Professional Documents
Culture Documents
by
Bachelor of Science
Ocean Engineering
Florida Institute of Technology
2002
A thesis
Submitted to Florida Institute of Technology
in partial fulfillment of the requirements
for the degree of
Masters of Science
in
Ocean Engineering
Melbourne, Florida
May, 2005
©Copyright 2005 Eduardo Manuel Gonzalez
All Right Reserved
by
Eduardo Manuel Gonzalez
_______________________________________
_______________________________________
_______________________________________
_______________________________________
ii
Abstract
The presented project is a part of a larger project aiming at the development of the
experimental facility for testing marine vehicles in coastal waters. The purpose of
this project is to design an instrumented remotely controlled model in order to
establish the testing facilities to evaluate ship motions in waves. The LOMAC
(Littoral Operates Multi-Purpose Auxiliary Craft) catamaran model was selected
as the test platform. The unfinished hull, used previously by a Marine Field
Project group, was reshaped, rebuilt and restored and the propulsive and steering
systems where redesigned to work at an optimal level. Once the LOMAC multi-
hull was completed, tests were done to evaluate the linear motions about three
axes and the rotational motion about the longitudinal axis. To acquire this data,
the instrumentation designed and constructed by Doug Guardino was adapted and
used aboard the LOMAC multi-hull. The sensor package consists of two
accelerometers, an inclinometer, and GPS. The instrumentation sends near real
time data wirelessly from a remote location using TCP/IP and wireless Ethernet
(802.11b) and is accessed using Telnet. Procedures were developed for model
operation, data acquisition, calibration and data processing of the LOMAC multi-
hull in conjunction with Douglas Guardino Data acquisition system. Tests were
successfully performed with different propellers in different wave conditions and
propulsion, hull and motion analysis were done on the LOMAC multi-hull with it
onboard instrumentation.
iii
Table of Contents
ABSTRACT............................................................................................................................ III
TABLE OF CONTENTS........................................................................................................ IV
LIST OF FIGURES................................................................................................................ VI
LIST OF TABLES............................................................................................................... VIII
ACKNOWLEDGEMENT...................................................................................................... IX
DEDICATION..........................................................................................................................X
1.0 INTRODUCTION........................................................................................................1
1.1 GOALS .......................................................................................................................1
1.2 BACKGROUND ...........................................................................................................2
1.2.1 LOMAC Multi-hull Model.....................................................................................2
1.2.2 Wireless Data Acquisition System..........................................................................4
2.0 LOMAC RECONSTRUCTION ..................................................................................5
2.1 FIBERGLASS WORK ....................................................................................................6
2.2 PROPULSION DRIVES ................................................................................................10
2.3 ACRYLIC DRY BOXES ...............................................................................................12
2.4 MOTOR CONTROLLERS AND BATTERIES ....................................................................13
2.5 DATA ACQUISITION SYSTEM ....................................................................................16
2.6 STEERING SYSTEM ...................................................................................................17
2.7 PROPELLER SELECTION ............................................................................................18
2.8 RESTORATION RESULTS AND CONCLUSIONS ..............................................................20
3.0 LOMAC SYSTEMS...................................................................................................21
3.1 DRIVE SYSTEMS .......................................................................................................21
3.2 STEERING SYSTEM ...................................................................................................26
3.3 RADIO CONTROL SYSTEM ........................................................................................27
3.4 DATA ACQUISITION AND COMMUNICATION SYSTEMS ................................................29
4.0 LOMAC INSTRUCTIONAL MANUAL ..................................................................34
4.1 CATAMARAN MODEL TEST PREPARATION.................................................................34
4.2 OPERATION OF CATAMARAN MODEL ........................................................................37
4.3 WIRELESS COMMUNICATION SETUP ..........................................................................38
4.4 DATA PROCESSING ...................................................................................................40
4.5 PROBLEMS AND SOLUTIONS ......................................................................................41
TESTING AND RESULTS .....................................................................................................43
4.6 STATIC AND DYNAMIC STABILITY ASSESSMENT ........................................................44
4.7 STEERING SYSTEM TEST ...........................................................................................49
4.8 DATA ACQUISITION SYSTEM TEST ............................................................................50
4.9 LOMAC DATA ACQUISITION TESTS .........................................................................57
4.10 PROPULSION TEST AND ANALYSIS ............................................................................64
4.11 CALM WATER TESTS ................................................................................................70
iv
4.12 LITTORAL TEST........................................................................................................76
4.13 PLANING PERFORMANCE TEST..................................................................................86
5.0 DISCUSSION.............................................................................................................91
6.0 CONCLUSIONS AND RECOMMENDATIONS .....................................................99
REFERENCES ......................................................................................................................103
APPENDIX A: CAMPUS MAP ...........................................................................................105
APPENDIX B: SAMPLE DATA FROM TEST...................................................................106
APPENDIX C: TEST PICTURES .......................................................................................107
APPENDIX D: CONSTRUCTION PICTURES ..................................................................109
APPENDIX E: PRO SURF HYDROSTATIC CURVES.....................................................111
APPENDIX F: STATIC STABILITY ILLUSTRATIONS..................................................112
APPENDIX G: EXPERIMENTS SETUP............................................................................113
v
List of Figures
vi
Figure 38: Truck Heading during Test 1b ......................................................... 56
Figure 39: Truck Accelerations during Test 1b ................................................. 56
Figure 40: Model Velocity Recorded on Test 2................................................. 58
Figure 41: Model Accelerations for Test 2........................................................ 60
Figure 42: Trajectory of LOMAC Model during Test 2a................................... 61
Figure 43: LOMAC Model Heading during Test 2a.......................................... 61
Figure 44: Trajectory of LOMAC Model during Test 2b .................................. 62
Figure 45: LOMAC Model Heading during Test 2b.......................................... 62
Figure 46: Trajectory of LOMAC Model during Test 2c................................... 63
Figure 47: LOMAC Model Heading During Test 2c ......................................... 63
Figure 48: Propellers, Shafts and Accessories ................................................... 65
Figure 49: Velocity of LOMAC Model during Test 3 ........................................ 72
Figure 50: LOMAC Model Accelerations Recorded during Test 3.................... 72
Figure 51 : Trajectory of LOMAC Model during Test 3a................................... 73
Figure 52: LOMAC Model Heading During Test 3a......................................... 73
Figure 53: Trajectory of LOMAC Model During Test 3b.................................. 74
Figure 54: LOMAC Model Heading During Test 3b......................................... 74
Figure 55: Trajectory of LOMAC Model during Test 3c................................... 75
Figure 56: LOMAC Model Heading During Test 3c ......................................... 75
Figure 57: River Test Locations........................................................................ 76
Figure 58: 17 ft Research Boat ......................................................................... 77
Figure 59: Trajectory of LOMAC Model during Test 4a................................... 78
Figure 60: LOMAC Model Heading during Test 4a.......................................... 78
Figure 61: Model Velocity during Test 4a ........................................................ 79
Figure 62: LOMAC Model Acceleration during Test 4a ................................... 80
Figure 63: X Axis Acceleration and Model Inclination during Test 4a.............. 80
Figure 64: Velocity of LOMAC Model during Test 4b ..................................... 81
Figure 65: Trajectory of LOMAC Model during Test 4b .................................. 82
Figure 66: LOMAC Model Heading during Test 4b.......................................... 82
Figure 67: LOMAC Model Acceleration during Test 4b ................................... 83
Figure 68: Model Velocity Recorded during Test 4c......................................... 84
Figure 69: Trajectory of LOMAC Model during Test 4c................................... 84
Figure 70: LOMAC Model Heading during Test 4c.......................................... 85
Figure 71: LOMAC Model Accelerations during Test 4c.................................. 85
Figure 72: Model X Axis Acceleration and Inclination during Test 4c.............. 86
Figure 73: Planning Performance in Calm Water during Test 5 ........................ 87
Figure 74: Model Velocity Recorded during Test 5 .......................................... 87
Figure 75: Trajectory of LOMAC Model Recorded during Test 5..................... 88
Figure 76: LOMAC Model Heading Recorded during Test 5............................ 88
Figure 77: Accelerations and Velocity Recorded during Test 5......................... 89
Figure 78: Planning Performance in Littoral Conditions ................................... 89
vii
List of Tables
Table 1: Traxxas EVX 3014 Motor Controller Specifications ........................... 23
Table 2: Graupner Speed 700 BB Turbo Specifications .................................... 25
Table 3: Futaba Transmitter Configuration 1 .................................................... 28
Table 4: Futaba Receiver Configuration 1......................................................... 28
Table 5: Futaba Transmitter Configuration 2 .................................................... 28
Table 6: Futaba Receiver Configuration 2......................................................... 29
Table 7: Troubleshooting Procedures................................................................ 42
Table 8: LOMAC Model Parameters ................................................................ 44
Table 9: LOMAC Model Dimensional Ratios................................................... 45
Table 10: LOMAC Model Form Coefficient..................................................... 45
Table 11: LOMAC Model Centers.................................................................... 48
Table 12: Turning Radius of Steering Systems ................................................. 50
Table 13: Propeller Thrust Data........................................................................ 65
Table 14: Propulsive Analysis and Parameters.................................................. 68
Table 15: LOMAC Model Planing Speeds........................................................ 90
viii
Acknowledgement
I greatly appreciate the help of Bill Battin for his advice and for letting me
use his tools.
