Resistance and Propulsion of Ships

Resistance and Propulsion of Ships !   Blade sections - elements

Blade element theory In blade element theory, the prop is treated

in more detail than in momentum theory
dr (where it was treated as an actuator disk of
area Ao).
r
In blade element theory, we consider the
blade to be made up of a series of annular
elements of width dr .
R

Blade element at r of width dr

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Resistance and Propulsion of Ships Resistance and Propulsion of Ships

!   Blade elements !   Blade elements

Recall geometry – we can look at Simple section velocity – the section
each of the blade elements in turn is advancing at VA and has a
and consider the fluid velocity over tangential velocity of 2πnr.
each. line line
tum tum locit
y
da da ve
ch ch lt ant
Pi t Pitch Pi t Resu
VA
φ φ
e
n sid
ctio
Su
2πr 2πnr

ide
es
s sur
pre
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Resistance and Propulsion of Ships Resistance and Propulsion of Ships

!   Blade elements !   Blade elements

Fluid velocity relative to the blade We can include the induced velocity city
elo
element. components. These are the nt v
ulta
velocities induced by the propeller Res uA
line action. line
tum y tum
αE uT
da locit da
t ve
i tch αG ltan i tch αG
P Resu P

VA βi VA
φ φ
β β

2πnr 2πnr

α G geometric incidence angle (angle of attack) α E effective angle of attack, or effective incidence angle

β advance angle βi hydrodynamic pitch, or advance angle

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 uA
Resistance and Propulsion of Ships Resistance and Propulsion of Ships
uT
!   Blade elements !   Blade elements
y
The induced velocity component uT Once we know the velocities at each
e locit
(tangential component) will have section, and the lift and drag nt v
ulta
opposite sense to 2πnr . uA characteristics of the sections, then Res
The induced velocity component uA line uT we can evaluate the elemental line
tum tum
αE αE
(axial component) will have same h da forces. h da
t c α t c
sense as V .A Pi G
Pi

βi VA βi VA + uA
φ
β

2πnr 2πnr - uT

α E effective angle of attack, or effective incidence angle

βi hydrodynamic pitch, or advance angle

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!   Blade elements !   Blade elements

city locit
y
elo e
nt v nt v
ulta ulta
Elemental Res Elemental Res
Lift dL line Lift dL line
tum tum
αE αE
da Elemental da
ch Thrust dT ch
Pi t Pi t
Elemental Elemental
resultant force VA + uA resultant force VA + uA
Elemental
Torque dF x r
Elemental Elemental
Drag dD 2πnr - uT 2πnr - uT
Drag dD

Hydrodynamic LIFT acts perpendicular to the resultant velocity.

Hydrodynamic DRAG acts parallel to the resultant velocity.

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!   Equations !   Lift and drag characteristics

How do we get the lift and drag characteristics of the blade sections?

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 Resistance and Propulsion of Ships Resistance and Propulsion of Ships

!   Lift and drag characteristics !   Lift and drag characteristics

How do we get the lift and drag characteristics of the blade sections? How do we get the lift and drag characteristics of the blade sections?

If we use “standard” sections, then we can use existing lift and drag coefficients that
have been determined from tests (typically in a wind tunnel).

Lift & drag coefficients are determined for uniform flow conditions using 2-D blade
sections (rather than sections having some thin width dr). We can do experiments
in a wind or water
In practice, this typically means that a wing of some span and constant cross section tunnel, or even in a tow
is tested. The span will typically correspond to the width of the (wind tunnel’s) test tank
section.

A good source of data for foil section lift & drag data is the NACA sections evaluated
by Abbott & von Doernhoff (Theory of Wing Sections).

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Resistance and Propulsion of Ships Resistance and Propulsion of Ships

!   Lift and drag characteristics !   Lift and drag characteristics

How do we get the lift and drag characteristics of the blade sections? How do we get the lift and drag characteristics of the blade sections?

