Journal articles: 'Hydrofoil boats'

1

Miyata, Hideaki. "Development of a New-Type Hydrofoil Catamaran." Journal of Ship Research 33, no. 02 (June 1, 1989): 135–44. http://dx.doi.org/10.5957/jsr.1989.33.2.135.

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A new-type hydrofoil catamaran has been designed and its resistance and seakeeping properties examined by experiments. This new catamaran is made of two sharp hulls like swords and two rectangular hydrofoils of high aspect ratio that connect them. Almost 90 percent of the weight is supported by the hydrofoils, and the total resistance coefficient is much smaller than that of conventional high-speed craft or similar designs at the design speed of 40 knots for a 200-ton boat. The transfer functions of motions are much smaller than those of planing boats and another hydrofoil catamaran of different configuration.

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Matveev, Konstantin I. "Modeling of Autonomous Hydrofoil Craft Tracking a Moving Target." Unmanned Systems 08, no. 02 (April 2020): 171–78. http://dx.doi.org/10.1142/s2301385020500107.

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The interest in autonomous marine vessels has been continuously growing in the recent years. Most platforms of the autonomous surface watercraft involve traditional mono- or multi-hulls. Advanced marine vehicle concepts, such as hydrofoils, can provide high-speed and high seakeeping capabilities. In this study, a modeling effort is initiated for a small autonomous hydrofoil boat intended for intercepting operations. A 3-DOF model, including surge, sway and yaw, is applied for simulating maneuvering motions of the boat in the foilborne state. Forces generated by the propulsor, rudder and struts are accounted for in the simulations of the horizontal-plane boat dynamics. Two scenarios of a hydrofoil boat pursuing a moving target are investigated. In the pure pursuit, the interceptor always attempts to aim at the target and uses full thrust to quickly reach the target at a high speed. In the constant-bearing scenario, the interceptor approaches the target with diminishing speed trying to achieve a rendezvous. The presented models and results can help engineers to design more effective control methods for fast boats intended for intercepting operations.

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SCHERTEL, HANNS. "HYDROFOIL BOATS AS A NEW MEANS OF TRANSPORTATION." Journal of the American Society for Naval Engineers 71, no. 4 (March 18, 2009): 603–14. http://dx.doi.org/10.1111/j.1559-3584.1959.tb01828.x.

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Deng, Chao, Haibo Wang, Zhanxia Feng, Zhongqiang Zheng, Zhaohua Wang, and Zongyu Chang. "Analysis of hydrofoil rotation control method for improving the propulsion performance of wave-powered boats considering the effect of currents." Ocean Engineering 286 (October 2023): 115710. http://dx.doi.org/10.1016/j.oceaneng.2023.115710.

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Tannenberg, Rafael, Stephen R. Turnock, Karsten Hochkirch, and Stephen W. Boyd. "VPP Driven Parametric Design of AC75 Hydrofoils." Journal of Sailing Technology 8, no. 01 (October 30, 2023): 161–82. http://dx.doi.org/10.5957/jst/2023.8.9.161.

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Hydrofoils are a vital part of modern racing yachts such as the AC75, which was sailed in the 36th America’s Cup and should hence be optimised thoroughly. The literature shows that hydrofoil design and optimisation usually focuses on the lift and drag characteristics in isolation of the yacht ‘system’. Although these characteristics relate to hydrofoil performance, they do not directly translate to the performance of the yacht on the race course. In this paper we perform a parametric study of the main design variables of the hydrofoil that is based on a model of the entire yacht in the Velocity Prediction Program (VPP) FS-Equilibrium. The hydrofoil forces are modelled using an advanced lifting line method and empirical formulations for a bulb. This accurately captures the foil design influence on the boat´s performance. The VPP is coupled to a parametric model of the foil based on NURBS surfaces (Non-uniform rational B-Splines) which was used to systematically generate 72 different designs. The candidates were tested in three wind speeds for up and downwind performance. The best performing design has maximum span and anhedral angle, and minimum chord with some of the weight stored in a bulb. The study shows that the assessment of hydrofoils where the performance is measured in boat speed is an extremely valuable tool.

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Seth, Arjit, and Rhea P. Liem. "Amphibious Aircraft Developments: Computational Studies of Hydrofoil Design for Improvements in Water-Takeoffs." Aerospace 8, no. 1 (December 30, 2020): 10. http://dx.doi.org/10.3390/aerospace8010010.

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Amphibious aircraft designers face challenges to improve takeoffs and landings on both water and land, with water-takeoffs being relatively more complex for analyses. Reducing the water-takeoff distance via the use of hydrofoils was a subject of interest in the 1970s, but the computational power to assess their designs was limited. A preliminary computational design framework is developed to assess the performance and effectiveness of hydrofoils for amphibious aircraft applications, focusing on the water-takeoff performance. The design framework includes configuration selections and sizing methods for hydrofoils to fit within constraints from a flying-boat amphibious aircraft conceptual design for general aviation. The position, span, and incidence angle of the hydrofoil are optimized for minimum water-takeoff distance with consideration for the longitudinal stability of the aircraft. The analyses and optimizations are performed using water-takeoff simulations, which incorporate lift and drag forces with cavitation effects on the hydrofoil. Surrogate models are derived based on 2D computational fluid dynamics simulation results to approximate the force coefficients within the design space. The design procedure is evaluated in a case study involving a 10-seater amphibious aircraft, with results indicating that the addition of the hydrofoil achieves the purpose of reducing water-takeoff distance by reducing the hull resistance.