Without these individuals this project would never have been realized.
ix
Dedication
x
1.0 Introduction
In the last decades, there has been increased interest in small, fast,
maneuverable, and relatively inexpensive vessels that can operate in the littoral
designed a small water-plane area single chine multi-hull that could be used in the
littoral zone. L.O.M.A.C, which stands for Littoral Operated Multi-hull Auxiliary
Craft, is an experimental hull form intended for fast ocean transportation and/or
1.1 Goals
The goal of this research is to restore the LOMAC multi-hull model, to re-
This involves re-shaping and re-constructing the model, re-designing the steering
package. Once these tasks are completed, the data obtained from the
1
instrumentation will be used to measure the model behavior in both calm and
wave conditions.
1.2 Background
The LOMAC project is an ongoing project that began during the fall
of a Marine Field Project presented by Cencer et al (Cencer 3). The hull was
design using Pro Surf and it was constructed using fiberglass and polyester resin
on a male mold carved from foam. Due to insufficient time, the senior design
group was unable to finish the shaping procedure of the hull. This left multiple
2
imperfections included unbalanced hulls, excess resin in the bows, un-even decks,
For propulsion, a set of Graupner Jet Drive system and Graupner Speed
600 series motors where installed in each hull. These motors although good in
reputation, lack the capacity to power the LOMAC model. To drive these motors,
Doug Guardino built two motor controllers and an R/C controller interpreter as
part of his graduate work. The overall system did not meet expectations since the
motors did not deliver enough power, and the jet drives were incorrectly installed
which made the drive system obsolete. The motor controllers worked
excellently, however they were bulky and were heavy. Other disadvantages of
this system were the fact that the jet drives had no reverse, therefore
Similar to the motor controllers, the steering system was built by Doug
Guardino. The system was not successful because it worked under the
assumption that differential power of the model would steer the model and there
was not enough power to create a turning moment to act on the model.
3
The control system of the LOMAC model is a Futaba FP-R127DF FM
Doug Guardino. Its main purpose was to acquire data from sensors and send it
from a remote location to a computer were the data would be processed. The
facilitated by the use of the stand alone TCP/IP stack and Ethernet controller in
five different sections. These are the PICNIC board, accelerometer board, GPS
bridge. All of the boards are connected via a 40 pin IDE cable that pass power
and access to the pins of the PICNIC to the other board and provides for future
expandability (Guardino).
4
2.0 LOMAC Reconstruction
The first stage of this project involved the reconstruction of the LOMAC
Multi-hull model. When the model was acquired, it was in unfinished conditions.
The model’s center of gravity was six inches off to the bow, which made the
model trim excessively by the bow. The hull leaked through the jet drive into the
motor and motor controller compartment. The model was also 20 lbs over the
required weight and had a maximum velocity of less than 1 knot. The restoring
process, which took place during spring 2004 through spring 2005, was well
5
Figure 2: Hull Imperfections
The first step taken to improve the model was to remove hull
imperfections, leaks and to move the center of gravity further to the stern. This
involved re-shaping both inside and outside surfaces of the hull and painting the
model. In addition to fixing the leaks located at the bow of both hulls, major
compound from earlier construction had caused the center of gravity of the model
to shift 6 inches towards the bow, creating an excessive trim that would later
6
affect the planing performance of the model. The excessive polyester resin and
micro-balloon compound were removed with the use of a dremel tool and the
bows were re-shaped and strengthened with a fiberglass reinforced filler (bondo
glass).
constructed and leveled using bondo-glass and new decks were constructed out of
1/8 in. pine wood to replace the older decks. The decks were then sealed with
Interlux Pre-Kote primer and painted with Interlux one-part polyurethane “steel
gray” paint. To assure a water resistant seal between the decks and the hulls, self
adhesive foam strips were attached to the under-side of the deck were it rest on
sanding the outside hull surface with decreasing sandpaper roughness starting
with 80 grit and finishing with 280 grit (80, 120, 150 and 180 grit). The painting
procedure consisted of wet-sanding each paint layer with 150 grit sandpaper and
7
cleaning the hulls with Interlux Brush-Ease 433 after each layer was applied.
This process was repeated for 2 layers of Interlux Pre-Kote primer and 4 layers of
Interlux one part polyurethane “steel gray” paint. The finished hull was then wet-
sanded with a 400 grit sandpaper to remove surface blemishes and minor
scratches.
8
An idea propose by Dr. Stephen Wood, a set of openings were cutout on
the decks to improve access to the on board systems. A series of hatch frames
were made out of balsa wood, which was sealed with 3 coats of Interlux Prime-
Kote and 2 layers of Interlux one-part polyurethane “steel gray” paint. To fit
these frames, ¼ in. acrylic hatches were cut-out and placed on the openings. With
acrylic hatches, the onboard instrumentation could be visible at all time. The
finished decks included three hatches per hull, two of which are removable for
To improve the model efficiency, the jet drives were removed and
replaced with a straight shaft propeller drive in each hull. To install the new
propeller drive, the jet drive openings were sealed using bondo-glass. Then 0.5
9
inch holes were drilled in each hull at the angle the drive shaft would exit the
hulls. This angle was estimated to be 16 degrees. After completing the drive
installment, the same painting procedure explained earlier was followed for that
The existing Graupner jet drives were tested for propulsion efficiency and
it was noticed that both jet drives had leaks and not enough thrust was being
produced to overcome the resistance of the model. The drives were then
dismantled and inspected to identify possible reasons for the lack of propulsion.
As a result, the drives were not properly assembled and the shaft had been bent in
the assembling process. These jet drives were removed and a Graupner straight
shaft propeller drive was installed in each hull, eliminating the leakage of the
The motors were also upgraded from a set of Graupner Speed 600 with a
3:1 gear ratio to a Graupner Speed 700 BB with no gear ratio. The new Graupner
Speed 700 BB Turbo was capable of delivering more torque and thrust. To secure
the Graupner Speed 700 BB Turbo, motor mounts were attached to the hull using
couplers were used rather than a conventional u-joint since these are known to
10
decrease the efficiency of motor drive systems. The propellers used for this
11
2.3 Acrylic Dry Boxes
A set of dry boxes were built using ¼ in. acrylic and adhesive
caulk(Figure 8). The dimensions of the boxes were 17in. by 4in. by 4in and
weighted 3 lbs each. The main purpose of these boxes was to keep the batteries
and motor controller protected from water. Even though the restored model no
longer had leaks, the deck seal was only water resistant therefore some
precautionary measures needed to be taken in case water made it into the motor
controller compartment.