Lift and drag forces on the wing are measured in

steady flow conditions at incrementally varied angles of
attack. The results are non-dimensionalized and
plotted.
Test section ~
instrumented part of
facility.
Test section with
This is where the “wing” “wing” of uniform
would be positioned. section across the
span
b
α

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Resistance and Propulsion of Ships Resistance and Propulsion of Ships

!   Lift and drag characteristics !   Lift and drag characteristics

e
lin
How do we get the lift and drag characteristics of the blade sections? Consider the effect of α0 on the the li ft line
ro um
velocity diagram and lift and drag. Ze h dat city
α0 i t c elo
CL P nt v
Note that non-zero zero lift angles e s ulta
α E R
CD are due to camber. (So a symmetric
section would have α0 =0).
b
CL
CD α

If we have an incidence velocity along the zero lift
CL is an approximately linear function of α for line, we will get no lift. We include the effect of zero
small angles of attack. lift angle in the hydrodynamic angle of attack in
order to use the lift and drag data.
α0
0
α
CL goes to zero at an angle α<0. This is the
zero lift angle, denoted α0 . αi = αE - α0

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 Resistance and Propulsion of Ships Resistance and Propulsion of Ships

!   Lift and drag characteristics !   Lift and drag characteristics

How do we get the lift and drag characteristics of the blade sections? There is a difference between 2D blade section data and the lift & drag characteristics
of real wings and blades of finite span.
CL Drag (and CD) is fairly insensitive to angle of
attack for small angles, but increases rapidly
CL / CD Infinite wing span
CD at higher angles of attack.

We have to recognize that L and D occur b

CL together, so the ratio of L/D is an important n,
pa ”
CD section characteristic and we are interested Infinite wing span re
g a he
e s pills
lad “s s.
in operating where L/D is maximum. This dra r t ite i t e b load end
occurs at relatively low α. a nd t ove infin fin he the
t
Lif nstan the ) r a f t ff
Fo e o s” o
co n of lade m
so “leak
a
α0
0
s p g (b or
α
wi
n

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!   Lift and drag characteristics !   Lift and drag characteristics

Winglet at tip ~ Finite wing span ~

reduces tip vortices tip vortices

Finite wing span ~

tip vortices Winglet at tip ~
reduces tip vortices

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!   Pressure distribution !   Pressure distribution

So we can use experimentally derived 2D Consider the pressure distribution over the
blade section lift and drag data. pressure side. The change in pressure is
positive (increases).
decrease in pressure Let’s look at the pressure distribution over a decrease in pressure
typical blade section, starting with the
suction side. The change in pressure on the
Suction side suction side is negative (decreases).

Pitch datum line Pitch datum line

Resultant Resultant
velocity Pressure side velocity
increase in pressure increase in pressure
Stagnation pressure
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 Resistance and Propulsion of Ships
!   Pressure distribution
decrease in pressure
Suction side
Pressure side
increase in pressure
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Resistance and Propulsion of Ships
!   Pressure distribution
Surface piercing propellers
Back ~ ventilated
Face ~ wetted
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Resistance and Propulsion of Ships
!   Pressure distribution
The total lift is due to the contributions from Cavitation would be most likely to occur
the suction on the back and high pressure on where the pressure is lowest: on the suction
the face. The suction is generally the greater side near the leading edge.
component. decrease in pressure
Where would you expect cavitation to occur
on this blade section? Suction side
Pitch datum line Pitch datum line
Resultant Resultant
velocity Pressure side velocity
increase in pressure
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SPP are designed to generate lift from only
the pressure side. The back side is meant to
be ventilated (so remains dry) and does not
generate suction. The sections of SPPs are
typically wedges with a very sharp leading
edge.
The ventilation can only be sustained if the
props work at the surface of the water, which
is where SPPs are positioned.
When an SPP blade penetrates the water
surface, it creates an air cavity (which is
where the back side of the blade is). When it
re-emerges at the surface, it carries some
water out with it, resulting in the
characteristic “rooster tail”.