CODAC Final Report
CODAC Final Report
Team Everglide
Stephanie Groleau, Team Leader
Joshua Revord
Tyler Robbins
Bob Vandedrinck
Final Report
July 2007
Letter of Transmittal
Florida Institute of Technology
Department of Marine and Environmental Systems
Marine Field Projects
TO:
FROM:
RE:
Dr. Wood,
Attached please find the final design report of the CODAC naval architecture project submitted
for your review as requested. This report includes all information and data known to date, from
the conceptual design to all completed testing and data collected. It has been completed as fully
as possible with all of the information known currently.
We would like to thank the Department of Marine and Environmental Systems and the College
of Engineering for their funds, Ed Robbins of Robbins Mobile Welding for the donated material,
labor, and time, as well as the consultants Dr. Sainsbury, Dr. Wood, and Bill Battin for their
valuable time.
Sincerely,
Stephanie Groleau
__________________
Joshua Revord
__________________
Tyler Robbins
__________________
Bob Vandedrinck
_________________
ii
Executive Summary
The CODAC project purpose is to analyze and test the effects of hull spacing and tunnel
sections on the behavior of planing and semi-displacement catamarans. Eventually, we aim to
create an equation that relates hull spacing along with bridge spacing to a grounding effect
lift/cushioning that can be applied to improve sea keeping in full scale vessels. With the use of
the LOMAC and Displacement catamaran hulls currently owned by DMES and the design and
production of a tunnel section. The testing will include measurements of average accelerations
(indicating the smoothness of the ride), velocity, turning radius, and the behavior of the hull in
open rough water. The project will be a combination and continuation of the previous LOMAC
and displacement catamaran projects. After completing the required repairs and changes to the
hull and data is acquired, our final goal of this project is to experimentally derive an equation
relating the bridge (tunnel section) dampening with the hull spacing. This type of research and
equation has, to our knowledge, never been achieved.
iii
Table of Contents
Letter of Transmittal
Executive Summary
Table of Contents
Acknowledgments
List of Figures
List of Acronyms
ii
iii
iv
vi
vii
iv
1.0 Introduction
1.1 Purpose
1.2 Report Overview
2.0 Theory/Background
2.1 Viscous Drag
2.2 Fundamental Design
2.3 Grounding Effect
2.4 Wave Making/Hull Spacing Theory
2.5 Similitude
10
4.0 Materials/Purchasing
4.1 Spacing Structure/Tunnel Section
4.2 Propulsion System
4.3 Hull/Aethetics
14
5.0 Manufacturing/Assembly
5.1 Spacing Structure
5.2 Tunnel Section
5.3 Decks
5.4 Hulls
5.5 Propulsion
5.6 Drive Shaft
5.7 Electronics
5.8 Exhaust System
5.9 Final Assembly
15
36
iv
40
42
9.0 Conclusions
45
10.0 References
46
A1
A3
A6
A21
A37
Acknowledgements
This project would not have been achievable without the assistants of contributors.
We would like to express gratitude toward the College of Engineering for the additional $500
given to all ocean engineering senior design projects. Also we are very thankful for previous
donations from Structural Composites Inc. of West Melbourne, which also includes Eric Roehl,
Director of Testing Services, and Ron Reichard, CEO. Structural Composites provided the use of
its CNC mill, fiberglass cloth and matte donations. Furthermore, we would like to thank Ed
Robbins, owner of Robbins Mobile Welding. Our welding labor and materials are donated along
with a 0.25 inch thick 5051 aluminum 1x 3 sheet, a 1 x 3 piece of 5051 0.125 inch
aluminum, a 12 of square anodized section of tubing, and a 6 section of anodized cylindrical
tubing. We thank Plastic Design for their last minute help with the Sintra purchase for our tunnel
section. Thanks are also due to Eduardo Gonzales for his constant advice. We are grateful, as
always, to Bill Battin for his help with painting and all the little things we forgot. Finally, we
would like to thank Dr. Wood for giving us guidance and encouragement throughout the project.
vi
List of Figures
Figure 2.2.1: Displacement Hull
Figure 2.2.2: The Guardino/Gonzalez LOMAC
Figure 2.2.3: Planing hull
Figure 2.2.4: 2006 MFP semi displacement hull
Figure 2.3.1: (FLYBOAT, 2007)
Figure 2.3.2: An example of the grounding effect in a catamaran (MARINE
PERFORMANCE/RACE ENGINES, 2007)
Figure 3.1.1: The final product of the design allowed for the easy expansion and compression of
the hulls and created a dynamic system.
Figure 3.2.1: 3D model of the tunnel sections
Figure 5.1.1: CNC milling of structural cams
Figure 5.1.2: Completed set of cams
Figure 5.1.3: TIG welding of individual components at Robbins Mobile Welding
Figure 5.1.4: Complete spacing structure ready for assembly onto hulls
Figure 5.2.1: Side view of tunnel section enclosure system.
Figure 5.3.1: Cutting of decks
Figure 5.4.1: Sanding of hulls in preparation of painting
Figure 5.4.2: Gravity feed spray gun used for enamel coat.