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Marimon Giovannetti, Laura, Ali Farousi, Fabian Ebbesson, Alois Thollot, Alex Shiri, and Arash Eslamdoost. "Fluid-Structure Interaction of a Foiling Craft." Journal of Marine Science and Engineering 10, no. 3 (March 6, 2022): 372. http://dx.doi.org/10.3390/jmse10030372.

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Hydrofoils are a current hot topic in the marine industry both in high performance sailing and in new passenger transport systems in conjunction with electric propulsion. In the sailing community, the largest impact is seen from the America’s cup, where boats are sailed at more than 50 knots (over 100 km/h) with 100% “flying” time. Hydrofoils are also becoming popular in the Olympics, as in the 2024 Olympic games 5 gold medals will be decided on foiling boats/boards. The reason for the increasing popularity of hydrofoils and foiling boats is the recent advances in composite materials, especially in their strength to stiffness ratio. In general, hydrofoils have a very small wetted surface area compared to the wetted surface area of the hull. Therefore, after “take-off” speed, the wetted surface area of the hull, and consequently the resistance of the boat, is reduced considerably. The larger the weight of the boat and crew and the higher the speeds, the greater the loads on the hydrofoils will be. The current research investigates the interaction effects between the fluid and structure of the ZP00682 NACRA 17 Z-foil. The study is carried out both experimentally, in SSPA’s cavitation tunnel, and numerically using a fully coupled viscous solver with a structural analysis tool. The experimental methodology has been used to validate the numerical tools, which in turn are used to reverse engineer the material properties and the internal stiffness of the NACRA 17 foil. The experimental flow speed has been chosen to represent realistic foiling speeds found in the NACRA 17 class, namely 5, 7, and 9 m/s. The forces and the deflection of the Z-foil are investigated, showing a maximum deflection corresponding to 24% of the immersed span. Finally, the effects of leeway and rake angles on the bending properties of the Z-foil are investigated to assess the influence of different angles in sailing strategies, showing that a differential rake set-up might be preferred in search for minimum drag.

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Abidin, Noh Zainal, Cédric Leblond, Mohd Najib Abdul Ghani Yolhamid, Mohamad Abu Ubaidah Amir Abu Zarim, Farizha Ibrahim, and Ameer Suhel. "Investigation of Numerical Hydrodynamic Performance of Deformable Hydrofoil (Applied on Blade Propeller)." Transactions on Maritime Science 10, no. 2 (October 21, 2020): 414–38. http://dx.doi.org/10.7225/toms.v10.n02.012.

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The hydrofoil is a hydro-lifting surface that significantly contributes to marine transportation such as a boat, ship, and submarine for its movement and maneuverability. The existing hydrofoils are in fixed-shaped National Advisory Committee for Aeronautics (NACA) profiles, depending merely on the variation of Angle of Attack (AOA) such as rudder, hydroplane, and propeller blade. This research is concerned with the deformable hydrofoil that aims at modifying its NACA profile rather than its AOA. However, there is still a lack of knowledge about designing an appropriate deformable hydrofoil. Therefore, a numerical investigation of hydrodynamic characteristics for selected hydrofoils was conducted. After undergoing the 2D numerical analysis (potential flow method) at specific conditions, several NACA profiles were chosen based on the performance of NACA profiles. NACA 0017 was selected as the initial shape for this research before it deformed to the optimized NACA profiles, NACA 6417, 8417, and 9517. The 3D CFD simulations using the finite volume method to obtain hydrodynamic characteristics at 0 deg AOA with a constant flow rate. The mesh sensitivity and convergence study are carried out to get consistent, validated, and reliable results. The final CFD modeled for propeller VP 1304 for open water test numerically. The results found that the performance of symmetry hydrofoil NACA 0017 at maximum AOA is not the highest compared to the other deformed NACA profiles at 0 deg AOA. The numerical open water test showed that the error obtained on K.T., K.Q., and efficiency is less than 8% compared to the experimental results. It shows that the results were in good agreement, and the numerical CFD setting can be used for different deformed profiles in the future.

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Bonnard, H., L. Chatellier, and L. David. "Investigation Of 3D Effects And Free-Surface Proximity Influence On The Flow Around A Hydrofoil Using PIV Measurements." Proceedings of the International Symposium on the Application of Laser and Imaging Techniques to Fluid Mechanics 20 (July 11, 2022): 1–9. http://dx.doi.org/10.55037/lxlaser.20th.152.

