On the Optimum Wageningen B-Series Propeller Problem with Cavitation-Limiting Restraint

1979 ◽  
Vol 23 (02) ◽  
pp. 108-114
Author(s):  
P. A. Markussen
Keyword(s):  
Iterative Procedure ◽  
Open Water ◽  
Area Ratio ◽  
Simultaneous Equations ◽  
Polynomial Coefficients ◽  
Propeller Design ◽  
Blade Area ◽  
Absorbed Power ◽  
Pitch Ratio ◽  
Thrust And Torque

For the most widely encountered preliminary propeller design problem, in which absorbed power and speed of revolutions are given and the speed of advance estimated, three simultaneous equations are derived from which, using the Wageningen B-Series polynomial coefficients for propeller thrust and torque coefficients with Reynolds number corrections, the optimum blade area ratio, pitch ratio, and advance coefficient can be solved mathematically by means of an iterative procedure on a digital computer. With these variables known, the propeller particulars, thrust and torque coefficients, optimum efficiency, and open-water and cavitation characteristics can easily be calculated.

scholarly journals OPTIMIZATION OF B-SERIES PROPELLER DESIGN AS KCR 60 PROPULSOR TO ACHIEVE OPTIMAL PERFORMANCE USING MATHEMATICAL MODEL

JOURNAL ASRO ◽  
2019 ◽  
Vol 10 (3) ◽  
pp. 83
Author(s):  
Akhmat Nuryadin ◽  
Abdul Rahman ◽  
Cahyanto Cahyanto
Keyword(s):  
Objective Function ◽  
Area Ratio ◽  
Diameter Ratio ◽  
Decision Variable ◽  
Propeller Design ◽  
A Value ◽  
Decision Variables ◽  
Blade Area ◽  
Calculation Results ◽  
Constraint Variable

The process of designing a propeller as a ship propulsor is an important step to produce a propeller that has the ability to achieve the desired target speed of the ship. Propeller optimization is an effort to produce a propeller design with optimal capabilities. This propeller design uses a B-series propeller where this propeller is commonly used as ship propulsor. Optimization steps to find the optimal propeller, namely: determining the objective function, determining the decision variable, and determining the constraint variable. The objective function of this optimization is to determine the Advanced-optimal (J-opt) coefficient value for the propeller. The J-opt coefficient must have a value greater than the J-Design coefficient (J-d) value and the smallest possible value (minimization function). For decision variables include picth diameter ratio (P / D) and Blade area ratio (Ae / Ao) and number of leaves (Z). While the constraint variables are: the pitch diameter ratio value of the B-series propeller (0.5≤P/D≤1.4), the blade area ratio B-series (0.3≤Ae/Ao≤1, 05) as well as the number of blade (2≤Z≤7). From the calculation results of the optimization of the B-series propeller design for the KCR 60, the optimum value is different for each blade. the propeller with the number of blade 2 (Z = 2) obtained the optimum propeller with the value of J-opt =0.77098733, Ae/Ao=0.3, P/D=1.13162337, KT = 0.165632781, 10KQ=0, 27546033 and efficiency=0.73198988. Popeller with number of blades 3 (Z=3) obtained optimum propeller with J-opt value=0.77755594, Ae/Ao=0.3, P/D=1.06370107, KT=0.168069763, 10KQ=0.28984068 and efficiency=0.70590799. Propeller with number of blades 4 (Z=4) obtained optimum propeller with J-opt value=0.78478688, Ae/Ao=0.45954773, P/D=1.03798312, Kt=0.172147709, 10Kq= 0.3091063 and efficiency=0.67797119. Propeller with blades number 5(Z=5) obtained optimum propeller with J-opt value=0.78575616, Ae/Ao=0.65607164, P/D=1.02716571, KT=0.174099168, 10KQ=0.31376705 and efficiency=0.67547177. Propeller with blades number 6 (z=6) obtained optimum propeller with J-opt value=0.78867357, Ae/Ao=0.71124343, P/D=1.0185055, KT=0.176525247, 10KQ=0.32215257 and efficiency =0.66705719. Propeller with number of blades 7 (Z=7) obtained optimum propeller with J-opt value=0.7949898, Ae/Ao=0.69772623, P/D=1.01780081, KT=0.181054792, KQ=0.34011349 , and efficiency =0.64804328.Keywords : KCR, Optimization,Wageningen B-series.

