Design and Fluid Structural Interface Analysis of Marine Propeller

A Thesis Report On
DESIGN AND FLUID STRUCTURAL INTERFACE ANALYSIS

OF MARINE PROPELLER
Submitted in partial fulfillment of the requirement for the award of degree
of
MASTER OF TECHNOLOGY
In
MACHINE DESIGN
Submitted by
BOGIREDDY V D SAPTHAGIRI
Reg. No. 143J1D1502
Under the guidance of
Dr V. Naga Bhushana Rao

Professor, Department of Mechanical Engineering
DEPARTMENT OF MECHANICAL ENGINEERING
RAGHU INSTITUTE OF TECHNOLOGY

(Approved by AICTE, New Delhi, Accredited by NBA, Affiliated to JNTUK, KAKINADA)
Dakamarri, Bheemunipatnam Mandal,

VISAKHAPATNAM-531162
Andhra Pradesh, India.
November-2016
RAGHU INSTITUTE OF TECHNOLOGY
(Approved by AICTE, New Delhi, Accredited by NBA, Affiliated to JNTUK, KAKINADA)
Dakamarri (Post), Bheemunipatnam (Mandal), Visakhapatnam-531162.
CERTIFICATE
This is to certify that the project report entitled “ DESIGN AND FLUID
STRUCTURAL INTERFACE ANALYSIS OF MARINE PROPELLER ”
submitted by “BOGIREDDY V D SAPTHAGIRI (Reg.No.143J1D1502)” has been
carried out in partial fulfilment of the requirement for the award of degree of Master of
Technology in machine design of Raghu Institute of Technology, Affiliated to JNTUK,
KAKINADA, is a record of bonafide work carried out under my guidance & supervision.
The results embodied in this report have not been submitted to any other University or
Institute for award of any degree.
Signature of the supervisor Signature of the HOD
Dr. V. Naga Bhushana Rao,Ph.D Dr. P.Vijaya kumar,M.E,Ph.D

Professor, professor,
Dept.of Mechanical Engineering Dept. of Mechanical Engineering
Raghu Institute of Technology Raghu Institute ofTechnology
ACKNOWLEDGEMENT
I express my sincere thanks and profound sense of gratitude to my project guide

Dr. V. Naga Bhushana Rao, Professor, Department of Mechanical Engineering, RIT,
Visakhapatnam, for his esteemed guidance and encouragement provided throughout the
project. I greatly appreciate his foresight, which enabled me in choosing the topic.
With deep sense of gratitude I thank Dr. P. Vijaya kumar, professor and Head of
the Department of Mechanical Engineering for his encouragement and providing
necessary facilities to complete the thesis.
Also I express my sincere thanks to Mr. M. Purnachandra Rao, M.Tech

coordinator, Department of Computer Science Engineering, for coordinating us and
guiding us to complete this project.
Also I wish to express my deep sense of gratitude to Dr. Ch. Prabhakar Rao
principal, Dr. P S R Chowdary vice principal, RIT, Visakhapatnam, for their help in
completion of this project within premises. I am also thankful to the management for
providing such pleasant environment.
I express my deep respect to all the faculty members of the department for their
inspiration and help during the entire period of this thesis work.
Also I would like to thank all the lab technicians of Mechanical department for
their valuable suggestions and providing excellent opportunities in completion of this
project.
Sincerely
BOGIREDDY V D SAPTHAGIRI
(Reg.No.143J1D1502)
CONTENTS
CHAPTER - I 1
INTRODUCTION 1
1.1 History 3
1.2 Description of Propeller 3
1.3 Propeller Geometry 6
1.4 Basic Definitions of Propeller 7
1.5 Propeller Blade Sections 9
1.6 Pressure Distribution over an Aerofoil 10
1.7 Non Dimensional Geometrical Parameters 11
CHAPTER – II 13
LITERATURE SURVEY & THEORITICAL BACKGROUND 13
2.1 Computational Fluid Dynamics Theory 14
2.1.1 Definition of Computational Fluid Dynamics 14
2.1.2 CFD Application Fields 16
2.1.3 Governing Differential Equations 16
2.1.4 Structure of CFD Code 17
2.1.5 Solution Procedure 18
2.2 Modeling of Propeller 18
2.2.1 Hydrocomp Propcad Theory 18
2.3 CATIA Theory 21
CHAPTER – III 13
DESIGN OF PROPELLERS 23
CHAPTER – IV 26
SIMULATION RESULTS AND DISCUSSIONS 26
4.1 Simulation Results of Propeller for P/D = 0.8 26
4.1.1 Simulation Results of Aluminium as material for Propeller 26
4.1.2 Simulation Results of Nickel Aluminium Bronze alloy as material for
Propeller 27
4.1.3 Simulation Results of Manganese Bronze as material for Propeller 28
4.2 Simulation Results of Propeller for P/D = 1.0 31
Propeller 32
4.3 Simulation Results of Propeller for P/D= 1.3 36
Propeller 37
4.4. Simulation Results of Propeller for P/D = 1.5 41
i
Propeller 42
CHAPTER – V 46
CONCLUSIONS 46
REFERENCES 47
ii
LIST OF FIGURES
Fig. 1.2: Working principle of a propeller 2

Fig. 1.3: A Three-Bladed Right Hand Propeller 4
Fig. 1.4: Rake and Skew 5
Fig. 1.5: Propeller Blade Cylindrical Sections 6
Fig. 1.6: Projected area of propeller 8
Fig. 1.7: Propeller Blade Sections 9
Fig. 1.8: Propeller Types 10
Fig. 1.9: Typical pressure distribution diagram 11
Fig. 1.10: Pressure Distribution on aerofoil 11
Fig. 2.1: Applications of CFD 16
Fig. 2.2: Structure of CFD 17
Fig. 2.3: Solution procedure 18
Fig. 2.4: Dimensions considered in hydrocomp propcad 19
Fig. 2.5: Automatic sections created in software 20
Fig. 3.1: Propeller design in CATIA 24
Fig. 4.1 (a): Simulation Result-Stresses for Aluminium as material 26
Fig. 4.1 (b): Simulation Result-Total Deformation for Aluminium as material 26
Fig. 4.1 (c): Simulation Result-Equivalent Elastic Strain for Aluminium as material 26
Fig. 4.1 (d): Simulation Result-Stresses for Nickel Aluminium Bronze alloy as
material 27
Fig. 4.1 (e): Simulation Result-Total Deformations for Nickel Aluminium Bronze
alloy as material 27
Fig. 4.1 (f): Simulation Results-Equivalent Elastic Strain for Nickel Aluminium
Bronze alloy as material 27
Fig. 4.1 (g): Simulation Result-Stresses for Manganese Bronze alloy as material 28
Fig. 4.1 (h): Simulation Result-Total Deformations for Manganese Bronze alloy as
material 28
Fig. 4.1 (i): Simulation Results-Equivalent Elastic Strain for Manganese Bronze alloy
as material 28
Fig. 4.2 (c): Simulation Result-Equivalent Elastic Strain for Aluminium as material31
material 32
material 33
as material 33
material 37
iii
material 38
as material 38
material 42
material 43
as material 43
iv
LIST OF TABLES
Table 4.1 Simulation Results of Propeller for P/D = 0.8 29

