SHIP HYDRODYNAMICS LECTURE NOTES OF PROPULSION PART

Course Outline
Contents 1. Propulsion Systems a) History and Development of Screw Propeller b) Modern Propulsion Systems iFixed pitch propellers iiDucted propellers iiiContra-rotating propellers ivOverlapping propellers vControllable pitch propellers viWaterjet propulsion system viiCyclodial propellers viiiPaddle wheels ixSuperconducting electric propulsion system xAzimuth podded propulsion system 2. Propeller Geometry a) Frames of Reference b) Propeller Reference Lines c) Pitch d) Rake and Skew e) Propeller Outlines and Areas f) Blade Sections (NACA Definition of Thickness and Camber) g) Propeller Drawing Example (Wageningen series offset) 3. Hydrodynamic Characteristics of Propellers a) Open Water Characteristics b) Propeller-Hull Interaction-Wake iWake field characteristics iiWake field definition (nominal wake field, effective wake field) iiiThrust deduction ivRelative-rotative efficiency vPropulsive efficiency and propulsion factors viSummary of efficiencies in powering c) Standard Series Propeller Data 4. Basic Outlines of Propeller Design Example (Propeller Design - Stage 1) 2 hours 30.11.2004 10th 2 hours 23.11.2004 9th Time Date Week

1 hour

19.11.2004

8th

1 hour

19.11.2004

8th

2 hours

26.11.2004

9th

5. Propeller Theories a) Momentum Theory b) Blade Element Theory Example (KT, KQ, 0 and Bp-) 2 hours 03.12.2004 10th

Contents Mid-Term Exam c) d) e) f) g) Profile Characteristics Profile Series Lifting Line Theory Lifting Surface Theory Boundary Element Methods

Time 2 hours

Date 7.12.2004

Week 11th

2 hours

10.12.2004

11th

6. Cavitation a) The basics of cavitation iPhysics of cavitation iiHistorical development iiiCavitation number (inception) ivEffect of angle of attack on cavitation b) Types of cavitation experienced by propellers iLocation on a blade iiPhysical appearance of cavitation c) Effects of Cavitation on Propellers iPerformance breakdown iiNoise iiiVibration ivErosion d) Cavitation Considerations in Design iCavitation criteria iiCavitation bucket diagrams d) Preventing Cavitation

2 hours

14.12.2004

12th

Example (NACA pressure distribution, KT-KQ- R) 7. Propeller Design a) Propeller Design Basis 1. Resistance and power estimation b) The use of Standard Series Data in Design 2. Determination of optimum RPM and propeller size (diameter) (general case) 3. Engine Selection 4. Prediction of performance in service 5. Determination of blade surface area (BAR) and cavitation control

1 hour?

17.12.2004

12th

2 hours

21.12.2004

13th

Example (Propeller Design - Stage 2+3, Cavitation Criteria) 8. Propeller Tests a) Open Water Tests b) Self Propulsion Tests c) Cavitation Tests d) Other Tests Example (Self propulsion tests)

2 hours

24.12.2004

13th

2 hours

28.12.2004

14th

2 hours Lab visit

31.12.2004

14th

1. PROPULSION SYSTEMS
Propulsion is the act or an instance of driving or pushing forward of a body, i.e. ship, by a propeller (in our case a screw propeller).

a) History and Development of Screw Propeller

Time period 287-212 BC Inventor Archimedes invented his Archimedean Screw Pumps to irrigate the field of Syracuse in Sicily.

1452-1519 1661 1680

Leonardo da Vinci had sketches of screw principle to use as a helicopter rotor. Toogood and Hayes of Britain claimed patent for using helical surfaces (Archimedean screws) as a propeller Hooke the English physicist suggested to use Archimedean screw for ship propulsion

1802/04 1828 1836 1836

C. Steves the American used a kind of screw propeller similar to todays screws to propel a 7.5 m twin screw steamer. R. Wilson the Scottish farmer successfully demonstrated the first principles P. Smith, the English farmer achieved the first practical application. He used single bladed screw of two turns made by wood. J. Ericsson, the Swedish engineer developed fore runner of contrarotating propeller(i.e. two wheels of three helicoidal blades rotating in opposite direction)

1839

Smith equipped 237 ton of ship Archimedes with screw props having a great success and this led to Paddle propulsion systems to screw propulsion system