A New Usable Propeller Series

1989 ◽  
Vol 26 (03) ◽  
pp. 173-191
Author(s):  
Stephen B. Denny ◽  
Larry T. Puckette ◽  
E. Nadine Hubble ◽  
Susan K. Smith ◽  
Richard F. Najarian
Keyword(s):  
Open Water ◽  
Fine Tuning ◽  
Second Phase ◽  
High Speeds ◽  
Engineering Department ◽  
Commercial Market ◽  
Small Craft ◽  
Pitch Ratio ◽  
Propeller Performance ◽  
Thrust And Torque

The Combatant Craft Engineering Department began, in the early 1980's, to evaluate a systematic series of propellers representing those available in the commercial market. The primary goal of the program was to generate "open-water" equivalent thrust and torque data, from full-scale trials, to improve propeller selection techniques for small craft and small ships, particularly at high speeds. The first phase of the program investigated three-bladed propellers with systematic variations in pitch ratio as well as propeller blade "cupping." Cupping has been a long-practiced, but ill-defined, art for fine-tuning propeller performance. The second phase, in 1987, expanded the series to include four-bladed propellers. In addition, the propulsion system of the test craft has been changed to achieve higher speeds, and therefore lower cavitation numbers.

scholarly journals Neural network integration in the analysis, selection of wageningen’s b-series ship propeller

2021 ◽  
Vol 3 (SI2) ◽  
pp. SI1-SI12
Author(s):  
Hiển Lê Tất ◽  
Nguyễn Duy Anh ◽  
Hải Trần ◽  
Chí Vương Nguyễn ◽  
Phúc Hà Vĩnh Phạm
Keyword(s):  
Neural Network ◽  
Area Ratio ◽  
Propeller Design ◽  
Network Algorithm ◽  
The Neural Network ◽  
Blade Area ◽  
Neural Network Algorithm ◽  
Design Speed ◽  
Main Engine ◽  
Selection Of

In the preliminary stage, ship design analyzes and evaluates the close correlation and interaction fit between the hull, main engine, and propulsion. Therefore, the process of calculation and selection of the appropriate propulsion device plays the role of ensuring the necessary propulsion to achieve the design speed according to the mission and ensuring the appropriate torque of the main engine to achieve optimal performance. According to the traditional approach, the propeller design method is based on series B - Wageningen's experimental graph to determine the suitable diameter and geometric parameters. This paper presents the method of integrating the neural network algorithm in the preliminary design stage to support selecting the appropriate blade area ratio from input parameters, including the ship length, displacement, design speed, and the number of propeller blades. The neural network principle is to synthesize the reference result from the propeller database's individuals to give the appropriate blade area ratio with the closest probability in the database, taking into account cavitation. In this study, the B-Wagenningen series propeller design database is verified and applied well in practice. On that basis, the propeller geometry parameters are proposed from the neural network algorithm, and the thrust and torque coefficients are calculated and verified based on computational analysis from commercial software.

scholarly journals Obtaining mathematical functions of the propeller thrust and torque coefficients fluctuations at non-uniform wake flow including geometry effects

2018 ◽  
Vol 19 (2) ◽  
pp. 205 ◽  
Author(s):  
Kumars Mahmoodi ◽  
Hassan Ghassemi ◽  
Hashem Nowruzi
Keyword(s):  
Fourier Coefficients ◽  
Uniform Flow ◽  
Area Ratio ◽  
Wake Flow ◽  
Mathematical Methods ◽  
Mathematical Functions ◽  
Pitch Ratio ◽  
Geometry Effects ◽  
Thrust And Torque ◽  
Propeller Thrust