Figure 5.5.1: Sealed engine mounts with aluminum base attached (right)
Figure 5.5.2: Original base plate in hull
Figure 5.5.3: Full engine mount installed in hull
Figure 5.5.4: Engine in place on mount with color coded tubing connected
Figure 5.6.1: Plastic U-Joint
Figure 5.6.2: Plastic U-Joint
Figure 5.7.1: Complete servo frame ready for installation into hull
Figure 5.7.2: Complete installation of servo systems
vii
viii
List of Acronyms
1. CNC: Computer Numerically Controlled
2. LOMAC: Littoral Operated Multipurpose Auxiliary Craft
3. CODAC: Coastal Operation Data Acquisition Catamaran
4. MFP: Marine Field Project
5. DMES: Department of Marine and Environmental Systems
6. FIT: Florida Institute of Technology
ix
1.0 Introduction
1.1 Purpose
Marine Field Projects (MFP) in the department of Ocean Engineering serve several purposes.
Students learn how to work in teams, develop a unique design, use current software, become
machine shop certified, build the project, and finally, analyze the results in a professional report.
The purpose of this report is to describe the 2007 MFP project that researched and tested hull
spacing on a semi-displacement hull catamaran. As a continuation of last years naval
architecture project and their, this years group, Team Everglide, aimed to build upon the
existing equipment and use it to investigate different features and characteristics of
displacement-type catamaran vessels. The team will upgrade the systems to better correlate to a
full scale vessel and try to find relationships between hull spacing and sea-keeping using
accelerometers.
Catamaran vessels are recognized to be very stable due to the large spacing between hulls yet
very fuel efficient. Displacement-type catamarans do not have the same low accelerations like
planing hulls when they lift out of the water, have the quality of added stability due to their
round hull shape. In this years project the team will further investigated this matter of seakindliness and stability by constructing an enclosed tunnel section to join the two hulls which
though the means of grounding effects could contribute to the dampening of wave accelerations.
Additionally the team also designed a system to systematically increase hull spacing in order to
investigate at which point the hulls have their optimum performance. Both of these systems are
interchangeable between model catamarans of similar dimensions therefore enabling it to be used
in comparative studies.
2.0 Theory/Background
Before creating the project proposal, Team Everglide contacted the 2006 Naval Architecture
MFP group and Eduardo Gonzalez to come up with design ideas. After creating a list of possible
research areas, the team investigated the theories behind our proposed designs. The research
showed that in normal conditions a marine craft will perform only as good as its ability to reduce
viscous drag. In reducing this drag there are three main components that a Naval Architect looks
at to improve the move ability of his vessel. Viscous drag, fundamental fluid design, the
grounding effect, and wave making greatly affect the performance and reduce fuel consumption.
Due to the lack of comprehensive research, the team has taken part in a study that will try to
understand the dynamics involved in a common catamaran system in which hull spacing and
tunnel section dampening will be analyzed to maximize performance of a duel hull system.
The first type of vessel that is apparent is the displacement type. This type of vehicle is most
affiliated with large freighters and barges that carry large amounts of cargo. These types of ships
are often heavy and their shear size makes them very hard to move. Displacement hulls often
inhibit great stability for many reasons. One reason would be that the design shape of the vessel
is to promote maximum storage and results in a more rectangular geometry. This geometry
allows for the vessel to maximize storage while minimizing its ability to operate fluidly. An
example of a displacement hull cross-section can be seen in figure 2.2.1. It can be seen that
because of its wetted surface area significant power supply would be needed to displace the
water that it will be subject to during operation.
The next design type of marine vehicle is a planing hull, like the LOMAC by Guardino and
Gonzalez.
A planing hull is a hull that utilizes hydrostatic forces to reduce surface friction by using
pressure differences to thrust the boat out of the water. This type of hull can be seen in various
types of recreational crafts that allow for a minimization of fuel costs with the reduction of
weight handling capacity. This type of hull is usually very light weight and inhibits an un-linear
velocity profile that is the result of a drag reduction due to an instantaneous velocity jump. This
jump is due to the pressure difference that becomes apparent at the boundary layer of the boat
due to the increase in speed. This increase applies a force to the hull and with the geometry
propels that boat out of the water and reduces the wetted surface area. A picture of a planing hull
can be seen below in figure 2.2.3.
Finally, the last type of hull is the semi displacement hull. This hull is a mixture between the
displacement and the planning hull and has the unique ability to change depending on its
operational speed. In relatively slow speeds it acts much like a displacing hull but as it increased
in speed it becomes a planning hull. This ability makes it a middle ground boat and allows the
boat to have medium haling capacity as well as speed. This semi-displacement design in a
catamaran can create a grounding effect. The CODAC hulls are modeled after the semi
displacement Glacier Bay.
In figure 2.3.1, a flying boat is designed specifically to harness the grounding effect. Here the
vessel compresses the air between itself and the waters surface. Without a ground surface to
create a higher pressure from air compression the flying boat could not fly. Therefore this craft is
limited to a low elevation flying altitude unlike plains.