Table 4.2 Natural frequencies (P/D 0.8) from ANSYS 30
v
ABSTRACT
Ships and underwater vehicles like submarine and torpedoes use propeller for
propulsion. In general, propellers are used as propulsions and they are also used to
develop significant thrust to propel the vehicle at its operational speed and RPM.
Much has been said and published on the development of the marine propeller from
the time of antiquity to the present age, but there is more to be done. Therefore,
present work focuses on the design procedure of four bladed marine propellers
engines with 120 KW and 100 rpm for the design of the fixed pitch propeller. This
work covers the basic principles underlying the design from the beginning to the end.
The present work is to carry out the dynamic analysis of Aluminum, Nickel
Aluminium Bronze alloy and Manganese Bronze alloy materials. The present thesis
deals with modeling and analyzing the propeller blade of a underwater vehicle for
their strength. A propeller is a complex geometry which requires high end modeling
software. Here different sections are considered to create single blade using HYDRO
PROCAD and using section coordinate data 3D 4 blade propeller modeled in CATIA
V5 R20 and analysis are performed using ANSYS FLUENT software. Materials
results are compared and the stresses obtained are well within the safe limits of elastic
property of the materials.
vi
CHAPTER - I
INTRODUCTION
The propeller is that component of the ship which converts the engine power into the
driving force of the ship. These days, conventional marine propellers remain the
standard propulsion mechanism for surface ships and underwater vehicles. Cavitation
occurs when the local absolute pressure is less than local vapor pressure for the fluid
medium. In fluid power applications the evaporation pressure is reached when flow
velocity is increased sufficiently. Cavitation may lead to expensive problems if not
acknowledged in an early design stage.
The inception of cavitation on hydrofoil is a basic phenomenon in
hydrodynamics which refers to the appearance of vapour phase when liquid flows
around a hydrofoil. For thin hydrofoils at moderate angle of attack, the first occurrence
of cavitation is closely related to the minimum pressure near the leading edge according
to [1-5]. Under these conditions the inception of cavitation marks the establishment of
relatively large separated flow of vapour on the upper surface near the leading edge
commonly referred to as sheet cavitation. Once sheet cavitation is developed, pressure
on the upper surface of the hydrofoil is higher than the non cavitating flow. This in turn
limits the hydrofoils maximum lift, increases drag, changes the pitching moment. This
may also responsible for propeller’s noise and vibration as well as efficiency drop and
material erosion. The typical design objective is to delay cavitation to higher angles of
attack in order to widen the performance of propeller’s blades.
Fig. 1.1: Description of hydrofoil
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Minimum pressure coefficient (Cpmin) is used to measure and correlate cavitation
inception. For a given hydrofoil at a fixed angle of attack Cavitation inception index (σ i)
tends to increase with flow Reynolds number. Various studies provided the cavitation
inception index at various angles of attack. Increasing the angle of attack up to the stall
angle at a fixed Reynolds’s number also causes to increase in cavitation inception
index.
Cavitation inception is dependent on various effects such as surface roughness,
cavitation nuclei and transport of non condensable gases. Self-twisting composite
marine propellers, when subject to hydrodynamic loading, will not only automatically
bend but also twist due to passive bend–twist (BT) coupling characteristics of FRP
composites. To exploit the BT coupling effects of self-twisting propellers, CFD
methodology is proposed, formulated, and implemented[7].
A right-hand rotation propeller, which is rotating, moving from left to right is
considered for present project. As the blade rotates or moves downward, it pushes water
down and back as is done by your hand when swimming. At the same time, water must
rush in behind the blade to fill the space left by the downward moving blade. This
results in a pressure differential between the two sides of the blade. A positive pressure,
or pushing effect, on the underside and a negative pressure, or pulling effect, on the top
side is developed.
Fig. 1.2: Working principle of

a propeller
The process of beginning of

cavitation is called “Cavitation
Inception”. Pure water can
withstand considerable low pressure (i.e. negative tension) without undergoing
cavitation. For the cavitation inception “the inception pressure” is assumed to be equal
to the vapour pressure (Pv) at the sea. The study of propeller action and design is
complex especially the manufacturing of marine propellers is a highly specialized
procedure. This complex analysis can be easily solved by numerical techniques.
Cavitation inception is of direct importance to Navy vessels, because of the sudden
viii
increase in noise levels causes to trouble from stealth point of view at the onset of
cavitation.
As cavitation plays an important role for better efficiency of the propeller at higher
speeds, so the cavitation inception point is to be found out for the propeller by
performing flow analysis under open water conditions. We presented CFD simulations
for cavitation inception around a marine propeller using a commercial CFD code
Fluent6.3.
1.1 History:
Euler (Swiss Mathematician) first reported the possibility of cavitation on a
particular design of water wheel in 1754. Reynolds wrote series of papers on engine-
racing in screw propelled steamer and introduced cavitation as we know it today
(INA, 1873). Barnaby reported over speeding characteristics of 27 knots Torpedo boat
destroyer HMS Daring in its trials in 1893.
Parsons built the world’s first cavitation tunnel to observe the phenomena in
model scale and tested the propellers of his famous world’s first steam turbine boat
“Turbinia” in 1895. This small tunnel is still kept in working order at the City
Museum in Newcastle upon Tyne, UK. Parsons also constructed a larger tunnel 15
years later in which he could test 12” diameter propeller models.
1.2 Description of Propeller:
A screw propeller consists of a number of blades attached to a hub or boss as
shown in fig 1.2. The boss is fitted to the propeller shaft through which the power of
the propulsion machinery of the ship is transmitted to the propeller. When this power
is delivered to the propeller, a turning moment or torque is applied making the
propeller revolve about its axis, there by producing an axial force or thrust causing the
propeller to move forward with respect to the surrounding medium (water) at a speed
of advance.
The general notations are:
Q: torque, N-m
n: Rotational speed, rps
T: axial force, N
VA: speed of advance, m/sec
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Fig. 1.3: A Three-Bladed Right Hand Propeller
The point on the propeller blade farthest from the axis of revolution is called
the blade tip. The blade is attached to the propeller boss at the root. The surface of the
blade that one would see when standing behind the ship and looking at the propeller
fitted at the stem (the rear part of the ship) is called the face of the propeller blade.
The opposite surface of the blade is called its back. A propeller that revolves in the
clockwise direction (viewed from aft) when propelling the ship forward is called a
right hand propeller. If the propeller turns anticlockwise when driving the ship ahead,
the propeller is left handed. The edge of the propeller blade, which leads the blade in
its revolution when the ship is being driven forward, is called the leading edge. The
other edge is the trailing edge.
When a propeller revolves about its axis, its blade tips trace out a circle. The
diameter of this circle is the propeller diameter D. The number of propeller blades is
denoted by Z. The face of the propeller blade either forms a part of a helicoidal or
screw surface, or is defined with respect to it, hence the name "screw propeller". A
helicoidal surface is generated when a line revolves about an axis while
simultaneously advancing along it. A point on the line generates a three-dimensional
curve called a helix. The distance that the line (or a point on it) advances along the
axis in one revolution is called the pitch of the helicoidal surface (or the helix).The
pitch of the helicoidal surface which defines the face of a propeller blade is called the
x
(face) pitch P of the propeller.
If the line generating the helicoidal surface is perpendicular to the axis about
which it rotates when advancing along it, the helicoidal surface and the propeller
blade defined by it are said to have no rake. If, however, the generating line is
inclined by an angle Є to the normal, then the propeller has a rake angle Є. The axial
distance between points on the generating line at the blade tip and the propeller axis is
the rake, as shown in fig1.4. Propeller blades are sometimes raked aft at angles up
to15 degrees to increase the clearance between the propeller blades and the hull of the
ship.
Fig. 1.4: Rake and Skew

