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Baş ve kıç ufki dümenlerin denizaltı hareketleri üzerindeki etkileri

Başlık çevirisi mevcut değil.

  1. Tez No: 46302
  2. Yazar: DAVUT KUL
  3. Danışmanlar: PROF.DR. A. YÜCEL ODABAŞI
  4. Tez Türü: Yüksek Lisans
  5. Konular: Gemi Mühendisliği, Marine Engineering
  6. Anahtar Kelimeler: Denizaltı, Dümenler, Submarine, Rudders
  7. Yıl: 1995
  8. Dil: Türkçe
  9. Üniversite: İstanbul Teknik Üniversitesi
  10. Enstitü: Fen Bilimleri Enstitüsü
  11. Ana Bilim Dalı: Belirtilmemiş.
  12. Bilim Dalı: Belirtilmemiş.
  13. Sayfa Sayısı: Belirtilmemiş.

Özet

an additional moveable stop. A mechanical device is fitted on the hydraulic ram of the stern planes and it is remotely controlled from the control console. Figure 6.1 shows the designing parameters of the mechanical stop for stern planes. It can be concluded from this study that these intermediate stops can be defined while the pitch safety requirements are respected. On the other hand the depth range, in which the submarine is allowed to operate as a function of speed, can be given. xvi i

Özet (Çeviri)

