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FAST Conference 2013 Paper ID 61 - The Wageningen C - and D-Series Propellers - Final Version PDF
FAST Conference 2013 Paper ID 61 - The Wageningen C - and D-Series Propellers - Final Version PDF
SUMMARY
The Maritime Research Institute Netherlands (MARIN) has recently started a Joint Industry Project (JIP) on developing
two new propeller series for Controllable Pitch Propellers (CPPs). Following the well known Wageningen B-series and
Ka-series, the new C-series comprise open CPPs whereas the new D-series concern ducted CPPs. The primary objective
of developing the new CPP series is to help the shipbuilding and offshore industries in understanding the off-design per-
formance of the CPPs, for which systematic information was lacking.
CPP blades have been generated for 4- and 5-bladed open propellers and for 4-bladed ducted propellers in two ducts,
representing the most contemporary propeller design practice. Systematic measurements of the propeller and duct
thrusts, the torque and also the blade spindle torque have been carried out for the entire range of operational conditions
and pitch-settings of each propeller. The results of the C4-40 series are presented in this paper as an example case.
Under support of the Wageningen C-series and D-series Thereafter, each propeller in the series was designed in-
JIP, a pilot study has been successfully carried out to dividually with the best present design practice with the
explore the possibility of using this technique. The study compromise between efficiency, comfort and mechanical
proved that the quasi-steady test results are as accurate as requirements, which comprise the blade strength re-
the conventional steady test results, while reducing the quirements, minimum blade passing distance when going
test time by a factor of 8 to 10 [23]. This technology de- from positive to negative pitch, fitting the blade root be-
velopment enabled the JIP to test large systematic series tween the bolt holes, blade root over-hang, tip clearance
within reasonable budget. in a duct while the pitch is actuated through the whole
stroke, blade spindle torque at all operation conditions,
The propeller series, the blade design methodology, the etc. The compromise has given more weight on:
parameterization of the propeller geometry, the test pro-
cedures, the data analyses and the presentation of the - propulsive efficiency for low pitch and blade
results are discussed in the following sections. At the end area ratios;
of the paper, the complete test results of the C4-40 series - comfort (better cavitation performance) for high
are presented and discussed. pitch and large blade area ratios.
The design methodology and philosophy discussed above and represents the present best practice on hub design
for these C- and D-series propellers can be summarized with smallest achievable hub size. The ratio is
in one sentence: these series represent contemporary and determined by the following quadratic polynomial:
practical CPP designs.
The whole series consist of 20 open propellers and 15 with a hub consisting of a basic spherical form contour
ducted propellers, as listed in Table 2, which were tested connected to two cylinders on the two sides (Figure 1).
for 604 complete two-quadrant open water characteristics
at various pitch settings and duct combinations (Table 3). 3.2 BLADE PARAMETRIC DESCRIPTIONS
Table 2 Overview of the C-series and D-series propeller The radial distribution of the main parameters of the pro-
models (design pitch ratio P0.7R/D of the propellers are pellers (blade chord length ratio C/D, pitch ratio P/D,
listed in the table), in total 35 propeller models. skew ratio S/D, rake ratio X/D, maximum thickness ratio
AE/A0 [%] 40 55 60 70 75
tmax/D and maximum camber ratio fmax/D of the blade
0.8, 1.0, 0.8, 1.0, 0.8, 1.0, sections) are all given in polynomials in the form of:
C4 series 1.2, 1.4 1.2, 1.4 1.2, 1.4
1.0, 1.2, 1.0, 1.2,
C5 series 1.4, 1.6 1.4, 1.6
0.0, 0.8, 0.0, 0.8, 0.0, 0.8, where s is the non-dimensional radius defined as:
D4 series 1.0, 1.2, 1.0, 1.2, 1.0, 1.2,
1.4 1.4 1.4
Table 3 Overview of the test matrix, in total 604 com- and r is the radius. At the blade tip when r=D/2, s=0. At
plete two-quadrant propeller open water tests. the blade root when r=d/2, s=1. The coefficients a
Propeller design pitch ratio P0.7R/D depend on the design pitch of the propeller p by
settings P0.7R/D
tested pitch
After the initial design of each propeller of the series, the 3.4 PITCH DEFINITION
main parameters of every propeller were fitted with
polynomials and the propeller models were manufactured The design pitch is defined based on the nose-tail line of
according to the parametric descriptions. In order to the blade section profile. At off-design condition, the
reduce the influence of the blade weight on the pitch setting refers to the pitch of the blade at 0.7R which
measurements, all propeller blades and hubs were made is based on the nose-tail line of the section profile at that
of aluminium with anodized final surface treatment. pitch setting (R is the propeller radius at design pitch).