Consider the line obtained by joining the midpoints between the leading and
trailing edges of a blade at different radii from the axis. If this line is straight and
passes through the axis of the propeller, the propeller blades have no skew. Usually
however, the line joining the midpoints curves towards the trailing edge, resulting in a
propeller whose blades are skewed back. Skew is adopted to reduce vibration. Some
modem propeller designs have heavily skewed blades. The angle Өs between a
straight line joining the center of the propeller to the midpoint at the root and a line
joining the centre and the midpoint at the blade tip is a measure of skew, as shown in
Fig 1.4.
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1.3 Propeller Geometry:
The shape of the blades of a propeller is usually defined by specifying the
shapes of sections obtained by the intersection of a blade by coaxial right circular
cylinders of different radii. These sections are called radial sections or cylindrical
sections. Since all the propeller blades are identical, only one blade needs to be
defined. It is convenient to use cylindrical polar coordinates (r, Ө, z) to define any
point on the propeller, r being the radius measured from the propeller axis, Ө an angle
measured from a reference plane passing through the axis, and z the distance from
another reference plane normal to the axis. The z = 0 reference plane is usually taken
to pass through the intersection of the propeller axis and the generating line of the
helicoidal surface in the Ө = 0 plane.
Fig. 1.5: Propeller Blade Cylindrical Sections

Consider the section of a propeller blade by a coaxial circular cylinder of
radius r, as shown in fig 1.5. The blade is pointing vertically up. The figure also
shows the helix over one revolution defining the blade face at radius r, and the
reference planes Ө = 0 and z = 0 .The projections of this fig on a plane perpendicular
xii
to the propeller axis and on a horizontal plane are shown in fig1.5 (b) and (c). If the
surface of the cylinder is now cut along the line AA 1,joining the two ends of the helix,
and the surface unwrapped into a plane, a rectangle of length 2πr and breadth P (the
pitch of helix) is obtained, the helix being transformed into the diagonal as shown in
fig1.5. The radial section takes the shape shown in fig l.4, and this shape is the
expanded section at the radius r. The angle Ф = tan-l (P/2πr) is the pitch angle, and L
and T are the leading and trailing edges at the radius r.
The expanded blade section is fundamental to the hydrodynamics of the
propeller because its behavior when advancing at a speed V A and revolving at a speed
n is analogous to the behavior of an aerofoil of the same shape moving at a velocity
obtained by compounding the axial velocity VA and tangential velocity 2πnr. The
geometry of the propeller is thus defined through its expanded sections at a number of
radii, usually at r/R = 0.2, 0.3... .1.0, where R = 0.5D is the propeller radius. The
expanded sections at these radii are obtained as shown in fig. 1.5
1.4 Basic Definitions of Propeller:
Propeller: The propeller is that component of the ship which converts the engine
power into the driving force of the ship.
Propeller Blades Twisted fins or foils that protrude from the propeller hub. The
shape of the blades and the speed at which they are driven dictates the torque a given
propeller can deliver.
Hub The hub of a propeller is the solid center disk that mates with the propeller shaft
and to which the blades are attached. Ideally the hub should be as small in diameter as
possible to obtain maximum thrust.
Blade Root The root of a propeller blade is where the blade attaches to the hub.
Blade Tip. The tip is the outermost edge of the blade at a point furthest from the
propeller shaft.
Boss: The boss is the central part of a propeller to which the blades are attached.
Face: The face of a blade is considered to be the high-pressure side, or pressure face
of the blade. This is the side that faces aft (backwards) and pushes the water when the
vessel is in forward motion. The face of a propeller blade is the surface seen when
viewed from aft.
xiii
Back: The back of the blade is the low pressure side or the suction face of the blade.
This is the side that faces upstream or towards the front of the vessel. the opposite
surface of the face is known as the back of the propeller.
Leading edge: the leading edge of the blade is that edge which leads the blade
through the water when producing ahead thrust.
Trailing edge: The opposite edge to the leading edge is termed as the trailing edge.
Tip: The tip of a blade is the point on the blade edge located farthest from the centre
of the propeller.
Propeller diameter: The propeller diameter is the diameter of the cylinder which
contains the propeller and has its axis coincident with the propeller axis.
Pitch: Advance per revolution of the helical surface defining the face of the propeller
is known as its (face) pitch. The pitch of a propeller is defined similarly to that of a
pitch of machine screw. It indicates the distance the propeller would “drive forward”
for each full rotation. The distance the ship is propelled forward in one propeller
rotation is actually less than the pitch. The difference between the nominal pitch and
the actual distance traveled by the vessel in one rotation is called slip.
Disc area: The disc area is the area of the circle passing through the tips of the blades
in a plane normal to propeller axis.
Projected area: Projected area is the area of the projection of the blades on to a plane
normal to propeller axis.
xiv
Fig. 1.6: Projected area of propeller
Expanded blade area: The expanded blade area is obtained by the integrating
radially the helical chord lengths at each radius for all the blades.
Developed blade area: Developed blade area is the sum of the face areas of all the
blades.
Blade area ratio: It is the ratio of the total blade area to the disc area of the propeller.
Boss the diameter ratio: This is the ratio of the boss diameter to the propeller
diameter.
Blade width ratio: It is the ratio of maximum width of the blade to diameter of the
propeller.
Mean blade width: Mean blade width obtained by dividing the developed area of one
blade of the propeller by the height of the propeller blade.
Mean width ratio: It is the ratio of the mean blade width to the propeller diameter.
Blade thickness ratio: The ratio the extrapolated thickness of the propeller blade at
the shaft centre line to the propeller diameter.
xv
Chord: The distance between the leading edge (nose) and the trailing edge (tail)
measured along the base line of the section of the propeller blade at any radius, of a
hydrofoil or aerofoil.
Camber: The maximum distance between the camber line and a line joining the
leading edge (nose) and the trailing edge (tail) of the section a propeller blade at any
radius, of a hydrofoil or aerofoil.
Camber line: The median or mean line between the face and the back of the section
of a propeller blade at any radius, or of a hydrofoil or aerofoil.
Root: The section at which the propeller blade is attached to boss or hub of the
propeller.
1.5 Propeller Blade Sections:
xvi
Fig. 1.7: Propeller Blade Sections
The expanded blade sections used in propeller blades may generally be divided into
two types
1. Segmental sections and
2. Aerofoil sections.
Segmental sections are characterized by a flat face and a circular or parabolic
back, the maximum thickness being at the midpoint between the leading and trailing
edges, the edges being quite sharp.
In aerofoil sections the face may or may not be flat, the maximum thickness is
usually nearer the leading edge, which is often more rounded than the trailing edge.
GEOMENTRY OF SHIP PROPELLER
a) Fixed pitch propeller
This propeller are cast in one block and normally made of a copper alloy. The position
of the blades, and thereby the propeller pitch, is once and for all fixed, with a given
pitch that cannot be changed in operation.
b) Controllable pitch propeller
xvii
This type of propeller designed to give the highest propulsive efficiency for any speed
and load condition. When the ship is fully loaded with cargo the propulsion required
at a given ship speed is much higher than when the ship is empty. By adjusting the
blade pitch, the optimum efficiency can be obtained and fuel can be saved. Also, the
controllable pitch propeller has a “vane"-stance, which is useful with combined
sailing or motor vessels as this stance gives the least water resistance when not using
the propeller.
Fig. 1.8: Propeller Types
1.6 Pressure Distribution over an Aerofoil:

