Beruflich Dokumente
Kultur Dokumente
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Ap
Example: L
H
=40ft, Bpt=3.2
Bottom loading = 6.0 =10400kg
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Volvo Penta
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Low trim angles
Low trim angles should be avoided, low in
the sense of wetting the forward curved
buttocks. A boat with IPS is more
dependent on the hulls inherent properties
for dynamic stability compared with a
traditional inboard boat. Many planing hulls
generate slight instabilities at low trim
angles. This can not be corrected by the
IPS system. There is no general limit, the
risk is estimated on a case by case basis.
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Volvo Penta
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Longitudinal position of IPS unit
and easily yawing hulls
The boat turns due to a
longitudinally unbalanced
distribution of force that
makes the hull yaw. If the
distribution is longitudinally
balanced (by moving the IPS
units forward) the hull will
sway and not yaw. Therefore
the IPS units should remain
as far aft as possible without
protruding beyond the
transom.
Turning performance can be
improved by designing the hull
to yaw more easily, features
such as a tapered chine beam
and a keel line pad will help.
+ =
Conceptual sketch of planing condition
Mediterranean Trip 2014
Volvo Penta
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Position with margin to chine
Increasing C-C distance between IPS units will improve handling both at high speed but more
significant at low speed and in joystick mode. However there is a risk of ventilation and overload in
the control system if the props ventilate. The rule is to follow the standard instructions but in some
cases such as low power density boats stretch the C-C distance.
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Volvo Penta
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Center unit for a triple configuration
The center unit may be placed on a pad or in a tunnel. Note that the width of either need to have the
capacity for full articulation of the IPS unit and good structural connection. VP recommends a low
depth tunnel and gentle ramp-in (<=8deg).
The center unit articulates in joystick mode but does not shift into gear.
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Volvo Penta
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Station shapes and keels
Convex section shapes in both the hull surface
and the top sides in combination with small
chine flats can cause the hull to resist a turn
induced by the IPS units. The result may
become a straight line course but with heel.
Convex and Concave hull shape in the rear will
make the IPS placement compromised and
specifically convex stations may increase roll
angles.
Keels increase resistance and can make the hull
unstable and give unpredictable behavior. This
is speed dependent but tests have shown poor
cooperation in IPS powered boats.
Mediterranean Trip 2014
Volvo Penta
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Minimum air improves propulsive
efficiency
Ventilation steps are normally designed to
improve lift/drag ratio by multiplying the
stagnation lines. This is possible by
introducing air at certain points. This air is at
high risk of interfering with the propellers and
reducing their efficiency and also increase
oscillating steering forces.
Trim tab pockets have in many cases the
unfortunate affect to allow air to be sucked
from the transom under the hull into the
propeller area with the same reduction of
efficiency and steering problems as above.
Avoid flow disturbing geometric anomalies in
line for the propeller system (abt. 3-4m). Very
few boats in this relative speed benefit from
full length strakes. IPS2 and IPS3 use
separate water intakes to be placed forward of
engines and offline with IPS-unit.
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Volvo Penta
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BOAT DESIGN STAGE
Input: 3D hull +accurate load data (from OEM/MU), VP
can arrange for scale weighing of current model if needed
Processing: speed, trim, performance liabilities, geometric
aspects, GA considerations
Result: IPS prospect review report (to OEM/MU)
secondary reviews based modified data.
IPS integration process and involvement
from Volvo Penta Sales Engineering, 1
OEM =Boat builder, MU =Volvo Penta Market Unit, SEM =Volvo Penta Sales Engineering Marine
Points of technical review (some on request and also
depending on available input)
Main hull geometry
Load cases
Location of IPS units/engines
Structural solution
Specific hull geometry
Speed prediction
Trim prediction
Fuel prediction
J oystick analysis
Bottom loading
Stability index
Roll factor
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Volvo Penta
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CUSTOMER/DESIGNER/YARD CHOOSES IPS
BOAT BUILDING STAGE
Structural process advice, installation advice, adaptation and
interpretation of rules and guidelines (by MU and/or SEM).
OEM =Boat builder, MU =Volvo Penta Market Unit, SEM =Volvo Penta Sales Engineering Marine
IPS integration process and involvement from Volvo
Penta Sales Engineering, 2
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Volvo Penta
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BOAT VERIFICATION AND/OR ADAPTATION STAGE
Follow-up: scale weighing (up to 11 cells, at least 100mT)
OEM =Boat builder, MU =Volvo Penta Market Unit, SEM =Volvo Penta Sales Engineering Marine
IPS integration process and involvement from Volvo
Penta Sales Engineering, 3
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OEM =Boat builder, MU =Volvo Penta Market Unit, SEM =Volvo Penta Sales Engineering Marine
IPS integration process and involvement from Volvo
Penta Sales Engineering, 4
BOAT VERIFICATION AND/OR ADAPTATION STAGE
Follow-up: sea-trial with behavior test (speed, trim, heel, acceleration, consumption) +report (MU and/or SEM).
Hull and load adaptation/modifications based on test data.
Re-verification.
Mediterranean Trip 2014