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An Eppler 817 (E817) hydrofoil was studied experimentally using two dimensions two components Particles Image Velocimetry (PIV) measurements. Both statistical and time-resolved series were used to study the effect of Reynolds number and angle of attack on the flow topologies and dynamics. Vortex shedding modes were observed over a range of low chord-based Reynolds numbers 400 ≤ Rec ≤ 20000 and four angles of attack ( α = 2◦, 6◦, 12◦ and 30◦). Those Reynolds numbers are scarce documented on such hydrofoil as they are far from usual operating conditions. However, those low Reynolds numbers allowed us to observe Reynolds number based transitions of the vortex shedding modes at a given angle of attack. The data were acquired on both an extruded 2D hydrofoil and a 3D "T-shaped" hydrofoil, composed of a vertical shaft (e.g. rudder on a boat) holding the horizontal lifting surface. The latter was used to investigate the influence of both the 3D shape and surface proximity on the hydrofoil’s behaviour through three different depths, ranging from 3.5 to 0.875 chords. Additional measurements from a 6-axis loads sensor were used to characterize the loss of performance due to the free-surface proximity.

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10

Kinnas, Spyros A. "An International Consortium on High-Speed Propulsion." Marine Technology and SNAME News 33, no. 03 (July 1, 1996): 203–10. http://dx.doi.org/10.5957/mt1.1996.33.3.203.

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Recent demands for higher speed ocean vehicles and, at the same time, for more efficient propulsion, have made the appearance of cavitation inevitable. Thus, contemporary hydrofoil or propeller blade designs must take advantage of controlled cavitation in order to increase the efficiency of propulsion. An International Consortium on Cavitation Performance of High-Speed Propulsors has been put together by the author. The ultimate objective of this effort is to develop a new generation of reliable and user-friendly computational tools for the analysis and systematic design of efficient cavitating hydrofoils or propulsors. Fifteen participants have joined this consortium thus far. They include research centers, propeller manufacturers, shipyards, and high-speed boat industries from the U.S., Europe, and Asia. An overview of the research plan and the approach for some of the research tasks are presented.

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11

Owers, D. J., and S. D. Probert. "Man-powered hydrofoil boat." Applied Energy 24, no. 2 (January 1986): 163–64. http://dx.doi.org/10.1016/0306-2619(86)90067-x.

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12

Sutrisno, Sutrisno, Wawan Kusdiana, Ayip Rivai Prabowo, and Muhammad Askhuri. "ADDITION OF HYDROFOIL TO SHIP RESISTANCE ANALYSIS ON HALASAN CLASS BASED ON VALIDATION TEST RESULT." JOURNAL ASRO 10, no. 3 (October 31, 2019): 105. http://dx.doi.org/10.37875/asro.v10i3.166.

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KRI Halasan - 630 is one of the Fast Missile warships with a length of 60 Meters which apart of fast patrol boat class which belongs to TNI-AL. Accordance with the main function not only as a fast missile boat but also as a patrol ship killer, this ship was made to have a high ability in “hit and run”. Since the beginning of the manufacture and after being inaugurated as KRI in 2014 this ship is able to reach speed until 27 knot in full load. As time goes on the same conditions the speed that this ship can achieve is 25 knot at maximum speed. This can be caused by increase in value from the resistance of the ship. One way to reduce the value of the resistance of the ship is to minimize the Wet Surface Area(WSA) from the ship. By adding hydrofoil technology will produce lift force which could lift apart of the hull ship from the water so that Wet Surface Area from the ship will reduce. From the calculation, to lift on the hull of KRI Halasan Class 20 cm in full load condition at 25 knot knows that dimension for fore foil with tapered straight type are wingspan 4,6 m, wingroot 1,33 m, wingtip 0,5 m, and swept angle 11°. And dimension for aft foil with rectangular straight type are wingspan 5,3 m, wingroot and wingtip 1,365 m, and swept angle 0°. The ship resistance with hydrofoil is 265,5 KN, while in the same condition and speed from the ship without hydrofoil the value of ship resistance is 267 KN. By adding hydrofoil technology could reduce the ship resistance 1,5 KN. This values could make 19,29 KW or 25,86 Hp in power saving.Keywords : Hydrofoil technology, Ship Resistance, Halasan Class

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13

Knudsen, Stig S., Jens H. Walther, Brian N. Legarth, and Yanlin Shao. "Towards Dynamic Velocity Prediction of NACRA 17." Journal of Sailing Technology 8, no. 01 (January 27, 2023): 1–23. http://dx.doi.org/10.5957/jst/2023.8.1.1.

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NACRA 17 is a small foiling catamaran used in Olympic sailing. Sailing in the NACRA 17 is truly unsteady, especially in the foiling conditions. Dynamic velocity prediction has gained a lot of attention in recent years due to the unsteady nature of foiling sailboats. Different approaches have been applied to predict the motions of foiling or skimming boats in unsteady conditions. Typically, the aerodynamic forces are computed by the quasi-steady theory assumption. Static coefficients are used, and the applied velocities are corrected with boat motions. The hydrodynamic forces of a fully foiling boat can be computed in a similar fashion, but this method fails to include the effect of changes in the free surface as well as added mass. This paper proposes an approach where dynamic coefficients of the NACRA 17 hydrofoils are determined based on unsteady Computational Fluid Dynamics (CFD) simulations with a free surface. In the simulations the foil is moved in prescribed motions in one degree of freedom (DOF) at a time and dynamic coefficients are extracted for different frequencies of motion. All coefficients are combined in a coupled system of equations, and the equations can be solved in 6 DOFs in the time domain. Test scenarios with time-varying conditions are simulated and compared with full dynamic CFD simulations. The initial investigation of the approach shows promising results, but more investigations are needed to validate the approach and to identify possible limitations.

