Resistance Propulsion

Resistance & Propulsion (1)
R&P(1)
Rod Sampson - School of Marine Science and Technology - 28th January 2008
Course Summary
Course Aims
To provide an understanding of technical factors which
contribute to ship powering
Assessment
Coursework
Resistance 10% + Propulsion 10%
Examination
Semester 1 (2hr) + Semester 2 (2hr)
each valued at 40% of the total mark
The experimental, theoretical and empirical
techniques used for power estimation
The basic design of a propeller and it's performance
characteristics
Knowledge Outcomes
Knowledge Outcomes
Estimate ship resistance and perform basic propeller
design using theoretical, experimental and empirical
techniques
Estimate the overall power requirement in the
preliminary design stage including prime mover
(engine) selection
Perform basic powering performance analysis
including full scale trials.
Knowledge Outcomes
Estimate ship resistance and perform basic propeller
design using theoretical, experimental and empirical
techniques
Estimate the overall power requirement in the
preliminary design stage including prime mover
(engine) selection
Perform basic powering performance analysis
including full scale trials.
Rod Sampson - School of Marine Science and Technology - 15th April 2008
Marine propulsor introduction
Model scale / full scale verication
Power prediction
Basic propeller design
Marine propulsor types and screw propeller (and overview)
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Propulsive Efciency and Propulsion factors

P
e
= RxV
Resistance (R) Forward Speed (V)
Brake Power (P
B
)
Delivered Power (P
D
) Thrust Power (P
T
)
Thrust
!
!
!
"
#
"
$

!
!
!
"
#
"
$

!
!
!
"
#
"
!
!
!
!
"
#
"
$
!
!
!
!
"
!
#
$%&'

Delivered Power
(P
D open
)
Thrust Power
(P
T
)
!
!
!
"
#
$%&'
"
#
Open Water
Condition
(uniform flow)
BEHIND CONDITION
OPEN WATER CONDITION
!
!
!
"
#
"
!
Propulsive Efficiency (QPC)
!
!
!
"
#
"
$
Hull Efficiency
!
!
!
"
#
"
$
Behind-Hull Efficiency
!
!
!
"
#
$%&'
"
#
Relative Rotative Efficiency
!
!
!
!
"
!
#
$%&'
Propeller Efficiency
!
!
!
"
#
"
$

Shaft Efficiency
Axial momentum theory
i
=
1
1 +a
i
=
2
(1 +C
T
)
1
2
Large disc area for a propeller is in general more efcient
as S increases CT goes down and efciency goes up
For slower speed the axial inow factor reduces, the
propeller efciency will increase
Syllabus
Screw propeller
Colonel Stevens (1804)
Colonel John Stevens built and experimented with
screw propellers
Propeller design recognisable today
Performed trials with a 25 Length by 5 Beam vessel
Achieved speed of 4 miles an hour
Francis Petit Smith (1836)
Screw-Smith Credited with the rst practical
application of a propeller
Manufactured a wooden full turn Archimedes screw
Trials conducted on 10 Ton 6HP vessel in the
Thames
Vessel suffered favourable propeller damage
A single turn screw was tted
Vessel achieved seven miles an hour in open sea
J. Ericsson (1836)
Contemporary of Smith
Designed a complex Contra-rotating design
Built the Francis B Ogden which achieved 10 mph
Admiralty shunned the design fearing aft propulsion
would be un-steerable
Syllabus
Geometry and other definitions
Helical line
V
2rn
S
Pn
Blade section geometry
pitch angle
face pitch line
hub
tip
hub
tip
Pm
Pr Pr
Pr
Pr
P
m
=
(P
r
r)
r
Mean Face Pitch (MFP)
Propeller Outlines
1. Projected outline
2. Developed outline
3. Expanded outline
1 & 2 represent chord lengths laid out as round arcs, 3 gives
chord lengths laid off along a straight line
30
o
from TDC
where cavitation occurs
propeller disc
pressure impulses
Wake Shadow
slow ow area
s
Skew angle
Skew angle extent
projected outline
blade reference line
Skew
skew - the shift between the blade reference line and the directrix
s
Types of Skew
Biased skew Balanced skew
High skew propeller tries to reduce hull pressures
Structural problems
Balanced skew introduced as a compromise
s
> 25
o
Lloyds requires F.E. analysis
r
centreline
Leaned directrix
rake angle
propeller plane
Propeller Rake
Rr rake
Blade sections - Round back
Round back, segmental type
circular arc
C
C/2
t
max
Good cavitation characteristics
Poor L/D (1880s+)
Blade sections - Aerofoil sections
t
max
C
1/3 C
LE
TE
Good L/D characteristics
Poor cavitation characteristics