Figure 2.3.2: An example of the grounding effect in a catamaran (MARINE PERFORMANCE/RACE ENGINES,
2007)
The offshore racing catamaran seen in figure 2.3.2 experiences the grounding effect. Here the air
between the pontoons is slightly compressed. With a high pressure is create it will flow to areas
of lower pressure. The only available flow direction for the higher pressure air is up, thus lifting
boat or decelerating its descent.
2.5 Similitude
Similitude is the process or art of accurately comparing models to full size vessels using the
Froude and Reynolds numbers. When comparing the model and the actual Glacier Bay 2665 the
team found that in order for the model to be accurately similar its current operating speed should
be increased to 17 kts (20mph) in order for the investigations with the grounding effect to be
significant. The calculations based on Froude similitude pertaining to this value can be seen
below:
Model Length = 5.5 ft = 1.67 m
Boat Length = 26 ft = 7.92 m
Boat Max Speed = 43 mph = 37 kts = 19.22 m/s
9
Where:
V = Velocity
g = gravitational acceleration
L = Length of hull
10
Figure 3.1.1: The final product of the design allowed for the easy expansion and compression of the hulls and
created a dynamic system.
11
12
13
4.0 Materials/Purchasing
In order to put all of the designed parts of this project to work, the team first had to research
the options open to the team on the market and consider them carefully in relation to our budget.
In many cases a tradeoff had to found between the quality and price of certain items. A more
detailed list of suppliers and prices can be found in the Appendix B.
items purchased here include the electronics, engines, fuel systems, engine and servo mounting
hardware, and everything down to the cooling system tubes. Additionally some specific items for
the RC boating market were not available at this location so the team were able to purchase them
online at FunRCboats.com. Items purchased here included the new shafts, coupler as well as the
stuffing tubes. Other minor accessories for the intakes and exhausts were purchased at Ace
Hardware once the assembly had started.
4.3 Hull/Aesthetics
The paints and primers (International Paints) for the hulls were purchased though Bill Battin
at Lewis Marine in Cocoa, FL using the FIT educational discount. Once delivered, the other
painting supplies purchased at Harbor Freight (Spray Guns and sandpaper) as well as extra
thinner/cleaner from Ace Hardware.
5.0 Manufacturing/Assembly
5.1 Spacing Structure
In order to evaluate hull spacing in regards to the performance of the boat, a dynamic system
was composed in order to allow for differential spacing. This apparatus was designed to allow
hull spacing to be controlled precisely so that it can be accurately analyzed. With this in mind,
the structure was composed of arm members that are secured with rotational cam systems. These
cam systems were originally designed in Rhinoceros and were made to use a pin system to allow
for easy contraction and compression of the hulls. To do so, the cams would connect the hulls
15
and a data acquisition box which would create a ridged body and allows the catamaran to be
structurally stable. The cam systems themselves were designed originally in Rhinoceros but
where then transferred into MasterCam 10.0. From there, the design was preformed on the CNC
machine in the machine shop. This process, although time consuming, yielded three cam
members the where to be utilized in our design. Each member was duplicated 4 times and
assembled in a fashion so that the members could easily rotate around each other.
16
In the design the cams used a pin system that would allow the cams to be locked into place as
they where situated to the rectangular frame member. This pin system was manufactured by
making an L bracket and welding a spring loaded pin on the outside of the cam. All of the cam
members were connected by welded aluminum tubing and were bolted down using stainless steel
20 hex head screws.
17
The final result was a structure that could displace the hulls in a fashion so that the hulls
would both separate and stay parallel to the waters surface. In order to compensate for the center
of gravity of the catamaran sliding tracks were also implemented to shift the center of gravity of
the boat from bow to stern. This device made it easy to shift the acquisition box or any additional
data collection devices into a position so that the boat will perform optimally and have a proper
center of gravity.
18
Figure 5.1.4: Complete spacing structure ready for assembly onto hulls
19
5.3 Decks
In order to accommodate for the new design the old wooden decks were removed form the
catamaran and an aluminum deck was put into place. This aluminum deck was made out of .090
inch 6066 aluminum that was cut using a circular saw and a skill saw. Aluminum was used in
order to allow for the structurally integrity that would be needed to form the foundation of the
retractable bridge and tunnel section.
20
This deck system was originally going to operate as just a foundation but as the design
changed the decks had to be modified so that access to the motors could be accomplished. This
led to the separation of the decks into two separate sections so that the motors could be accessed
easily. The connection of the tunnel section and bridge section also led to the complications in
the deck fitting securely to the hulls. This was because the bridge and tunnel sections were
secured to the deck with jack nuts which obstructed the hull. Originally the hulls were fitted with
a rubber gasket that was cut to fit the hulls but this was not found to be efficient enough and
because of the jack nuts a thicker gasket was needed. After purchasing a larger gasket, an end
mill was used to cut the half inch material into a correctly fitted rubber gasket. This gasket was
then placed on the underside of the deck in order to mark the jack nuts position so that they could
be countersunk into the material. In the end, the new gasket was larger then the previous one but
offered the deck the ability to be securely fastened to the hulls.