3.1 HUB-PROPELLER DIAMETER RATIO 3.5 TIP FORM, BLADE ROOT FILLETS AND
ANTI-SINGING EDGE
The hub-propeller diameter ratio is determined first,
which varies with the design pitch ratio at 0.7R of the A non-ice-strengthened tip form and composite blade
propeller, defined as: root fillets are applied to all of the model propellers. The
composite blade root fillets consist of two fillet radii, the
larger one has a radius of 3Tmax and the small one has a
radius of Tmax/3, where Tmax is the blade maximum thick- C- and D-series two-quadrant tests, the following four
ness at the blade root. Due to the fact that the propeller test runs have been used, as listed in Table 4.
model blades are too thin to make anti-singing edges, no
anti-singing edges are applied. Table 4 Quasi-steady test runs for the complete 2-
quadrant open water characteristics of a controllable
4. TEST SET-UP AND PROCEDURES pitch propeller.
run shaft rotational rate advance speed range
4.1 TEST SET-UP 1 constant +900RPM 0 to +4m/s to 0 0 o to ~+30o to 0 o
2 0 to +900RPM to 0 constant +4m/s +90o to ~+30o to +90o
The test set-up is the same as used and discussed in Ref- 3 constant +900RPM 0 to 4m/s to 0 0 o to ~ 30o to 0 o
4 0 to +900RPM to 0 constant 4m/s 90o to ~ 30o to 90o
erence [23] with a dummy test hub and force transducers
as shown in Figure 1. The thrust and torque are measured
This makes it possible to test the complete two-quadrant
on the shaft next to the propeller and the blade spindle
open water characteristics of a propeller in only 4 test
torque is measured inside the test hub.
runs, using 2 runs by varying the towing speed of the
carriage and 2 runs by varying the shaft rotational rate.
From the first two runs - No. 1 and No. 2, the results in
the first quadrant for from 0 to +90 degrees can be ob-
tained. From the last two runs - No. 3 and No. 4, the re-
sults in the fourth quadrant for from 0 to -90 degrees
can be obtained.
For the fourth quadrant (test runs No. 3 and No. 4), the
Under this definition, a complete set of two-quadrant same set-up used for the first quadrant test but towed by
open water characteristics of a controllable pitch propel- the carriage in the reverse direction, see Figure 4. The
ler covers the range -90o +90o. advantage of this method is that the whole set-up remains
the same as for the first quadrant, except for the towing
A quasi-steady open water test is, in principle, an un- direction of the carriage. The drawback is that the flow
steady model test by continuously varying the advance goes first over the open water test POD housing and strut
speed and/or the rotational rate in such a way that the before it reaches the propeller. The influence of the wake
steady state performance of the propeller for the com- from the strut was found to be very limited and has been
plete range of conditions can be derived. For the whole carefully corrected for.
+n
-Va
Model No. 7191 (P0.7R/D = 1.2) Model No. 7192 (P0.7R/D = 1.4)
Figure 6 C4-40 series propeller models with aluminium
blades on the dummy hubs at design pitch settings.
0.65
THRUST COEFFICIENT KT, TORQUE COEFFICIENT 10KQ, EFFICIENCY
1.0
0.60
0.55
0.9
0.50
P0.7R/D=1.4
0.8 P0.7R/D=1.2
0.45
P0.7R/D=1.0
P0.7R/D=0.8 0.40
0.7
0.35
0.6
0.30
0.0 1.0 2.0 3.0 4.0 5.0
PROPELLER THRUST LOADING COEFFICIENT C T=8/p KT/J2
0.5
Figure 8 Comparison of open water efficiency with the
0.4
ideal efficiency.