1840-1850 1845 1880 1880-1970 1970-1990s

Development of steam engines contributed to effective use of screw propellers Great Britain was the first screw propeller acrossed the Atlantic Thornycroft designed propellers similar todays propellers Basic shape of props remained unchanged Fuel crisis and environmental effects (low noise and vibrations) had an impact on propeller shape and stern configurations as well as the developments of unconventional propellers

b) Modern Propulsion Systems

i

Fixed pitch propellers (FPP)

This kind of propellers has traditionally formed the basis of propeller production. They cover the majority proportion of propellers and design types and sizes, ranging from propellers for small powerboats to those for large tankers and bulk carriers. It is easy to manufacture.

ii

Ducted propellers

Ducted propellers consist of two components 1- An annular duct having an aerofoil cross section 2- A propeller inside the duct The presence of duct would reduce the pressure forces induced on the hull This kind of propellers sometimes is referred to as Kort nozzles by way of recognition of the Kort Propulsion Companys initial patents and long association with this type of propeller. Propeller efficiency is increased depending upon the propeller loading. A duct protects propeller against damage.

iii

Contra-rotating propellers

This kind of propellers has two coaxial propellers sited one behind the other and rotating in opposite directions. They have the hydrodynamic advantage of recovering part of the slip stream rotational energy which would otherwise be lost to a conventional single screw system. This leads to an energy saving about 15% in power. Improved efficiency but higher drag and cost It is usually applied to small outboard units operating at around 1500 to 2000 RPM due to the mechanical problems associated with longer line shafting systems of larger vessels.

iv

Overlapping propellers

Two propellers are not mounted coaxially but are each located on separate shaft systems. The system has rarely been used in practice Although the propulsion efficiency of this system is higher than a single propeller, this system causes vibration and cavitation

Controllable pitch propellers (CPP)

The choice of a CPP to a FPP is due to flexibility of its control rather than propulsion efficiency at service condition. CPP provides an extra degree of freedom in its ability to change blade pitch. It is especially used for ferries, tugs, trawlers, and fisheries due to better manoeuvrability than FPPs. Manufacturing cost is very high and it requires more maintenance and repairment.

vi

Waterjet propulsion system

This system has found considerable application on a wide variety of small high speed craft, although it is also used for larger ships. The operation principle of waterjet is that water is drawn through a ducting system by an internal pump adding energy and the water is expelled aft at high velocity. The units thrust is primarily generated as a result of momentum increase given in the water. The system is preferred to a conventional propeller. Because a conventional propeller experiences cavitation at very high speeds (45 knots), but in the waterjet unit the pump should not cavitate. It has a good manoeuvrability

vii

Cycloidal propellers

The system is also called vertical axis propellers which comprise a set of vertically mounted vanes, six or eight in number, rotating on a disc mounted in a horizontal or near horizontal plane. The system has considerable advantages when manoeuvrability or station keeping is an important factor in the ship design. A separate rudder installation on the vessel is not required. The system provides with guards to help protect the propulsor from damage from external sources. Vertical axis propellers are fitted in tugs or other cases where low speed manoeuvrability is desired.

viii- Paddle wheels

It is a predator of screw propulsion system. Used largely on lakes and river services or where limited draughts are encountered.

ix

Superconducting electric propulsion

The system provides ship propulsion without the aid of either propellers or paddles. The fundamental principal of electromagnetic propulsion is that of interaction between a fixed coil inside the ship and an electric current is passed through the sea water from electrodes in the bottom of the ship. A force is produced orthogonal to the magnetic field and to the current as a result of Flemings right-hand rule. It provides noise and vibration free hydrodynamic propulsion so that it is found some applications in navy vessels. One of the major problems in this propulsion system is the difficulty to maintain superconducting coil zero resistance property, which is required, to be kept at the temperature of liquid helium (-268 C).

Azimuth podded propulsion system

It provides propellers with high manoeuvrability, low fuel consumption, high efficiency, low noise and less cavitation Today, the major users of pod units have been cruise liner operators. The introduction of pod propulsion, which will allow the propulsion unit to be placed without considering any shaft arrangements or space for machinery will, of course, give the naval architect many new opportunities to design the 'ultimate hullform'.