21
5.4 Hulls
The Existing two displacement hulls created last year by a similar OE design group had been
neglected for almost a year and needed refurbishment. First the hulls were stripped of all old
electronics and machinery and thoroughly cleaned out. The hulls were then sanded smooth using
first 120 and then 200 grit sandpaper to produce a paint ready surface. In order to do this sanding
smoothly and effectively a rotary sander was used for the large surfaces and a mouse type sander
was used for the smaller chines and curves surfaces.
Once sanded and cleaned with a mineral spirit based thinner, the hulls were primed using
International Pre-Kote primer for polyurethane paints using a conventional spray gun and
22
compressed air to produce a smooth thin layer of paint, the paint was thinned using 10% thinner
by volume (thinner used was International 216 thinner). This primer was then allowed to dry for
24 hours and was then sanded smooth using 200 grit sandpaper as required by the manufacturer.
Once sanded and again cleaned using the mineral spirit based thinner, the hulls were then spray
painted using Largo Blue International Polyurethane Topside Enamel Paint. This was done using
a gravity fed spray gun to minimize air bubbles.
Figure 5.4.2: Gravity feed spray gun used for enamel coat.
The topside enamel was again thinned using 10% 216 thinner by volume as required by the
manufactures instructions. Once painted and dried for 24 hours it was determined that one coat
of the paint was sufficient for our use and the hulls were carefully stored ready for assembly.
When sanding and painting proper health and safety precautions were taken such as the use of
respirators and disposal of all contaminated liquids and solids was done according to university
procedures.
23
5.5 Propulsion
Last years propulsion and electronics were severely damaged due to water intrusion and had
to be completely redone. First, the new nitro powered engines had to be fitted into the hulls by
means of a new mounting system. Due to the lack of such a mounting system on the market, the
team had to design and manufacture our own engine mounts. In order for the engines to work
most efficiently, the team had to place the engines the same angle as the shaft tubes by cutting
two wood shims at 14 degrees using a miter saw at FITs Applied Research Lab wood working
shop. In order to water proof these mounts, they were coated using a West System slow
hardening epoxy which would make them resistant to any water of nitro gas in the bilges. The
aluminum engine mounts from Space Coast hobbies were then epoxied and bolted to these shims
for extra strength.
Figure 5.5.1: Sealed engine mounts with aluminum base attached (right)
24
Once dry, the whole mount was then epoxied and screwed into the hull on top of the existing
engine mounting plate which prior to the installation had also been removed and re-attached
using slow setting epoxy for added strength.
25
This was then left to dry for over 24 hours to allow the epoxy to set to its full working
strength. With the mounts in place the engines were bolted into place with the use of bolt and
split rings to avoid them loosening due to vibrations. Additional components of the system such
as fuel tanks and cooling lines were put it at the end when all other manufacturing had taken
place.
Figure 5.5.4: Engine in place on mount with color coded tubing connected
26
In the first trial the motors were started and the original flexible shafts obtained an unwanted
jump rope action that resulted in lots of noise and vibration of the shafts. This jump rope
occurrence was the result of the high RPMs that the motor expelled and was amplified by the
mass of the propellers. This was due in part to the coil formation of the flexible shaft system. To
combat this, the shafts had to be shortened and brass tubing was used to stabilize the flexible
shaft. Once implemented into both systems, the motors were tried again. This time, the brass
tubing reduced the vibration of the shaft but compromised the port side shaft by unraveling it and
producing an unstructured member.
After analyzing the damage it was seen that the shafts could no longer reach to the mounted
motor so a new design had to be established. To do so the team incorporated plastic universal
joints which were coupled with a small section of aluminum rod. This rod section was then
attached to the motor and then to the u joints. The u joints were then attached the broken shaft so
that the motors could be reached.
27
28
The propeller was also changed due to its shear mass. The mass of the propeller was
unacceptable and as a result was a main factor in the inability of the shafts to support its inertia.
The propellers mass also resulted in random stalling of the engines and rotational torsion of the
shafts once started and stopped. The 2006 propellers were replaced with nylon propellers that
were secured to the motors by the means of friction as the old shafts were cut and reestablished.
These new propellers were less massive and contributed less apparent danger to the shafts. This
attachment yielded results but was short-lived due the fracturing of one of the universal joints.
5.7 Electronics
With the engines in place and the rudders attached now the servos for the rudder and throttle
control could be installed. As no standard servo supports or cradles are available these had to be
custom made in order to firmly hold the servos in place in order to actuate the rudders and
29
throttle arms. Frames were made using basswood and epoxy based adhesive to ensure strength
and durability.