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Owers, D. J., and S. D. Probert. "A human-powered hydrofoil racing-boat: Design and development." Applied Energy 21, no. 4 (January 1985): 289–300. http://dx.doi.org/10.1016/0306-2619(85)90013-3.

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15

Choi, Jung-Kyu, and Hyoung-Tae Kim. "Evaluation of Longitudinal Static Stability of Human Powered Hydrofoil Boat." Journal of the Society of Naval Architects of Korea 46, no. 4 (August 20, 2009): 391–97. http://dx.doi.org/10.3744/snak.2009.46.4.391.

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Winters, Jeffrey. "Flying Boat." Mechanical Engineering 135, no. 08 (August 1, 2013): 50–57. http://dx.doi.org/10.1115/1.2013-aug-3.

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This article is a study of engineering concepts behind design and functioning of SailRocket, an innovative sailboat, and other ongoing experiments on different sailboats. Researchers believe that to push sail technology to the extremes of performance requires disregarding the child’s eye view of a sailboat. Conceptually, the SailRocket owes more to aircraft and wind turbines than it does to traditional yachts. The engineering concepts behind the sailboat design are: the hydrofoils lifting up as the wind tries to push the mast over; the sails on one side of the center of mass and the sailor on the other; the force of the water on the keel resisting the windward drift of the boat. According to the calculations, the only leftover force would push the boat forward—and at high speeds. After a series of incremental improvements followed by incrementally larger crashes, Vestas, the Danish wind turbine manufacturer, stepped in with enough sponsorship money to allow for a more thorough analysis. Even without the SailRocket’s success, the shape of wind-powered vehicles is moving away from the classic billowing sails.

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Masuyama, Yutaka. "Stability analysis and prediction of performance for a hydrofoil sailing boat." International Shipbuilding Progress 34, no. 390 (February 1, 1987): 20–29. http://dx.doi.org/10.3233/isp-1987-3439001.

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Masuyama, Y. "Stability analysis and prediction of performance for a hydrofoil sailing boat." International Shipbuilding Progress 34, no. 398 (October 1, 1987): 178–88. http://dx.doi.org/10.3233/isp-1987-3439801.

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Mizuno, Yuki, and Yutaka Masuyama. "410 Boat motion simulation of a small hydrofoil craft using Excel." Proceedings of Conference of Hokuriku-Shinetsu Branch 2010.47 (2010): 141–42. http://dx.doi.org/10.1299/jsmehs.2010.47.141.

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Zhang, Jiayi, Zongyu Chang, Chao Deng, Zhanxia Feng, Yongzhong Chu, and Haibo Wang. "Dynamic analysis of flexible hydrofoils on the propulsive performance of wave-powered boats." Ocean Engineering 300 (May 2024): 117384. http://dx.doi.org/10.1016/j.oceaneng.2024.117384.

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Diatmaja, H., A. R. Prabowo, N. Muhayat, T. Tuswan, and T. Putranto. "Fast ship prototype design simulation with fin stabilizer on hydrodynamic characteristics for ship realization planning." IOP Conference Series: Earth and Environmental Science 1166, no. 1 (May 1, 2023): 012047. http://dx.doi.org/10.1088/1755-1315/1166/1/012047.

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Abstract This study aims to determine the effect of adding variations of fin stabilizers on the hydrodynamic characteristics of the ship design. It compares the hull without modification with the hull modified by a fin stabilizer on a prototype scale. The results of this study is assessed to obtain the best performance of ships with various models to be used in the design of ship realization. The research method is conducted by numerical approach, including simulation of resistance, stability, and seakeeping. The hull design references chosen are the Fast Police Boat and SMIT Patrol Boat with a Length Overall value of 1 m. The fin stabilizer uses hydrofoil type NACA-0015 with an aspect ratio of 0.7. Then the length variations are 3 cm, 4 cm, and 5 cm, with angle variations being 25°, 30°, and 35°. The results showed that adding a fin stabilizer could increase the ship’s stability. The best fin stabilizers variations are fins with a length of 5 cm and an angle of 30° for the prototype design of the Fast Police Boat hull and fins with a length of 5 cm and an angle of 35° for the prototype design of the SMIT Patrol Boat hull.

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Watanabe, Keigo. "A Decentralized Multiple Model Adaptive Filtering for Discrete-Time Stochastic Systems." Journal of Dynamic Systems, Measurement, and Control 111, no. 3 (September 1, 1989): 371–77. http://dx.doi.org/10.1115/1.3153063.

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A decentralized multiple model adaptive filter (MMAF) is proposed for linear discrete-time stochastic systems. The structure of decentralized multiple model studied here is based on introducing a global hypothesis for the global model and a local hypothesis for the local model, where it is assumed that the former hypothesis includes the latter one as a partial element. Algorithms for the decentralized MMAFs in unsteady and steady-state are derived using recent results in decentralized Kalman filtering. The results can be applied in designing a system for sensor failure detection and identification (FDI). An example is included to illustrate the characteristics of such a FDI system for the estimation of lateral dynamics of the hydrofoil boat.

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Chrismianto, D., AWB Santosa, and A. Wirahutama. "Analysis of Leading Edge Protuberances on Fully Submerged Hydrofoil of 15 m Pilot Boat." IOP Conference Series: Earth and Environmental Science 698, no. 1 (March 1, 2021): 012032. http://dx.doi.org/10.1088/1755-1315/698/1/012032.

