Course Objectives Chapter 6 6. Ship Structures
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Steering and Stabilisation Set a Course for Optimum Reliability and Performance
Marine Steering and stabilisation Set a course for optimum reliability and performance 1 Systems that keep vessels safely on course and comfortable in all conditions Since pioneering electro-hydraulic steering gear nearly a century ago, we continue to develop new systems for vessels ranging from large tankers to super yachts. Customers benefit from the world leading hydrodynamics expertise and the design resources of the Rolls-Royce rudder, steering gear, stabilisation and propulsion specialists, who cooperate to address and handle challenging projects and deliver system solutions. This minimises technical risk as well as maximising vessel performance. move Contents: Steering gear page 4 Promas page 10 Rudders page 12 Stabilisers page 18 Customer support page 22 movemake the right Steering gear Rotary vane steering gear for smaller vessels The SR series is designed with integrated frequency controlled pumps. General description Rolls-Royce supplies a complete range of steering gear, suitable for selection, alarm panels and rudder angle indicators or just a portion all types and sizes of ships. The products are designed as complete of this. The system is also prepared for interface to VDR, ships main steering systems with the actuator, power pack, steering control, alarm system, autopilot, joystick and DP when requested. Due to a alarm and rudder angle indicating system in mind, and can wide range of demands, great care has been taken from material therefore be delivered with complete control systems, including selection through construction, -
Coast Guard, DHS § 164.33
Coast Guard, DHS § 164.33 the United States unless no more than on a regular basis at least once every 12 hours before entering or getting un- three months. This drill must include derway, the following equipment has at a minimum the following: been tested: (1) Operation of the main steering (1) Primary and secondary steering gear from within the steering gear gear. The test procedure includes a vis- compartment. ual inspection of the steering gear and (2) Operation of the means of commu- its connecting linkage, and, where ap- nications between the navigating plicable, the operation of the following: bridge and the steering compartment. (i) Each remote steering gear control (3) Operation of the alternative power system. supply for the steering gear if the ves- (ii) Each steering position located on sel is so equipped. the navigating bridge. (92 Stat. 1471 (33 U.S.C. 1221 et seq.); 49 CFR (iii) The main steering gear from the 1.46(n)(4)) alternative power supply, if installed. (iv) Each rudder angle indicator in [CGD 77–183, 45 FR 18925, Mar. 24, 1980, as relation to the actual position of the amended by CGD 83–004, 49 FR 43466, Oct. 29, 1984] rudder. (v) Each remote steering gear control § 164.30 Charts, publications, and system power failure alarm. equipment: General. (vi) Each remote steering gear power No person may operate or cause the unit failure alarm. operation of a vessel unless the vessel (vii) The full movement of the rudder has the marine charts, publications, to the required capabilities of the and equipment as required by §§ 164.33 steering gear. -
J-Integral Analysis of the Mixed-Mode Fracture Behaviour of Composite Bonded Joints
J-Integral analysis of the mixed-mode fracture behaviour of composite bonded joints FERNANDO JOSÉ CARMONA FREIRE DE BASTOS LOUREIRO novembro de 2019 J-INTEGRAL ANALYSIS OF THE MIXED-MODE FRACTURE BEHAVIOUR OF COMPOSITE BONDED JOINTS Fernando José Carmona Freire de Bastos Loureiro 1111603 Equation Chapter 1 Section 1 2019 ISEP – School of Engineering Mechanical Engineering Department J-INTEGRAL ANALYSIS OF THE MIXED-MODE FRACTURE BEHAVIOUR OF COMPOSITE BONDED JOINTS Fernando José Carmona Freire de Bastos Loureiro 1111603 Dissertation presented to ISEP – School of Engineering to fulfil the requirements necessary to obtain a Master's degree in Mechanical Engineering, carried out under the guidance of Doctor Raul Duarte Salgueiral Gomes Campilho. 