Figure 5.7.1: Complete servo frame ready for installation into hull
Once hardened the whole frame was then placed transversely into the stern of the hulls as
seen in the images below, and fastened into place using also epoxy adhesive. The adhesive used
was a fast setting G5 adhesive from West Systems. The Hi-Torque JR Sport servos for the rudder
control were then mounted into this frame using the rubber shoes and screws, ensuring their
alignment with the rudder pushrod. The lower torque servos for the throttle arm control were
then attached to the same frame using fastening straps, this is sufficient as the torques and forces
on this servo are minimal. Once in place, the servos were then connected to their respective arms
using custom sized pushrods and connector pins.
30
The servo wiring was then routed to the receiver which was mounted in the port hull. These
cross hull cables were then run though a waterproofing tube that connected the two hulls to
ensure no water intrusion and smooth operation of the servo cables.
31
The first attempt to create our own exhaust pipe was by connecting a high pressure hose
section to the mufflers. This hose initially worked until the exhaust began to melt the high
pressure hose at its connection with the mufflers. Secondly the team attempted to create exhaust
pipes from brass tubing. The original brass tubing was heated with a torch in order to bend it so
that it aligned with an already predrilled exhaust hole on the hull decks. Then slits were cut at the
base of the brass pipes where they would connect to the mufflers. These cuts would allow the
pipes to deform under the stresses form hose clamps which would compress the brass onto the
muffler nipples. At our first attempt of using hose clamps to connect the brass to the muffler, the
mufflers magnesium nipple chipped off.
So the team needed a new way to connect the brass exhaust pipes to the mufflers. The team
used JB Weld for this second connection. JB Weld is an epoxy designed for high temperature
environments and primarily used for filling cracks in engine blocks. The JB Weld was applied at
the muffler connection and at the bass of the exhaust pipe. The JB Weld attached the exhaust
system however cracks formed at the connections with repetitive use. To strengthen the
32
connection JB Weld was again applied while at the same time with a string lashing. The exhaust
pipe and muffler were slowly lashed together at additional weld was applied. The lashing was
used to add fibrous structure to the weld for strength. This additional connection held until the
motors where properly tuned. Once the motors were tuned an extreme vibration occurred from a
higher output of RPMs. This completely destroyed out exhaust connection.
With the exhaust system now undergoing an extreme vibration from the motors the team
decided to give-up with the connection of the exhaust pipes to the muffler nipples. To handle the
vibration the team needed a sturdier way to join the muffler to an exhaust pipe. Therefore, the
team would clamp the exhaust pipe around the entire muffler. To do this copper tubing was
clamped around the entire muffler with hose clams then bent upward toward new exhaust vents
in the deck
.
Figure 5.8.2: Exhaust system attached to motors
33
34
Once fully established the vehicle was now ready to obtain power that would be in the form
of gas motors. Because of the inability to access the motors properly to ignite the glow plug, the
original design for a hatch had to be aborted in order to compensate for the restricted access. This
was the result of the sliding track systems position right above the piston head. To compensate
for this the tunnel section and the deck system was cut in order to allow the frame system to
swivel around the front sliding tracks and produce a hatch system to get to the motors. This
allowed for easy access to the motors where wing nuts were place in the stern section of the
hatch to improve functioning efficiency.
35
36
37
Figure 6.2.1: Electronics package for data acquisition in new waterproof case
Such damage may have occurred last year on the displacement catamaran project and hence
has weakened the package as a whole. When first receiving the package the GPS antenna
connector had to be adjusted in order to get a valid GPS signal to obtain velocity and position
data, also lack of such a signal undermines the data transfer of the whole package. Once adjusted
and with all the components replaced into the case, the package was ready for a land based test to
ensure correct functioning of the data acquisition and transfer. This land test indicated that the
package itself was very unreliable transmitting only at random times. For this reason the package
could not be fully relied upon for the data acquisition. In order to obtain more accurate and
consistent data a new electronics suite should be purchased, smaller in size and with data-logging
abilities to eliminate the need for a laptop in the field.
38
39
40
to insure that both motors could be started and the hatch cover could be fastened securely. The
team created the checklist in section 6.3 and unbolted the hatchback and attached the
instrumentation system to the bridge section. With one person holding the bridge and
instrumentation package, two others started the engines by inserting the glow plug starter and
starting the engine. In doing this each motor was ignited individually and after both were started
the hatch would then be lowered and secured. Then from there the boat would be lifted and
placed in the water were the computer would start logging data as it was operated. Unfortunately
this process did not work out as planned and during the initial try both motors were started but as
the hatch was being lowered the port side muffler was compromised and the motor mount screws
loosened. This resulted in the team trying to save the exhaust but because of the numerous times
the team had tampered with it the screws were stripped. In the end, the team was unable to resecure the port side engine. Because of the engine slippage, the shaft was then compromised and
was unable to function from that time on.
41
shaft design. The soiled shafts with universal joints are commonly found on gas powered RC
cars. These shafts could easily be modified for use in the CODAC.
Since the engines produce such high RPMs of around 20,000 to 60,000 the entire vessel
undergoes extreme vibrations. The future goal would be to reduce the vibrations experienced by
the vessel. One possible solution would be to remount the engines onto a rubber buffer to
dampen the accelerations of the engines. To do this the existing engine mounts would have to be
redesigned to accommodate an addition of rubber buffers.