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Shen, Hailong, Qing Xiao, Jin Zhou, Yumin Su, and Xiaosheng Bi. "Design of hydrofoil for the resistance improvement of planing boat based on CFD technology." Ocean Engineering 255 (July 2022): 111413. http://dx.doi.org/10.1016/j.oceaneng.2022.111413.

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Kuczyńska-Koschany, Katarzyna. "Essay as a Hydrofoil Boat: Reflections on Reading Jan Tomkowski’s Anthology of Polish Literary Essay." Czytanie Literatury. Łódzkie Studia Literaturoznawcze, no. 8 (December 30, 2019): 385–93. http://dx.doi.org/10.18778/2299-7458.08.16.

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The paper is a multifaceted and contextual attempt at discussing the anthology of Polish literary essay in the version proposed by Jan Tomkowski in the edition of Biblioteka Narodowa (Series I, no. 329). It is also an essay on this essay anthology.

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Jacquet, Lucas, Antoine le Duigou, and Olivier Kerbrat. "A Proposal for a Carbon Fibre-Manufacturing Life-Cycle Inventory: A Case Study from the Competitive Sailing Boat Industry." Journal of Composites Science 8, no. 7 (July 16, 2024): 276. http://dx.doi.org/10.3390/jcs8070276.

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The competitive sailing boat industry uses carbon fibre for high-performance purposes. Nevertheless, this material is known to cause environmental issues during its manufacturing. We can currently observe, based on the literature, difficulty integrating a reliable, justified, and transparent inventory of carbon-fibre production for LCA applications of high-performance composite materials. The current study aims to gain a better understanding of carbon fibre’s environmental impacts by suggesting a justified, reliable, and transparent inventory, based on the life-cycle assessment methodology. It also aims at providing a LCA of high-performance composites. An EcoInvent flows inventory is suggested, based on the literature presenting primary inventories. It is then discussed in terms of data quality, flows under study, and indicators calculated. Eventually, the inventory is used to assess the environmental impact of carbon fibre-reinforced composites applied to an industrial example representative of the competitive sailing boat industry: a hydrofoil mould. Regarding results on carbon fibres’ scale and impacts, indicators commonly highlighted by the literature, were calculated in this study (GWP = 72 kgCO2eq and CED = 1176 MJ), as well as other indicators. These indicators are two to five times higher than the inventories suggested in the literature, due to high heat-production value, production scales, or the quality of the fibre under study. The composite scale results show a major contribution from carbon fibre compared to other flows under study, highlighting the need to suggest a reliable inventory of carbon-fibre production.

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Vakarelski, Ivan U., Farrukh Kamoliddinov, Aditya Jetly, and Sigurdur T. Thoroddsen. "When superhydrophobicity can be a drag: Ventilated cavitation and splashing effects in hydrofoil and speed-boat models tests." Colloids and Surfaces A: Physicochemical and Engineering Aspects 628 (November 2021): 127344. http://dx.doi.org/10.1016/j.colsurfa.2021.127344.

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Storozhuk, Svitlana, and Andrii Pronchenko. "ROLE OF WATER TRANSPORT IN THE DEVELOPMENT OF TOURISM IN THE NORTHERN BLACK SEA OF UKRAINE." Architectural Bulletin of KNUCA, no. 22-23 (December 12, 2021): 102–13. http://dx.doi.org/10.32347/2519-8661.2021.22-23.102-113.

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The article is devoted to water transport and its role in the tourism sector. Water transport is one of the oldest forms of transport and remained the most important until the advent of transcontinental railways in the second half of the 19th century. It plays a huge role in the tourism sector and is used quite actively. The most significant advantages are a high level of comfort, a large volume of one-time loading of ships, the possibility of implementing various types and purposes of tourism (educational, business tourism, educational, shop tourism). The main type of sea and river transportation in tourism is cruises - travel in a vicious circle with radial trips from ports to the interior regions of countries. The main activity of water transport is to meet the needs of people in passenger transportation, as well as the demand for recreation during a sea trip. More than 25 years ago from Odessa it was easy to quickly and inexpensively get to anywhere in the Black Sea; a powerful fleet of passenger hydrofoils successfully competed with trains and aircraft throughout the Northern Black Sea region. By the beginning of the 1980s, hydrofoils "Kometa" and "Kolkhida" sailed from Odessa to Kherson, Kakhovka, Zaporozhye, Nikolaev, and also towards Crimea – to Skadovsk, Evpatoria, Sevastopol, Yalta, Kerch, Novorossiysk and Sochi. "Comets" and "Colchis" covered the distance along the Odessa – Kherson line in 2 hours and 40 minutes, in contrast to automobile transport – 4 hours, which was much more comfortable and faster. And boats and sea trams running along the coast of the Odessa Gulf, from Kryzhanovka to Chernomorka, were one of Odessa's calling cards from the post-war times until the 1990s, when the history of Odessa sea trams and hydrofoils ended. Sea transport and water travel play a huge role in the tourism sector all over the world, therefore their revival is an integral part in the development and modernization of the tourism sector of the Northern Black Sea region. In the 2000s and 2010s, there were attempts to revive coastal passenger shipping in the Black Sea, but not as successful. The main obstacle to the return of high-speed coastal passenger shipping to Odessa is the seasonality and dependence on the weather, which makes water transport not as stable as the railway. Despite this, "Rockets" and "Komets" do not have competition in speed with any bus and railway on such river and sea directions as Nikolaev, Kherson, Zaporozhye, Dnepropetrovsk, Izmail, etc. Moreover, it will serve the development of domestic and foreign tourism.