12
2.4 Motor Controllers and Batteries
Initial test with the new motors and propeller drives demonstrated that the
model was to heavy for proper operation. In an attempt to decrease the model
design weight from 58lbs to 36lbs, the lead acid batteries, motor controllers, and
acrylic dry-boxes were replaced with a 6 cell 3000 Ni-MH (Nickel Metal
This new system had been built by Casey Connor et al. during the marine field
project of the summer 2004 semester (Connor 28). With the new Traxxas motor
controller and Ni-MH batteries, the model total weight was of 39 lbs and it had a
maximum velocity of 3.5 mph. The model steering, which consisted of using
differential steering with the motors, did not create enough turning moment to
13
Figure 11: Comparison of Traxxas and Initial Motor Controller System
To increase the maximum velocity of the model, a set of 10 cell 2400 mAh
Ni-Cd(Nickel Cadmium) batteries and Jeti Jes 600 Navy water cooled motor
controllers replaced the 6 cell 3000 mAh Ni-MH and the Traxxas motor
controller. The new motor controller system was installed within the model’s
hull, eliminating the use of a dry box in the deck of the model. The motor
controllers can be water cooled for improved efficiency. The model maximum
speed with the Jes motor drive and Ni-Cd batteries was of 5.8 knots. The only
negative aspect of the new system is that it does not have reverse operation and it
operational time is shorter than with the Traxxas drive system. Figure 10 through
14
Figure 12 show the comparison on size of all three drive systems used during this
project.
15
Figure 13: Comparison of JES and Initial System
in size in an effort to decrease the model weight. This was done by re-arrange the
instrumentation system was previously mounted on a ¾ in. ply wood board and
stored on an 11 in. by 12 in. by 7in. plastic box. The instrumentation box initially
weighted 16 lbs. To decrease this weight, the existing plastic box was replaced by
a 6in. by 12in. by 7in. box and the instrumentation was mounted on a 1/8 in. pine
16
wood board. Also, a computer hub that was not been used was removed from the
data acquisition package. The re-arranged data acquisition system was smaller,
A rudder system was necessary since differential steering did not supply
the model with acceptable maneuverability. The new system consisted of both
differential and rudder steering to create a turning moment on the model. The
17
rudder system was constructed using a Graupner rudder, a stainless steel L
support bracket and a Futuba S3004 high torque servo. The specifications of the
replacing the nylon propellers with a metal propeller. He argued that a plastic
18
propellers were selected to test it performance. These propellers were Octura 3
blade brass propellers, Prather 2 blade stainless steel propellers and Graupner 2
blade carbon fiber propellers. (Figure 16) These propellers were compared to the
existing 4 blade Graupner nylon propellers that had been used in previous trial
propellers, the existing 4 blade propeller was discovered to be the least efficient of
all and the Prather two blade propellers was determined to be the best option for
constructed from 4mm stainless steel pipes to give the propeller a larger clearance
from the hull. Also, mounting adaptors better known as “drive dogs” were used
to secure the propeller to the shaft. This increased the shaft efficiency by limiting
the propeller slip on the shaft. The addition of the more efficient Prather propeller
19
Figure 16: Propellers, Shafts and Tap Set
At the end of the model restoration, the model had a smoother surface, more
accessibility to it compartments, no leaks and new drive and steering system. The
model was place in the water to observe how it would trim with the decreased
weight and arrangement of new systems. As a result, the model still trimmed
toward the bow; however it was a small enough trim that the addition of weight
on the stern compartment of the model would solve the problem. By placing the
data acquisition system aft of the longitudinal center of gravity, the trim on the
20
The model maximum velocity recorded by the data acquisition system at the
end of the restoration process was of 7.321 knots. This was achieved by using the
Graupner Speed 800 Turbo BB motors, JES motor controller and 2700mAh 10
cell Ni-Cd batteries. Also, maneuverability of the model was greatly improved
Theses systems are the drive, steering, radio control and data acquisition/
communication systems.
During this research, the model was equipped with two drive systems.
The first system consisted of a Traxxas 3014 motor controller with 6 cell 3000
21
mAh Ni-MH batteries and the second system used a JES motor controller with 10
cell 2700 mAh Ni-Cd batteries. Both systems powered a set of Graupner Speed
700 BB motors.
The Traxxas system was assembled by a marine field project group during
the 2004 summer semester. The motor controller, which controls two motors at
once, can be used with a maximum of 12 cells batteries. Among it features, it has
technology applies brakes to the motor between forward and reverse rotations. It
also has 3 programming modes, which are: the normal mode with forward, brake
and reverse, the racing mode with forward, and no brakes or reverse, and the
22
Figure 17: Traxxas EVX 3014 Motor Controller
23
Rated Current Forward and Reverse: 160 Amps
Braking Current: 320 Amps
Continuous Current @ 100 F: 30 Amps
Reverse Delay (after Smart Braking): 0 sec.
Power Wire 14G/9"Input & Switch Harness 23G/9" (replaceable)
Transistor Type HYPERFET III
PWM Frequency 1000 Hertz
The JES system consists of a JES 600 Navy motor controller that is
powered by a10 cell Ni-Cd battery. The motor controller, which is water cooled,
has dimensions of 2in. by 1in. by 9/16in. and weights 1.5 oz. including the wires
for setting the motor start point and a two color LED that indicates zero power
and maximum power even without a motor connected (Hobby-Lobby). The JES
600 Navy also has Opto coupling which keeps the controller free from motor
24
The motors selected for the LOMAC model are the Graupner Speed 700
BB Turbo. These motors are suitable for drive systems of model boats over 30
25
Figure 19: Graupner Speed 700 BB Turbo, Couplings and Drive
the model. The rudder assembly consists of a Graupner rudder with dimensions
of 2.5 in. by 1.25 in. Each rudder pivots on an external mounted hinge located at
the stern of each hull. The effectiveness of this system is shown in Section 5.2.
26
3.3 Radio Control System
1300 ft and controls the power delivered to each motor and the servo motors
controlling the rudder system. Tables 2 through Table 5 show both configurations
27
3 Right Up-Down Std Motor
Channel Controls
1 Port Servo
2 Std Motor
3 Port Motor
7 Std Servo
Channel Controls
1 Port Servo
28
2 Std Motor
3 Port Motor
4 Std Servo
channel to control both servo motors connected to the rudder system. In the case
that the operator prefers having separate rudder control, configuration 2 must be
used. Separate rudder control will be useful for decreasing the forward motion of
29
The data acquisition system (Figure 20) was built during the fall 2003
Section 1.2.2, the data acquisition system is comprised of six sections. These are
breadboard, digital compass and the wireless Ethernet bridge. The location of
The PICNIC is the communication system that gets the data from all the
sensor systems. (Guardino) It gathers the sensor data by use of the analog
channels or the I2C bus and also controls the IIM7010A via the I 2C bus,
30
The Accelerometer Board, which uses analog acquisition, acquires data 25
times a second. The board includes two channels for each accelerometer axis.
These channels are use to calibrate the center and the gain of each accelerometer
axis. The accelerometers are read by the PICNIC directly using the analog inputs.
This GPS records position, velocity and heading. Position and velocity
are always acquired while the heading is only acquired when the GPS is in
motion. It uses a PIC to read one of the many sentence from a GPS making that
sentence available on-demand to another PIC via the I2C bus. (Guardino) Overall,
degrees times 10. Every time the system is started, the inclinometer will calibrate
31
The digital compass outputs its heading via two analog values that
geometry, these values can be used to find the actual heading (Guardino).
Unfortunately, the compass only read magnitudes, therefore all values are positive
and heading values can only range between 0-90 degrees, instead of 0-360
board. It is also used in the system to backup the GPS heading data since the GPS
a Linksys wet11 wireless Ethernet bridge. The , which has frequency band of 2.4
GHz and complies with IEEE 802.11b, has an outdoor range of 980 ft and a data
32
Figure 23: Data Acquisition System Parts Identification Picture
33
4.0 LOMAC Instructional Manual
the use of the LOMAC multi-hull model and the instrumentation package built by
Doug Guardino. It will help users to prepare the hull, perform all necessary
package and a computer, record useful data, perform model operation, data
the system can be completed within 60 seconds. To properly setup the propulsion
34
Figure 24: Propulsion System Connections Diagram
35
Figure 26: Motor/Drive Connections
36
4.2 Operation of Catamaran Model
The operation of the model is performed with the FUTABA sky sport 4
shown in Section 3.3. It is important for the operator to know that every time the
model is turned on, the motor controller will set zero speed to the initial setting of
the Transmitter. Therefore, it is crucial that the Transmitter is set at zero speed in
channel 2 and 3. The following step by step instruction will properly calibrate the
motor controllers.
2. Make sure Channel 2 and 3 are at zero. Turn on the Futaba Sky
Sport 4 Transmitter
stop.
Transmitter.
