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Design
Controls in TBDP©
Version 7 |
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About TBDP | Features | New in V7 |
Design Inputs
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Here's the kind of (70+) Design
controls you have available with TBDP© to help optimize your tunnel hull performance…There's
a lot here, and still more in the program! [Screen Samples] [View and download sample TBDP© Design Input sheet]
| 1. Design Data Input |
2.
Weight & Measure Input |
Four full,
user-friendly input screens, with over 60+ input variables, for very
precise control of your design and setup. |
Excellent for any
size of boat - from Recreational Tunnels to F1 racing hulls
and from modified Vees to 60ft offshore catamarans and utility cats - and even RC model tunnels.
Size, speed and setup conditions all accounted for by the software. |
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| 3. Boat Setup Input |
4.
Design Detail Input |
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1. Design Data Input [see Input Screen Sample]
| NAME |
UNITS |
DESCRIPTION
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| Hull
Design |
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| Tunnel
Height |
(In) |
Height
of the tunnel at the aftmost location, measured from the tunnel roof to
the aft sponson bottoms (running pads). |
| Tunnel Width |
(In) |
Width of tunnel,
measured from inside sponson to inside sponson. |
| Wing Chord |
(Ft) |
length of the
"wing" or aerofoil, measured from the leading (front) edge of
the deck to the trailing (aftmost) edge, |
| WingThickness |
(In) |
Maximum thickness
of the aerofoil, measured from the top of the deck to the tunnel roof, at
the thickest point along the length. |
| Sponson Type |
(select) |
Select whether design has a Symmetrical or Assymetrical sponson shapes |
| SponsonLength |
(ft) |
Maximum wetted Length of sponsons. Must be less than BoatLength and greater than zero. Default is BoatLength. Consider using only the length portion of sponsons that are ‘flat’ or are likely to contribute to Lift in normal applications. |
| Pad Width |
(In) |
Width of the
sponson running surfaces (bottoms), measured from sheer (inside) to
effective chine (outside). |
| Pad Deadrise |
(Deg) |
Angle of sponson
running surfaces, measured from sheer to chine. |
| Deck Width |
(In) |
Width of the hull
deck at the widest point. |
| Steps |
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| Step Select |
(Selection) |
Select the use of
sponson bottom design – no steps, one step, two steps |
| Step Length1 |
(Ft) |
Length of first (or
single) step fore of transom (in feet), must be less than boat length |
| Step Length2 |
(Ft) |
Length of second
step fore of first step (in feet), StepLength1 + StepLength2 must be less
than boat length |
| Step Height |
(Ft) |
Height of STEP in
sponson running surface, if one (or two) exist(s). |
| CenterPod |
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| CtrpodSelect |
(Selection) |
Select whether the
hull design includes a Mod-VP style CENTRE POD lifting surface (Yes/No)
Hint: If there is NO CENTRE POD in the design, then the design is a
conventional tunnel hull configuration, and NOT a Mod-VP design). |
| CtrpodLength |
(Ft) |
When it exists, the
length of Mod-VP style CENTRE POD lifting surface, located centrally in
the tunnel. This design feature generates additional hydrodynamic lifting
capability, increases stability. It adds water drag and reduces
aerodynamic lift. |
| PodWidth |
(In) |
Overall
width of CENTREPOD, from chine to chine. |
| PodHeight |
(In) |
Height difference
between SPONSON and CENTREPOD, positive means CENTREPOD is higher from
waterline than SPONSONS. |
| PodDeadrise |
(Deg) |
Angle of CENTREPOD
running surfaces (bottoms), measured from keel to chine. |
| PodWAngle |
(Deg) |
Incremental CenterPod Angle of attack relative to Sponsons (+/-). This feature is used when the angle of incidence of the CenterPod running surface is different than the angle of incidence for the sponson running surfaces (pads). (Some designs have the CenterPod at a slightly incrementally “higher” angle of incidence as compared to the sponson pads) |
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2. Weight
& Measure Input [see Input Screen Sample]
| NAME |
UNITS |
DESCRIPTION
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| Lengths |
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| Boatlength |
(ft) |
Overall length of
hull, measured from sponson tips to aftmost deck or sponson point. |
| BoatCG |
(%) |
Location of static CG of boat only, measured as a % of total BoatLength ahead of transom (%). Default is 45% (0.45) of total BoatLength |
| Driverlength |
(ft) |
Location of the
driver, measured from the transom to the driver centre. |
| Motorlength |
(ft) |
Location of the
motor, measured from the transom to the motor centre. May be either fore
(+), or aft (-) of the transom. |
| Fuellength |
(ft) |
Location of the
fuel, measured from the transom to the fuel centre. |
| Misclength |
(ft) |
Location of
additional equipment that is concentrated mostly in one location, such as
hydraulic systems, ballast, etc., measured from the transom to the
(average) load centre. |
| Motor Height |
(%) |
Height of MOTOR
from water surface to the top of the engine casing/housing. |
| Lower Unit
Height |
(%) |
Height of lower
unit "bullet" above/below sponson running pad. (+) is above, (-)
is below.
