 - Example unconventional hulls obtained during optimization
(panel mesh for CFD computation represented)
Figure 8 - Total calm water resistance vss. speed for the optimized ASVSWATH (red) and for a conventional cataamaran (blue). Given values are
normalized against the resistance of the cattamaran hull at 12 knots.
Figure 9 - Vortex shedding in heave oscillations predicted for a ASVSWATH section by viscous non-linear CFD tool developed at MIT-iShip
Figure 11: Response amplitude operator of pitch (5) motion of the ASVSWATH and of an equivalent catamaran as a funnction of the ration
between the incoming wave length and the hull lengtth L.
Figure 14: Heave motion vs. time predicted by the unsteady RANSE
solver for the AUV-solo (blue curve) and for the AUV together with the
ASV-SWATH (cyan curve). /LAUV=6.0 (/L=2.0).
Figure 15: Pitch motion vs. time predicted by the unsteady RANSE
solver for the AUV-solo (blue curve) and for the AUV together with the
ASV-SWATH (cyan curve). /LAUV=6.0 (/L=2.0).
V. CONCLUSIONS
The paper introduces the main concepts behind an
innovative, patented family of Autonomous Surface Vessels
that we refer to as the second generation ASVs. This new
design offers several advantages over the current state of the art
ASVs that have been illustrated in some detail. The
unconventional SWATH hull optimized by full parametric
geometry definition and high fidelity CFD methods achieves
superior performance in terms minimum propulsion powering
requirement and lowest motions in waves. These advantages
have been quantified by direct comparison with an efficient
modern catamaran design. The new ASV-SWATH scores
more than 40% less propulsion powering requirements than the
catamaran, which primarily derives from the optimized shape
of the hull for lowest drag at design speed and secondly from
the more efficient propellers that can be fit in the stern of the
SWATH compared to conventional catamarans (or monohulls).
Lower propulsion power requirements directly means
longer range or higher energy transfer capability for a given
amount of fuel embarked on the vessel. The expected
difference compared to the current state of the art is very
significant.
The seakeeping characteristics of the new ASV-SWATH
have been also detailed in the paper, touching also the main
aspects that make the numerical prediction of the SWATH
motions in waves unique when compared to conventional
surface crafts (monohulls or catamarans). The relevance of
viscous and 3D effects requested the development of new
numerical prediction tools, based on the solution of the fully
viscous non-linear flow around the SWATH hulls at least for
the radiation problem. Comparative motion predictions
obtained with the new CFD tools have confirmed the expected
superior seakeeping performance of the second generation
ASV over a conventional catamaran design: 50% less heave
and more than 60% less pitch for wavelengths ranging from 1
to 3.5 times the hull length.
The combination of lowest motions in waves with the
higher draft of the underwater hulls makes the new vessel
particularly attractive for installation of underwater sensors,
which are less influenced by the disturbance created by the
vessels motions and by waves on the sea surface.
[6]
[7]
[8]
[9]
[10]
[11]
[12]
[13]
[14]
[15]
[16]
[17]
AKNOWLEDGMENTS
The seakeeping studies and results reported in this paper
have been obtained thanks to partial support of the Office of
Naval Research to MIT Sea Grant, grant N141110598 (CFD
methods for Seakeeping and Propeller Analysis of SWATH
Hull Forms) and grant N141310398 (Underway Wireless
[18]
[19]
Recharging of AUVs)..
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