2019 ISEP – School of Engineering Mechanical Engineering Department JURY President Doctor Elza Maria Morais Fonseca Assistant Professor, ISEP – School of Engineering Supervisor Doctor Raul Duarte Salgueiral Gomes Campilho Assistant Professor, ISEP – School of Engineering Examiner Doctor Filipe José Palhares Chaves Assistant Professor, IPCA J-Integral analysis of the mixed-mode fracture behaviour of composite Fernando José Carmona Freire de Bastos bonded joints Loureiro ACKNOWLEDGEMENTS To Doctor Raul Duarte Salgueiral Gomes Campilho, supervisor of the current thesis for his outstanding availability, support, guidance and incentive during the development of the thesis. To my family for the support, comprehension and encouragement given. J-Integral analysis of the mixed-mode fracture behaviour of composite -
Contact Mechanics in Gears a Computer-Aided Approach for Analyzing Contacts in Spur and Helical Gears Master’S Thesis in Product Development
Two Contact Mechanics in Gears A Computer-Aided Approach for Analyzing Contacts in Spur and Helical Gears Master’s Thesis in Product Development MARCUS SLOGÉN Department of Product and Production Development Division of Product Development CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden, 2013 MASTER’S THESIS IN PRODUCT DEVELOPMENT Contact Mechanics in Gears A Computer-Aided Approach for Analyzing Contacts in Spur and Helical Gears Marcus Slogén Department of Product and Production Development Division of Product Development CHALMERS UNIVERSITY OF TECHNOLOGY Göteborg, Sweden 2013 Contact Mechanics in Gear A Computer-Aided Approach for Analyzing Contacts in Spur and Helical Gears MARCUS SLOGÉN © MARCUS SLOGÉN 2013 Department of Product and Production Development Division of Product Development Chalmers University of Technology SE-412 96 Göteborg Sweden Telephone: + 46 (0)31-772 1000 Cover: The picture on the cover page shows the contact stress distribution over a crowned spur gear tooth. Department of Product and Production Development Göteborg, Sweden 2013 Contact Mechanics in Gears A Computer-Aided Approach for Analyzing Contacts in Spur and Helical Gears Master’s Thesis in Product Development MARCUS SLOGÉN Department of Product and Production Development Division of Product Development Chalmers University of Technology ABSTRACT Computer Aided Engineering, CAE, is becoming more and more vital in today's product development. By using reliable and efficient computer based tools it is possible to replace initial physical testing. This will result in cost savings, but it will also reduce the development time and material waste, since the demand of physical prototypes decreases. This thesis shows how a computer program for analyzing contact mechanics in spur and helical gears has been developed at the request of Vicura AB. -
Cookbook for Rheological Models ‒ Asphalt Binders
CAIT-UTC-062 Cookbook for Rheological Models – Asphalt Binders FINAL REPORT May 2016 Submitted by: Offei A. Adarkwa Nii Attoh-Okine PhD in Civil Engineering Professor Pamela Cook Unidel Professor University of Delaware Newark, DE 19716 External Project Manager Karl Zipf In cooperation with Rutgers, The State University of New Jersey And State of Delaware Department of Transportation And U.S. Department of Transportation Federal Highway Administration Disclaimer Statement The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the Department of Transportation, University Transportation Centers Program, in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. The Center for Advanced Infrastructure and Transportation (CAIT) is a National UTC Consortium led by Rutgers, The State University. Members of the consortium are the University of Delaware, Utah State University, Columbia University, New Jersey Institute of Technology, Princeton University, University of Texas at El Paso, Virginia Polytechnic Institute, and University of South Florida. The Center is funded by the U.S. Department of Transportation. TECHNICAL REPORT STANDARD TITLE PAGE 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. CAIT-UTC-062 4. Title and Subtitle 5. Report Date Cookbook for Rheological Models – Asphalt Binders May 2016 6. Performing Organization Code CAIT/University of Delaware 7. Author(s) 8. Performing Organization Report No. Offei A. Adarkwa Nii Attoh-Okine CAIT-UTC-062 Pamela Cook 9. Performing Organization Name and Address 10. -
