ISDNEC11

Application-Optimised Propulsion Systems for

Energy-Efficient Operation
Paul Mertes 2011

Application Performance
CONTENTS

01 Improving Efficiency of Azimuthing Propulsion

02 Notes about Efficiency of Ducted Propeller

03 Improving Propulsion using TWIN Propeller Principle

04 SCHOTTEL TWIN Propeller Systems STP SCD - SEP

05 Exceeding the Limits TWIN Propeller for higher Speeds

06 Special Propulsion Applications Energy Efficient Solutions

07 Conclusion

YOUR PROPULSION EXPERTS 2

01 How to improve the Efficiency of
Azimuthing Propulsion

0-Thruster
0 R
bollard pull ideal thrust
D
H
m
p

YOUR PROPULSION EXPERTS 3

How to improve the Efficiency of Azimuthing Propulsion?

Propeller: 0
diameter + pitch + camber + thickness
Housing and Strut: 0thruster + (K T-Housing)
(length / thickness)-ratio, type of profile,
transition areas between underwater gondola and strut
Installation: R + H + D
propulsion coefficients (wake fraction, thrust deduction,
rotative efficiency)
head box, tip clearance
Design Strategy: D + P + (K T / K Q)
design point (Bollard Pull, Free Running, Compromise Layout)
v max+ /s +power/space
Propulsion Concept:
power distribution (TWIN-Propeller Systems)
multi propulsion applications (1 / 2 / 3 / 4 units of same type)
mixed propulsion applications (2 conventional CPP + 1 POD)
YOUR PROPULSION EXPERTS 4
How to improve the efficiency of azimuthing propulsion?

A) Improvement of the Geometry:

Increasing the efficiency propeller, profile sections,
nozzle
Reducing the resistance strut, housing, nozzle
0,8

0,7 Measured resistance of STP-housing

Kt pod / Kt x [ - ]

0,6

0,5 slender version

0,4 compact version
0,3

0,2

0,1

0,0
0 1 2 3
2
Cth = (8/
)*(Kt/J ) [ - ]
YOUR PROPULSION EXPERTS 5
How to improve the efficiency of azimuthing propulsion?
B) Unloading of the propeller or propulsion unit:
2
ideal =
1 1 + 1 + C TH
Ideal
0,9
Single Propeller
0,8
increase TWIN Propeller
ideal []

0,7
unloading Two Propulsion Units
0,6

0,5
Multi Propulsion
0,4 (3 or 4 units)
Yacht, Patrol Vessel Tug
0,3
Mixed Propulsion
0,1 1 10 (single propeller +
CTH [-] azimuthing unit)
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02 Notes about the Efficiency of
Ducted Propeller

BOLLARD PULL
Kt/Kq-Ratio ( PP P D D o ) 2 Pump Efficiency p
TT = 3
(P/D = 1.0) (P/D = 1.0)
2

12 0.9

FREE RUNNING
0-Thruster
ideal-ducted ~ 0.60 0.55
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Notes about the Efficiency of
Ducted Propeller
Kt/Kq value of ducted propeller systems at BP

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 Notes about the Efficiency of
Ducted Propeller
Pump-Efficiency of the ducted (nozzle Wag 19A) rudderpropeller at BP
1
p [ - ]
BB-Series
(J = 0)
KC-Series
0,95
1.1 1.0
0 1.2 0.9
PP = = f ( KT / KQ; Do)
i 0.8
0,9

0.7
0,85

Optimum BB
0,8

Optimum KC
0,75

0,7
8 9 10 11 12 13 14 15 16
Kt/Kq [ - ]
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Notes about the Efficiency of
Ducted Propeller
Estimation of risk of thrust breakdown due to cavitation (SVA Potsdam)
4,0

3,5 Wag BB
no risk
blade outline
3,0 risk of bollard pull reduction no risk
n [-]

2,5

risk of bollard pull reduction

2,0

KAPLAN
1,5 blade outline

1,0
0,30 0,35 0,40 0,45 0,50 0,55 0,60 0,65 0,70
10KQ [-]

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Notes about the Efficiency of
Ducted Propeller
Aspects of further optimization of propellers working in a nozzle:

1) Propellers with Wag BB blade outline offer the highest efficiency at BP.
2) Propellers with KAPLAN blade outline deliver the highest thrust at BP.