Hint: Most high performance setups start with as little of the
lower unit bullet in the water as possible, thus reducing drag
significantly. Surface piercing propellers and low level water pick-ups
make this fiesalbe. LwrUnitHeight values of +0.5in to +1” (above sponson
running surfaces) are possible in very high performance applications.
Without low water pickup, or when low end torque is a requirement, then
LwrUnitHeight values of –0.5 to -2” (below sponson running surfaces)
is applied. |
| Weights |
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| Boatweight |
(lbs) |
Total weight of
hull (only), including rigging, but excluding motor, fuel, driver, and
other significant additional equipment. This weight should include all
rigging weights that have not otherwise been accounted for. |
| Motorweight |
(lbs) |
Total weight of
motor, drive unit, propeller, and accessories such as hydraulic trims,
plates, etc that are attached to or built in at the motor. |
| Driverweight |
(lbs) |
Weight of driver
with all clothing and safety equipment. |
| Fuelweight |
(lbs) |
Weight of fuel
tanks and normal fuel supply. |
| Miscweight |
(lbs) |
weight of
additional concentrated equipment such as hydraulic systems, ballast,
etc., that are located at LENGTH MISC . |
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3. Boat Setup
Input [see Input Screen Sample]
| NAME |
UNITS |
DESCRIPTION
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| Design
Analysis |
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Optimization
Configuration |
(-) |
CONFIGURED FOR VELOCITY OPTIMIZATION - the
program will find the maximum velocity attainable for the specified Angle
of Attack, while satisfying the specified power rating (POWER MAX). The
input value of STARTVEL will be used only as the first
"guesstimate" of the solution. [Often used for the 'first run check' of potential design performance]
CONFIGURED FOR
ANGLE OPTIMIZATION - the program will find the optimum Angle of Attack
required to attain performance at the specified velocity, while satisfying
the specified power rating (POWER MAX). The predictive performance
solution will be presented for each of ten (10) specified velocities as
defined by STARTVEL and VELOCITY INCR'T. [Most powerful and used most frequently for performance evaluation, since this feature utilizes full power and minimizes the required trim angle to achieve balanced performance]
CONFIGURED FOR POWER OPTIMIZATION - the
program will find the required (minimum) POWER at the specified velocity,
for the specified Angle of Attack, ANGLESTART. The predictive performance
solution will be presented for each of ten (10) specified velocities as
defined by STARTVEL and VELOCITY INCR'T. In addition, full power (POWER
MAX) will be used to estimate ACCELERATION rates and elapsed TIME to each
VELOCITY increment. This feature is a most powerful tool in
evaluating detailed design and hull setup performance characteristics. |
| Accuracy |
(%) |
Selected allowable
percent deviation for the OPTIMIZATION analysis, will define how close the
program iteration process will attempt to come to specified maximum power
rating, before printing a solution; a smaller ACCURACY DEF gives higher
accuracy, but takes longer; too small an ACCURACY DEF may make it too
difficult to optimise a solution. |
| Minimum Sponson Wet |
(ft) |
Wet (In) Set minimum allowable sponson wetted length. Default is 0.01. Set to larger number to limit realistic wetted contact and unrealisticly high velocities. |
| Start Velocity |
(Mph) |
Starting (lowest)
velocity of a series of ten (10) velocities that ANGLE OPTIMIZATION or
POWER OPTIMIZATION analyses will use. The predictive performance solutions
will be analysed for this velocity and the increasing velocities at
specified increments (VELOCITY INCR'T). |
| Velocity Inc |
(Mph) |
increment used in
the series of ten (10) velocity steps analysed with ANGLE OPTIMIZATION or
POWER OPTIMIZATION analyses. Ineffective if VELOCITY OPTIMIZATION analysis
method is used. |
Velocity Range
Calculator |
(Selection) |
[HELP
TOOL] You can use the Velocity Range Calculator
to automatically determine the incremental velocity steps to be used in
the analysis. Change any of the variables, and the others will be changed
automatically. Close the window to transfer the values back to the input
screen. |
| Start Angle |
(degrees) |
For ANGLE
OPTIMIZATION, this is used by the optimizing algorithms as a starting
estimate for the Angle of Attack of the running surfaces (sponson pads).