0.3
7. CONCLUSIONS AND FUTURE WORK
0.2
Two new propeller series The Wageningen C- and D-
Series Propellers have been developed within a Joined
0.1
Industry Project (JIP), with both industry and govern-
ment funding. The series represent the most contempo-
0.0
rary controllable pitch propeller design practice, both for
0.0 0.2 0.4 0.6 0.8
ADVANCE COEFFICIENT J
1.0 1.2 1.4 1.6 open and ducted propellers, with balanced compromise
Figure 7 Open water characteristics of C4-40 series. between efficiency and comfort, while also observing
practical and mechanical constraints. Compared to the
To make an assessment on the C4-40 series propeller ideal efficiency, the C-series propellers show good effi-
blade designs, a comparison has been made for the open ciency values.
water efficiency to the propeller ideal efficiency, together
with the B-series for the same blade area ratio and the The complete two-quadrant open water characteristics of
same pitch ratio. The comparison is based on the propel- those propellers at all practically-used pitch settings have
ler thrust loading coefficient CT, as shown in Figure 8. been tested, which provide a huge database with com-
plete information on the off-design performance of con-
It should be noted that the present series were carried out trollable pitch propellers. They are the first and the only
at a shaft rotational rate of 900 RPM with a chord Rey- series with blade spindle torque information for a com-
nolds number Re at 0.7R radius between 0.4106 and plete range of operational conditions and pitch settings.
0.5106 (Table 5) for C4-40 series, while the B-series
were tested at much lower shaft rotational rate and the All results are shared with the participating organisations
results were later corrected to a standard chord Reynolds in this JIP. Furthermore, the data will be implemented in
number of 2.00106 on 0.75R chord [5]. A direct, quanti- software for practical use by all participants.
tative and fair comparison of these two series is therefore
difficult. In addition, it has been also planned to test the C4-70 and
C5-75 series for blade spindle torque in cavitating condi-
However, for a qualitative assessment on C4-40 series, tions, the C4-70 and C5-75 series for cavitation inception
Figure 8 can be used. The offsets between the ideal effi- characteristics at one pitch ratio, and the D4-70 series in
ciency and the measured open water efficiency is often No. 37 duct for thrust breakdown due to excessive cavi-
used to evaluate a propeller design, which contains all tation in bollard pull and free running conditions.
90
90
P/D = -1.0 P/D = -1.2
P/D = -0.7
75
75
P/D = -1.0
P/D = -0.4 P/D = -0.7
P/D = -0.1
P/D = -0.4
60
60
P/D = 0.0
P/D = -0.1
P/D = 0.1
P/D = 0.0
P/D = 0.2
45
45
P/D = 0.1
P/D = 0.5
P/D = 0.2
P/D = 0.8
30
30
P/D = 0.8
P/D = 1.0
15
15
P/D = 1.2
P/D = 1.4
0
-15
-15
-30
-30
-45
-45
-60
-60
-75
-75
-90
-90
0.8
0.6
0.4
0.2
0.0
0.8
0.6
0.4
0.2
0.0
-0.2
-0.4
-0.6
-0.8
-0.2
-0.4
-0.6
-0.8
PROPELLER THRUST COEFFICIENT CT PROPELLER THRUST COEFFICIENT CT
Figure 9 Thrust coefficient CT at various pitch settings Figure 11 Thrust coefficient CT at various pitch settings
for propeller C4-40 with design pitch ratio P0.7R/D=0.8. for propeller C4-40 with design pitch ratio P0.7R/D=1.2.
90
90
P/D = -1.0 P/D = -1.2
P/D = -0.7 P/D = -1.0
75
75
P/D = -0.4 P/D = -0.7
P/D = -0.1 P/D = -0.4
60
60
P/D = 0.0 P/D = -0.1
P/D = 0.1 P/D = 0.0
P/D = 0.2 P/D = 0.1