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Noosomton, Jaruphant, and Jarruwat Charoensuk. "A Method for Design 3 Blade Type and Testing Optimum Cavitation of Tailing Thai Boat." Advanced Materials Research 1051 (October 2014): 862–74. http://dx.doi.org/10.4028/www.scientific.net/amr.1051.862.

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This paper presents a method for optimized cavitation of 3-blade type ship propeller. Cavitation flow is investigated around ship propellers experimentally. Testing of two different types of new model propellers and local type propellers are performed in this study. A 3-blades, skew angle 20 degree, developed area 50 and 35, so called model A (B3-20-50), and model B (B3-20-35) respectively, and finally a local type propeller popular used among local fisherman are compared. The results are presented in characteristic curves are related pictures. Finally, the results ate discussed, Model A and B is investigated based on existing experimental results. In addition, model C is a comparison validation to non-optimum for used to shallow-fishery and tailing Thai boat. A practical method was achieved by combining a vortex lattice lifting method and lifting surface method. The optimum circulation distribution yielding the maximum lift-to-torque ratio was computed for given thrust and chord lengths along the radius of the propeller by dividing the blade into a number of panels extending from hub to tip. The radial distribution of bound circulation could be computed by a set of vortex elements that have constant strengths. The cavitation phenomenon is appear to monograph of model A and B the better model C (local type), such as, the cavitation prediction on a hydrofoil is carried out in both steady and unsteady states. The results show good agreement in comparison with available experimental data. Furthermore, the propeller cavitation breakdown is well reproduced in the proceeding. The overall values suggest that the present approach is a practicable tool for predicting probable cavitation on propellers during design processes.

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Tréhin, Mathilde, Johann Laurent, Hugo Kerhascoët, André Rossi, and Jean-Philippe Diguet. "An Energy Efficient Autopilot Design." Journal of Sailing Technology 5, no. 01 (January 1, 2020): 1–19. http://dx.doi.org/10.5957/jst.2020.5.1.19.

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Abstract. In this paper, we propose a new control method for the next generation of sailboat autopilots. These new systems will need to manage more actuators to control the hydrofoils, which is going to significantly increase the energy requirements. So, this method is aware of the autopilot power consumption. It uses a model predictive controller to manage the actuators. This controller uses a dynamic model of the actuator, running in real time, to anticipate the future behavior of the system. Once the predictions are made, it determines the future control sequence to apply in order to follow the reference trajectory. To do so, it minimizes a cost function which takes into account two criteria: the precision of the system and the energy. With the proposed control method, skippers can focus on one or the other criterion depending on their goals and the boat's energy balance. We apply this method to one of the autopilot's subsystems, namely the rudder control. The electric actuator intervening in this control loop and the load representing the force opposed to its motion are modelled to design the control law. The first results of that method are compared with a standard autopilot. We increase by 40% the precision level and we are able to reduce the consumption by at least 20%. This work provides the first necessary components of a future autopilot that will control the whole appendages to a three-dimensional piloting. Moreover, this type of management is a first step towards possible fossil fuel-free sailboats.

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Cella, Ubaldo, Corrado Groth, Stefano Porziani, Alberto Clarich, Francesco Franchini, and Marco Evangelos Biancolini. "Combining Analytical Models and Mesh Morphing Based Optimization Techniques for the Design of Flying Multihulls Appendages." Journal of Sailing Technology 6, no. 01 (July 12, 2021): 151–72. http://dx.doi.org/10.5957/jst/2021.6.1.151.

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Abstract The fluid dynamic design of hydrofoils involves most of the typical difficulties of aeronautical wings design with additional complexities related to the design of a device operating in a multiphase environment. For this reason, “high fidelity” analysis solvers should be, in general, adopted also in the preliminary design phase. In the case of modern fast foiling sailing yachts, the appendages accomplish both the task of lifting up the boat and to make possible upwind sailing by contributing balance to the sail side force and the heeling moment. Furthermore, their operative design conditions derive from the global equilibrium of forces and moments acting on the system which might vary in a very wide range of values. The result is a design problem defined by a large number of variables operating in a wide design space. In this scenario, the device performing in all conditions has to be identified as a trade-off among several conflicting requirements. One of the most efficient approaches to such a design challenge is to combine multi-objective optimization strategies with experienced aerodynamic design. This paper presents a numerical optimization procedure suitable for foiling multihulls. As a proof of concept, it reports, as an application, the foils design of an A-Class catamaran. The key point of the method is the combination of opportunely developed analytical models of the hull forces with high fidelity multiphase analyses in both upwind and downwind sailing conditions. The analytical formulations were tuned against a database of multiphase analyses of a reference demihull at several attitudes and displacements. An aspect that significantly contributes to both efficiency and robustness of the method is the approach adopted to the geometric parametrization of the foils which was implemented by a mesh morphing technique based on Radial Basis Functions.

