Deep Submergence Vehicles Research Articles

The New Catamaran Submarine Rescue Ships: ASR 21 Class

The loss of the USS Thresher in 1963 focussed attention on the need for new and modern submarine rescue facilities. The Navy's Deep Submergence Systems Project organization (DSSP) was created to explore and develop systems for search, rescue, salvage and associated undersea research programs. Among the systems developed by this organization were the Deep Submergence Rescue Vehicle (DSRV) and a deep-diving system employing saturation diving techniques. A new type of ship was required to support these systems, having characteristics quite different from existing submarine rescue ships (ASR's). In 1965 the Navy began preliminary design of the ASR 21 class of vessel, whose primary mission will be to support the rescue of personnel from sunken submarines. In order to perform this mission, the ship has to have the capabilities of transporting and handling two deep-submergence rescue vehicles; conducting deep-diving operations, including support of associated man-in-the-sea maneuvers; conducting search operations; and performing other miscellaneous tasks associated with its primary mission. The paper describes the principal features of this unique catamaran ship and outlines some of the design control aids and construction highlights.

The Use of Pulsed Doppler Sonar for Navigation of Manned Deep Submergence Vehicles

This paper describes the doppler sonar navigation system recently developed for deep submergence vehicles and other similar advanced doppler systems currently employed for a variety of ocean navigation purposes. A discussion of the doppler principle and its utilization in pulsed rather than CW operation is presented. The pulsed techniques have substantially increased the altitude above bottom capabilities for navigation with respect to the ocean floor. For altitudes above 600 feet, accurate navigation is obtained by utilizing volume reverberation from the water mass beyond the boundary layer of the vehicle. The doppler navigator developed for deep submergence accurately determines instantaneous velocities in each of the three vehicle coordinate axes. This information plus heading and attitude information from a precision inertial platform is utilized in the general purpose computer to form a self contained navigation system. In other applications, the heading reference may be obtained from a gyro compass while an inclinometer provides attitude information which again is processed with the doppler velocities providing a complete navigation capability. Other advanced systems currently in operation on surface ships utilize satellite derived position fixes for continually updating and correcting the doppler determined velocity and position information. Operational experience and test data obtained during development testing of doppler navigation systems is presented and discussed.

Design Aspects of Stern-Mounted Propellers for Deep-Submergence Vehicles

This paper presents the results of model tests carried out on two alternate hull configurations for a proposed deep-submersible vessel. The experiments consisted of resistance tests, propeller tests, self-propelled tests to derive the propeller-hull interaction effects for a range of vehicle drags (corresponding to different amounts of externally-mounted, resistance-increasing equipment), and Pitot-tube wake surveys carried out in way of the propeller plane. The two configurations differed in respect to the relative stubbiness of their afterbodies, both having a single relatively large diameter, stern-mounted propeller. The data are analyzed and comparisons are made with alternate propulsion configurations. The influence of propeller diameter on power and rpm is studied. A discussion of relevant data available in other sources is presented. A recommendation is made to carry out full-scale resistance tests of deep-submergence vehicles by the method of free deceleration.

Tandem Propeller in Review

The tandem propeller system (TPS) for submersible propulsion and control was conceived by the author in 1961. This paper traces its theoretical and experimental development through the most recent tests conducted at Cornell Aeronautical Laboratory. Although the initial configuration was for high-speed nuclear submarines, the emphasis in recent years has been for application to the slower, more maneuverable deep-submergence vehicles. Both configurations are discussed in detail in this paper.