Also, to allow for an easier control of operation speeds, the additions of a clutch and
transmission systems would allow the driveshaft to operate at lower RPMs. However, since these
additions would most likely be a large portion of ones budget they may have to be sacrificed. On
the other hand, if capitation became a problem, lower RPMs would reduce the amount of
capitation.
The bridge and tunnel sections can accommodate almost any pontoon and instrumentation
designs. Therefore a possible continuation with the bridge and tunnel sections could be to create
a hydrographic ROV. To complete this, the instrumentation package would have to be repaired
and then interfaced with a DC (direct current) bottom sounder, or the bottom sounder would have
to record a time with each depth. If the bottom sounder is interfaced with the instrumentation
package it would allow for the transmission of longitude, latitude, time, and depth. By analyzing
that data a seafloor surface could be rendered using MatLab.
43
9.0 Conclusions
Overall, the CODAC team completed everything possible in the given time frame. Although
successful data acquisition could not be completed due to mechanical failures, this MFP project
44
did meet the goals of learning how to work in teams, developing a unique design, using current
software, becoming machine shop certified, and building the project. The groundwork has been
laid for valuable research of planing and displacement hull catamarans. Hopefully, next years
Naval Architecture group can successfully compare the LOMAC and CODAC and develop a
formula to be published. What is most important, however, is that the CODAC team learned
how to work independently and gain real engineering experience that will be a large influence in
a professional engineering career.
45
10.0 References
Cengel, Yunus A. Fluid Mechanics: Fundamentals and Applications. 2006
Danielson, et al. 2006 Naval Architecture MFP Final Report
FLYBOAT, June 5 2007, http://www.flyboat.co.uk/orange.JPG
MARINE PERFORMANCE/RACE ENGINES, June 5 2007,
http://www.bakerengineeringinc.com/images/Big%20Picts/Cat_Can.jpg
46
47
48
Company
Quantity
Price
Total
In line-fuel filters
3.74
7.48
2.66
5.32
Standard Servos
12.99
25.98
Fuel tanks
12.75
25.5
5.46
5.46
29.99
59.98
159.99
319.98
75 MHz Fm Receiver
47.99
47.99
hole punch
Wal-Mart
5.72
5.72
erasers
Wal-Mart
2.74
2.74
binders
Wal-Mart
2.64
2.64
index divider
Wal-Mart
1.17
1.17
Batteries
Wal-Mart
10.52
10.52
mechanical pencils
Wal-Mart
5.87
5.87
Ruler
Wal-Mart
2.44
2.44
Lewis Marine
21.7
21.7
Primer
Lewis Marine
16.23
16.23
15.59
15.59
Os A3 Glow Plugs
4.94
9.88
Air filter
4.95
9.9
6.25
6.25
fuel tubing
2.66
5.32
flush pump
13.59
13.59
Glow starter
16.96
16.96
49
2.69
2.69
Plug wrench
5.81
5.81
Marine sealants
West Marine
7.89
15.78
13.99
27.98
header gasket
1.58
3.16
Fm Rx Crystal
10.99
10.99
Exhaust deflectors
3.5
15.73
31.46
2.47
4.94
FunRCBoats.com
25.99
51.98
prop dogs
FunRCBoats.com
4.5
motor couplers
FunRCBoats.com
13.95
27.9
FunRCBoats.com
7.59
15.18
Sheet metal
Alro Metals
261.08
261.08
2" tracks
McMaster Carr
30.59
30.59
1.75" tracks
McMaster Carr
31.77
31.77
20
0.17
3.4
Fasteners Various
Ace Hardware
63.44
63.44
Fasteners Various
Ace Hardware
58.06
58.06
Plastics Design
61.56
61.56
Boat logo
Boat US
23.23
23.23
West Marine
8.59
8.59
Fasteners Various
Ace Hardware
68.42
68.42
Rubber Gasket
Ace Hardware
12
4.29
51.48
Paint Thinner
Ace Hardware
4.49
4.49
Ace Hardware
1.79
1.79
220 Sandpaper
1.99
1.99
50
150 Sandpaper
2.49
2.49
16.99
16.99
-2
4.95
-9.9
5.45
5.45
Air Filter
16.11
32.22
0.72
2.88
Lithium Grease
Ace Hardware
2.99
2.99
Fasteners Various
Ace Hardware
11.6
11.6
Rubber Sheet
McMaster Carr
77.82
77.82
Fasteners Various/paint
Ace Hardware
14.96
14.96
Ace Hardware
4.29
4.29
Plastic Tubing
Ace Hardware
0.58
0.58
Copper Tubbing
Home Depot
9.7
9.7
DONATIONS
Items
Company
hours labor
Robbins Welding
1'x3'x.25'' 5051 Al
Robbins Welding
Quantity
23
Price
Total
80
1840
25 per sqr
ft
75
90
60
1'x3'x.125'' 5051 Al
Robbins Welding
15 per sqr
ft
Robbins Welding
30 per 6 ft
Robbins Welding
35
35
2'' L-tubes
Robbins Welding
10
1'' L-tubes
Robbins Welding
hours labor
Dyer Matlock
40
240
Bill Battin
11
11
51
Robbins Mobil
Welding
Total Donations
$2123
Dyer Matlock
Total Donations
$240
Spent
$1700.04
Left
$49.96
Donated Materials
Donated Labor
Total
Worth
$283
$2080
$4063.4
CONSULTING
Dr. Stephen Wood
10
100
1000
Eduardo Gonzalez
30
90
Bill Battin
50
100
Clay Danielson
30
60
20
50
1000
Stephanie Groleau
269
30
8070
Joshua Revord
204
30
6120
Tyler Robbins
276
30
8280
Bob Vandedrinck
251
30
7530
John Amero
STUDENT HOURS
Total Hours $
TOTAL
32250
36313.4
52
Appendix C: Designs
53
Dimensions:
54
55
56
Dimensions:
57
58
Modifications to design
This modification to the design allowed for easy pin connection to the cams. It was spring loaded and
welded together.