On the face of the section the pressure is increased above that in the free
stream, being greatest quite close to the nose.
xviii
Fig. 1.9:
Typical
pressure
distribution
diagram
On the back
the pressure is
decreased and
has a marked
peak some
little distance
from the nose. The lift force generated is the result of the differences in pressure on
the two faces, and for the type of pressure distribution shown in fig. 1. 9 it is clear that
they reinforce one another and that the reduction on the back contributes more to the
lift than does the increase on the face.
xix
Fig. 1.10: Pressure Distribution on aerofoil
1.7 Non Dimensional Geometrical Parameters:

Study of propellers is greatly dependent upon the use of scale models; it is
therefore convenient to define the geometrical and hydrodynamic characteristics of a
propeller by non-dimensional parameters that are independent of the size or scale of
the propeller. The major non-dimensional geometrical parameters used to describe a
propeller are:
1. Pitch ratio p/D:
- The ratio of the pitch to the diameter of the propeller.
2. Expanded blade area ratio AE. /Ao:
- The ratio of the expanded area of all the blades to the disc area A o of the
propeller,
xx
Ao = πD2/4.
3. Chord ratio c/D:
- The ratio of chord length to diameter of the propeller.
4. Camber ratio f/c:
-The ratio of camber length to the chord length.
5. Thickness-chord ratio t/c:
- The ratio of thickness of the aerofoil and chord length.
A propeller is normally fitted to the stem of the ship where it operates in water
that has been disturbed by the ship as it moves ahead. The performance of the
propeller is thus affected by the ship to which it is fitted, so that the same propeller
will perform slightly differently "behind" different ships. If therefore one wishes to
determine the intrinsic performance characteristics of a propeller, unaffected by the
ship to which it is fitted, it is necessary to make the propeller operate in undisturbed
or "open" water. The performance characteristics of a propeller usually refer to the
variation of its thrust, torque and efficiency with its speed of advance and revolution
rate in open water.
It is difficult to determine the characteristics of a full-size propeller either in
"open" water or "behind" the ship by varying the speed of the advance and the
revolution rate over a range and measuring the thrust and torque of the propeller.
Therefore, recourse is had to experiments with models of the propeller and the ship in
which the thrust and torque of the model propeller can be conveniently measured over
a range of speed of advance and revolution rate. However, before one embarks upon
model experiments it is essential to know the conditions under which the quantities
measured on the model can be applied to the full-size ship. These conditions are
obtained from the "laws of similarity" between a model and its prototype. The chapter
four includes brief theory about CFD and steps involved for flow analysis performed
under open water conditions for finding the pressures on the surface of the blade and
finding the cavitation inception point at a particular speed and increasing cavitation
inception.
CHAPTER – II
LITERATURE SURVEY & THEORITICAL BACKGROUND
A literature survey was taken up to review present status of research in the