The operation of the model is simple. To operate the motor speed, use
vertical motion in the transmitter. Channel 2, located to the left of the transmitter,
37
controls the port motor while channel 3, which is located to the right of the
configuration you use on the receiver (see Section 2.1), the two rudders will be
controlled in one or two channels. To control the rudders as one unit use channel
individually use channel 1 for the port rudder and channel 4 for the starboard
rudder.
and can be access in a computer with the use of Telnet or Hyperlink. Doug
Excel imported the data from Telnet better than the data from Hyperlink. The
following step by step instructions show how to communicate between the data
acquisition package and the computer via a wireless connection. The instructions
38
Figure 28: Wireless Communication System Setup
4. In the “Open” box, type Telnet and click Ok. Telnet will initialize.
5. Right click the upper left corner of the Telnet window and go to
Properties.
7. Make sure properties are applied to current window only, click Ok.
8. In the Telnet window, type set logfile x.txt where x will be the name of
11. If, GPS data displays a “Hello World” message, restart the data
12. NOTE: Make sure the GPS readings on Telnet display an “A” before
The data obtained from the sensor package via Telnet is saved in the
computer as a txt. File. To convert the data to a useful form, import the data to
Microsoft Office Excel. The following instructions show step by step of how to
6. Click Finish.
40
4.5 Problems and Solutions
properly, they are experimental systems that are capable of working improperly
from time to time. This section includes the solution to every problem
41
Table 7: Troubleshooting Procedures
Component or Problem Solution
System
Rudders Do not work, delayed control response, works Change receiver batteries
sometimes.
Motors Shut down during testing Check connection between motor/motor controller/battery
Motor Excessive noise. Check coupling connection, make sure the motor is properly fasten in
it bracket, and ensure that the motor is properly align with the shaft.
Motor Does not responds when it is suppose to respond. Charge transmitter batteries.
Motor Following the motor controller beeping after turning Restart the model and follow the calibration procedure from Section
Data Acquisition GPS gives no position coordinates( displays a “V”) Leave the GPS on for 5 minute and then check if the “V” changes for
“A”( acquiring)
Data Acquisition Inclination data is not calibrated. Make sure that the instrumentation box is leveled when turned on.
Drive System Water leak is present in the shaft housing. Remove the white cap from the shaft enclosure and fill enclosure
Drive System Vibrate Excessively. Make sure the coupling is properly fastened.
Calibrate Propellers.
Drive System Shaft or motor slips in the coupling connection Clean coupling with WD-40 and ensure that the connection are tight
Motor Controller If there is current going thought the motor controller Make sure the connection on the transmitter is not reversed.
42
Testing and Results
Several tests were performed during the course of this project. The tests
were conducted in three sections. The first section included tests using a truck to
acquire proper acceleration data from the data acquisition system. The second set
of test involved the trials of the refurbished LOMAC multi-hull model. These test
trials were done at a freshwater pond at the university premises. The main goals
of these tests were to achieve planning speed of the model and to familiarize with
the model controls and maneuverability. After all the systems performed
optimally, a test with different propellers were conducted to identify the most
efficient propeller. Finally the third section of the graduate work involved sea
trials of the LOMAC model with the onboard data acquisition system on calm and
littoral conditions to obtain near real-time data of the motions of the model.
These tests were conducted at 2 different locations. These locations were the
wave tank pond located at the Florida Institute of Technology(Figure 30) and
areas in the Indian River adjacent to the SR-192 causeway in Melbourne, Florida.
(Figure 57)
43
4.6 Static and Dynamic Stability Assessment
The static and dynamic stability assessment was done for the LOMAC
multi-hull during the Marine Field Project of 2003. Unfortunately, the model
re-design of internal systems. This led to the necessity to perform the stability
assessment once more. The model dimensions and given parameters were
organized in a table and the dimensional ratios and form coefficients were
calculated. The results which are shown in Table 7 were obtained using
44
Table 9: LOMAC Model Dimensional Ratios
Parameter Symbol Fall 2003 Spring 2005
Length/Beam Ratio L/B 10.47 10.46
Length/Beam Overall Ratio L/BOA 2.68 2.68
Length/Draft Ratio L/T 12.17 17.15
Beam/Draft Ratio B/T 1.16 1.64
Beam Overall/Draft Ratio BOA/T 4.54 6.41
?
Block Coefficient CB ? Definition 1
LBT
?
Prismatic Coefficient CP ? Definition 2
LAx
?
Vertical Prismatic Coefficient CVP ? Definition 3
TAW
AW
Water-plane Area Coefficient CWP ? Definition 4
LWL B
Ax
Maximum Transverse Section Coefficient C x ? Definition 5
B x Tx
45
AM
Midship Section Coefficient CM ? Definition 6
BT
gravity of the model. The center of gravity consists of the longitudinal, vertical
and transverse center of gravity. Since the model must be symmetrical, it will be
assumed that the transverse center of gravity is at the center of the beam. In order
to determine the longitudinal center of gravity, the hull was balanced on a pivot
point with a known distance to the aft perpendicular. A fish scale was then
attached with fishing line to the bow and the model was then leveled. The
distance from the pivot point to the longitudinal center of gravity (LCG) was then
calculated with moment balance. (Definition 7) The location of the LCG with
respect to the aft perpendicular is then calculated with Definition 8(Appendix G).
centerline of the model. A small weight on a string is then attached to the mast
creating a pendulum. Known amounts of weights are then applied at the deck of
the model to create a righting arm and an inclination angle. The inclination angle
is determined with the use of basic trigonometry, using the length of the string
and the distance between the mast and the weight at the end of the string. The
inclination or heeling angle is then plotted at three different weight intervals and
the slope is then identified. The Metacentric height of the model is then obtained
using Definition 10 and the vertical center of gravity (KG) can be calculated with
Definition 11. The KM value was obtained from Pro Surf hydrostatic curves from
46
“LOMAC: Littoral Operated Multi-purpose Auxiliary Craft”. (Cencer) Due to
be calculated. These new values are obtained with Definition 12 and Definition
13 respectively. To obtain the distance between the keel and the center of
buoyancy, the Moorish equation (Definition 14) was used. The distance between
the vertical center of gravity (KG) and the vertical center of buoyancy (KB) is
w
Heel Angle ? ? ArcTan Definition 9
l
wt
Metacentric Height GM ? Definition 10
? Tan?
slope
Metacentric Height GM ? Definition 12
?
? 0 KG 0 ? wkg 0
Vertical Center of Gravity KG ? Definition 13
?
T?5 C ?
Center of Buoyancy KB ? ?? ? B ?? Definition 14
3 ? 2 CWP ?
47
The dynamic stability of the model depends on how well the vessel can
right itself as well as the radius of gyration about it axes and it determines how
stable the vessel is while in motion.(Connor et al. 2004) Due to time constraints,
the determination of the radius of gyration will not be included in the scope of this
project. The static and dynamic stability assessment was done following the
dependent upon the ship’s beam and the metacentric height (Gillmer and Johnson,
1982). Finally, the longitudinal trim on the model was obtained with the use of
kB
Roll Period ? ? Definition 16
GM
48
4.7 Steering System Test
tested with the use of the differential, rudder and differential/rudder steering.
This experiment was conducted in the Florida Institute of Technology Wave Tank
Lake (Figure 30). The experiment consisted of driving the model through a full
circle at a velocity of 3-4 knots. This velocity corresponds to the speed of the
model using only one motor for propulsion. Three circular trajectories would be
measured using a tape measure. The circles would be done using differential
steering, rudder steering and the combination of both differential and rudder
steering. The turning radiuses of the different steering methods are shown in
Table 12. Recording the circular trajectory with the data acquisition system
would have been a more accurate option; however, this was not possible since the
49
Figure 30: Location of Calm Water Test
The objective of this test was to familiarize with the data acquisition
system and to check that all sensors were functioning correctly. In the test, the
data acquisition package was secured into the front passenger seat of a Dodge
50
Ram 1500 (Figure 31). The GPS antenna was placed on the roll bar of the truck to
The test consisted on logging data while driving from the Link building to
Melbourne, Florida (Appendix A). All sensor work properly and acceleration,
during the test, the GPS did not acquire data for 49 seconds. It was notice that the
sky was mostly cloudy, therefore it was concluded that the weather conditions
affected the GPS signal. In future testing, cloud cover would be taken in
51
consideration before conducting tests. The digital compass also malfunctioned by
In Figure 32, the trajectory and position of the truck as the data was been
collected is shown. Notice how the data taken while the truck drove through
Country Club Road is erratic. With the exception of that section of the data, the
data collected was accurate. Figure 34 shows the four accelerometer outputs.