59
60
Dimensions:
61
62
Modification
63
64
Dimensions
65
66
Modification
The new design promotes the translation forward and aft of the boat and was created out of two u
channels
67
68
Dimensions:
69
70
Final Product
The final product of the design allowed for the easy expansion and compression of the hulls and created
a dynamic system.
71
This picture depicts the final render of the design in which we would fabricate
In final production of the decks and tunnel section had to be cut to allow easy access to the motors. This
allowed the bridge section to pivot about the front tracks by removing the aft friction bolts.
72
73
StartI2C();
while ( SSPCON2bits.SEN );
control = control & 0xFE;
WriteI2C ( control);
IdleI2C();
if ( SSPCON2bits.ACKSTAT ) // test received ack bit state
{
ackstat += 1;
}
WriteI2C (addressHigh);
IdleI2C();
if ( SSPCON2bits.ACKSTAT ) // test received ack bit state
{
ackstat += 1;
}
WriteI2C ( addressLow);
IdleI2C();
if ( SSPCON2bits.ACKSTAT ) // test received ack bit state
{
ackstat += 1;
}
StopI2C();
while ( SSPCON2bits.PEN );
control = control | 0x01;
IdleI2C();
StartI2C();
while ( SSPCON2bits.SEN );
WriteI2C ( control);
if ( SSPCON2bits.ACKSTAT ) // test received ack bit state
{
ackstat += 1;
}
SSPCON2bits.RCEN = 1;
for(count = 0; count < length; count++){
IdleI2C();
array[count] = ReadI2C();
if (count == length -1){
NotAckI2C();
}
else{
AckI2C();
}
}
IdleI2C();
StopI2C();
75
while ( SSPCON2bits.PEN );
return(array);
}
//82
//83
//84
//85
//86
//87
//MAC Address
buffer[8] = 0x00;
buffer[9] = 0xA0;
buffer[10] = 0x24;
buffer[11] = 0xBB;
buffer[12] = 0xD8;
buffer[13] = 0x6A;
// IP Address
buffer[14] = 192;
buffer[15] = 168;
buffer[16] = 1;
buffer[17] = 50;
//80
//88
//89
//8A
//8B
//8C
//8D
//8E
//8F
//90
//91
//94
76
{
unsigned char data;
// set SOPR register
data = 0x01; //TCP communications
i2cTx( control, 0x00, 0xA1, &data, 1);
// set SPR registers, sets the port to listen on
buffer[0] = hport;
buffer[1] = lport;
i2cTx( control, 0x00, 0xAE, buffer, 2);
// set TOSR register to 1
// data alreadyt = 1 so it will not be set again
i2cTx( control, 0x00, 0xB1, &data, 1);
// set transmisoin pointers
memset(buffer, 0, 10); // set first 10 buffer locations to 0
// set C0_TW_PR 01 - 04 to 0
// set C0_TR_PR 01 - 04 to 0
i2cTx( control, 0x00, 0x40, buffer, 8);
// set C0_TA_PR 01 - 04 to 0
i2cTx( control, 0x00, 0x18, buffer, 4);
// initilise socket
data = 0b00000010;
i2cTx( control, 0x00, 0x00, &data, 1);
//clear interupts
data = 0xFF;
77
memset(C0_RW_PR, 0, 4);
memset(C0_RR_PR, 0, 4);
// get pointers for recived data
//check shadow pointer C0_SRW_PR
i2cRx( control, 0x01, 0xE0, &data, 1);
//wait 20 clock cycles
Delay10TCYx(2);
//Get the C0_RW_PR pointers
i2cRx( control, 0x00, 0x10, C0_RW_PR, 4);
//check shadow pointer C0_SRR_PR
i2cRx( control, 0x01, 0xE1, &data, 1);
//wait 20 clock cycles
Delay10TCYx(2);
//Get the C0_RR_PR pointers
i2cRx( control, 0x00, 0x14, C0_RR_PR, 4);
rstart = C0_RR_PR[2];
rstart = rstart << 8;
rstart &= 0x1F00;
rstart += C0_RR_PR[3];
rend = C0_RW_PR[2] ;
rend = rend << 8;
rend &= 0x1F00;
rend += C0_RW_PR[3];
}
i2cTx( control, 0x00, 0x14, C0_RW_PR, 4);
data = 0b01000000;
i2cTx( control, 0x00, 0x00, &data, 1);
return(1);
}
void trasmitData(
y;
adhigh += 0x40;
adlow = tstart & 0x00FF;
if ( (tstart + length) > 0x1FFF)