Turbulent Drag Reduction by Polyacrylamide and Other Polymers

Abstract Drag reduction in turbulent flow of several acrylamide base polymers has been investigated and compared with the drag reduction performance of polyethylene oxides. The carboxyl content of the acrylamide-acrylate copolymers studied varied between 0.2 and 40 percent. Rheological behavior of these polymers has been studied at low concentrations of 100 to 1000 ppm in distilled water, tap water and synthetic brine containing 8 1/2 percent NaCl and 2 1/2 percent CaCl2. The power law exponent, n, increased from values of 0.40 to 0.60 for polyacrylamides in distilled water and to unity in the brine solutions, suggesting Newtonian behavior at high concentrations of dissolved salts. The consistency index, K, increased about a hundred-fold in distilled water, which is characteristic of high polyelectrolytic expansion of the polymer chain. The shear dependence of viscosity decreased with the decrease of concentration and molecular weight and the increase of salt content of solutions. Solutions of a commercial polyethylene oxide have been found to be Newtonian at 100 to 1,000 ppm in all solvents. Drag reduction in pipe flow up to high shear rates of 30,000 sec-1 has been studied in tap water and in the synthetic brine. The velocity exponent has been observed to be 1.85 0.05 in these solvents and it decreased to values down to 1.4 with increased molecular weight of the additive. Good correlation of pipe flow data has been observed when treated in terms of Bowen's method. Drag reduction increased with molecular weight, concentration and flow rate for all polymers approaching values of 70 to 80 percent and, in the case polyacrylamides, better than 25 percent drag reductions have been observed in tap water than in API brine due to the polyelectrolytic expansion of the chains in tap water. It is recommended that low-salt content solvents be used for better efficiencies when polymers with ionic groups are used as fluid friction reducers. Introduction The drastic reduction of fluid friction by the addition of small quantities of long-chain high polymers to water has received much attention. polymers to water has received much attention. This phenomenon has interested the U. S. Navy for possible application in faster deep sea refueling and for augmenting the speeds of deep submergence vehicles. A number of Navy sponsored studies have appeared recently in the literature. The flow properties of these dilute polymer fluids have been discussed at length by Metzner and others. Merrill and others have investigated the relation between the chain length of the polymers in solution and their drag reduction performance. More recently Hoyt has suggested friction reduction as a method for the estimation of the molecular weight of the polymer. Fluid friction reduction additives have also been used in the field of petroleum technology where large quantities of fluids like acids, brines and fresh water are pumped into the oil wells, during fracturing operations. Increased flow achieved by the incorporation of polymer additives in these fluids results in large reduction of pumping costs. During the screening of a number of additives for this application, we have observed that polyethylene oxides and acrylamide polymers are by far superior to guar and other natural gums as well as to many cellulose derivatives. it also has been observed that the commercially available acrylamide polymers occur not only in different molecular weights, but also with different degrees of carboxyl content. Since these acid groups modify the solution properties of these polymers, the study of the properties of these polymers, the study of the influence of this polyelectrolytic property on drag reduction in turbulent flow has been considered significant.

Buoyancy materials for deep submergence

High strengtj buoyancy materials, such as syntactic foam, are required to provide buoyancy for a wide variety of deep submergence vehicles and deep ocean installations. Syntactic foam of 22pcf net buoyancy is currently variable for these applications, together with suitable quality control testing procedures. Materials of 34pcf net buoyancy are achievable based on the development of composites such as aggregates of small hollow spheres embedded in a matrix of syntactic foam.

Space and Deep Submergence Vehicles: Integrated Systems Sythesis

The extension of man's capabilities to explore the ocean depths and to utilize the abundant resources contained therein is one of today's most challenging technological problems. The difficulty in accurately keeping track of position on or under the wide expanses of the sea is one of the significant aspects of this endeavor. Specifically, precise navigation is an absolute necessity for such operations as the search for and recovery of objects from the ocean floor. The design of integrated marine guidance, navigation, and control systems is an outgrowth of aerospace technology adapted to inner space missions. The impact of mission requirements upon the synthesis of guidance, navigation, and control in deep submergence and space systems is illustrated by a comparative study of the Apollo and the Deep Submergence Rescue Vehicle.