Inspection of the acceleration data reveals that the accelerometers are not
8037.55
8037.5
8037.45
Longitude West
8037.4
8037.35
8037.3
2803.6 2803.65 2803.7 2803.75 2803.8 2803.85 2803.9 2803.95 2804
Latitude North
52
Truck Heading Recorded by Data Acquisition System
400
350
300
250
Heading (degrees)
200
150
100
50
0
0 50 100 150 200 250 300 350
Time (sec)
0.5
0
0 50 100 150 200 250 300 350
Accelerations (g)
Z1 Axis
Y Axis
-0.5
Z2 Axis
X Axis
-1
-1.5
-2
Time (sec)
53
Truck X Axis Acceleration and Inclination Recorded by Data Acquisition System
0.8 30
25
0.6
20
0.4 15
inclination (degrees)
Acceleration (g)
10 X Axis
Acceleration
0.2
5 Inclinometer
0 0
0 28 56 84 112 140 168 196 224 252 280 308
-5
-0.2
-10
-0.4 -15
Time (sec)
A second data acquisition system test was performed to prove that the
GPS lack of signal reception during the first test was caused by cloud cover. For
this test, there was no cloud cover and the GPS recorded data flawlessly.
54
Truck Trajectory Recorded by Data Acquisition System
8037.55
8037.5
8037.45
Longitude (West)
Trajectory
8037.4
8037.35
8037.3
8037.25
2803.55 2803.6 2803.65 2803.7 2803.75 2803.8 2803.85 2803.9 2803.95 2804
Latitude (North)
45
40
35
30
Velocity (knots)
25
Velocity
20
15
10
0
0 20 40 60 80 100 120 140 160 180
Time (sec)
55
Truck Heading Recorded by Data Acquisition System
350
300
250
Heading (degrees)
200
Heading
150
100
50
0
0 20 40 60 80 100 120 140 160 180
Time (sec)
0.5
0
0 20 40 60 80 100 120 140 160 180
-0.5
Acceleration(g)
Z1 Axis
Y Axis
Z2 Axis
X Axis
-1
-1.5
-2
Time(sec)
56
During both test all sensors functioned and accurate data were transmitted
from the data acquisition package to the computer. Even though the system
problem, the digital compass records a reading regardless of whether the system is
positive value. This prevents the reading from exceeding a value of 90 degrees
when the ATAN2 function is used to find the true heading. According to
Guardino, the method used to process the heading data has a problem. The
method requires the data acquisition package to travel a full 360? degrees in the
The model sea trials were performed in the freshwater pond in front of the
Florida Institute of Technology wave tank (Figure 30). The primary goals of this
test was to understand the model controls, record accurate data from the data
57
acquisition system and to observe how the model maneuvered in calm water.
For this test, the model was controlled through a series of turns in the
pond. In addition, the data acquisition system was used to trace the perimeter of
the lake. By tracing the perimeter of the lake, easier interpretation of the model
4
Velocity (knots)
3 Model Speed
0
0 64 128 192 256 320 384 448 512 576 640 704 768
Time(sec)
During the 13 minute test, the maximum velocity of the model was of 5.33
knots. The control configuration A discussed in Section 3.3 in which each motor
is connected to a different channel and both rudders are connected in one channel,
58
proved to be adequate. Several observations were taken during this test. The
maneuverable vessel and the trim of the model with the added weight of the data
The data collected from the GPS was accurate and is shown in Figure 42,
44 and 46. It must be noted that the reason why the test is divided in three
analyze and display the data. During these tests, the acceleration data was not
calibrated (Figure 41), and the digital compass and inclinometer failed to record
needed to be and the gain was set at an optimal level. Since the GPS heading
reading was accurate and the model would always be in motion, the digital
compass was removed. The digital compass was initially installed to serve as a
backup system for the GPS when the model is not in motion. Since the model is
in motion most of the time, and the digital compass is troublesome, the digital
compass was removed. The inclinometer was fixed after the first sea trial and
59
Model Accelerations Recorded by Data Acquisition System
0.6
0.4
0.2
Acceleration (g)
0 Z1 Axis
0 96 192 288 384 480 576 672 768 Y Axis
Z2 Axis
-0.2 X Axis
-0.4
-0.6
-0.8
Time (sec)
60
Model Trajectory Recorded by Data Acquisition System
8037.395
8037.39
8037.385
Longitude West
Trajectory
Lake Perimeter
8037.38
8037.375
8037.37
2803.685 2803.69 2803.695 2803.7 2803.705 2803.71 2803.715 2803.72 2803.725
Latitude North
350
300
250
Heading (degrees)
200
GPS Heading
150
100
50
0
40 50 60 70 80 90 100 110 120
Time (sec)
61
Model Trajectory Recorded by Data Acquisition system
8037.395
8037.39
8037.385
Longitude West
Model Trajectory
Lake Perimeter
8037.38
8037.375
8037.37
2803.685 2803.69 2803.695 2803.7 2803.705 2803.71 2803.715 2803.72 2803.725
Latitude North
350
300
250
Heading (degrees)
200
GPS Heading
150
100
50
0
378 388 398 408 418 428
Time (sec)
62
Model Trajectory Recorded by Data Acquisition System
8037.395
8037.39
8037.385
Longitude West
Model Trajectory
Lake Perimeter
8037.38
8037.375
8037.37
2803.685 2803.69 2803.695 2803.7 2803.705 2803.71 2803.715 2803.72 2803.725
Latitude North
350
300
250
Heading (degrees)
200
GPS Heading
150
100
50
0
420 430 440 450 460 470 480 490 500 510
Time (sec)
63
4.10 Propulsion Test and Analysis
The purpose of the propulsion test was to determine the thrust delivered by
each propeller and to determine which propeller was more efficient for the model.
For this test, four pairs of propeller were tested. These were a set of Graupner
carbon fiber two blade propellers, a set of Graupner nylon four blade propellers, a
set of Octura brass three blade propellers and a set of Prather stainless steel two
the campus of Florida Institute of Technology (Appendix A). For the experiment,
the model was attached to a scale with 50 lbs braded fishing line (Appendix H).
The model was then run at full speed for a ten second interval and the thrust in
pounds was recorded. This process was done three times and an average value for
thrust was taken for each set of propellers. The results of the propeller test are
64
Figure 48: Propellers, Shafts and Accessories
was done for each set of propeller. Definitions 17 through Definition 33 were
used to determine the parameters shown in Table 14. (Gillmer and Johnson 1982)
65
vA
Advance Coefficient J? Definition 7
nD
T
Thrust Coefficient KT ? Definition 8
? n2 D 4
JK T
Torque Coefficient KQ ? Definition 9
2? ? 0
Torque Q ? KQ ? n2 D5 Definition 10
1
?K ? 4
Propeller Loading PL ? ? T4 ? Definition 11
?J ?
P
Pitch/Diameter Ratio Definition 12
D
2? nQs
Shaft Horsepower SHP ? Definition 13
550
Tv A
Thrust Horsepower THP ? Definition 14
550
2? nQ (THP )
Propeller Horsepower PHP ? Definition 15
Tv A
RT vS
Effective Horsepower EHP ? Definition 16
550
PHP
Shafting Efficiency ? S ? Definition 17
SHP
EHP (1 ? t )
Hull Efficiency ? ? ? Definition 18
THP (1 ? w )
H
?
Relative Rotative Efficiency ? ? B
Definition 19
?
R
0
66
Propeller Efficiency ? B ? ? 0? R Definition 20
EHP
Propulsive Efficiency ? D ? ? ? H ? 0? R Definition 22
PHP
EHP
Propulsive Coefficient P.C . ? ? ? D? S ? ? H ? 0? R? S Definition 23
SHP
67
Table 14: Propulsive Analysis and Parameters
Propeller Parameters Graupner Graupner Prather Octura
Blades 2 4 2 3 No.
Pitch P 2.02 1.88 3.60 3.04 in.
Pitch 2 P 0.17 0.16 0.30 0.25 ft.
Diameter D 1.68 2.36 2.30 2.17 in.
Diameter 2 D 0.14 0.20 0.19 0.18 ft.