The main purpose of this paper is to obtain mathematical functions of the propeller thrust and torque coefficients fluctuations at non-uniform flow. Two types of inflow wakes from Seiun-Maru ship and INSEAN 7000 DWT Tanker are investigated for the B-series propeller. The computed results include the thrust and torque coefficients fluctuations and their mathematical functions under the influence of two different wakes for one blade and all blades of the studied propellers. To this accomplishment, variation of thrusts and torques coefficients under different pitch ratio, expanded area ratio and number of blades are investigated using classical mathematical methods in one cycle and the Fourier coefficients with ten terms are presented for each case. The results of thrust and torque coefficients at different propeller geometries are presented and discussed.

scholarly journals INVESTIGASI ALIRAN PADA THRUSTER ROV (REMOTELY OPERATED VEHICLE) MENGGUNAKAN METODE CFD

2021 ◽  
Vol 5 (2) ◽  
pp. 371
Author(s):  
Kevin Raynaldo ◽  
Steven Darmawan ◽  
Agus Halim
Keyword(s):  
Unstructured Mesh ◽  
Open Water ◽  
Area Ratio ◽  
Diameter Ratio ◽  
Underwater Robot ◽  
Remotely Operated Vehicle ◽  
Water Characteristics ◽  
Computational Mesh ◽  
Ansys Cfx ◽  
Blade Area

Remotely Operated Vehicle (ROV) is an underwater robot that designed by UNTAR Robotics Team and has been competed in Singapore Robotics Games (SRG) 2020. Evaluation that conducted from the competition is the need of optimization in thrust and maneuverability so it can move more flexible and stable. Based on the problem, investigation of thruster’s configuration by adding kort nozzle to existing propeller is implemented to increase thrust and performance. Consideration in using open water characteristics for analysis is elaborated in this investigation. The existing propeller has 3-blade with 35 mm diameter; 1,4 pitch diameter ratio; and 0,511 expanded blade area ratio which is used as thruster of ROV 2020. It utilizes CFD approach in ANSYS CFX 2020 R1 software with moving reference frame (MRF) method. Meanwhile, general mesh or unstructured mesh arrangements is used as computational mesh with 165.201 nodes. The MRF implements frozen rotor concept as frame change/mixing to observe fluid flow. The CFD with shear stress transport (SST) k-omega model is conducted. The simulation is done at 300 rpm and J = 0,473 for ROV’s operating condition. The result shows that thruster equipped by kort nozzle is able to increase the thrust for 2,253% and reduce the propeller required torque for 6,633%. Furthermore, the configuration can also reduce wake phenomenon as result of rotating propeller which represents better maneuver chance. Keywords: ROV, kort nozzle, open water characteristics, CFD, performanceAbstrakRemotely Operated Vehicle (ROV) merupakan sebuah underwater robot yang didesain oleh Tim Robotik UNTAR dan telah berkompetisi dalam Singapore Robotics Games (SRG) 2020. Evaluasi yang dilakukan terhadap hasil kompetisi tersebut adalah terdapat kebutuhan untuk melakukan optimasi dalam thrust dan kemampuan bermanuver sehingga ROV dapat bergerak lebih fleksibel dan stabil. Berdasarkan permasalahan tersebut, investigasi pada konfigurasi thruster dengan penambahan kort nozzle terhadap existing propeller diimplementasikan untuk meningkatkan thrust dan unjuk kerja. Pertimbangan dalam penggunaan open water characteristics sebagai dasar analisis diuraikan dalam investigasi ini. Existing propeller memiliki 3 buah blade dengan diameter 35 mm; pitch diameter ratio sebesar 1,4; dan expanded blade area ratio sebesar 0,511 yang mana digunakan sebagai thruster ROV 2020. Investigasi tersebut menggunakan pendekatan CFD dalam software ANSYS CFX 2020 R1 dengan metode moving reference frame (MRF). Sementara itu, computational mesh menggunakan jenis general mesh atau unstructured mesh arrangements dengan total 165.201 nodes. MRF mengimplementasikan konsep frozen rotor sebagai frame change/mixing untuk mengamati aliran fluida. CFD dilakukan dengan menggunakan model shear stress transport (SST) k-omega. Simulasi tersebut dilakukan pada 300 rpm dan J = 0,473 sebagai operating condition ROV. Hasil simulasi menunjukkan bahwa thruster yang dilengkapi kort nozzle mampu meningkatkan thrust sebesar 2,253% dan mengurangi torsi yang dibutuhkan propeller sebesar 6,633%. Lebih lanjut, konfigurasi ini juga dapat mengurangi fenomena wake sebagai akibat dari putaran propeller yang mana merepresentasikan peluang manuver yang lebih baik.