txlength = 0x2000 - tstart;
else
txlength = length;
i2cTx( control, adhigh, adlow, string + offset, txlength);
tstart += txlength;
if (tstart > 0x1FFF){
tstart -= 0x2000;
}
length -= txlength;
offset += txlength;
}
for(y = 3; y >= 0; y--){
C0_TW_PR[y]= TW[3 - y] ;
}
// Update the C0_TW_PR pointers
i2cTx( control, 0x00, 0x40, C0_TW_PR, 4);
// Execute a send comand
data = 0b00100000;
i2cTx( control, 0x00, 0x00, &data, 1);
return;
}
char * asciAcell(int value, char * string){
int letter;
if (value < 0){
value = value * -1;
string[0] = 45;
}
else
string[0] = 32;
letter = value / 1000;
value = value - (1000 * letter);
string[1] = letter + 48;
string[2] = 46;
letter = value / 100;
value = value - (100 * letter);
string[3] = letter + 48;
letter = value / 10;
value = value - (10 * letter);
81
strcat(outputB, charbuff);
stringL = strlen(outputB);
outputB[stringL] = 32;
outputB[stringL+1] = 0;
return (outputB);
}
void main (void){
unsigned char wiznet = 0b10101010, length;
unsigned int y;
int pitch, roll;
// initialize PIC periferals
OpenUSART(
ADC_FOSC_64 &
ADC_RIGHT_JUST &
ADC_8ANA_0REF,
ADC_CH0 &
ADC_INT_OFF);
TRISA = 0xFF;
TRISE = 0x0F;
OpenTimer0(
TIMER_INT_OFF &
T0_16BIT &
T0_SOURCE_INT &
T0_EDGE_FALL &
T0_PS_1_1 );
TRISD = 0xFF;
LATD = 255;
WriteUSART( 12 );
// wait for screen to finish clearing
84
Delay10KTCYx(50);
while (BusyUSART());
putrsUSART( welcomeMsg);
// wait .5 sec and then clear screen
Delay10KTCYx(250);
Delay10KTCYx(250);
WriteUSART( 12 );
// wait for screen to finish clearing
Delay10KTCYx(50);
status = 0;
// initilase the IINCHIP
status = InitWiznet(wiznet);
// clear buffer
memset(buffer, 0, 80);
// out puts result of initilazation to LCD
// a resut of 1 means the system initilized
while (BusyUSART());
putrsUSART( initStMsg );
while (BusyUSART());
putsUSART(
btoa(status, charbuff) );
while (BusyUSART());
WriteUSART( 10 );
while(1){
// socket initilazation
// setting ch0 listen on port 23 for a connection
status = initSocketCh0( wiznet, 0, 23);
// clear buffer
memset(buffer, 0, 10);
// out puts result of initilazation to LCD
// a result of 2 means the socket initilizes
while (BusyUSART());
putrsUSART( socketInitStMsg );
while (BusyUSART());
putsUSART( btoa(status, charbuff));
while (BusyUSART());
WriteUSART( 10 );
// now listen for a connection wait for a connection;
buffer[0] = 0b00001000;
85
INTCON = 0b10100000;
//
getacell(1, charbuff);
charbuff[8] = 32;
charbuff[9] = 0;
strcat((char * )buffer, charbuff);
getacell(2, charbuff);
charbuff[8] = 32;
charbuff[9] = 0;
strcat((char * )buffer, charbuff);
getacell(3, charbuff);
charbuff[8] = 32;
charbuff[9] = 0;
strcat((char * )buffer, charbuff);
length = strlen((char *) buffer);
trasmitData(wiznet,buffer,length);
getanalog ((char *)buffer);
i2cRx( 0x08, 0x00, 0xA0, (unsigned char *)&pitch, 2);
itoa( pitch, charbuff);
strcat((char * )buffer, charbuff);
length = strlen((char *)buffer);
buffer[length] = 32;
length++;
buffer[length] = 0;
length++;
itoa( timelast, charbuff);
strcat((char * )buffer, charbuff);
length = strlen((char *)buffer);
if(timelast == 1000){
buffer[length] = 32;
length ++;
}
else{
buffer[length] = 10;
length ++;
buffer[length] = 13;
length ++;
}
trasmitData(wiznet,buffer,length);
}
if( timelast == 1000){ // 275
// access the GPS and get last update
i2cRx( 0x0F, 0x00, 0x00, buffer, 80);
88