field of cavitation inception analysis on composite marine propeller blades, pressure
xxi
distributions over the blade section ,cavitation inception and identify areas requiring
attention focused specifically relevant to the project topic. Karl Randle[8] predicted
the Thrust and Torque performance for Two Propeller Blades Using CFD. Numerical
computations of the flow around two typical propeller blades have been carried out
and compared with the equivalent measurements obtained for the open water thrust
and torque performance characteristics of the two propellers.
W. Wienken[9], presented on "A Method to Predict Cavitation Inception
Using Large-Eddy Simulation and its Application to the Flow Past a Square Cylinder"
in which cavitation inception around axis symmetric bodies are explained. Lingjiu[10]
made his paper on cavitation study on a marine propeller using RNG K- Є turbulence
model and validated with experimental results. Same turbulence model is applied in
the project. G Cuiper[10] predicted "the tip vortex cavitation on a new level, but this
is still under developing and only for the non cavitating case". In this field new
physical concepts were developed and in this paper some results are presented.
Sandor Bernad[11] "presented a numerical investigation of cavitating flows using
the mixture model implemented in the FLUENT commercial code". Francesso
Salvatore[1] presented “Theoretical Modelling Of Unsteady Cavitation And Induced
Noise” in which we got the experimental data for non cavitating and cavitating
conditions. Karl Randle and Peter Bull, March 2005, predicted the Thrust and Torque
performance for Two Propeller Blades Using CFD. Numerical computations of the
flow around two typical propeller blades have been carried out and compared with the
equivalent measurements obtained for the open water thrust and torque performance
characteristics of the two propellers. Bong Jun Chang.1998[4] applied a finite volume
CFD method in conjunction with the standard K-Є turbulence model to calculate the
flow pattern and performance parameters of a DTNSRDC P4119 marine propeller in a
uniform flow. The simulated flow pattern agrees with the experimental data in most
cases. However, the detailed shape of the wake behind the propeller blades is not
captured. This methodology gives in local disagreement with the other data,
especially around blade wake and tip vortex. However, in order to clear the reason of
these disagreements, more study using other turbulence models or other mesh patterns
is necessary. Propeller.
Antonio Sanchez-Caja.,1998[5] has calculated open water flow patterns and
performance coefficients for DTRC 4119 propeller using FINFLO code. The flow
patterns were generally predicted with the K-Є turbulent model. He has suggested a
xxii
better prediction of the tip vortex flow, which requires a more sophisticated
turbulence model. “ P4119 RANS Calculations at VTT” 22 nd ITTC Propeller.
Richard B. Medvitz*, Robert F. Kunz†, David A. Boger, Jules W. Lindau, Adam M.
Yocum,[7] presented the “PERFORMANCE ANALYSIS OF CAVITATING FLOW
IN CENTRIFUGAL PUMPS USING MULTIPHASE CFD”.Sandor Bernad
presented a numerical investigation of cavitating flows using the mixture model
implemented in the FLUENT commercial code. JL.Reboud[9] presented a numerical
study of the cavitation behavior of two-dimensional hydrofoils simulating a section of
an inducer blade.With the availability of superior hardware, it becomes possible to
model the complex fluid flow problems like propeller flow.
2.1 Computational Fluid Dynamics Theory:
2.1.1 Definition of Computational Fluid Dynamics:
CFD is a set of numerical methods applied to obtain approximate solutions of
problems of fluid dynamics and heat transfer. CFD is not a science by itself but a
way to apply the methods of one discipline (numerical analysis) to another (fluid
flow and heat transfer). The Computational part simply means the study of the fluid
flow using numerical simulations, which involves employing computer programs or
software packages performed on high speed digital computers to attain the
numerical solutions.
Numerical (computational) approach:
 Ability to describe almost any fluid flow and heat transfer process as a
solution of a set of PDE’s.
 An approximation solution can be obtained in the result of a computational
procedure
Advantages:
 Compliments EXPERIMENTAL and ANALYTICAL approaches by
providing an alternative cost effective means of simulating real fluid flows
 Substantially reduce time and cost in design and production.
 Capable of simulating flow conditions that are not reproducible in
experimental tests such as
- Nuclear accident scenario
- Tsunami
 Provide rather detailed, visualized, comprehensive information compared to
EXPERIMENTAL and ANALYTICAL study.
xxiii
 The computational approach, however, beats the analytical and experimental
methods in some very important aspects:
 Universality
 Flexibility
 Accuracy
 Cost
Limitations:
• Physical models.
– CFD solutions rely upon physical models of real world processes
– The CFD solutions can only be as accurate as the physical models on which they
are based.
• Numerical errors.
– Solving equations on a computer invariably introduces numerical errors.
– Round-off error: due to finite word size available on the computer.
Round-off errors will always exist (though they can be small in
most cases).
– Truncation error: due to approximations in the numerical models. Truncation
errors will go to zero as the grid is refined. Mesh refinement is one way to deal
with truncation error.
2.1.2 CFD Application Fields:
xxiv
Fig. 2.1: Applications of CFD
2.1.3 Governing Differential Equations:
 Conservation of Mass
 Conservation of Momentum
 Conservation of Energy
Conservation of Mass:
The mass conservation law says that the rate of change of mass in an arbitrary
material volume V (t) equals the rate of mass production in V (t). This can also be
called as the Continuity equation.
Conservation of Momentum:
Newton’s law of conservation of momentum implies that the rate of change
of momentum of a material volume equals the total force on the volume. There are
body forces and surface forces. A body force acts on a material particle and is
proportional to its mass. A surface force works on the surface of V (t) and is
proportional to area. This conservation of momentum can also be called as Navier-
Stokes equation.
Conservation of
Energy:
The energy equation is obtained from the first law of thermodynamics and
which says that the work done on the closed system plus heat added to it equals the
increase of the sum of kinetic and internal energy of the system.
xxv
2.1.4 Structure of CFD Code:
 PRE-PROCESSING
 SOLVING
 POST-PROCESSING
Fig. 2.2: Structure of CFD
2.1.5 Solution Procedure:
xxvi
Fig. 2.3: Solution procedure
2.2 Modeling of Propeller:

2.2.1 Hydrocomp Propcad Theory:
HydroComp PropCad is the industry-standard software for geometric modeling

of marine propellers for design and manufacture. This tool provides automatic
preparation of 2D design drawings, 3D offsets, thickness classification reports, and
CAD/CAM data. Manufacturers, researchers and designers rely on PropCad for their
modeling needs. The tool is widely used in over 40 countries for quickly generating
propellers and design variants from small outboard production lines to large merchant
ship propellers.
xxvii
Fig. 2.4: Dimensions considered in hydrocomp propcad
Fig. 2.5: Automatic sections created in software
Fig. 2.6: Detaing view of single blade sections
xxviii
2.3 CATIA Theory:
Initially, CATIA name is an abbreviation for Computer Aided Three-
dimensional Interactive Application the French Dassault Systems is the parent
company and IBM participates in the softwares and marketing, and catia is invades
broad industrial sectors, and has been explained in the previous post position of
CATIA between 3d modeling software programs. Before we come to learning any
3d modeling software's, You must know their classification as a drawing
program, Where CATIA classified under the following software packages:
CAD (Computer Aided Deign)
CAM (Computer Aided Manufacturing)
In general
CAE (Computer Aided Engineering)
Version that most of the people works on it now is CATIA V5 or fifth version, which
is a rewriting and revision the code of the fourth edition. For the fifth version, there
are versions from 1 to 20, for example, CATIA V5 R17, it Means CATIA fifth edition
version seventeenth, While years system was adoption in the sixth edition, for
example, CATIA V6 2011 means CATIA sixth edition version of Year 2011 CATIA
consists of modules each Module specialized in specific design field, and now the
most famous of these modules are explained below.
Sketcher: This module is responsible for the implementation of two-dimensional