3) Propellers with KAPLAN blade outline offer the highest margin against
thrust break down due to cavitation.
4) Potential for optimization of azimuthing ducted propeller systems
can be expected by:
- design of the nozzle profile with respect to the free running performance
- design of the size and profile of the underwater housing and strut.

5) The realistic potential of all optimization measures is in a range of

1% to 5% of the total thruster efficiency 0-thruster.
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03 Improving the Propulsion by the
TWIN Propeller Principle

PULL Propeller + 2 FINs + PUSH Propeller: Both Propellers on one shaft

LOAD ON 2 PROPELLERS + RE-GAIN ROTATIONAL LOSSES

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Improving the Propulsion by the
TWIN Propeller Principle
common principle to axial turbo pump (inflow without swirl):
PUMP - 1 Stage TWIN Propeller 1 Stage

ROTOR + STATOR PULL Prop. + + PUSH Prop.

r r
v v v a 1 u1 v a 2 u2
c1 u c3 r
v a 3

inflow
D1 = D2 S1
v a-2 > v a-1
n1 = n2 1 2
n u1 = u2 P/D 2 > P/D 1

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Improving the Propulsion by the
TWIN Propeller Principle

= 14%

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04 SCHOTTEL
TWIN Propeller Systems

STP SCD SEP

m = 0.95 m = 0.97 m = 0.99

YOUR PROPULSION EXPERTS 15

SCHOTTEL
TWIN Propeller Systems
STP SCD SEP

STP550 SCD2020 SEP2

v max = 18 kts v max = 24 kts v max = 22 kts

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05 Exceeding the Limits Improving the
TWIN Propeller for higher Speeds

STP 1010

M2726D - Vs=24 knots SCD2020

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 Exceeding the Limits Improving the
TWIN Propeller for higher Speeds
Housing + Strut: main geometrical restrictions

Initial model with STP-housing final model new housing

propeller torque max. diameter of bevel gear wheel min. of housing

diameter of bearing of vertical shaft min. profile thickness of strut at A
forces and moments during steering min. profile thickness of strut at B
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Exceeding the Limits Improving the
TWIN Propeller for higher Speeds
Open Water Characteristic of SCD2020 (design 21 knots):
130m DE-Ferry:
4 x SCD 2020
40 % Bow
Dp = 2.60 m
60% Stern
P Input = 2500 kW
70% Stern 30 % Bow v design = 21 kts

Power Distribution

1) Stern / Bow
70% / 30 %

2) Stern / Bow
60% / 40 %

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Exceeding the Limits Improving the
TWIN Propeller for higher Speeds
Cavitation Observation at 21 knots:

Initial model based on STP-Housing SCD2020 final prototype

^^

Initial model: view from SB Final prototype: view from SB

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06 Special Propulsion Applications
Energy Efficient Solutions

RIVER CRUISER
YACHT

4 x STP 200 2 x SCP091 SXW + 1 x SEP2

3 x SRP 1212 in Nozzle 3 x SRP 2020 PULL

shallow draught icebreaking

TUG
AHT OSV

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Special Propulsion Applications
Energy Efficient Solutions
252m Cruise Liner 28MW
Design speed 21.5 kts

1 Center POD as Booster, 7 MW

- with POD alone 13 kts

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Special Propulsion Applications
Energy Efficient Solutions
115m Yacht:
Design speed 20 kts

1 x SEP 2
P = 1900 kW
Dp = 2.5 m
n = 255 rpm

2 x SCP 091 XSW

P = 5000 kW
Dp = 3.2 m
n = 200 rpm

- silent operation
- manoeuvrability
at lower speeds
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Special Propulsion Applications
Energy Efficient Solutions
135m River Cruiser
4 x STP 200
Design speed 22 km/h
P = 331 kW
Dp = 1.05 m
n = 523 rpm
- shallow water
- silent operation
- manoeuvrability
- restricted space for installation

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06 Conclusion

The application specifies the requirements for the propulsion. This

generally means restrictions for the design of the propeller.

The main restrictions for the propeller are:
shallow water
increase of installed power
limited space for installation

There are two main aspects of further propulsion optimization:
- reducing the resistance by improving the geometry
- increasing the efficiency by dividing the load onto 2
propellers or more units

The of efficiency improvements is < 10%.

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Thank you very much
for your kind Attention!

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