Developed in the 1930s with the advent of
aerodynamic theory and wind tunnels
Blade sections - Modern sections
t
max
LE
TE
C
t
max
Syllabus
Model propeller tests (an overview)
Model propeller tests - overview
Advanced analytical procedures give a cost effective

and reliable result
However it is prudent once the nal design is achieved

to support the design with physical model tests
Analytical procedures typically use potential ow

assumptions
Model tests will highlight any non-linear ow effects

0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
KT Pod 10KQ Pod Eta0 Pod
Advance coefcient
Model propeller tests - open water
Syllabus
Basic propeller design
Some important non-dimensional parameters
n
=
P
o
p
v
1
2
(nD)
2
v
=
P
o
p
v
1
2
U
2
Free stream
cavitation number
rotational
cavitation number
Syllabus
Syllabus
Propeller design and analysis (an overview)
Model test considerations
V
m
V
s
=
1
30
1. Corresponding Speed
2. Rate of rotation
3. Wave pattern
4. Depth of submergence
Model test considerations
K
T ship
= K
T model
K
Q ship
= K
Q model
D
m
D
s
Differences exist in scaling a vessel for a model test
similarity law
Propeller Reynolds Number [Re]
0.7R
V
R
(
a
t
0
.
7
R
)
V
2n 0.7R
R
n
=
C
0.7
V
R(0.7)
Propeller Froude Number [Fn]
Fn =
V
gD
Fn =
V
2
gD
The ship and model should run at corresponding speeds
This is satised with the Froude Number
or
where D is the propeller diameter
Propeller Froude Number [Fn]
Application of the Froude number
Open water ~ similarity can be ignored (+depth)
Self propulsion test ~ similarity must be enforced
Cavitation tests ~ similarity can be ignored (no F.S.)
J =
V
nD
Advance coefcient [ J ]
The advance coefcient is dened as
No compromise is possible with the advance coefcient,
however its application is exible
Advance coefcient [ J ]
In open water and cavitation tests Velocity & rpm
can be freely chosen as high as possible
Hence sufciently high Reynolds number and
reduced risk of scale effects
=
P
V
2
P = P
A
+P
H
P
V
Cavitation number ( )
The most basic form of the cavitation number is
given as:
As cannot be scaled in conventional towing
tanks the cavitation number cannot be satised
P
A
This violation of can only be corrected when
atmospheric pressure can be scaled requiring
specialist facilities
In self propulsion tests cavitation does not

sufciently develop to cause the thrust to
decay; it is generally disregarded
=
P
V
2
n
=
P
o
p
v
1
2
(nD)
2
v
=
P
o
p
v
1
2
U
2
Free stream
cavitation number
Rotational
cavitation number
The most basic form of the cavitation number is
given as:
Propeller Reynolds Number [Rn]
This coefcient affects the frictional drag of the
propeller which is a small part of the total blade
force, it may be signicant in resistance or self
propulsion tests
Reynolds number is the ratio of the viscous and
inertia forces and is restricted as atmospheric
pressure is, to scale effects in model tests
Open water model tests
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.1 0.2 0.3 0.4 0.5 0.6 0.65 0.7 0.8
KT Pod 10KQ Pod Eta0 Pod
KT propeller 10KQ Propeller Eta0 propeller
Advance coefcient
Syllabus
Undisturbed ow
Rod Sampson - School of Marine Science and Technology - 21st February 2008
Open water test - concept
boss cap
D
ow
not less than 1.5D
towing carriage Velocity
Lenticular shaped propeller boat mounted on the towing carriage
Boat advances through undisturbed ow
Velocity and shaft rpm are varied

drive motor dynamometer
PROFILE
PLAN
not less than 1.5D
measurements taken over a series of runs
Thrust & Torque are taken at varying J (n usually kept constant)
Velocity varied from zero speed ( J = 0) to higher values within

the limitation of the system ( J = 1.0)
note:
J = 1.0 is not an upper limit
Tests are performed usually until KT tends to zero
Standard series Propeller model test
Vary P/D
Vary Z
Vary BAR
Parent model P/D
BAR
Z
3,4,5,6 blades = 4 models
0.4 - 2.0 by 0.2 = 9 models
0.4 - 1.5 by 0.15 = 6 models
216 members
Standard series Propeller model test
P/D = 0.4 P/D = 0.8 P/D = 1.0 P/D = 0.6
Line of maximum efciency
K
T