shapes, in preparation for make a three-dimensional commands on it.
Part Design: This module is responsible for converting two-dimensional graphics to
three-dimensional objects which is most famous in CATIA and is closely linked with
sketcher module. The part design Module it is considered from most important
modules, that used by the designer to get the additional advantage from cad programs,
which is stereotaxic drawing or three-dimensional drawing.
Assembly: This module is responsible for assembling the parts previously produced
in Part Design, and it is most important for those who work in the field of machinery
design or design in general, because it is the one who shows the inter-relationships
between the parts of the machine or any mechanical establishment.
xxix
Stress Analysis: This module is responsible for testing parts designed to withstand
the loads expected occurrence on it, and shows how the mechanical parts are affected
by the colors, where they can learn the most dangerous points in terms of emotion
through the distribution of colors.
Drafting: This module is responsible, for converting what you see on the screen to
standard engineering drawings can be traded in the workshop for manufacturing or
save them for documentation.
Surface and WireFrame: With this module surfaces can be drawing with zero size
and weight and has its uses in the aerospace, automotive, ships and Mold Design.
Simulation: this module is responsible for obtaining a similar movement of the
natural movement, which is expected to occur during the actual operation of the
machine or mechanical establishment whatever.
Free Style: which is a free drawing, product designers needs it, such as Mobile or
furniture or antiques designers and other modules such as:
Sheet Metal, Mold Design, Welding, Aerospace Sheet Metal.
The surprise is that all of the above follows the one field which is mechanical design
field while there are other fields such as:
Analysis, Machining and Ergonomics
Each of them containing modules, even electronic circuit design, that is mean
CATIA have too many modules, and it is covers almost everything you need, so I
prefer to work on it more than others. CATIA is considered as a CAM program, in
addition to it is CAD program, in the meaning that you can export files to CNN
machines and then manufactured, CATIA Also supports graphics from other
programs such as AutoCAD, for example, it is possible to copy a drawing from
AutoCAD and enter it to CATIA and then make on it CATIA operations, CATIA
files can be kept with dwg extension which is supported by AutoCAD or the default
extension has.
xxx
CHAPTER - III
DESIGN OF PROPELLERS
Movement of a ship through water is achieved by the power so developed in

the engine via the propeller shaft to the propeller in water. The distance or forward
motion depends mainly on the propeller pitch which is defined as how far the
propeller can travel for one revolution of the shaft. Propeller is a type of a fan that
transmits power by converting rotational motion into thrust. A pressure difference is
produced between the forward and the rear surfaces of the air foil-shaped blade, and a
fluid (such as air or water) is accelerated behind the blade. Propeller dynamics can be
modeled by both Bernoulli’s principle and Newton’s third law. A propeller is
sometimes colloquially known as screw. In sculling, a single blade is moved through
an arc; from side to side taking care to keep presenting the blade to the water at
effective angle [1]. The innovation introduced with the screw propeller was the
extension of that arc more than 360° by attaching the blade to a rotating shaft.
Propellers can have a single blade, but in practice there is nearly always more than
one so as to balance the forces involved. Typical propeller geometry is shown in Fig
3.1 which outlines some of the terms used in designing a propeller for a ship. The
drawing starts with the elevation view, which shows the side view, including the
blade thickness and the rake angle. Rake takes advantage of the fact that the flow into
the propeller is slightly inwards. It also increases the clearance between the blade and
the hull. The blade thickness reduces away from the shaft center, so the nominal
thickness is the thickness projected as if the blade went all the way to the centerline.
The elevation view, which shows the sections and skew. Skew makes the propeller
enter a given flow area less suddenly as it spins than if all of the sections were
aligned. This reduces noise and change the loading along the blade . the fundamental
theory of screw propeller is applicable to all forms of marine propellers. In its present
form a screw propeller consist of a stream lined hub attached outboard to a rotating
engine shaft on which are mounted two to seven blades. The blades are either solid
which the hub detachable or movable. The screw propeller which has the
characteristics motion of a screw revolves about the axis along which it advances; the
blades are approximately elliptical in outline. The screw propeller is divided into the
fixed pitch and controllable pitch propellers which are of the two types mainly used in
the marine sector. The fixed screw propeller has a constant pitch with an increasing
xxxi
thickness from blade tip to the boss. The pitch of the propeller at any point is constant
so that the value of the pitch will be ideal for calculation purposes. Controllable pitch
propeller has a variable pitch; where the blades are rotated normally to the drive shaft
by additional machinery usually hydraulic, the hub and control linkages running down
the shaft. This allows the drive machinery to operate at a constant speed while the
propeller loading is changed to match operating conditions. It also eliminates the need
for a reversing gear and allows for more rapid change to thrust, as the revolutions are
constant. This type of propeller is most common on ships such as tugs where there can
be enormous differences in propeller loading when towing. This is comparable to
running free, a change which could cause conventional propellers to lock up as
insufficient torque is generated.
Fig 3.1 Propeller design in CATIA

Designing formulas for 4 blade propeller (Wageningen B series propeller)
The initial design variable requirements of the propeller are given below:
1. Delivered power (KW)
2. Propeller rate of rotation (rpm)
3. Speed of ship (m/s)
xxxii
4. Number of blades
5. Taylor’s wake friction (w).
The speed of ship (Vs), the number of propeller revolution (n), the blade number (Z)
and the blade area ratio (Ae/A0) are known while pitch ratio (P/D)
The speed of advance VA is obtained from Vs by model test or by using the formula:
Va= Vs (1 w)
Where w is the Wake friction (w=0.15).
The relationship between
Ps =Pb x ŋs
Pd= delivered power
Pd = Ps x ŋs
The power coefficient Bp can be calculated using
Bp = Pd0.5 x n / Va2.5
Propeller thrust can be calculated using equation
T= Pd x ŋ0 /Va
ŋ0= propulsive coefficient
The optimum diameter of the propeller is given as
D = ζ opt x Va/ n
Blade thickness ration = t0/ D
to = Maximum blade thickness
D = Propeller diameter
To determine the hub (Boss) diameter of the propeller, the relation Boss (hub)
diameter ratio d =0.18D
Engine Brake Power ( B P ) -85 Hp
Ship Speed (Vs) -30Knots
Propeller diameter (D) =4.2m
Pitch (P)=(08/1/1.3/1.5)*4.2
Boss (Hub) diameter=0.5m
Expanded area ratio (AE/Ao)
xxxiii
CHAPTER – IV
SIMULATION RESULTS AND DISCUSSIONS
4.1 Simulation Results of Propeller for P/D = 0.8:
4.1.1 Simulation Results of Aluminium as material for Propeller:
Fig. 4.1 (a): Simulation Result-Stresses for Aluminium as material
xxxiv
Fig. 4.1 (b): Simulation Result-Total Deformation for Aluminium as material
Fig. 4.1 (c): Simulation Result-Equivalent Elastic Strain for Aluminium as material
xxxv
Propeller:
material
xxxvi
alloy as material
Bronze alloy as material
4.1.3 Simulation Results of Manganese Bronze as material for Propeller:
xxxvii
Fig. 4.1 (g): Simulation Result-Stresses for Manganese Bronze alloy as material
material
xxxviii
Fig. 4.1 (i): Simulation Results-Equivalent Elastic Strain for Manganese Bronze
alloy as material
Table 4.1 Simulation Results of Propeller for P/D = 0.8