Idealized 3D Auxetic Mechanical Metamaterial: an Analytical, Numerical, and Experimental Study
materials Article Idealized 3D Auxetic Mechanical Metamaterial: An Analytical, Numerical, and Experimental Study Naeim Ghavidelnia 1 , Mahdi Bodaghi 2 and Reza Hedayati 3,* 1 Department of Mechanical Engineering, Amirkabir University of Technology (Tehran Polytechnic), Hafez Ave, Tehran 1591634311, Iran; [email protected] 2 Department of Engineering, School of Science and Technology, Nottingham Trent University, Nottingham NG11 8NS, UK; [email protected] 3 Novel Aerospace Materials, Faculty of Aerospace Engineering, Delft University of Technology (TU Delft), Kluyverweg 1, 2629 HS Delft, The Netherlands * Correspondence: [email protected] or [email protected] Abstract: Mechanical metamaterials are man-made rationally-designed structures that present un- precedented mechanical properties not found in nature. One of the most well-known mechanical metamaterials is auxetics, which demonstrates negative Poisson’s ratio (NPR) behavior that is very beneficial in several industrial applications. In this study, a specific type of auxetic metamaterial structure namely idealized 3D re-entrant structure is studied analytically, numerically, and experi- mentally. The noted structure is constructed of three types of struts—one loaded purely axially and two loaded simultaneously flexurally and axially, which are inclined and are spatially defined by angles q and j. Analytical relationships for elastic modulus, yield stress, and Poisson’s ratio of the 3D re-entrant unit cell are derived based on two well-known beam theories namely Euler–Bernoulli and Timoshenko. Moreover, two finite element approaches one based on beam elements and one based on volumetric elements are implemented. Furthermore, several specimens are additively Citation: Ghavidelnia, N.; Bodaghi, manufactured (3D printed) and tested under compression. -
RHEOLOGY and DYNAMIC MECHANICAL ANALYSIS – What They Are and Why They’Re Important
RHEOLOGY AND DYNAMIC MECHANICAL ANALYSIS – What They Are and Why They’re Important Presented for University of Wisconsin - Madison by Gregory W Kamykowski PhD TA Instruments May 21, 2019 TAINSTRUMENTS.COM Rheology: An Introduction Rheology: The study of the flow and deformation of matter. Rheological behavior affects every aspect of our lives. Dynamic Mechanical Analysis is a subset of Rheology TAINSTRUMENTS.COM Rheology: The study of the flow and deformation of matter Flow: Fluid Behavior; Viscous Nature F F = F(v); F ≠ F(x) Deformation: Solid Behavior F Elastic Nature F = F(x); F ≠ F(v) 0 1 2 3 x Viscoelastic Materials: Force F depends on both Deformation and Rate of Deformation and F vice versa. TAINSTRUMENTS.COM 1. ROTATIONAL RHEOLOGY 2. DYNAMIC MECHANICAL ANALYSIS (LINEAR TESTING) TAINSTRUMENTS.COM Rheological Testing – Rotational - Unidirectional 2 Basic Rheological Methods 10 1 10 0 1. Apply Force (Torque)and 10 -1 measure Deformation and/or 10 -2 (rad/s) Deformation Rate (Angular 10 -3 Displacement, Angular Velocity) - 10 -4 Shear Rate Shear Controlled Force, Controlled 10 3 10 4 10 5 Angular Velocity, Velocity, Angular Stress Torque, (µN.m)Shear Stress 2. Control Deformation and/or 10 5 Displacement, Angular Deformation Rate and measure 10 4 10 3 Force needed (Controlled Strain (Pa) ) Displacement or Rotation, 10 2 ( Controlled Strain or Shear Rate) 10 1 Torque, Stress Torque, 10 -1 10 0 10 1 10 2 10 3 s (s) TAINSTRUMENTS.COM Steady Simple Shear Flow Top Plate Velocity = V0; Area = A; Force = F H y Bottom Plate Velocity = 0 x vx = (y/H)*V0 . -
What Engineers Should Know About Bending Steel