Rev per Sec n 128.33 128.33 128.33 128.33 rev/sec
Rev per Min n 7699.8 7699.8 7699.8 7699.8 rev/min
Pitch x Rev pxn 12.94 12.06 23.10 19.51
Apparent Slip Ratio Sa 0.4 0.4 0.4 0.4 assumed
Water Density ? 1.94 1.94 1.94 1.94 slugs/ft3 assumed
Thrust T 14.20 13.80 16.20 15.50 lb. .+/- 0.2 lb.
Torque Q 3.37 3.32 2.09 2.48 lb-ft.
Thrust Coefficient Kt 1.16 0.29 0.38 0.45
Torque Coefficient Kq 1.96 0.35 0.25 0.40
Advance Coefficient J 0.53 0.35 0.69 0.61
Open Water Prop Efficiency ?0 0.56 0.50 0.71 0.68 %
Propeller Loading pl 1.97 2.10 1.14 1.34
Pitch/Diameter Ratio P/D 1.20 0.80 1.57 1.40
Speed of Advance Va 6.44 6.01 11.50 9.71 mph
Speed of Advance Va 9.45 8.81 16.87 14.25 ft/sec
Speed of Advance Va 5.60 5.22 10.00 8.44 knots
Speed V 7.76 7.24 13.86 11.70 mph
Speed V 11.38 10.62 20.33 17.17 ft/sec
Speed V 6.74 6.29 12.04 10.17 knots
Wake Speed w 0.17 0.17 0.17 0.17 assumed
Thrust -deduction factor t 0.11 0.11 0.11 0.11 assumed
Shaft Horsepower SHP 4.93 4.86 3.07 3.64 hp
Propeller Horsepower PHP 4.69 4.62 2.92 3.46 hp
Thrust Horsepower THP 2.37 2.06 1.89 2.17 hp
Effective Horsepower EHP 2.44 2.13 1.95 2.24 hp
Efficiency behind Propeller ?B 0.98 0.98 0.98 0.98 % assumed
Shafting Efficiency ?S 0.95 0.95 0.95 0.95 % assumed
Relative Rotative Efficiency ?R 0.96 0.95 0.97 0.98 %
Hull Efficiency ?H 0.97 0.97 0.97 0.97 % assumed
Total Resistance of Model Rt 12.64 12.28 14.42 13.80 Lb.
Quasi-propulsive Efficiency ?D 0.52 0.46 0.67 0.65 %
Propulsive Coefficient P.C. 0.50 0.44 0.63 0.61
68
After conducting the thrust experiment, it was discovered that the
previously used Graupner 4 blade propellers was the least effective propellers.
The Graupner 2 blade propellers delivered the most thrust followed by the Octura
3 blade and the Graupner 2 blade propellers. The propulsive parameters of each
ratio coincide with the propeller thrust, giving the Prather propellers the largest
and the Graupner 4 blade propeller the least. This leads to the conclusions that
the larger the pitch/diameter ratio is, the more effective the propeller will be for
the model.
The predicted velocity of each propeller was higher than any velocity
reached experimentally. This is mainly due to the fact that several conditions
the freshwater density, instead of saltwater, was used. In Section 4.13 it is discuss
how freshwater tests limited the maximum velocity acquired by the model.
69
The efficiencies of each propeller also yield results that showed the
Prather propeller being the most effective with an open water efficiency of 71%
propellers had efficiencies below 56%. The efficiencies of the propellers are also
propeller was estimated to require 1.95 hp to push the model at 12 knots while the
Graupner 4 blade propeller requires 2.44 hp to push the model at 6.74 knots.
In Section 5.5, a set of 2 blade Prather Propellers were selected as the most
efficient propellers for the catamaran model. Previously, the model had achieved
a maximum velocity of 5.33 knots. This second sea trial was also performed in
the wave tank lake at the Florida Institute of Technology campus. The new set of
propellers gave the model a maximum speed of 7.33 knots (Figure 49). At this
accurate, was off by +/- 0.2 G (Figure 50). It was concluded that the
70
accelerometers could not be calibrated mechanically (adjusting the y-intercept
potentiometer) and could only be calibrated by altering the program within the pic
data in the LCD screen of the data acquisition system. Unfortunately, the
inclination data was not sent through the wireless communication therefore no
During this test, the model was controlled over a series of loops and
sprints. The test was divided into three sections to simplify the data analysis.
Figure 51, 53 and 55 display the trajectory of the model at each of the three tests
while Figure 52, 54 and 56 display the heading of the model recorded by the GPS.
71
Model Velocity Recorded by Data Acquisition System
5
Velocity (knots)
4 Model Velocity
0
0 40 80 120 160 200 240 280 320 360 400 440 480 520
Time(Sec)
0.4
0.3
0.2
Acceleration (g)
0.1 Z1 Axis
Y Axis
Z2 Axis
0 X Axis
0 100 200 300 400 500
-0.1
-0.2
-0.3
Time (sec)
72
Model Position Recorded by Data Acquisition System
8037.395
8037.39
8037.385
Longitude West
Position
Lake Perimeter
8037.38
8037.375
8037.37
2803.685 2803.69 2803.695 2803.7 2803.705 2803.71 2803.715 2803.72 2803.725
Latitude North
350
300
250
Heading (degrees)
200
GPS
150
100
50
0
342 347 352 357 362 367
Time (sec)
73
Model Position Recorded by Data Acquisition System
8037.395
8037.39
8037.385
Longitude West
Position
8037.38
Lake Perimeter
8037.375
8037.37
8037.365
2803.685 2803.69 2803.695 2803.7 2803.705 2803.71 2803.715 2803.72 2803.725
Latitude North
350
300
250
Heading (degrees)
200
Heading
150
2 per. Mov.
Avg. (Heading)
100
50
0
193 198 203 208 213 218
Time (sec)
74
Model Position Recorded with Data Acquisition System
8037.395
8037.39
8037.385
Longitude West
Position
8037.38
Lake Perimeter
8037.375
8037.37
8037.365
2803.685 2803.69 2803.695 2803.7 2803.705 2803.71 2803.715 2803.72 2803.725
Latitude North
350
300
250
Heading (degrees)
200
Heading
150
100
50
0
400 405 410 415 420 425 430 435 440
Time (sec)
75
4.12 Littoral Test
Once the LOMAC model was tested in calm water, the model was taken to
the Indian River for littoral tests. The first test was performed north east of the
SR-192 causeway while the second test was performed south of the SR-192
76
Figure 58: 17 ft Research Boat
The location of the first test was selected because the wave action was
minimal and wind was not present. During this test, the model performed a series
of sprints and loop in a 150 ft by 100 ft area. These maneuvers are shown in
Figure 59. The velocity data recorded by the data acquisition system reveals the
highest ever recorded velocity which was a velocity of 7.728 knots. (Figure 61)
Several field observations were taken during this test. The wind and wave action
were not a factor on the model velocity since the model sprinting maneuvers were
77
Model Trajectory Recorded by Data Acquisition System
8034.625
8034.62
8034.615
Longitude West
8034.61 Series1
8034.605
8034.6
8034.595
2805.335 2805.34 2805.345 2805.35 2805.355 2805.36 2805.365
Latitude North
400
350
300
250
Heading (degrees)
150
100
50
0
0 20 40 60 80 100 120 140
Time (sec)
78
Model Velocity Recorded by Data Acquisition System
6
Velocity (knots)
5
Velocity
2 per. Mov. Avg. (Velocity)
4
0
0 20 40 60 80 100 120
Time (sec)
The acceleration data was also recorded during this test. (Figure 62)
Although not calibrated, the data reveals the accelerations increasing at the
beginning of each sprinting maneuver. During the last sprinting maneuver, the
model was navigated through its own wake, creating a larger oscillating
acceleration data.
79
Model Accelerations Recorded by Data Acquisition System
0.5
0.4
0.3
0.2
0.1
Acceleration (g)
Z1 Axis
X Axis
0
Z2 Axis
0 20 40 60 80 100 120
Y Axis
-0.1
-0.2
-0.3
-0.4
-0.5
Time (sec)
0.4 15.0
0.3 10.0
0.2 5.0
Inclination (Degrees)
Acceleration (G)
0.1 0.0
X Axis Acceleration
Inclination
0 -5.0
0 20 40 60 80 100
-0.1 -10.0
-0.2 -15.0
-0.3 -20.0
Time (sec)
80
The second set of tests took place south of the SR-192 causeway. The
main goals of these tests were to successfully operate the model in littoral
conditions and to obtain inclination data. During these tests, the data acquisition
system was oriented so that the inclinometer would measure the inclination in the
longitudinal axis(x axis). In theory, the acceleration and inclination in the x-axis
would be directly related since the model increase its angle of attack as it increase
velocity and as the model reaches planning velocity, the angle of attack decreases
and so does the acceleration. The inclination data is shown in Figure 72.