Material Stress Total Equivalent Elastic
(M Pa) Deformation Strain (mm)
(mm)
Aluminium 21.865 6.0812 3.15E-4
Mn+Bronze 21.784 3.678 1.90E-4

Alloy
Ni+Al+Bron 21.943 3.6092 1.87E-4
ze Alloy
xxxix
Fig. 4.1 (j): Graph: Material vs Properties for P/D = 0.8
Table 4.2 Natural frequencies (P/D 0.8) from ANSYS

NATURAL FREQUENCIES (P/D 0.8)
MODE NO Al Ni-Al-Br Mn-Br
1 8.8 11 11.6
2 41.9 51.8 55
3 59.9 74.4 78.3
4 69.8 86.9 91
The simulation results are shown in Fig. 4.1 (a), (b) and (c) of aluminium as a
material of marine propeller, Fig. 4.1 (d), (e) and (f) of nickel-aluminium-bronze alloy
as a material of marine propeller, Fig. 4.1 (g), (h) and (i) of manganese-bronze alloy
as a material of marine propeller for P/D =0.8. The results clearly shows that the
maximum stress, minimum total deformation and minimum equivalent elastic strain
obtained in nickel-aluminium-bronze alloy material compared with other materials.
The results of stress, total deformation and equivalent elastic strain are shown in table
4.1
For the pitch to diameter ratio 0.8 the maximum value of natural frequency is
observed in manganese-bronze alloy and minimum for aluminium in all the modes.
The results of natural frequencies of aluminium, nickel-aluminium-bronze alloy and
manganese-bronze alloy materials at different modes are shown in table 4.2.
xl
4.2 Simulation Results of Propeller for P/D = 1.0:
xli

Propeller:
xlii
material
xliii
alloy as material
xliv
material
xlv
alloy as material

Material Stress Total Deformation Equivalent
(M Pa) (mm) Elastic Strain
(mm)
Aluminium 27.84 7.2312 4.01E-4
Mn+Bronze 27.769 4.3719 2.43E-4

Alloy
Ni+Al+Bronze 27.907 4.293 2.38E-4
Alloy
Fig.
4.2
(j):
Graph: Material vs Properties for P/D = 1.0

MODE NO Al Ni-Al-Br Mn-Br
1 9.1 11.4 12.6
2 43.2 54.2 59
3 60.8 70.9 79.5
xlvi
4 72.2 88.1 93.4
4.3
xlvii
4.3 Simulation Results of Propeller for P/D= 1.3:
xlviii
xlix
Propeller:
material
l
alloy as material
li
material
lii
as material

Material Stress Total Equivalent
(M Pa) Deformation Elastic Strain
(mm) (mm)
Aluminium 22.382 6.6797 3.23E-4
Mn+Bronze 22.307 4.0438 1.95E-4

Alloy
Ni+Al+Bronze 22.452 3.9606 1.92E-4
Alloy
liii
Fig. 4.3 (j): Graph: Material vs Properties for P/D = 1.3

MODE NO AL Ni-Al-Br Mn-Br
1 9.78 12 12.8
2 39.6 49 51.9
3 65 81 85
4 79 98.5 103
4.5.
liv
4.4. Simulation Results of Propeller for P/D = 1.5:
lv
lvi
Propeller:
material
lvii
alloy as material
lviii
material
alloy as material
lix
Material Stress Total Equivalent
(M Pa) Deformation Elastic Strain
(mm) (mm)
Aluminium 23.059 6.9366 3.30E-4
Mn+Bronze 23.012 4.1971 2.00E-4

Alloy
Ni+Al+Bronze 23.104 4.1151 1.96E-4
Alloy
Fig.
4.4
(j):
Graph: Material vs Properties for P/D = 1.5

MODE NO AL Ni-Al-Br Mn-Br
1 9.5 11.8 12.4
2 42.6 52.7 55
3 64.4 80.1 84
4 73.8 91.7 96
lx
4.7.
CHAPTER – V
CONCLUSIONS
A 4.2 meter diameter propeller model is prepared using prop cad, from here nearly 12
sections coordinates were taken and imported in to CATIA using macros concept.3D
model was prepared using catia software, here surfacing and part modules were used
in modeling. Pressure distribution was taken from fluent 16.3.26 software, at 8.33 m/s
water velocity. And propeller rotates at 100 r.p.m. Static analyses were performed for
three different types of materials like Aluminum, Nickel-Aluminum-Bronze and
Manganese-Bronze materials.
 Minimum deformation in propeller was obtained with p/d 0.8 for Nickel-
Aluminium-Bronze material followed by p/d 0.8 for Manganese-Bronze material.
lxi
 The stresses were minimum with p/d 0.8 for Nickel-Aluminum-Bronze followed
by p/d 0.8 for Aluminium material.
 Vibrations were minimum with p/d 0.8 for Nickel-Aluminum-Bronze followed by

p/d 0.8 for Manganese-Bronze material.
 Modal analysis is performed to find out natural frequencies and these natural
frequencies are not in working frequencies.
 Buckling was minimum with p/d 0.8 for the material Nickel-Aluminum-Bronze
followed by p/d 0.8 for Manganese-Bronze material.
 Harmonic analysis was also done to find out resonance. And maximum
deformation occurs between 37 to 50Hz. 300 times of working pressure has found
as critical load in compressive buckling analysis.
 From all the results Nickel-Aluminum-Bronze is considered as optimum propeller