bending and rolling What Engineers Should Know About Bending Steel With these tips under your belt, you’ll be ahead of the curve on your next bending or rolling project. BY TODD A. ALWOOD HOW MUCH DO YOU KNOW ABOUT BENDING STRUCTURAL STEEL? Do you know what you need to show on con- struction drawings to transfer the idea of what the result should actually look like? Do you know how tight of a radius you Hcan roll a W12×19, and what to expect it to look like? If you have bending questions, who do you ask? AISC’s bender-roller com- mittee is taking steps to address these ques- tions, which are coming up more and more within the structural steel industry. Bender = Fabricator? Not so! The bender is typically a spe- cialty subcontractor of the fabricator. Benders receive the steel from the fabri- cator (or sometimes furnish it themselves), and then ship the curved steel back to the fabricator. Benders usually have limited fabrication capabilities, such as hole drill- ing and plate welding, but they are gener- ally used for smaller jobs that usually are not structural in nature. Typical fabrication is still carried out through the main project fabricator who organizes the steel package from procurement through delivery to the site for erection. Kottler Metal Products, Inc. Kottler Metal Products, Todd Alwood is the senior advisor for AISC’s Steel Solutions Center and is Secretary of AISC’s Bender-Roller Committee. MODERN STEEL CONSTRUCTION MAY 2006 Common Terminology and Essential Dimensions for Curving Common Hot-Rolled Shapes There’s only one type of bending, right? Nope! There are five typical methods of bending in the industry: roll- ing, incremental bending, hot bending, rotary-draw bending, and induc- tion bending. -
Course Objectives Chapter 2 2. Hull Form and Geometry
COURSE OBJECTIVES CHAPTER 2 2. HULL FORM AND GEOMETRY 1. Be familiar with ship classifications 2. Explain the difference between aerostatic, hydrostatic, and hydrodynamic support 3. Be familiar with the following types of marine vehicles: displacement ships, catamarans, planing vessels, hydrofoil, hovercraft, SWATH, and submarines 4. Learn Archimedes’ Principle in qualitative and mathematical form 5. Calculate problems using Archimedes’ Principle 6. Read, interpret, and relate the Body Plan, Half-Breadth Plan, and Sheer Plan and identify the lines for each plan 7. Relate the information in a ship's lines plan to a Table of Offsets 8. Be familiar with the following hull form terminology: a. After Perpendicular (AP), Forward Perpendiculars (FP), and midships, b. Length Between Perpendiculars (LPP or LBP) and Length Overall (LOA) c. Keel (K), Depth (D), Draft (T), Mean Draft (Tm), Freeboard and Beam (B) d. Flare, Tumble home and Camber e. Centerline, Baseline and Offset 9. Define and compare the relationship between “centroid” and “center of mass” 10. State the significance and physical location of the center of buoyancy (B) and center of flotation (F); locate these points using LCB, VCB, TCB, TCF, and LCF st 11. Use Simpson’s 1 Rule to calculate the following (given a Table of Offsets): a. Waterplane Area (Awp or WPA) b. Sectional Area (Asect) c. Submerged Volume (∇S) d. Longitudinal Center of Flotation (LCF) 12. Read and use a ship's Curves of Form to find hydrostatic properties and be knowledgeable about each of the properties on the Curves of Form 13. Calculate trim given Taft and Tfwd and understand its physical meaning i 2.1 Introduction to Ships and Naval Engineering Ships are the single most expensive product a nation produces for defense, commerce, research, or nearly any other function. -
Elastic Metamaterials for Independent Realization of Negativity in Density
Elastic metamaterials for independent realization of negativity in density and stiffness Joo Hwan Oh1, Young Eui Kwon2, Hyung Jin Lee3 and Yoon Young Kim1, 3* 1Institute of Advanced Machinery and Design, Seoul National University, 599 Gwanak-ro, Gwanak-gu, Seoul 151-744, Korea 2Korea Institute of Nuclear Safety, 62 Gwahak-ro, Yuseoung-gu, Daejeon 305-338, Korea 3School of Mechanical and Aerospace Engineering, Seoul National University, 599 Gwanak-ro, Gwanak-gu, Seoul 151-744, Korea Abstract In this paper, we present the realization of an elastic metamaterial allowing independent tuning of negative density and stiffness for elastic waves propagating along a designated direction. In electromagnetic (or acoustic) metamaterials, it is now possible to tune permittivity (bulk modulus) and permeability (density) independently. Apparently, the tuning methods seem to be directly applicable for elastic case, but no realization has yet been made due to the unique tensorial physics of elasticity that makes wave motions coupled in a peculiar way. To realize independent tunability, we developed a single-phased elastic metamaterial supported by theoretical analysis and numerical/experimental validations. Keywords: Elastic metamaterial, Independently tuning parameters, Negative density, Negative stiffness PACS numbers: 46.40.