Velocity, accelerations trajectory and heading graphs for this tests are shown in
Figure 64-71.
5
Velocity (knots)
4
Velocity
2 per. Mov. Avg. (Velocity )
3
0
0 20 40 60 80 100
Time (sec)
81
Model Trajectory recorded by Data Acquisition System
2805.38
2805.375
2805.37
2805.365
Longitude West
2805.355
2805.35
2805.345
2805.34
8034.595 8034.6 8034.605 8034.61 8034.615 8034.62 8034.625
Latitude North
400
350
300
250
150
100
50
0
0 20 40 60 80 100 120
Time (sec)
82
Model Accelerations Recorded by Data Acquisition System
0.4
0.3
0.2
0.1
Acceleration (g)
Z1 Axis
X Axis
0
Z2 Axis
0 20 40 60 80 100 120
Y Axis
-0.1
-0.2
-0.3
-0.4
Time (sec)
0.35
10
0.3
8
0.25 6
Inclination(Degrees)
Acceleration(G)
4
0.2
X Axis Acceleration
2 Inclination
0.15
0.1
-2
0.05
-4
0 -6
0 20 40 60 80 100
Time(sec)
83
Model Velocity Recorded by Data Acquisition System
4.5
3.5
3
Velocity (knots)
2.5
Velocity
2 per. Mov. Avg. (Velocity)
2
1.5
0.5
0
0 10 20 30 40 50 60 70 80 90
Time (sec)
8034.609
8034.608
8034.607
8034.606
8034.605
Longitude West
8034.603
8034.602
8034.601
8034.6
8034.599
2805.346 2805.348 2805.35 2805.352 2805.354 2805.356 2805.358 2805.36 2805.362 2805.364
Latitude North
84
Model Heading Recorded by Data Acquisition System
350
300
250
Heading (degrees)
200
Heading
150
100
50
0
0 10 20 30 40 50 60 70 80 90 100
Time (sec)
0.4
0.3
0.2
Acceleration (g)
0.1 Z1 Axis
Y Axis
Z2 Axis
0 X Axis
0 10 20 30 40 50 60 70
-0.1
-0.2
-0.3
Time (sec)
85
X Axis Acceleration and Incliantion Recorded by Data Acquisition system
0.5
14
0.4
0.3 9
0.2 4
Inclination(degrees)
Acceleration (G)
0.1
-1 X Axis Acceleration
Inclination
0
0 18 36 54 72 -6
-0.1
-11
-0.2
-16
-0.3
-0.4 -21
Time (sec)
2005 semester. The primary goal of this test was to collect data that could show
the angle of attack of the boat changing as the model went from displacement to
fully-planning. To obtain the angle of attack, the data acquisition system was
oriented so that the inclinometer could record the inclination on the longitudinal
axis. This test was performed in both calm (Figure 73) and wave (Figure 78)
conditions for comparison. A new test was done for the calm water test while
data from Test 4a (Section 5.7) was used for the littoral test. For the calm water
86
test, an acceleration graph was plotted with the model velocity to observe how the
9 12
10
8
8
7
6
6 Velocity
4
Inclination (degrees)
Velocity (knots)
5 2
Angle of
Attack
4 0
-2 60 per.
3 Mov. Avg.
(Angle of
-4 Attack)
2
-6
1
-8
0 -10
0 16 32 48 64
Time(sec)
6
Velocity (knots)
0
108
116
124
132
141
149
157
166
174
182
190
199
207
215
224
232
240
248
257
265
273
282
290
298
306
8.28
16.6
24.8
33.1
41.4
49.7
66.2
74.5
82.8
91.1
99.4
58
0
Time (sec)
8037.39
8037.388
8037.386
8037.384
Longitude (West)
8037.382
8037.38
8037.378
8037.376
8037.374
2803.692 2803.696 2803.7 2803.704 2803.708 2803.712 2803.716
Latitude (North)
350
300
250
Heading (degrees)
200
150
100
50
0
0 10 20 30 40 50 60
Time (sec)
88
Model Accelerations Recorded by Data Acquisition System
0.4 9
8
0.3
0.2
Z1 Axis
6
X Axis
Z2 Axis
Acceleration (g)
Velocity (knots)
0.1 Y Axis
5
Series5
3 per. Mov. Avg. (Series5)
4 20 per. Mov. Avg. (Y Axis)
0
0 10 20 30 40 20 per. Mov. Avg. (Z2 Axis)
20 per. Mov. Avg. (X Axis)
3
20 per. Mov. Avg. (Z1 Axis)
-0.1
-0.2
1
-0.3 0
Time (sec)
14.0 9
12.0
8
10.0
7
8.0 Angle of
Attack
6.0 6
Angle of Attack (degrees)
Velocity (knots)
4.0 Velocity
5
2.0
4
0.0
60 per.
0 20 40 60 80 Mov. Avg.
-2.0 3 (Angle of
Attack)
-4.0
2
-6.0
1
-8.0
-10.0 0
Time (sec)
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The results of this test show that the fully planing speed of the model is at
7.15 knots in calm conditions and 7.3 knots in wave conditions. This show how
efficient the hull shape is since it does not get greatly affected by wave
conditions. Also note how the maximum velocity is within 0.1 knots for calm and
wave conditions. The main reason why the salt water tests recorded higher
velocity than the freshwater tests is because at the freshwater test, the model
velocity was limited due to the testing facilities (freshwater lake). The model was
unable to maintain a maximum velocity for more than 4 seconds due to the size of
the lake. Therefore the model was decelerated before it would reach the
maximum velocity.
Approximate Semi-Planing Velocity 4.10 knots < V < 7.15 knots 4.15 knots <V< 7.30 knots
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5.0 Discussion
new systems was highly successful. The main purpose of this procedure was to
finish the hull, lower the weight and move the longitudinal center of gravity closer
to the stern of the model. All objective were completed by fairing and re-shaping
the hull. In the end, the model still trimmed by the bow, however, the addition of
on-board systems and the data acquisition system would correct that trim angle.
Re-designing the drive and steering system of the model led to the success
of this graduate work. Two drive systems were tested within the scope of this
research. The first system was the Traxxas drive system, which used 6 cell 3000
mAh Ni-MH batteries. The Traxxas drive system had the advantages of longer
acceleration were lower than those in the second drive system. The improved
maneuverability was due to the reverse operation offered by the Traxxas motor
controller.
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The second system was the JES drive system, which was powered with a
pair of 10 cell, 2700 mAh Ni-Cd batteries. With this system, the maximum
velocity and fastest initial accelerations were reached. Unfortunately, the JES
motor controllers did not have reverse like the Traxxas motor controller, therefore
maneuverability was limited. Also, the range of the model was reduced due to the
increased current draw from the motors allowed by the JES motor controller. In
the present conditions, the Traxxas drive system is better for further research,
however, an addition of 2 10 cell batteries on the JES system will not only
duplicate the operational time of the model, but it will also trim the model further
to the stern. This will eliminate the 1 degree bow trim that the model has. By
eliminating this excessive trim, the model will be balanced and will navigate more
efficiently at planing speed. The steering system of the model was design to
further improve the existing steering system. Initially, the model relied on the use
combination of rudders and differential steering. In the initial system, the thrust
in the model was not enough to propel it and was even less efficient in turning the
was now a useful method of turning the model. However, the model
maneuverability using only differential steering was still unacceptable, giving the
model a turning radius of 14 feet, making it impossible to properly test the model
in the wave tank pond. To improve on the steering system, rudders were added to
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each hull. This improved the maneuverability drastically to less than a 5 ft
steered at high velocity with the rudders without decreasing maximum velocity
The test performed during this research involved different aspect of naval
sea trials in both calm and littoral conditions. The first test performed was the
static stability experiment. The experiment was performed in the same manner as
it was done by Mark Cencer et al. The purpose of this experiment was to re-
calculate several of the static stability parameters. Since the model had been
reconstructed and the center of gravity had been moved further to the stern, it was
necessary to perform this experiment again. The result show that although the
longitudinal center of gravity was moved approximate 5 inches to the stern, most
of the other parameters yield similar results. Several differences between both
experiments were present. First, the 2003 experiment was performed on the
LOMAC model with no drive or steering system within the hull. The 2005
experiment included a fully loaded LOMAC model, with drive and steering. The
striking similarities between both tests are due to the fact that the 2003 model was
tested with nothing on board and the model itself was heavier than the restored
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2005 model; however, the 2005 model was tested with all systems on board,
except the data acquisition system. Once all model systems were operational, the
data acquisition system was tested by recording the movement of a Dodge Ram
Pickup truck. The data acquisition system successfully recorded most of the
trajectory. Unfortunately, cloud cover proved to affect the reception of the global
positioning device. A second test was performed in a day were the cloud cover
was minimal. During this test, the data acquisition succeeded in recording
trajectory, heading, velocity, accelerations and inclination. The first sea trials
were conducted using the Traxxas system and 4 blade nylon Graupner propellers.