The program will find the angle of attack for the specified velocity while
still satisfying POWER MAX. The closer your first "guesstimate"
of ANGLESTART is to the optimum angle of attack (WANGLE), the faster the
optimising analysis procedure will be.For VELOCITY OPTIMIZATION, the
program uses this specified angle of attack to calculate the velocity that
will satisfy POWER MAX. For POWER OPTIMIZATION, the program uses this
specified angle of attack to calculate the POWER required to maintain
specified velocity increments, or it uses the WAngle input in the ACCEL
MODEL (see below). |
Acceleration
Model |
(selection) |
[HELP
TOOL] This is an optional input. The default
(Constant WAngle) is used for analysis if you don't change it. Input the
WAngle of attack for each Velocity in the performance range. For POWER
OPTIMIZATION, the program simulates acceleration and elapsed time based on
power available, and the WAngle of attack. Three (3) selections are
available: (1) Constant WAngle: Uses the same WAngle for all velocities.
StartAngle input is used automatically. This gives a bounding simulation
of achievable acceleration.(2) Straight-Line WAngle: A more realistic
acceleration and elapsed time simulation can be modelled by inputting a
specific WAngle for each Velocity in the performance range. A reasonable
representation of this WAngle is provided as a "Straight-Line"
increase of WAngle from zero (0 degrees) up to the input Startangle(3)
User-Fit: A third simulation "User Fit" can be selelected,
allowing the user to input a specific WAngle of attack for each velocity
in the performance range. This will be most accurate, but is for advanced
users. |
| Conditions |
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| Power Max |
(Hp) |
shaft horsepower
used as basis for all OPTIMIZATION analyses. (Note that shaft HP is
usually about 10% less than the maximum powerhead HP on an outboard).
Predictive performance solutions will be based on this HP rating, within
the specified solution tolerance (ACCURACY DEF). |
| Powereff'yfac |
(%) |
efficiency factor
in the transmittal of POWER from prop shaft into propulsive force. This
includes efficiency losses due to gear/transmissions as well as propeller
inefficiencies, and is usually between 0.5 --> 1.0. This value is used
in the calculation of ACCELERATION and estimated ELAPSED TIME to
accelerate between incremental velocities, and will not affect any other
performance results. |
| RPM Max |
(RPM) |
Maximum RPM
setting/allowable on engine (input directly or from MotorSelection Wizard
database). |
| Altitude |
(ft) |
altitude above sea
level, of expected performance conditions. |
| Water Type |
(Selection) |
expected water
conditions - sea water or fresh water. |
| Drive
Unit |
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| Drive Type |
(Selection) |
[HELP
TOOL] Select the type of lower unit (outdrive)
you are using, from a drop-down list of all manufacturers. All of
the dimensional detials (below) of the selected drive are automatically
input to the remaining fields, when you make your selection. You can
also select to input your own specific outdrive design dimensions. |
| Drive Number |
(Selection) |
The number of lower
unit drives (no. of engines). Select: One (default); Two or Three drive
units. |
| Skeg Width |
(In) |
average width of
motor lower unit/outdrive skeg (leading edge of skeg to back of skeg). |
| Skeg Length |
(In) |
length of motor
lower unit/outdrive skeg (top of skeg to bottom of skeg). |
| Skeg Thickness |
(In) |
thickness of motor
lower unit/outdrive skeg (thickness of the skeg plate). |
| Torpedo length |
(In) |
length of motor
lower unit/outdrive torpedo housing (leading edge of torpedo to aft edge
of torpedo, at prop shaft). |
| Torpedo diameter |
(In) |
diameter of motor
lower unit/outdrive torpedo housing (in section). |
| Gear Ratio |
(ratio) |
gear ratio of Lower
Unit/drive unit (input directly or from MotorSelection Wizard database). |
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4. Design
Detail Input [see Input Screen Sample]
| NAME |
UNITS |
DESCRIPTION |
| Spray
Rails |
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| Spray Height |
(In) |
Height of outer