-f, 46.40.Ff, 62.30.+d * Corresponding Author, Professor, [email protected], phone +82-2-880-7154, fax +82-2-872-1513 -1- Interest in negative material properties has initially grown in electromagnetic field1-3, being realized by metamaterials. Since then, several interesting applications in antennas, lenses, wave absorbers and others have been discussed. The advances in electromagnetic metamaterials are largely due to independent tuning of the negativity in permittivity and permeability. -
Boat Hull Hydrodynamics
Part I Boat Hull Hydrodynamics Introduction and Background Planing craft, particularly in the extensive worldwide boating industry, are the vastly dominant water craft type. “Planing” of a water craft occurs on accelerating to a sufficiently high speed. When such speed is initiated from rest in calm water, the hull bow angle is forced to increase upward, thereby increasing the angle of incidence of the boat bottom relative to the water surface. This incidence angle, interacting with the increasing boat speed, produces increased dynamic pressure on the boat bottom, which lifts the boat progressively further upward in elevation toward the level of the water surface. There is normally some overshoot: on reaching the level of the surface. The trim angle then decreases back toward equilibrium, with perhaps some oscillation, as the boat settles-in to steady planing on the calm water surface. Decisions required in the rational design of planing craft, particularly with regard to two aspects, are particularly difficult to conclude with precision: these aspects are planing speed and seaway motions (slamming). High speed and low seaway dynamics are the primary attributes sought in any new planing craft design undertaking, but they are conflicting. The characteristic most needed for low resistance, and consequently, high speed, is the weight located aft toward the stern of the boat. But weight aft tends to result in high impact acceleration when traversing waves. Further, weight aft can lead to “porpoising” instability, which is an oscillatory pitch motion in calm water accompanied by slamming oscillation. Conversely, weight forward results in reduced bow impact acceleration in waves, but also gives a long waterline, imposing higher resistance, and therefore reduced speed. -
RS Tera and Thank You for Choosing an RS Product
Rigging Manual V1 PLEASE FOLLOW RIGGING MANUAL IN THE CORRECT ORDER Contents 1. Introduction......................................................... 1 2. Technical data.................................................... 2 3. Commissioning................................................. 3 - 20 3.1 - Preparation.............................................................. 4 3.2 - Unpacking................................................................ 4 3.3 - Pack contents.......................................................... 4 - 5 3.4 - Adding the toestraps ................................................ 6 - 7 3.5 - Adding the toestrap elastic ...................................... 7 3.6 - Adding the rope handles .......................................... 8 3.7 - Adding the rear strop ............................................... 9 3.8 - Adding the bung ....................................................... 9 3.9 - Adding the righting lines .......................................... 10 3.10 - Adding ther painter ................................................ 10 3.11 - Rigging the mast .................................................... 11 - 12 3.12 - Stepping the mast .................................................. 12 3.13 - Rigging the boom ................................................... 13 - 17 3.14 - Rudder and daggerboard ...................................... 18 - 20 4. Sailing hints........................................................... 21 - 26 4.1 - Introduction..............................................................