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Deng, Chao, Haibo Wang, Jiayi Zhang, Zhanxia Feng, Zhongqiang Zheng, and Zongyu Chang. "Analysis of the effect of arrangement positions on the propulsion performance of dual hydrofoils of wave-powered boats." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment, January 18, 2024. http://dx.doi.org/10.1177/14750902231221873.

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Wave-powered boats can harness wave energy to drive hydrofoils to generate propulsion, and the arrangement position between dual hydrofoils has an obvious effect on the magnitude of propulsion generated. In this paper, the effects of the arrangement position between dual hydrofoils on the propulsion of wave-powered boats are studied. An instantaneous equivalent model of dual hydrofoils based on the local frame at the equivalent position is developed according to the relative motion principle, and the propulsion of the rear hydrofoil is calculated, and the reliability of the equivalent model results was verified through experiments. Through the augment optimization calculation based on the validated model mentioned above, the propulsion of the rear hydrofoil with different arrangement positions is obtained and the corresponding positions of the hydrofoil with larger propulsion are listed. Subsequently, a fluid-structure coupling model is established on the basis of the results obtained from the optimization calculation, and the dynamic response of the wave-powered boat is solved under different arrangement positions. It is evident that different horizontal and vertical arrangement positions of the dual hydrofoils have different effects on the propulsion performance. This is primarily due to the different influences of the wake vortices generated by the front hydrofoil acting on the rear hydrofoil, causing different fluctuations during its rotation process, thereby affecting propulsion. Overall, a reasonable arrangement position can effectively improve the propulsion of the wave-powered boat. The relevant research in this paper can provide a reference for similar hydrofoil arrangement designs of the wave-powered boat.

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Thompson, Noah T., Phillip R. Whitworth, and Konstantin I. Matveev. "Development of small-scale unmanned hydrofoil boats." Journal of Unmanned Vehicle Systems, August 11, 2020, 1–12. http://dx.doi.org/10.1139/juvs-2019-0019.

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Unmanned boats have gained a lot of interest in the maritime community during the last decade. Most hydrodynamic platforms employed for unmanned boats are based on traditional relatively simple hulls. In the present study, small-scale hydrofoil-assisted unmanned boats (0.6–0.7 m in length and 3.5–5.5 kg in mass) have been developed and tested. Design calculations using a hydrodynamic transverse-strip engineering method with semi-empirical correlations were applied to determine suitable dimensions for hydrofoil systems. The boat hulls and hydrofoils were fabricated by laying up carbon-fiber cloth sheets on foam cores or 3-D printed profiles. The boats were instrumented with outboard propulsors and electronic equipment for operations in both remote control and autopilot modes. In addition, an in-situ thrust-measuring module was designed and installed at the hull sterns to gather thrust data at GPS-measured speeds in the range between 0 and 11 m/s. The developed boats proved to be robust platforms capable of going over 600 m distances at high speeds while autonomously following preset paths. The presented methods and results can assist engineers developing unmanned surface vehicles that utilize advanced hydrodynamic concepts.

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"GAS TURBINE PROPULSION FOR HYDROFOIL BOATS." Journal of the American Society for Naval Engineers 72, no. 4 (March 18, 2009): 667–72. http://dx.doi.org/10.1111/j.1559-3584.1960.tb04078.x.

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Schachter, Richard D., and Gabriel T. Fonteles. "Preliminary design dimensioning of hydrofoil boats with fully submerged and surface piercing foils." Marine Systems & Ocean Technology, March 16, 2022. http://dx.doi.org/10.1007/s40868-022-00113-2.

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Feletti, Francesco, Eric Brymer, Matteo Bonato, and Andrea Aliverti. "Injuries and illnesses related to dinghy-sailing on hydrofoiling boats." BMC Sports Science, Medicine and Rehabilitation 13, no. 1 (September 30, 2021). http://dx.doi.org/10.1186/s13102-021-00343-8.

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Abstract Background Hydrofoil technology has changed sailing, significantly increasing its speed and resulting in spectacularity and mass media interest. Although high speed can expose participants to a risk of high-energy trauma, there are no scientific studies related to trauma in dinghies that exploit this technology. Therefore, this study aims primarily to measure the injury rate, and identify the kind and anatomical distribution of most common injuries and secondarily identify the traumatic dynamics most often involved and the main risk factors. Methods This descriptive epidemiology study examined data relative to injuries and illnesses suffered by 77 sailors (91% males) from 13 nationalities during three international, gathered through a specifically designed questionnaire. Results The prevalence of illnesses and overuse injuries during the regatta week were 6.5% and 18.2%, respectively, while the incidence of acute injuries was 16/1000 sailor-hours. Upper limbs, lower limbs and lumbar spine were involved in 34.6%, 26.9% and 15.4% of cases of musculoskeletal injuries, respectively. None of the acute injuries reached the maximal score of severity, while the higher score value was 63/100. Most of the reported illnesses (80%; n = 4) were upper respiratory tract infections with a prevalence in the week of the regatta of 5.2% and an incidence of 0.51/1000 sailor-hours. Environmental factors played a role in 77% of the incidents resulting in acute injuries. Conclusions This study provides valuable information for regatta organizers, boat builders, athletes, coaches, and doctors. In addition, it fosters the importance of ergonomics of boats, adequate clothing and specific physical training for injuries and illnesses prevention.