45
45
P/D = 0.5 P/D = 0.2
P/D = 0.8 P/D = 0.5
HYDRODYNAMIC PITCH ANGLE [degrees]
30
P/D = 1.2 P/D = 1.0
P/D = 1.2
15
15
P/D = 1.4
P/D = 1.6
0
0
-15
-15
-30
-30
-45
-45
-60
-60
-75
-75
-90
-90
0.8
0.6
0.4
0.2
0.0
0.8
0.6
0.4
0.2
0.0
-0.2
-0.4
-0.6
-0.8
-0.2
-0.4
-0.6
-0.8
90
P/D = -1.0 P/D = -1.2
75
75
P/D = -0.7 P/D = -1.0
60
60
P/D = 0.0 P/D = -0.1
45
45
P/D = 0.2 P/D = 0.1
30
30
P/D = 1.0 P/D = 0.8
P/D = 1.0
15
15
P/D = 1.2
P/D = 1.4
0
0
-15
-15
-30
-30
-45
-45
-60
-60
-75
-75
-90
-90
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0.0
-0.2
-0.4
-0.6
-0.8
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0.0
-0.2
-0.4
-0.6
-0.8
90
90
75
75
60
60
45
45
P/D = 1.4
P/D = 1.6
0
0
-15
-15
-30
-30
-45
-45
-60
-60
-75
-75
-90
-90
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0.0
-0.2
-0.4
-0.6
-0.8
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0.0
-0.2
-0.4
-0.6
-0.8
90
P/D = -1.0 P/D = -1.2
75
75
P/D = -0.7 P/D = -1.0
60
60
P/D = 0.0 P/D = -0.1
45
45
P/D = 0.2 P/D = 0.1
30
30
P/D = 1.0 P/D = 0.8
P/D = 1.0
15
15
P/D = 1.2
P/D = 1.4
0
-15
-15
-30
-30
-45
-45
-60
-60
-75
-75
-90
-90
0.8
0.6
0.4
0.2
0.0
0.8
0.6
0.4
0.2
0.0
-0.2
-0.4
-0.6
-0.8
-1.0
-0.2
-0.4
-0.6
-0.8
-1.0
PROPELLER BLADE SPINDLE TORQUE COEFFICIENT 100CQblade PROPELLER BLADE SPINDLE TORQUE COEFFICIENT 100CQblade
Figure 17 Blade spindle torque coefficient CQblade at vari- Figure 19 Blade spindle torque coefficient CQblade at vari-
ous pitch settings for propeller C4-40 with design pitch ous pitch settings for propeller C4-40 with design pitch
ratio P0.7R/D=0.8. ratio P0.7R/D=1.2.
90
90
P/D = -1.0 P/D = -1.2
P/D = -0.7 P/D = -1.0
75
75
P/D = -0.4 P/D = -0.7
P/D = -0.1 P/D = -0.4
60
60
P/D = 0.0 P/D = -0.1
P/D = 0.1 P/D = 0.0
P/D = 0.2 P/D = 0.1
45
45
P/D = 0.5 P/D = 0.2
P/D = 0.8 P/D = 0.5
HYDRODYNAMIC PITCH ANGLE [degrees]
30
P/D = 1.2 P/D = 1.0
P/D = 1.2
15
15
P/D = 1.4
P/D = 1.6
0
0
-15
-15
-30
-30
-45
-45
-60
-60
-75
-75
-90
-90
0.8
0.6
0.4
0.2
0.0
0.8
0.6
0.4
0.2
0.0
-0.2
-0.4
-0.6
-0.8
-1.0
-0.2
-0.4
-0.6
-0.8
-1.0
PROPELLER BLADE SPINDLE TORQUE COEFFICIENT 100CQblade PROPELLER BLADE SPINDLE TORQUE COEFFICIENT 100CQblade
Figure 18 Blade spindle torque coefficient CQblade at vari- Figure 20 Blade spindle torque coefficient CQblade at vari-
ous pitch settings for propeller C4-40 with design pitch ous pitch settings for propeller C4-40 with design pitch
ratio P0.7R/D=1.0. ratio P0.7R/D=1.4.
8. ACKNOWLEDGEMENTS 12. H. Lindgren, Model Tests with A Family
of Three and Five Bladed Propellers,
The authors thank all participants in The Wageningen C- SSPA paper No. 47, Gteborg, Sweden,
and D-Series Propellers JIP: Advance Gearbox, Andritz 1961.
(Escher Wyss), Bluewater, Bruntons Propellers (Stone 13. H. Lindgren and E. Bjrne, The SSPA
Marine), Brunvoll, Caterpillar (Berg Propulsion), Standard Propeller Family - Open Water
CSDDC, CSSRC, Damen, DNV, DSME, GL-Group (Fu- Characteristics, Gteborg, Akademifor-
tureShip), Hundested, Hyundai, Kamome, Kawasaki, laget/Gumperts, 1967.
MAN, MARIN, Nakashima, NGC, Niigata, Rolls-Royce, 14. MARIN, Vier_kwadrant Vrijvarende-
Royal Netherlands Navy, Scana Volda, SMERI, SMMC, Schoef-Karacteristieken voor B-series
TU Delft, Wrtsil and ZF Marine. In addition, this JIP is Schroeven, Fourier-Reeks Ontwikkeling en
also supported by UDP-JIP, SPA-JIP and STA-JIP. Operationeel Gebruik, 1984.
15. G.A. Hampton, Four Quadrant Open Wa-
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