sponson SPRAY RAILS, if they exist, measured from aftmost bottom of
sponson running surface. Usually are seen about 1/2 way between sponson
bottom and deck (sheer clamp). Outer spray rails can improve hydrodynamic
lift at lower CLW's (lower velocities) and reduce spray drag. |
| Spray Width |
(In) |
Width of outer
sponson SPRAY RAIL, if they exist. Usually about 2 inches wide on IOGP and
family (Mod-VP) type hulls - wider on Ocean racers. |
| Sprayfac |
(-) |
Factor of influence
of water spray on hydrodynamic lift and drag. Affected somewhat by
effectiveness of spray rails, chine steps, etc. |
| Include Inside Spray Rails |
(checkbox) |
check box to ALSO include Spray Rails inside sponsons. Outside (only) spray rails is default. |
| AeroFoil |
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| Aerofoil Type |
(Selection) |
Aerofoil design TYPE, or configuration. Can be selected from five (5) TYPE's: [performance data researched by AR®]
(1) Positive Camber - upper lift surface has a camber to positive (upward lift) side of aerofoil chord. This is the normal default tunnel boat aerofoil TYPE.
(2) Medium Camber - both upper and lower lift surfaces have camber to positive (lift) side of aerofoil chord. This can produce higher lift, but also more dynamic changes to aerofoil Centre of Pressure. This TYPE of aerofoil shape should be used with some caution, but can produce good results.
(3) High Camber - both upper and lower lift surfaces have camber to positive (lift) side of aerofoil chord. This can produce much higher lift, but also bigger dynamic changes to aerofoil Centre of Pressure. Also can generate significant interference with water surface and can cause EXTREME dynamic instability. This TYPE of aerofoil shape should be USED WITH CAUTION, but can produce excellent results when properly tuned-in.
(4) Zero Camber - upper lift surface has positive camber, lower lift surface has negative camber. When the amount of cambers are the same on both surfaces, aerofoil has what is called a zero camber. This generates less lift, but also less drag, and is somewhat more aerodynamically stable. It can create interference with water surface in some conditions.
(5) Low Camber - upper lift surface has positive camber, lower" lift surface has slightly negative camber. This Aerofoil TYPE is often seen in competitive designs, but is not particularly efficient. This TYPE generates less lift than TYPE's with more" positive camber, and not that much less drag. It is fairly aerodynamically stable, although can create interference with water surface in some conditions. |
| Angle Inc |
(Deg) |
Incremental angle
between running surface (sponson pads) and the wing chord. This is usually
the additional (if any) angle of attack of the wing chord compared to the
angle of the running surfaces (e.g. the angle of the wing chord if the
running surfaces were at an angle of zero). |
AngleInc
Calculator |
(Deg) |
[HELP
TOOL] You can use the AngleInc Calculator to automatically
determine the incremental angle of attack of your hull design. The
AngleInc is the difference in angle between the aerofoil chord and the
sponson bottoms (when sponsons are at zero angle). Input the height to
chord at the leading edge of the wing; and the height to chord at the
trailing edge of the wing; the Calculator will determine the incremental
angle. The calculated AngleInc will be automatically transferred to the
input field when you close the Calculator window |
| Cowling |
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| Cowltype |
(-) |
type of cowling
design, either:(1) OPEN faired front and rear cowlings, with exposed
driver cockpit. (2) CANOPY type with integral or closed, faired cockpit
enclosure, like with a safety cell. (3) NONE open cockpit with no
fairings. (4) Cuddy Cabin |
| Cowlheight rear |
(in) |
Height of REAR COWL
from the deck surface to the maximum point above the deck surface. |
| Cowlheight front |
(in) |
Height of FRONT COWL
from the deck surface to the maximum point above the deck surface. |
| Cowlwidth |
(in) |
Width of COWL or
fairing at the widest point. |
| Open Deck |
(ft) |
Length of open
(unobstructed) deck fore of the cockpit. |
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