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Chapter VI. Propulsion of Ships: The Propulsion System of A Ship Is To Provide The
Chapter VI. Propulsion of Ships: The Propulsion System of A Ship Is To Provide The
Propulsion of Ships
The propulsion system of a ship is to provide the
thrust to the ship to overcome the resistance.
6.1 Introduction
Definition of Power
Indicated horsepower (P
I
): is measured in the cylinders
(Steam reciprocating engines) by means of an instrument (an
indicator) which continuously records the gas or steam
pressure throughout the length of the piston travel.
p
m
- mean effective pressure (psi)
L Length of piston stroke (ft)
n number of working strokes per second
A effective piston area (in
2
)
n number of cylinders
/ 550
I m
P p L A n
Brake Horsepower (P
B
): is the power measured at the crankshaft
coupling by means of a mechanical hydraulic or electrical brake.
where Q brake torque (lb-ft) & n revolutions per second.
Shaft horsepower (P
S
): is the power transmitted through the shaft
to the propeller. It is usually measured aboard ship as close to the
propeller as possible by means of a torsion meter .
where d
S
shaft diameter (in), G shear modulus of elasticity of
shaft material (psi), measured angle of twist (degree),
L
S
length of shaft over which is measured & n revolution per
second
2 / 550
B
P nQ
( )
4
13, 033
S
S
S
d G n
P
bL
Delivered horsepower (P
D
): the power delivered to the propeller.
Thrust horsepower (P
T
):
T Thrust delivered by propeller (lb)
V
A
advance velocity of propeller (ft/s)
Effective horsepower (P
E
, or EHP):
R
T
total resistance (lb)
V
s
advance velocity of ship (ft/s)
/ 550
T A
P T V
/ 550
E T s
P R V
Propulsion Efficiency
Total propulsion efficiency
can also be replaced by or
A more meaningful measure of hydrodynami c performance
of a propeller is: a quasi-propulsive co efficient,
,
, where is the shaft
E
T S B I
S
D
E
D
D
D
S S
S
P
P P P
P
P
P
P
P
transmission efficiency
and thus, .
- 98% for ships with main engine aft
- 97% for ships with main engine amidship
- smaller if a gear box is used.
T D S
S
6.2 Propeller Geometry and Terminology
Boss
Back
Hubcap
Face
Number of Blades: 2, 3, 4, 5 ,6
Boss
Hubcap
Shaft
_
,
P
o
A
2 r
p180
Developed Area A
D
Expended Area A
E
Boss: (aka, Hub)
Boss diameter The blades at their lower ends or roots are
attached to a boss which in turn is attached to the propeller
shaft. The maximum diameter of this boss is called the
boss diameter . The boss diameter is usually made as small
as possible and should be no larger than the size sufficient
to accommodate the blades and satisfying the
requirement of strength. It is usually expressed as a
fraction of the propeller diameter.
At one time propeller blades were manufactured separately
from the boss, but modern fixed pitch propellers have the
boss and blades cast together. However, in controllable
pitch propellers it is of course necessary for blades and
boss to be manufactured separately.
Blade thickness
Leading edge
Trailing edge
P181 figure 10.5
Pitch ratio
In case that the pitch, P, is not constant, then the pitch is
defined as P = P
tip
(the pitch at the tip of a propeller).
Blade area ratio = A
D
/A
0
A
D
- Total (developed) blade area clear of that of the boss
P
PR
D
2
0
/ 4 A D
6.3 Theory of Propeller Action
Assumptions:
1) replacing the propeller with a stationary actuating disk across
which the pressure is made to rise;
2) neglecting the rotational effect of propeller
3) neglecting vortices shed from the blade tip, & frictional loss.
D V
A
V
A
(1+b)
V
A
(1+a)
Momentum Conservation
Force = net momentum flux (horizontal)
( )
( ) ( )
( )
0
2
0
1
1 = = 1 (mass conservation)
1
A A
A A f A a
A A
T Q V b V
Q a V A V A b V A
T QV b AV a b
+ 1
]
+ +
+
Energy Equation
( )
( )
( )
2
2
2
2
2
0 0
0
1
2 2
2
1
, , 2
2 2
1 1 or
2 2
A
A
A
A
V b
V P
g g
b b V
T
A P T T A b b V
A g
b b
a a
+
+
+
+ +
( )
( )
0
0
0
2
0
2
1 1
0 2 2
Efficiency of a propeller
(no friction & no rotationary velo. considered)
1
1 1
1 1
1 1 / 2
Defining the thrust loading coeff., , as
1
A A A
I
A
I
T
A
T
A
V A TV TV
TQ
Q P a V A a
A
a b
C
AV a b
T
C
V A
+ +
+ +
+
Ideal
( )
2
0
I
4 1
1 1
2
Thus, &
2
1 1
With the increase in , the ideal efficiency decreases.