Composite materials for pressure hull structures

Growing interest in effective use of the sea has given impetus to the development of reliable high-strength, low-density hulls required to achieve deep operating depths while maintaining small vehicle size. Construction of such a submersible requires use of materials with exceptionally high strenght-to-weight ratios. The potential of presentfibre-reinforced plastics as well as future composite materials cannot be ignored for possible application to lightweight pressure hull structures. The results of structural research programme to investigate glass-reinforced plastic materials for pressure hulls of deep-submergence vehicles are summarized. Design concepts and problem areas for fibre-reinforced plastic materials are discussed. Of significance from studies conducted to date is the continuing need to develop concepts and structural details which lend themselves to shear-sensitive materials.

Conceptual Design and Feasibility Study of Navy Deep Submergence Vehicles

Conceptual Design and Feasibility Study of Navy Deep Submergence Vehicles

Fluctuation in Horizontal Acoustic Propagation over Short Depth Increments

Underwater acoustic-propagation measurements have been made off Key West, Fla., for the past 3 yr. Two or three deep-submergence vehicles were allowed to sink freely and simultaneously through the water to depths as great as 5000 ft while transponding acoustically with each other. Pulses at frequencies of 10, 20, and 40 kHz and horizontal ranges of 1700 to 8000 yd were used in the experiment. Because direct acoustic signals showed amplitude fluctuations of approximately 15 dB for depth changes of 15 20 ft, a method of rapid pulsing was installed. This allowed the emission of discrete signals 0.25 sec apart over a period of 5 sec periodically during an operation. Amplitude fluctuations for depths changes of only a few inches could be measured. Pulse-to-pulse amplitude differences of up to 15 dB were found for depth changes of as little as 10 in. These fluctuations are discussed in terms of transmission loss and are compared to the losses suffered for the larger depth changes and for those predicted by ray theory on the basis of the measured sound-velocity structure of the water. It is concluded that refraction conditions can account for the fluctuation.

Selection and Utilization of Batteries for Deep Submergence Vehicles

Selection and Utilization of Batteries for Deep Submergence Vehicles

Fluctuation in Underwater Acoustic Propagation Over Short Depth Increments

Underwater-acoustic-propagation measurements have been made off Key West, Florida periodically for the past 2 yr. Two or three deep-submergence vehicles were allowed to sink freely through the water to depths as great as 5000 ft while transponding acoustically with each other. Pulses at frequencies of 10, 20, and 40 kHz and ranges of 1700 to 4000 yd were used in the experiment. Because direct acoustic signals showed amplitude fluctuations of the order of 20 dB for depth changes 20–30 ft, a method of rapid pulsing was installed so that discrete signals 0.25 sec apart could be transmitted periodically for a period of 5 sec. This allowed a measure of the fluctuation for depth changes of only a few inches. Pulse-to-pulse amplitude differences of up to 10 dB were found for depth changes of as little as 10 in. These fluctuations are discussed in terms of transmission loss and are compared to the losses suffered for larger depth changes and those predicted by ray theory on the basis of the measured sound velocity structure of the water. [This research was supported by the U. S. Naval Ordinance Systems Command.]

Integrated Controls and Displays for Deep Submergence Vehicles

Integrated Controls and Displays for Deep Submergence Vehicles

Highlights of two and one-half years of simulation efforts for deep submergence vehicles

This paper describes the highlights of two and one-half years of computer simulation effort on the deep submer gence vehicles Trieste II (Trieste), NR-1, and Deep Sub mergence Rescue Vehicle (DSRV). The work, which is still in progress, is being performed by Sperry Gyroscope Com pany under Navy and company-funded programs. Introductory material of the paper presents the simula tion program objectives, outlines the simulation facilities, and gives an overall simulation block diagram. The com puter simulations are being used in control-system, hull, and force-effector design efforts for the development of operational doctrine, as a tool for human engineering as sessment of displays, control input devices, and console layouts, and as a pilot training aid. Basic computation equipment consists of a hybridiza tion between an Electronic Associates 231-R analog com puter and an Ambilog Model 200 digital computer. Major facilities used to supplement these computers are a two- degree-of-freedom cab containing console mockup, pilot's control station, and an electronic flying-spot-scanner tele vision display generator. Major elements characterized in the simulations are six- degree-of-freedom boat dynamics; coordinate transforma tions for television display cues and real-world television pictures; various effectors, actuators, and sensors; and control computer equations. The body of the paper gives details on the use of the computer simulation in deep submergence craft design work. The design stages are broken down as: statement of design criteria, analysis of system parts, analysis of com plete system, synthesis of system design, fabrication of system hardware, test and evaluation, and improvement of design. Unique hull, effector, actuator, and control-system design problems encountered during the two-and-one- half-year simulation study are outlined.. This paper on simulation is concluded with a summary which indicates the need for highly integrated displays, control input devices, and control computers for deep sea craft.