An average maximum velocity of 5.3 knots was reached in calm water conditions.
Previously, the model had not exceeded the 2 knot mark.(Cencer 2003) However,
the model did not reached planning speed. This lack of velocity was caused by
the amount of current allowed by the motor controller to go through the motors
and the efficiency of the propeller. The Traxxas motor controller can deliver up
to 30 amps continuous current while the JES NAVY 600 can deliver 60 amps
maximum current. The propeller efficiency was the other problem that led to
lower velocity. The propeller in use was the 4 blade nylon propeller by Graupner.
The propeller was mainly design to operate at lower revolutions. The low pitch
propeller became flexible under high revolutions, which decreased the efficiency
of the propeller.
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A propulsive analysis was done for 4 different pairs of propellers to
determine the most efficient one. The experiment led to the selection of the
Prather propellers which had the highest pitch and only 2 blades. Contrary, to the
Graupner 4 blade propeller, these propellers are made of stainless steel, therefore
Graupner 4 blade propeller proved to be the least efficient propeller of all four.
This was due mainly to the material it was made and the application it was made
for (low revolution propeller). The Octura three blade propellers followed the
Prather propellers in efficiency. These were made out of brass; however, they had
a smaller pitch than the Prather propeller. In both three and four blade propellers,
the revolutions per minute (rpm) were to high for the design rpm, therefore some
The replacement of the drive system from the Traxxas to the JES system
planning speed. During these test, which are shown in Section 5.6, the model
exceeded the theoretical planning velocity of 7.3 knots. The JES system utilize
10 cell NiCd batteries and also allows the motor to draw more current from the
batteries. One negative aspect of this system is the decreased operational time
due to the increase current draw by the motors. Fortunately, this problem
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becomes an advantage with the addition of two more identical 10 cell batteries.
With this addition, the operational time of the model would increase by 100% and
the added weight in the motor compartment would improve the less than -1
degree trim angle. This addition will further improve the overall performance of
The model was also tested in littoral conditions. To perform these tests,
the model was navigated in the Indian River. The approximate height of the
waves encounter by the model during the river tests were of 0.2 to 0.4 ft. At these
tests, all systems performed flawlessly and a maximum velocity of 7.6 knots was
achieved. It was expected for the model to reach a lower maximum velocity due
to the increased wave action. However, two factors were not considered. Calm
water tests were performed in a small freshwater pond. The lack of space in the
pond prevented the model to maintain a high velocity for extended period of time.
Also littoral tests were conducted in saltwater, which is denser than freshwater,
therefore increasing the thrust delivered by the propeller and decreasing the model
draft. Increased thrust and decreased draft were minor changes but they could
affect the performance of the model by increasing the model velocity by a fraction
of a knot.
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After conducting all necessary testing to prove the effectiveness of the
in the x axis to measure the angle of attack as the model went through
fully-planing velocity and the average trim of the model at high velocity could be
measured and compared to theoretical values. This test was done in both calm
approximately 7.3 knots which was the theoretical value for the model planing
and the trim at high velocity was approximately -1 degree (1 degree toward bow).
were present in the littoral test and were related to the wave action during the test.
Maximum velocities of 7.658 and 7.728 knots were achieved in the last calm
(Figure 73) and littoral tests (Figure 78) respectively. It was observed that wave
action did not affect the velocity of the model since the velocity in both calm and
littoral tests were within 0.1 knots of each other. The angle of attack and
planing also yield similar results in both calm and littoral tests (Table 15). The
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model was minimally affected by the wave tests, proving the effectiveness of the
98
6.0 Conclusions and Recommendations
the hull and re-design of the internal systems, is now capable of attaining
maximum velocity of 7.7 knots with the JES system and 6.0 knots with the
Traxxas system. The differential/rudder system gives the model a turning radius
minutes using the Traxxas system and 24 minutes using the JES system. The
model’s range is limited to the radio controlled range of approximately 980 feet.
All systems are in working conditions, however, the digital compass data output
requires extensive data processing before obtaining a useful set of data. The
model. An upgrade of motors from the Graupner Speed 700 BB Turbo to the
Speed 800 BB Turbo would add torque and thrust, which will make the model
99
have a better initial acceleration and a higher maximum velocity. The addition of
2 more 10 cell 2700 mAh Ni/Cd batteries connected in parallel would increase the
model operational time to approximately 48 minutes, if the motors in use are the
Graupner Speed 700 BB Turbo. Operational time for the model using the
40 minutes due to the increase current draw from the larger Speed 800 motors.
The spacing between the propeller and hull was increased after the propellers
were assigned, therefore a set of bigger Prather propellers would improve the
velocity of the model. An excellent replacement for the Prather 250S model
(diameter =2.3, pitch=2.6) is the Prather 255S model which has diameter of 2.4
rudder can be designed and manufactured to increase the turning moment on the
model.
The system that requires the most improvement is the data acquisition
system. Making the system smaller enough to fit within the LOMAC model is
very important since it will decrease the wind resistance and lower the center of
gravity of the model. Also, the system could be used in smaller and less stable
mono-hull models such as the catamaran model. The size reduction could be
100
components with smaller components that can perform the same operation. For
example, the breadboard that connects the inclinometer and LCD screen to the
PICNIC board can be replaced with a smaller circuit board. Once, all sensors are
Therefore, the LCD can be eliminated or replaced by a smaller LCD screen. The
lead acid battery used to supply the power to the system should be replaced with a
The addition of several sensors would make the system more effective at
Replacing the linear accelerometer with accelerometers that can measure both
linear and rotational acceleration would highly also improve the effectiveness of
collected by the data acquisition system would give the operator a better
understanding of the behavior of the model during tests. This would prevent the
operator from having to spend hours organizing the data for further review.
101
During this project, the LOMAC catamaran model surpassed expectations
variety of sensors. The system proved to be simple, efficient and easy to operate.
In the future, the LOMAC catamaran model could be use for many applications.
Among them, research on beach topography, wave studies, and catamaran ship
responses.
102
References
Guardino, Doug. Design of Wireless Data Acquisition for Field Testing of Hull
Models. DMES. Melbourne, Florida: Florida Institute of Technology.
December 2003.
Graupner WWW Speed 700 Specifications Retrieved September 12, 2004, from
http://www.hobby-lobby.com/speed700.htm
Jes Jeti Navy 600 WWW motor Controller Specifications. Retrieved December
27, 2004, from http://www.hobby-lobby.com/boatcont.htm
103
Linksys WWW Router Specifications. Retrieved January 12th, 2005, from
http://www.linksys.com/products/product.asp?grid=33&scid=36&
prid=602
104
Appendix A: Campus Map
105
Appendix B: Sample Data from test
Z1 Y X
Time Axis Axis Z2 Axis Axis Digital Compass Inclination Signal Latitude Longitude Velocity Heading
X Y
(sec) (g) (g) (g) (g) Vector Vector (degrees) A or V North West (knots) (degrees)
106
Appendix C: Test Pictures
107
108
Appendix D: Construction Pictures
109
110
Appendix E: Pro Surf Hydrostatic Curves
111
Appendix F: Static Stability Illustrations
112
Appendix H: Experiments Setup
113