Optimization of RANS Solver Simulation Setup for Propeller Open Water Performance Prediction

2015 ◽  
Author(s):  
Mohammed Islam ◽  
Fatima Jahra ◽  
Michael Doucet
Keyword(s):  
Domain Size ◽  
Open Water ◽  
Fractional Factorial ◽  
Navier Stokes ◽  
Calm Water ◽  
Simulation Results ◽  
Open Water Performance ◽  
Thrust And Torque ◽  
Simulation Time ◽  
Fixed Pitch

Mesh and domain optimization strategies for a RANS solver to accurately estimate the open water propulsive characteristics of fixed pitch propellers are proposed based on examining the effect of different mesh and computation domain parameters. The optimized mesh and domain size parameters were selected using Design of Experiments (DoE) methods enabling simulations to be carried out in a limited memory environment, and in a timely manner; without compromising the accuracy of results. A Reynolds-Averaged Navier Stokes solver is used to predict the propulsive performance of a fixed pitch propeller. The predicted thrust and torque for the propeller were compared to the corresponding measurements. A total of six meshing parameters were selected that could affect the computational results of propeller open water performance. A two-level fractional factorial design was used to screen out parameters that do not significantly contribute to explaining the dependent parameters: namely simulation time, propeller thrust and propeller torque. A total of 32 simulations were carried out only to find out that the selected six meshing parameters were significant in defining the response parameters. Optimum values of each of the input parameters were obtained for the DOE technique and additional simulations were run with those parameters. The simulation results were validated using open water experimental results of the same propeller. It was found that with the optimized meshing arrangement, the propeller opens simulation time was reduced by at least a factor of 6 as compared to the generally popular meshing arrangement. Also, the accuracy of propulsive characteristics was improved by up to 50% as compared to published simulation results. The methodologies presented in this paper can be similarly applied to other simulations such as calm water ship resistance, ship propulsion to systematically derive the optimized meshing arrangement for simulations with minimal simulation time and maximum accuracy. This investigation was carried out using STAR-CCM+, a commercial CFD package; however the findings can be applied to any RANS solver.

Experimental Performance of a Trochoidal Propeller with High-Aspect-Ratio Blades

1989 ◽  
Vol 26 (03) ◽  
pp. 192-201 ◽  
Author(s):  
Neil Bose ◽  
Peter S. K. Lai
Keyword(s):  
Aspect Ratio ◽  
High Efficiency ◽  
Open Water ◽  
Finite Amplitude ◽  
Dynamic Stall ◽  
Frictional Drag ◽  
Overall Performance ◽  
Small Ship ◽  
Propeller Performance ◽  
Thrust And Torque

Open-water experiments were done on a model of a cycloidal-type propeller with a trochoidal blade motion. This propeller had three blades with an aspect ratio of 10. These experiments included the measurement of thrust and torque of the propeller over a range of advance ratios. Tests were done for forward and reverse operation, and at zero speed (the bollard pull condition). Results from these tests are presented and compared with: a multiple stream-tube theoretical prediction of the performance of the propeller; and a prediction of the performance of a single blade of the propeller, oscillating in heave and pitch, using unsteady small-amplitude hydrofoil theory with corrections for finite amplitude motion, finite span, and frictional drag. At present, neither of these theories gives a completely accurate prediction of propeller performance over the whole range of advance ratios, but a combination of these approaches, with an allowance for dynamic stall of the blades, should lead to a reliable simple theory for overall performance prediction. Application of a propeller of this type to a small ship is discussed. The aim of the design is to produce a lightly loaded propeller with a high efficiency of propulsion.