blade and stresses are in allowable limit.
REFERENCES
1. Francesso Salvatore V.H and Accosta AJ 1973 “Viscous effects in the
inception of cavitation on axisymmetric bodies,” ASME J. Fluids Eng., 109,
pp.12-25
2. Arakeri, V. H., 1975, “Viscous Effects on the Position of Cavitation
Separation from Smooth Bodies,” J. Fluid Mech., 68, pp. 779–799.
3. Arakeri, V. H., Carroll, J. A., and Holl, J. W., 1981, “A Note on the Effect of
Short and Long Laminar Separation Bubbles on Desinent Cavitation,” ASME
J. Fluids Eng., 103 1 , pp. 28–32.
4. Bong Jun Chang.1998, “A Holographic Study of the Influence of Boundary
Layer and Surface Characteristics on Inception and Developed Cavitation
lxii
on Axisymmetric Bodies,” Proceedings of 12th Symposium on Na- val
Hydrodynamics, Washington, DC, pp. 443–451.
5. Antonio Sanchez-Caja.,1998, “Boundary Layer and Cavitation Studies of
NACA 16–012 and NACA 4412 Hydrofoils,” Proceedings of 13th
Symposium on Naval Hydrodynamics, Tokyo, Japan, pp. 195–219.
6. Billet, M. L., and Holl, J. W., 1981, “Scale Effects on Various Types of
Limited Cavitation,” ASME J. Fluids Eng., 103 (3), pp. 405–414.
7. Zhanke Liu and Yin L. Young 2009 “Utilization of bend twist coupling for
performance enhancement of composite marine propellers”, aDepartment of
Civil and Environmental Engineering, Princeton University, Princeton, NJ
08544, USA
8. Karl Randle and Peter Bull.march 2005, “Predictions of the Thrust and
Torque Performance for two Propeller Blades Using Computational Fluid
Dynamics” International Conference on marine CFD,
9. JL.Reboud, 2006 “A Method to Predict Cavitation Inception Using Large-
Eddy Simulation and its Application to the Flow Past a Square Cylinder”,
Institute of Fluid Mechanics, Technische Universität, Dresden, ASME,
vol.128,2006.
10. Sandor BERNAD, “NUMERICAL ANALYSIS OF THE CAVITATING
FLOWS”, Center of Advanced Research in Engineering Sciences, Romanian
Academy, Timisoara Branch, Romania, 2006.
11. Takayuki Watanabe 2004, Takafumi kawamura, Yoshihisa Takekoshi,
“Simulation of steady and unsteady cavitating models around a marine
propeller using a RANS CFD code”, Masatsugu MAEDA, University of
Japan, Tokyo,.
12. Vijay H Arakeri 1978 “Cavitation inception” IISC Banglore, India,.
13. FLUENT 6.3 Documentation user guide.
14. Taylor, D.w, 1933 “The Speed and Power and Ships”, Washington,
15. J.E.Conolly, 1960 “Strength Of Propellers”, reads in London at a meeting of
the royal intuition of naval architects on dec 1, ,pp 139-160
16. Terje sonntvedt,1986 “Propeller Blade Stresses, Application Of Finite Element
Methods”, computers and structures, vol.4,pp 193-204
17. M.jourdian, visitor and J.L.Armand. may 24-25,1978 “Strength Of Propeller
Blades-A Numerical Approach”, the society of naval architects and marine
lxiii
engineers, ,pp 201-213.
18. George W.Stickle and John L Crigler.,1990 “Propeller analysis from
experimental data” report No.712, pp 147-164.
19 G.H.M.Beek, visitor, lips B.V.,Drunen. may 24-25,1978 “Hub-Blade
Interaction In Propeller Strength”, the socity of naval architects and marine
enginers, ,pp191-194.
20. P.Castellini, C.Santolini.1990 “Vibration Measurements On Blades Of A
Naval Propeller Rotating In Water With Tracking Laser Vibromneter ”,Dept.
of mechanics, university of Ancona, pp43-54
lxiv

Design and Fluid Structural Interface Analysis of Marine Propeller

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A Thesis Report On

DESIGN AND FLUID STRUCTURAL INTERFACE ANALYSIS

Under the guidance of

Dr V. Naga Bhushana Rao

DEPARTMENT OF MECHANICAL ENGINEERING

RAGHU INSTITUTE OF TECHNOLOGY

Dakamarri, Bheemunipatnam Mandal,

Signature of the supervisor Signature of the HOD

Dr. V. Naga Bhushana Rao,Ph.D Dr. P.Vijaya kumar,M.E,Ph.D

I express my sincere thanks and profound sense of gratitude to my project guide

Also I express my sincere thanks to Mr. M. Purnachandra Rao, M.Tech

Fig. 1.2: Working principle of a propeller 2

Table 4.1 Simulation Results of Propeller for P/D = 0.8 29

property of the materials.

Fig. 1.1: Description of hydrofoil

Fig. 1.2: Working principle of

The process of beginning of

Fig. 1.4: Rake and Skew

Fig. 1.5: Propeller Blade Cylindrical Sections

Fig. 1.8: Propeller Types

1.6 Pressure Distribution over an Aerofoil:

1.7 Non Dimensional Geometrical Parameters:

A literature survey was taken up to review present status of research in the

2.1.2 CFD Application Fields:

Fig. 2.2: Structure of CFD

2.1.5 Solution Procedure:

2.2 Modeling of Propeller:

HydroComp PropCad is the industry-standard software for geometric modeling

Fig. 2.5: Automatic sections created in software

Fig. 2.6: Detaing view of single blade sections

Sketcher: This module is responsible for the implementation of two-dimensional

Movement of a ship through water is achieved by the power so developed in

Fig 3.1 Propeller design in CATIA

Fig. 4.1 (a): Simulation Result-Stresses for Aluminium as material

4.1.3 Simulation Results of Manganese Bronze as material for Propeller:

Table 4.1 Simulation Results of Propeller for P/D = 0.8

Mn+Bronze 21.784 3.678 1.90E-4

Table 4.2 Natural frequencies (P/D 0.8) from ANSYS

Fig. 4.2 (a): Simulation Result-Stresses for Aluminium as material

4.2.2 Simulation Results of Nickel Aluminium Bronze alloy as material for

Table 4.3 Simulation Results of Propeller for P/D = 1.0

Mn+Bronze 27.769 4.3719 2.43E-4

Graph: Material vs Properties for P/D = 1.0

Table 4.4 Natural frequencies (P/D 1.0) from ANSYS

Fig. 4.3 (a): Simulation Result-Stresses for Aluminium as material

Table 4.5 Simulation Results of Propeller for P/D = 1.3

Mn+Bronze 22.307 4.0438 1.95E-4

Table 4.6 Natural frequencies (P/D 1.3) from ANSYS

NATURAL FREQUENCIES (P/D 1.3)

Fig. 4.4 (a): Simulation Result-Stresses for Aluminium as material

Mn+Bronze 23.012 4.1971 2.00E-4

Graph: Material vs Properties for P/D = 1.5

Table 4.8 Natural frequencies (P/D 1.5) from ANSYS

NATURAL FREQUENCIES (P/D 1.5)

 Vibrations were minimum with p/d 0.8 for Nickel-Aluminum-Bronze followed by

 From all the results Nickel-Aluminum-Bronze is considered as optimum propeller

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