P
/
D

=

1
.0
1
0

K
Q

P
/
D

=

1
.0
0
1
0
K
Q
P
/D
=
0
.4
K
T
P
/D
=
0
.4
Plot 10KQ and J for varying D on the diagram
Intersect with line of maximum efciency ( )
0
Propeller Design Diagrams
Typical diagram
B
P

Basic Design - BP delta diagrams
0(max)
Line of max.
efciency
B
P
Design
P
D
B
P
Standard series model propeller tests
Syllabus
Propeller-hull interaction phenomenon
Syllabus
Propeller hull interaction
Propeller operating behind a hull will have different
characteristics than the same design operating in
open water, due in theory to:
1. Wake gain
2. Thrust deduction
3. Relative rotative efciency
Text
Wake denition and wake fraction
Rod Sampson - School of Marine Science and Technology - 6th March 2008
Pitot Wake
Propeller plane
Pitot comb
Rake can rotate
360 Degrees
Pitot Tube
Stagnation Pressure
Static Pressure
v =
2 (p
stagnation
p
static
)
2 hole tube - axial

5 hole tube - axial, vertical
& horizontal
Wake gain
Mean ow velocity at
the propeller plane
Ship speed
Thrust deduction
V
s
V
s
Thrust force > Towing force
>
(same diameter)
P
D behind
P
D open
Relative rotative efciency
Propeller hull interaction
P
E
= RV
Towed resistance (R)
P
T
P
D
o
=
P
T
P
D
D
=
P
E
P
D
D
=
o

D
>
o
No interaction Generally
Interaction reects on the propulsive efciency
Wake Gain - Velocity distribution
FP AP
Pressure distribution Velocity distribution
Wake Gain - Velocity distribution
Hull
Boundary layer
Viscous wake
Potential wake
Velocity
Wake Gain - Wave making component
Waves generated by the ship have orbital motion
Wave crests have forward motion
Wave troughs have aft motion

Wake in the propeller plane with the action of
the propeller is known as the:
EFFECTIVE WAKE
This is difcult to measure!
Thrust Deduction
Propeller accelerates ow in front and behind of it
resulting in:
Increased rate of shear in boundary layer
( + Frictional resistance)
Reduced pressure over the rear of the hull
(+ Pressure resistance)
The propeller therefore ALTERS the resistance of the hull
by an amount proportional to the thrust.
The thrust (T) must therefore EXCEED the towed
resistance of the hull (R)
Thrust Deduction
Thrust deduction can be estimated using semi-empirical
formulae.
It is common to measure it in model scale using stock
propellers (appropriate diameter and loading at the
design speed).
thrust deduction is a function of streamlining, propeller
clearances and fullness
Relative Rotative Efciency
Efciency of a propeller behind a hull is not the
same as a propeller working in open water
Turbulence in the ow is low in open water, in the behind
condition the ow is turbulent and unsteady
In addition the ow at each radii is different to the open
water case
Powering and performance prediction
Syllabus
(Coursework)
Self propulsion tests
Syllabus
Self propulsion test
S
h
i
p

s
e
l
f

p
r
o
p
u
l
s
i
o
n

p
o
i
n
t

Ship service
self propulsion point
S
h
i
p

s
e
l
f

p
r
o
p
u
l
s
i
o
n

p
o
i
n
t

(
T
r
i
a
l
)

S
h
i
p

s
e
l
f

p
r
o
p
u
l
s
i
o
n

p
o
i
n
t

(
S
t
a
n
d
a
r
d

X
=
0
)