0 1 2 3 4
1.00 0.827 0.732 0.667 0.618
A
T
I
T
T
T
a a
V A
C
a
C
C
C
+
+ +
+ +
>
+
_
+
+
r r r
( )
( )
g
section theory). For a propeller, the relative advance velocity
of the fluid at the disc, is 1 & the rotation velocity is
1 ' .
A
V a
r a
+
aV
A
( )
1 ' r a
' a r
r
V r
r
A
V
a & a are determined by experiments
6.4 Similarity Law for Propellers
Although theoretical studies and CFD on propellers are very
important and provides valuable guideline for designing propeller,
a great deal of knowledge concerning the performance of
propellers
has been obtained from propeller model tests. Hence, it is
necessary to examine the relation between model and full-scale
results as the case of resistance. In open water (not behind a ship),
( )
, , , , , ,
- rotational speed, - diameter of propeller
- pressure in water, - dynamic viscosity
- speed of advancing, - Thrust
A
A
T f D V g n p
n D
p
V T
2 4 2
1
2
2
1
2
2 4
Using D.A, the non-dimensinal formula is given by,
, , ,
Froude #: , Euler #: , Reynolds #:
: , :
The
A A A
A
A A
A
A
T
V V V D T p
f
n D nD V
gD
V V D p
V
gD
V T
J K
nD n D
' )
Advanced ratio Thrust coeff.
2 5
Advanced ratio is related to the slip r atio 1 .
Define as the to drive a propeller
.:
A
Q
V
nP
Q
Q
K
n D
_
Torque
The torque coeff
In open water, the propeller efficiency coeff.:
.
2 2 2
When all the dimensionless parameters are the same for the
two propellers, the two propellers
will b
A T A T
o
Q Q
TV K V K J
nQ K nD K
geometrically similar
1
2
e .
Scale ratio:
For the same Froude #:
For the same advance ratio (most important)
indicating the model rotating faster.
s
m
As s
Am m
s As m
m Am s
D
D
V D
V D
n V D
n V D
dynamically similar
2 2
1 1
2 2
For the same Euler # :
If the cavitation performance is not an issue, this number is not
of importance & may be neglected in the dynamical similarity.
- wat
A A
m s
s os s w
os
p p
V V
p p H
p
_ _
, ,
+
( )
( )
2
2
er surface pressure, is the depth of a propeller.
In general, , .
Because 1, and .
has to be negative, thus the model test is carried out in
s
A
m s
m s m s
A
s
m s m om m w
om
H
V
p
p p
V
p p p p H
p
> < +
a
vacuum (cavitation) tunnel.
1
For the same Re: ,
which is contradict to the similarity of Fr. Therefore, it is almost
impossible to satisfy the Fr & Re simila rity laws simutanously.
Similar to the assumption made
As m s
Am s m
V D v
V Dv
in model resisrtance tests, we
assume viscous force is independent of o ther dynamic forces.
Hence, it may be computed separately. I n reality, viscous force
is usually a small portion of the total force. The smilarity of
Re is neglected in propeller model tests .
Therefore, propeller model tests follows & (advance
ratio) similarity laws. If the cavitatio n is relevant, then the
Euler number sho
Fr J
uld be the same as well.
6.5 Propeller Model Test
A test on a model propeller is run either in a towing tank or a
running flow in a water tunnel (cavitation tunnel) without a model
hull in front of it, which is called open water tests.
1) V
A
velo.of flow
2.) n - rotation of
motor
3.) p
o
- pressure can
be controlled
Measure V
A
, Q, T,
and n.
Development
of cavitations
of a propeller
in a
cavitation
tunnel
K
Q
K
T
Testing results
0
A
V
J
nD
Open- water efficient
Purpose of open-water tests