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Chang, Zongyu, Zhanxia Feng, Chao Deng, Lin Zhao, Jiakun Zhang, Zhongqiang Zheng, and Zhenjiang Yu. "Analysis of propulsion performance of wave-propelled mechanism based on fluid-rigid body coupled model." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment, December 14, 2021, 147509022110620. http://dx.doi.org/10.1177/14750902211062069.

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Wave-propelled mechanisms are applied to propel unmanned marine vehicles such as Wave Glider and wave-powered boats, which can convert wave energy directly into propulsion. In this paper, a fluid-rigid body coupled dynamic model is utilized to investigate the propulsion performance of the wave-propelled mechanism. Firstly, the coupled dynamic model of the wave-propelled mechanism is developed based on relative motion principle by combining rigid body dynamics model and CFD method. Then, the motion responses of wave-propelled mechanism are calculated. The relationship between the propulsion force, heave and pitch motion of hydrofoil are analyzed by using phase diagrams and the actual operation conditions of propulsion mechanism are obtained. Besides, the effects of restoring spring stiffness and wave heights on the propulsion performance are also investigated, and the vortex evolution is illustrated at different moments of movement and different restoring stiffness. These works can be helpful for the design and optimization of different kinds of wave-propelled vehicles.

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Deng, Chao, Jiayi Zhang, Zhanxia Feng, Zhongqiang Zheng, Lina Jiang, and Zongyu Chang. "Study on dynamic performance of wave-powered boat under the action of ocean current." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment, December 17, 2022, 147509022211409. http://dx.doi.org/10.1177/14750902221140968.

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Wave-powered boat will be affected by the ocean current when moving forward. In order to study the impact of the ocean current on the dynamic performance of wave-powered boat, the fluid-multibody coupled model of the hydrofoil was established in FLUENT through the dynamic mesh method. The hydrodynamic force and moment of the hydrofoil were introduced into the rigid body dynamic equation of the boat, the motion parameters at that time can be calculated by numerical integration to achieve coupling process. The results shows that, with the increase of counter-current velocity, the propulsion velocity of the wave-powered boat and hydrofoil rotation angle both decrease. The results in co-current conditions are more complicated and the rear hydrofoil will be affected by the superposition of the current and the wake vortex falling off from front hydrofoil, causing fluctuations in its rotation process. Beside, the restoring stiffness has an important influence on the propulsion performance of wave-powered boat, so it is necessary to select the appropriate restoring stiffness to improve the propulsion performance of the device under different current velocities.

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Wheeler, Miles P., and Konstantin I. Matveev. "Numerical Modeling of Surface-Piercing Flexible Hydrofoils in Waves." Journal of Ship Research, December 12, 2022, 1–10. http://dx.doi.org/10.5957/josr.07200046.

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_ Hydrofoils made of metal alloys were broadly used on high-speed boats in the past. Nowadays, much lighter hydrofoils made of composite materials are finding increasingly more applications on sailing yachts and powerboats. However, these hydrofoils are usually rather flexible, and their design requires computationally demanding analysis, involving hydroelastic calculations. In this study, exploratory high-fidelity simulations have been carried out for surface-piercing hydrofoils in unsteady conditions with help of a computational fluid dynamics solver for fluid flow coupled with a finite element solver for the foil structure. To model unsteady foil deformations, the morphing mesh approach was utilized, and the volume-of-fluid method was applied for multiphase flow simulations. The computational setup, as well as verification and validation study, is described in this paper. Three hydrofoils of different stiffness, including a perfectly rigid foil, were simulated in both calm water conditions and regular head waves. Representative examples of foil deflections and wave patterns, as well as time-dependent structural and hydrodynamic characteristics, are presented. Introduction Hydrofoils are efficient lift-generating devices intended for application in water flows. Hydrofoils have streamlined shapes, and when operating at small incidence angles, they can produce high lift forces at relatively low drag, when moving in a certain speed range. Due to this ability, hydrofoils and their derivatives are commonly used as control and propulsive devices, e.g., as rudders, fins, and propeller sections. In the second half of the last century, hydrofoils found broad applications on fast boats, such as passenger ferries and military ships (McLeavy 1976; Matveev & Duncan 2005). These craft were able to achieve high speeds at lift–drag ratios (LDR) around 12–15, significantly higher than LDR of other hulls, such as planing boats. However, due to rather limited favorable operational conditions with regard to speed and payload, popularity of hydrofoils somewhat receded. One of drawbacks was that hydrofoils were usually made of metal alloys, thus being relatively heavy and difficult to service.

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"THE STABILITY ANALYSIS OF HYDROFOILS BOATS." Scientific Bulletin of Naval Academy 19, no. 2 (December 15, 2016). http://dx.doi.org/10.21279/1454-864x-16-i2-022.

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Graf, Matthias. "MBS model for control and optimization of a hydrofoil boat." PAMM 20, no. 1 (January 2021). http://dx.doi.org/10.1002/pamm.202000013.

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Journal articles on the topic 'Hydrofoil boats'

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