The reason is that the size of the hydroplanes and therefore their efficiency, is usually designed for mean speed operations (e.g. transit speed). Then, when the submarine is running at high speeds, the stern hydroplanes become“oversized”and potentially dangerous at maximum deflection angle. The effect of an upward reference accident on the stern planes is somewhat opposite to that of a downward jam: the submarine takes a positive pitch and its depth decreases rapidly. The steady motion parameters have the same dependency on the planes angle and on the speed as in the case of a downward jam. Therefor it is obvious that without any reaction of the crew, a risk of high positive pitch angle exists at high speeds. In addition, the submarine may come close to or even through the surface, especially if the jam occurs at low initial depth. However, this risk is not as severe as the risk of diving close to the collapse depth and is considered as acceptable regarding the low probability of collision with a surface ship. Having carried out the simulation of the submarine motions in the various jams situations, and evaluated the efficiency of the connected recovery manoeuvres, it generally appears that it is impossible to guarantee that the safety requirements are satisfied in the whole depth/ speed navigation domain of the submarine. Therefore, the definition of a safe domain becomes necessary, which is provided to the crew for peacetime operations. This safe depth/ speed domain is also known as“manevoeuvring limitation diagram”or“operating envelopes”. Its definition is based on the effects of the nominal recovery procedures. One of the safety requirements is a limitation of the maximum pitch angle to 0^. With the help of diagrams like Figure 5.16, it is possible to analyze the conditions that lead to a higher pitch angle, either positive or negative. It generally appears to be impossible to avoid pitch angle higher than 8max, especially at high speed. Estimation of 8max is necessary to limitate the possible deflection with xvian additional moveable stop. A mechanical device is fitted on the hydraulic ram of the stern planes and it is remotely controlled from the control console. Figure 6.1 shows the designing parameters of the mechanical stop for stern planes. It can be concluded from this study that these intermediate stops can be defined while the pitch safety requirements are respected. On the other hand the depth range, in which the submarine is allowed to operate as a function of speed, can be given. xvi iThe reason is that the size of the hydroplanes and therefore their efficiency, is usually designed for mean speed operations (e.g. transit speed). Then, when the submarine is running at high speeds, the stern hydroplanes become“oversized”and potentially dangerous at maximum deflection angle. The effect of an upward reference accident on the stern planes is somewhat opposite to that of a downward jam: the submarine takes a positive pitch and its depth decreases rapidly. The steady motion parameters have the same dependency on the planes angle and on the speed as in the case of a downward jam. Therefor it is obvious that without any reaction of the crew, a risk of high positive pitch angle exists at high speeds. In addition, the submarine may come close to or even through the surface, especially if the jam occurs at low initial depth. However, this risk is not as severe as the risk of diving close to the collapse depth and is considered as acceptable regarding the low probability of collision with a surface ship. Having carried out the simulation of the submarine motions in the various jams situations, and evaluated the efficiency of the connected recovery manoeuvres, it generally appears that it is impossible to guarantee that the safety requirements are satisfied in the whole depth/ speed navigation domain of the submarine. Therefore, the definition of a safe domain becomes necessary, which is provided to the crew for peacetime operations. This safe depth/ speed domain is also known as“manevoeuvring limitation diagram”or“operating envelopes”. Its definition is based on the effects of the nominal recovery procedures. One of the safety requirements is a limitation of the maximum pitch angle to 0^. With the help of diagrams like Figure 5.16, it is possible to analyze the conditions that lead to a higher pitch angle, either positive or negative. It generally appears to be impossible to avoid pitch angle higher than 8max, especially at high speed. Estimation of 8max is necessary to limitate the possible deflection with xvian additional moveable stop. A mechanical device is fitted on the hydraulic ram of the stern planes and it is remotely controlled from the control console. Figure 6.1 shows the designing parameters of the mechanical stop for stern planes. It can be concluded from this study that these intermediate stops can be defined while the pitch safety requirements are respected. On the other hand the depth range, in which the submarine is allowed to operate as a function of speed, can be given. xvi iThe reason is that the size of the hydroplanes and therefore their efficiency, is usually designed for mean speed operations (e.g. transit speed). Then, when the submarine is running at high speeds, the stern hydroplanes become“oversized”and potentially dangerous at maximum deflection angle. The effect of an upward reference accident on the stern planes is somewhat opposite to that of a downward jam: the submarine takes a positive pitch and its depth decreases rapidly. The steady motion parameters have the same dependency on the planes angle and on the speed as in the case of a downward jam. Therefor it is obvious that without any reaction of the crew, a risk of high positive pitch angle exists at high speeds. In addition, the submarine may come close to or even through the surface, especially if the jam occurs at low initial depth. However, this risk is not as severe as the risk of diving close to the collapse depth and is considered as acceptable regarding the low probability of collision with a surface ship. Having carried out the simulation of the submarine motions in the various jams situations, and evaluated the efficiency of the connected recovery manoeuvres, it generally appears that it is impossible to guarantee that the safety requirements are satisfied in the whole depth/ speed navigation domain of the submarine. Therefore, the definition of a safe domain becomes necessary, which is provided to the crew for peacetime operations. This safe depth/ speed domain is also known as“manevoeuvring limitation diagram”or“operating envelopes”. Its definition is based on the effects of the nominal recovery procedures. One of the safety requirements is a limitation of the maximum pitch angle to 0^. With the help of diagrams like Figure 5.16, it is possible to analyze the conditions that lead to a higher pitch angle, either positive or negative. It generally appears to be impossible to avoid pitch angle higher than 8max, especially at high speed. Estimation of 8max is necessary to limitate the possible deflection with xvian additional moveable stop. A mechanical device is fitted on the hydraulic ram of the stern planes and it is remotely controlled from the control console. Figure 6.1 shows the designing parameters of the mechanical stop for stern planes. It can be concluded from this study that these intermediate stops can be defined while the pitch safety requirements are respected. On the other hand the depth range, in which the submarine is allowed to operate as a function of speed, can be given. xvi iThe reason is that the size of the hydroplanes and therefore their efficiency, is usually designed for mean speed operations (e.g. transit speed). Then, when the submarine is running at high speeds, the stern hydroplanes become“oversized”and potentially dangerous at maximum deflection angle. The effect of an upward reference accident on the stern planes is somewhat opposite to that of a downward jam: the submarine takes a positive pitch and its depth decreases rapidly. The steady motion parameters have the same dependency on the planes angle and on the speed as in the case of a downward jam. Therefor it is obvious that without any reaction of the crew, a risk of high positive pitch angle exists at high speeds. In addition, the submarine may come close to or even through the surface, especially if the jam occurs at low initial depth. However, this risk is not as severe as the risk of diving close to the collapse depth and is considered as acceptable regarding the low probability of collision with a surface ship. Having carried out the simulation of the submarine motions in the various jams situations, and evaluated the efficiency of the connected recovery manoeuvres, it generally appears that it is impossible to guarantee that the safety requirements are satisfied in the whole depth/ speed navigation domain of the submarine. Therefore, the definition of a safe domain becomes necessary, which is provided to the crew for peacetime operations. This safe depth/ speed domain is also known as“manevoeuvring limitation diagram”or“operating envelopes”. Its definition is based on the effects of the nominal recovery procedures. One of the safety requirements is a limitation of the maximum pitch angle to 0^. With the help of diagrams like Figure 5.16, it is possible to analyze the conditions that lead to a higher pitch angle, either positive or negative. It generally appears to be impossible to avoid pitch angle higher than 8max, especially at high speed. Estimation of 8max is necessary to limitate the possible deflection with xvian additional moveable stop. A mechanical device is fitted on the hydraulic ram of the stern planes and it is remotely controlled from the control console. Figure 6.1 shows the designing parameters of the mechanical stop for stern planes. It can be concluded from this study that these intermediate stops can be defined while the pitch safety requirements are respected. On the other hand the depth range, in which the submarine is allowed to operate as a function of speed, can be given. xvi i

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