Command and Control of Deep Submergence Vehicles

The wide variety of applications for deep submergence vehicles gives rise to a complex set of command and control requirements. An over-view of the command control requirements is presented by setting forth a catalog of the deep submergence vehicle family in terms of type and mission. The vehicle types are categorized by a set of eight descriptors, manned/unmanned, free/tethered, suspended/bottomed, and propelled/inert. The missions considered are search, rescue, salvage, and exploration, implantation, exploitation. The limiting requirements for the various levels of command and control are related to this spectrum of vehicles and missions. The command/control systems for several vehicles are illustrated.

Applications of Inertial Navigation to Deep Submergence Operations

this paper discusses applications of inertial navigation to deep submergence operations, both for support ships and for deep submergence vehicles. The basic principles of inertial navigation are reviewed, including the elements required to make up a system and the fundamental error-propagation modes for a pure inertial system. Next are discussed methods of utilizing external information to alter these fundamental error-propagation modes and thus improve system performance. External information sources which could be available for this application include velocity measurement; position from Loran, radar, satellite, etc.; and angular orientation information from star, sun, moon, or planet observations. Both conventional and optimal methods of utilizing these sources are discussed. Because of security reasons, it is not possible to give detailed descriptions and expected performance of specific systems. However, the most generally applicable augmented systems for these applications are briefly described.

Seafloor Navigation for Deep Submergence Vehicles

Seafloor Navigation for Deep Submergence Vehicles

Filaments for Reinforcement and the Applicability of Filament-Wound Laminates for Deep-Submergence Vehicles

The properties of filaments being considered for reinforcing plastics for deep-submergence vehicles are compared. Graphite or carbon shows outstanding potential. High stiffness and immunity to chemical attack are needed. The mechanical properties of new resins show dramatic increases over those in current use. Formulas for peeling failure are given and a forecast of the competitive position of GRP is made.

Underwater-Acoustic-Propagation Measurements to 5000-foot Depths

Underwater-acoustic-propagation measurements were made along a vertical plane in the ocean in the Key West, Florida, area during the winter of 1964–1965. Two deep submergence vehicles were allowed to sink freely and slowly through the water to depths as great as 5000 ft while transponding acoustically with each other. Pulses at frequencies of 10, 20, and 40 kc/sec were used in the experiment. All received acoustic signals were recorded continuously in digital form in each vehicle. Also recorded were water temperature and pressure as well as the vehicle action in rotation and wobble. The direct acoustic signals showed amplitude fluctuations of the order of 20 dB over depth changes of 20–30 ft in the upper 2000 ft of ocean at ranges of 2000–4000 yd. These fluctuations decreased at greater depths. These fluctuations are discussed in terms of transmission loss and are compared to the loss predicted by ray theory on the basis of the measured temperature structure of the water. Absorption coefficients appear as part of the data reduction and agree rather well on the average with published coefficients. [This research was supported by the U. S. Navy, Bureau of Weapons.]

TITANIUM FOR DEEP SUBMERGENCE VEHICLES

Naval Engineers JournalVolume 77, Issue 3 p. 386-390 TITANIUM FOR DEEP SUBMERGENCE VEHICLES First published: June 1965 https://doi.org/10.1111/j.1559-3584.1965.tb04954.xAboutPDF ToolsExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinkedInRedditWechat Volume77, Issue3June 1965Pages 386-390 RelatedInformation