K
T
P
K
QP
C
TR
1.2 (1 +x)
F
C
s
C
m
C
TR
C
s
C
m
(1 +x)
F
C
s
C
m
J
P
0
+
-
Then at ship trial self propulsion point we read off:
J
p
K
Qp
K
Tp
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.1 0.2 0.3 0.4 0.5 0.6 0.65 0.7 0.8
KT 10 KQ Eta_0
Advance coefcient
oq
K
Q p
K
T oq K
T p
J
o q
w
q
=
J
p
Joq
J
p
t =
K
tp
K
R
K
tp
hq
=
1 t
1 w
q
Torque identity analysis
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.1 0.2 0.3 0.4 0.5 0.6 0.65 0.7 0.8
KT 10 KQ Eta_0
Advance coefcient
oq
K
Q p
K
T oq K
T p
J
o q
Torque identity analysis
Rq
=
K
tp
K
Toq
oq
=
J
oq
2

K
toq
K
qp
Cavitation and Cavitation tunnel test demonstrations
Syllabus
Cavitation
High velocity ow gives low pressure areas
Liquid changes phase to vapour due to low pressure

Two types of vapurisation exist:
Hot boiling (kettles)
Cold boiling (propeller cavitation)
Cavitation
Solid
phase
Liquid phase
Vapour phase
P
r
e
s
s
u
r
e
Temperature
Cavitation
Process is dependent upon water quality
Dissolved air is pulled from the water as
pressure is reduced
Small micro-bubbles also start inception
Cavitation can therefore be a vapour and/or
gas mix
Erosion - NOT corrosion
Vortex cavitation
Vortex cavitation occurs at
the tip and hub, with
relatively few exceptions
They are generated from
the core of these
vortices when the
pressure is very low
Vortex cavitation
Vortex is rope like with
strands corresponding to
the number of blades
Core vortex cavitation
can attack rudders
Propeller boss cap ns are
commonly used to alleviate
the problem
Sheet cavitation
Strong adverse pressure
gradient results in sheet
cavitation (ow separation)
Location proportional to
angle of attack
Sheet cavitation is
generally harmless and
leaves the blade usually
form TV cavitation
Bubble cavitation
Primarily affected by pressure
distribution causing high suction
pressure mid chord
Camber line and sectional
thickness play an important
part
Typical on thick low angle of
attack sections (e.g. root of
CPP)
Occurs in non-separated ows
Root cavitation
Typically a wedge shaped
bubble group
Related to the horse shoe
vortex developed around
the root
Often related to inclined
shaft and wake shadow
effects
Speed trials
Syllabus
Rod Sampson - School of Marine Science and Technology - 22nd April 2008
Requirements - Ship
Clean hull form, perhaps dry docked
Clean propeller
Requirements - Propeller
Requirements - Weather
Good weather conditions, still air and calm weather
Requirements - A mile route
Measured mile with measurement pylons
Measurement of the mile
West East
Towers with lights
1 Nautical Mile
Measured mile
Tidal Current
Adds to ship speed Reduces ship speed
0.20
0.25
0.30
0.35
0.40
0.45
0.50
0.1 0.2 0.3 0.4 0.5 0.6 0.65 0.7 0.8
K
Q p
Measured during
trials
Read-off
equivalent props
Joq
Measured during
trials
Jp (from trials)
J
p
=
V
A
ND
V
A
= V
s
(1 w)
Wake Analysis
If we measure Ps (~Pd) using a Torque meter during
trials and shaft rpm (N) for each mean Vs then:
Q =
P
D
2(
N
60
)
K
Q
=
Q
n
2
D
5
w
q
=
J
p
J
oq
J
p
Wake fraction based on torque identity
Wake Analysis
End of Presentation

Resistance Propulsion

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Resistance Propulsion

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Resistance & Propulsion (1)

High skew propeller tries to reduce hull pressures

Balanced skew introduced as a compromise

Good L/D characteristics

Poor cavitation characteristics

Advanced analytical procedures give a cost effective

However it is prudent once the nal design is achieved

Analytical procedures typically use potential ow

Model tests will highlight any non-linear ow effects

In self propulsion tests cavitation does not

Lenticular shaped propeller boat mounted on the towing carriage

Boat advances through undisturbed ow

Velocity and shaft rpm are varied

measurements taken over a series of runs

Thrust & Torque are taken at varying J (n usually kept constant)

Velocity varied from zero speed ( J = 0) to higher values within

2 hole tube - axial

Waves generated by the ship have orbital motion

Wave crests have forward motion

Wave troughs have aft motion

High velocity ow gives low pressure areas

Liquid changes phase to vapour due to low pressure

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