Propellers in Nozzles

1957 ◽  
Vol 1 (03) ◽  
pp. 13-46
Author(s):  
J. D. van Manen
Keyword(s):  
Area Ratio ◽  
Diameter Ratio ◽  
Nozzle Design ◽  
Nozzle Wall ◽  
Vortex System ◽  
Optimum Diameter ◽  
Blade Area ◽  
Blade Tip

The paper deals with the vortex system of the "screw + nozzle" propeller. The results obtained from systematic experiments with propellers in nozzles in which the length-diameter ratio of the nozzle, the number of blades, and the blade-area ratio of the propeller have been varied are discussed. In addition the results of experiments carried out for determining the optimum diameter of the nozzle system behind the ship are described. Explanatory comments on nozzle design are given, including diagrams for determining the radial inequality of the axial velocities in the nozzle and for making computations with regard to cavitation and strength. The influence of the clearance between blade tip and nozzle wall is discussed.

Numerical investigation of the rake angle effect on the hydrodynamic performance of propeller in a uniform and nonuniform flow

2019 ◽  
Vol 233 (18) ◽  
pp. 6326-6338
Author(s):  
Hasan Sajedi ◽  
Miralam Mahdi
Keyword(s):  
Open Water ◽  
Rake Angle ◽  
Uniform Flow ◽  
Wake Flow ◽  
Hydrodynamic Performance ◽  
Experimental Result ◽  
Nonuniform Flow ◽  
Solution Scheme ◽  
Propeller Performance ◽  
Thrust And Torque

Marine propeller always operates in the wake of a vehicle (ship, torpedo, submarine) but (due to the high computational cost of simulating vehicle and propeller simultaneously) to investigate the propeller geometric parameters, simulations are usually performed in open-water conditions. In this article, using the computational fluid dynamics method with the control volume approach, the effect of the rake angle on the propeller performance and formation of cavitation in the uniform flow (open water) and the nonuniform flow (wake flow) was investigated. In the nonuniform condition, the array of plates was used to simulate wake at upstream propeller. For uniform flow, steady solution scheme was adopted and for nonuniform flow unsteady solution scheme was adopted, and a moving mesh zone was generated around the propeller. To simulate cavitation a multiphase mixture flow, the Reynolds-averaged Navier–Stokes method was used and modeled by Schnerr Sauer's cavitation model. First, the E779a propeller model for numerical validation in the uniform flow and nonuniform flow was investigated. Numerical results were compared with the experimental result, and there was a good agreement between volume of the cavity, thrust, and torque coefficients. To study the effect of rake angle on the performance of B-series propellers, four models with different rake angles were modeled, and simulation was investigated behind the wake. The results of thrust, torque coefficients, and cavitation volume according to the flow parameters and cavitation number were presented as graphs. The results reveals that in the uniform flow, the rake angle has no significant effect on the propeller performance, but behind the wake flow, increase of rake causes to reduce the force applied to the propeller blades, cavitation volume, and pressure fluctuations on the propeller.

Ice Resistance Performance Analysis of Double Acting Tanker in Astern Condition

2014 ◽  
Vol 69 (7) ◽  
Author(s):  
Efi Afrizal ◽  
Jaswar Koto
Keyword(s):  
Performance Analysis ◽  
Open Water ◽  
Hull Form ◽  
Propeller Design ◽  
Objective Parameter ◽  
Form Design ◽  
Hull Form Design ◽  
Design Analyses ◽  
Resistance Performance ◽  
Ice Resistance

An optimum procedure of hull form design for ice ship going “Double Acting Tanker” is introduced. The procedure orderly consist of hull form design, analyses of performance of a ship in open water and ice condition, maneuverability performance, ice loading effect on propeller and torsional shaft, and economical and environmental societies. In the present study, only two topics are mainly discussed, which are hull form design and then continued with performance analysis in ice condition and open water. For the hull form design the objective parameter are considered as follows; stem and the stern angles, upper and lower fore bulbous angles, entrance angles, and spreading angles. All those angles are investigated for both full loaded and ballast condition in ahead and astern. Special concern is needed for stern part due to existing propeller effect on ice breaking performance. The hull form is firstly investigated without installation of propeller to avoid the effect of pressure from propeller and then continued by installation of propeller to find the optimum propeller design and propeller immersion. Research in ice condition is compromised with open water. The optimum hull form, propeller design and propeller immersion is when the hull form gives better performance for both open water and ice condition. The selected hull form then is compared with existing DAT tanker “Tempera”.

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