Presentation on theme: "6.6 Interaction between a hull & a propeller"— Presentation transcript:
16.6 Interaction between a hull & a propeller So far in the study of the resistance of a ship & its propeller thetwo have been considered separately. However, in reality thepropeller has to work behind the ship & in consequence one has aninteraction upon the other. How does the hull affects the waterin which the propeller is working? (later we will also study theeffects of a propeller on the hull)A ship affects the water near its stern in 3 aspects:pressure increase at the stern;2) boundary layer (a propeller is in the boundary layer or way of the ship);3) Water particle velocity induced by ship generated waves.
2Wake fraction: water particle velocity near the propeller is not the same as the ship velocity.
3wT & wF, (wake factors) are determined by the measurements made in a model test (near a hull’s stern) or in a real ship test.Nominal wake: wake measured near the stern of a hull in the absence of the propeller (using pilot tubes).Effective wake: wake measured in the presence of propeller.The measurements show that a propeller at a rotating speed n behind a hull advancing at velocity, Vs, delivers thrust T. By comparing it to the results of the same propeller in the open-water tests, we will find that at the same revolutions n, the propeller will develop the thrust T but at a different speed (usually lower), known as effective speed of advance, VA. The difference between Vs & VA is considered as the effective wake.Relation between nominal wake & effective wake.Since propellers induce an inflow velocity which reduces the positive wake to some extent, the effective wake factor usually is 0.03~0.04 lower than the corresponding nominal wake.
4Wake factor of a single screw ship Averaged Wake Fraction
6Relative Rotation Efficiency The efficiency of a propeller in open water is called open-waterefficiency,where VA is the advance speed, T the thrust, n the rotation speed(# of rotations per unit time), & Q0 is the torque measured in theopen water test when the propeller is delivering thrust T at therotation speed n.In the case the same propeller behind a hull, at the same advancespeed it delivers the same thrust T at the same revolution n butneeds torque Q. In general, Q is difference from Q0. Then, theefficiency of the propeller behind the hull,
7The ratio of behind-hull efficiency to open-water efficiency is called the relative rotative efficiency.The difference between Q0 and Q is due towake is not uniform over the disc area while in open water, the advance speed is uniform.model and prototype propellers have different turbulent flow. (Remember then Reynolds number are not the same)1.0~1.1 for single-screw ship0.95~1.0 for twin-screw ship
8The influence of the propeller on the hull Thrust-deduction factor (fraction)When a hull is towed, there is an area of high pressure over thestern, which has a resultant forward component to reduce the totalresistance. With a self-propelled hull (in the presence of thepropeller), the pressure at the stern is decreased due to thepropeller action. Therefore, there is a resistance augment due tothe presence of the propeller. If T is the trust of the propeller & RTis the towing resistance of a hull at a given speed Vs , then in orderthat the propeller propel the hull at this speed, T must be greaterthan RT because of the resistant augment. The normalizeddifference between T and RT, is called the thrust-deductionFraction, and denoted by t.
10Hull EfficiencyHull Efficiency is defined as the ratio of the effective power for a hull with appendages to the thrust power developed by propellers.
11Propulsive Efficiency “Quasi-propulsion” coefficient is defined as the ratio of the effective horsepower to the delivery horsepower.
12The division of the quasi-propulsive coefficient into three parts is helpful in 1) understanding the propulsive problem & 2) in making estimates of propulsive efficiency for design purposes.
136.7 CavitationA typical pressure distribution in a blade element is shown below,Pressure (+)Suction (-)BackVRfaceAs the pressure on the back of a propeller falls lower and lower with the increase in a propeller’s n, the absolute pressure at the back of the propeller will eventually become low enough for the water to vaporize and local cavities form. This phenomenon is known as cavitation. ( , vapor pressure of water)
14Cavitation on a propeller will lower the thrust of the propeller, & thus decrease its efficiency,cause vibration of hull & the propeller and generate uncomfortable noise, &cause erosion of the propeller blade.Criteria for prevention of cavitationMean thrust loading coefficient
15Cavitation numberThe cavitation is most likely to occur at the tips of blades where the relative velocity is the largest and the hydro-static pressure is the lowest when blades rotate to the highest position. It can also occur near the roots where blades join the boss of a propeller because the attack angle is the largest.
176.8 Propeller Design Methods of Propeller Design Design based upon charts (diagrams). These charts are obtained form the results of open-water test on a series of model propellers. (also upon software, such as NavCad).b. Design using circulation theory and CFD (not studied here).Methodical SeriesA model propeller series is a set of propellers in which the principalcharacteristics such as pitch ratio etc are changed in a systematicmanner. There are many series tested, and their results aresummarized and presented in the form of charts which can be usedin design. The most extensive model propeller series is NetherlandShip Model Basin (NSMB) at Wageningen. This series test was runfrom 1937 to 1964.
18NSMB Series includeSeries A: narrow blade tips, airfoil sections, high efficiency only for light loaded propellers (not widely used)Series B: wider tips, airfoil section from blade root to 0.7 radius, and circular back from 0.8 radius to tip.Scope of series B is shown
19Given below is the dimensions (outline, thickness) of B.4 blade
22The B series results are presented in the form of charts of diagrams, known as diagram . At upper right corner, the diagram gives 4.40 B. (indicating B type, 4 blades & AE /A0 = 0.40, t0/D = (blade-thickness fraction), d/D = (diameter ratio of the boss to the propeller), & the Pitch, P.At low left corner, it gives the definitions of
23diagramHorizontal coordinate:Vertical coordinate: ratio of the pitch to diameter P/DTwo sets of curves , and one optimal ( ) line
24Propeller Design Based on Charts -The information required for making a propeller design fromcharts are:Principal dimensions, & main coefficients of a ship used to estimate wake, thrust factors, & relative rotative efficiency.Speed of a shipEHP (from model tests or estimated from other available data)engine power (SHP) & rpm.restrictions on the maximum diameter of propeller.
27Example a, Using the B4.40 chart to design a propeller suitable for ExamplesExample a, Using the B4.40 chart to design a propeller suitable forthe following conditions. Also determine SHP. (knowing EHP, Vs todetermine , P, D)Vs = 16 knots Taylor wake factor w =EHP = 5000 Hp thrust deduction t = 0.186Allowance for appendage 6% Shaft loss = 3%Allowance for weather 15% reduction in δ = 7%n = 120 r/min relative rotative effi.
29Example b. Give D (due to the restriction of draft) & using B.4.40 chart to find the optimum n, P/D, andA cargo ShipL = 86 m Vs = 9 knotsB = 13 m EHP = 515 hpT = 5.66 m w = 0.184= 4500 m3 t = 0.125= = 0.97D = 4m = ft χ = (load factor or allowance)