: JITHIN P N
AFFILIATION
INTERNAL GUIDE
EXTERNAL GUIDE
The towed body rises as the towing vessel speed increases which
R. F. Becker (1950) described the design, fabrication, model basin test and sea test of a
half scale and full scale model of a high speed, light weight depressor for towing sonar
array from ships. Results of the test program have verified the performance and
demonstrated the ease of handling a light weight depressor.
The most promising shape for use in boat nacelles is the DTMB series 58 model 4162 has the highest theoretical cavitation-inception speed with satisfactory drag characteristics.
The DTMB- EPH is the most likely second choice.
responding oceanographic sensors. It is towed behind a ship and its depth is controlled
from the vessel by a manually or automatically produced command signal.
David Hopkin (1993) described the effectiveness of a two part tow for damping the
vertical heave motions at the tow-fish.
Mehrdad Ghods (2001) presented the results from the wind tunnel testing of a NACA
2415 wing and the analysis of this data.
Roger E. Race- features and advantages of Type 1074 variable depth V- Fin depressor.
C.A. Woolsey and A.E. Gargett (2002) investigates the problem of stabilising the
longitudinal motion of a streamlined sensor platform, towed in a two stage arrangement,
using servo- actuated tail fins and an internal moving mass actuator.
Steven D. Miller (2008) has carried out wind tunnel test of NACA 0015 symmetrical
airfoil to determine the lift, drag and moment coefficients. As angle of attack is increased,
the flow will eventually separate from the upper surface of the airfoil resulting in a stall.
The angle of attack must be decreased below the separation angle of attack in order for the
flow to reattach.
Carl Erik Wasberg and Bjorn Anders Pettersson Reif (2010) described a
methodology for hydrodynamical simulation in FLUENT and is applied to CFD analysis
OBJECTIVE
SCOPE
A CFD analysis of the depressor for Drag and Lift Forces by using the software
package FLUENT from ANSYS Inc
Verifying the results obtained from CFD analysis with the experimental data thereby
ensuring the reliability of the analysis
Airfoil geometry
Dihedral angle
Centre line
Ct /4
Leading edge, LE
Cr
, sweep angle
Ct /4
Trailing edge, TE
Semi span, s
taper ratio = Ct/Cr
AR= span/ mean chord
= b/C
= b2/ A
C = (Ct +Cr)/2
Ct
Wing span, b
Semi span,s
word NACA
One digit describing the distance of maximum camber from the airfoil leading
edge in terms of percentage of the chord
Two digits describing maximum thickness of the airfoil as percent of the chord
For example, the NACA 2412 airfoil has a maximum camber of 2% located 40%
(0.4 chords) from the leading edge with a maximum thickness of 12% of the chord.
DTMB EPH
Reference length
Wing span
Overall height
Tow point
NACA 0015
Aerodynamic center
Wing span
4 ft2 (0.372 m2 )
Mean chord
Root chord
Tip chord
Taper ratio
0.6
Aspect ratio
3.5
Incidence
Airfoil section
NACA 0015
Span
Total Area
1 ft 2 (0.093 m2 )
Mean chord
Root chord
Tip chord
Taper ratio
0.41
Aspect ratio
2.0
Incidence
00
Coordinates for the section at the mean chord of the main wings
(mean chord= 305mm)
x(mm)
30
60
90
120
150
180
210
240
270
300
305
+y(mm)
17.75
21.80
22.88
22.21
20.38
17.70
14.39
10.55
6.21
1.34
0.48
-y(mm)
17.75
21.80
22.88
22.21
20.38
17.70
14.39
10.55
6.21
1.34
0.48
Coordinates for the section at the mean chord of the tail wings
(mean chord= 152mm)
x(mm)
10
20
+y(mm)
7.57
9.76
-y(mm)
7.57
9.76
30
40
50
60
70
90
100
110
120
130
140
150
152
8.79
7.71
6.52
5.20
3.78
2.25
0.59
0.24
8.79
7.71
6.52
5.20
3.78
2.25
0.59
0.24
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
Y/Ymax
0.637
0.841
0.950
0.997
0.989
0.929
0.817
0.652
0.434
0.000
x (mm)
88.90
177.8
266.7
355.6
444.5
533.4
622.3
711.2
800.1
889.0
+y(mm) 0
80.92
106.8
120.7
126.6
125.6
118.0
103.8
82.80
55.13
0.000
-y(mm)
80.92
106.8
120.7
126.6
125.6
118.0
103.8
82.80
55.13
0.000
Tails
body
Main wings
inlet
outlet
Buoyant force
Branch of fluid mechanics that uses the numerical methods and algorithm to
solve and analyze problem that involve fluid flow
Momentum equation
p ij
( ui )
( ui u j )
gi
t
xj
xi x j
ui u j
2 ul
)]
ij ]
ij is the Reynolds stress tensor = [ (
x j xi
3 xl
p = static pressure,
( Ui )
( U iU j )
t
xj
xj
Where, R ij = uiu j
'
'
u u j 2 u p
' '
l
u
i
iu j
x j xi 3 xl xi x j
'
is the instantaneous velocity component i = 1, 2, 3
j
During pre-processing
The volume occupied by the fluid is divided into discrete cells (the
mesh). The mesh may be uniform or non uniform
2.
The simulations are started and the equations are solved iteratively as a steady
state or transient condition
3.
2D Pipe
Wing section
A study on single part and two part towing systems were done
Conclusion
[1] R.F. Becker, High speed sonar array depressor program final report, prepared for
Office of Naval Research, Virginia, 1981.
[2] Wilburn L. Moore, Bodies of revolution with high cavitation-inception speeds- for
application to the design of hydrofoil-boat nacelles , 1962 .
[3] David Hopkin, Jon M. Preston, Sonia Latchman, Effectiveness of a two-part tow
for decoupling ship motions, Defence Research Establishment Pacific, IEE, pages
1359-1364, 1993.
[4] Carl Erik Wasberg and Bjorn Anders Pettersson Reif, Hydrodynamical simulations
in FLUENT, Norwegian Defence Research Establishment, 2010.
[7] Roger E. Race, The variable depth V-Fin depressor Endeco INC pages 1359-
1364.
[8] D.A. Chapman, A study of the ship induced roll motion of a heavy towed fish,
Ocean Engineering, Volume 11, Issue 6, pages 627-654, 1984.
[9] C.A. Woolsey, A.E. Gargett, passive and active attitude stabilization for a towfish. Proceedings of the 41st IEEE conference on Decision and Control, Las Vegas,