DESIGN AND ANALYSIS OF MARINE PROPELLER FOR

DIFFERENT LOAD USING IN FEA

PHASE II REPORT
Submitted By
S EJAS FATHIMA

Reg. No. 961120402001

A PROJECT REPORT

Submitted to the

FACULTY OF MECHANICAL ENGINEERING

in partial fulfilment for the award of the degree of

MASTER OF ENGINEERING
IN
ME-CAD/CAM

LORD JEGANNATH COLLEGE OF ENGINEERING &

TECHNOLOGY
ANNA UNIVERSITY: CHENNAI 600 025

SEPTEMBER 2022

1
 ANNA UNIVERSITY: CHENNAI 600 025
BONAFIDE CERTIFICATE

Certified that this thesis titled “DESIGN AND ANALYSIS OF MARINE

PROPELLER FOR DIFFERENT LOAD USING IN FEA” is the bonafide work of S EJAS

FATHIMA, (Reg. No: 961120402001) who carried out the work under my supervision. Certified

further that to the best of my knowledge the work reported herein does not form part of any

other thesis or dissertation on the basis of which a degree or award was conferred on an earlier

occasion on this or any other candidate.

Mr.P GOPU, M.E.,M.B.A Mr. SR. SURESH, M.E.,

Assistant Professor and Head,
Department of Mechanical Engineering,
Lord Jegannath College of Engineering
and Technology, PSN Nagar,
Ramanathichanputhur,
Kanyakumari - 629 402.
Submitted for the University examination
Jegannath College of Engineering and Technology Ramanathichanputhur on ………………….
Supervisor,
Assistant Professor,
Department of Mechanical Engineering,
Lord Jegannath College of Engineering
and Technology, PSN Nagar,
Ramanathichanputhur,
Kanyakumari – 629 402.
conducted by Anna University Chennai at Lord

INTERNAL EXAMINER EXTERNAL EXAMINER

2
 ABSTRACT
This project deals with the application to a propeller, which is the basic and the most
important element for propelling the ships, submarines, etc. Propellers also used to develop
significant thrust to propel the vehicle at its operational speed. The blade geometry and
design are more complex involving many controlling parameters. The present work deals
with modeling and analyzing the aluminium propeller blade of an underwater vehicle for its
strength. A propeller is a complex geometry which requires high end modeling software.
The solid model of propeller is developed in AutoCAD and a tetrahedral mesh is generated
for this model using HYPER MESH and static analysis is carried out using ANSYS. In
current years the increased need for the light weight structural element with acoustic
insulation, has led to use of fiber reinforced multi-layer composite propeller. The present
work carries out the structural analysis of a CFRP (carbon fiber reinforced plastic) propeller
blade which proposed to replace the Aluminum propeller blade. Propeller is subjected to an
external hydrostatic pressure on either side of the blades depending on the operating depth
and flow around the propeller also result in differential hydrodynamic pressure between face
and back surfaces of blades. The propeller blade is modeled and designed such that it can
with stand the static load distribution and finding the stresses and deflections for both
aluminum and carbon fiber reinforced plastic materials. This work basically deals with the
modeling and design analysis of the propeller blade of a torpedo for its strength. A propeller
is complex 3D model geometry. This requires high end modeling AutoCAD software is
used for generating the blade model. This report consists of brief details about Fiber
Reinforced Plastic materials and the advantages of using _ composite propeller over the
conventional metallic propeller. By using ANSYS software static structural analysis were
carried out for two different materials

3
 ACKNOWLEDGEMENT
First of all I express my heartfelt, profound, gratitude to God, The Almighty for the
successful completion of the project.
I extend my gratitude to our honorable chairman Dr. P. SUYAMBU, Ph.D., to whom I are
gratefully indebted, our chairperson, Dr. T. RUKMONI SUYAMBU, Ph.D., our Vice
Chairman Mr. R.B. RAJA., M.S., our Vice Chairperson Mrs. P. JAYALAKSHMI
SUYAMBU., M.E., our honorable Director Dr. M. ROBERT SINGH, Ph.D., sincere
thanks to our Principal Dr. G. JIJI, M.E., Ph.D., and also sincere thanks to our honorable
Dean Er. FRANKLIN GEORGE JOBIN, M.E., and Vice Principal Dr. M. Manikandan
M.E., Ph.D., of Lord Jegannath College of Engineering and Technology, PSN Nagar,
Ramanathichanputhur, Nagercoil, for supporting us at all times.
I express my heartfelt gratitude to Mr.P. GOPU, M.E., M.B.A., Assistant Professor and
Head, Department of Mechanical Engineering, Lord Jegannath College of Engineering and
Technology, PSN Nagar, Ramanathichanputhur, Nagercoil, for extending the facilities in
the department.
I express my heartfelt and sincere thanks to Mr. SR. SURESH, M.E., Assistant Professor
and P.G Coordinator, Department of Mechanical Engineering, Lord Jegannath College of
Engineering and Technology, PSN Nagar,Ramanathichanputhur, Nagercoil, for his
encouragement and inspiration for the execution of the project.
I express my sincere gratitude to my guide, Mr. SR. SURESH, M.E., Assistant Professor,
Department of Mechanical Engineering, Lord Jegannath College of Engineering and
Technology, PSN Nagar, Ramanathichanputhur, Nagercoil, for valuable guidance, proper
advice and constant encouragement during my project.
I also very thankful to the entire faculty in Department of Mechanical Engineering for their
direct and in-direct help and cooperation.
S EJAS FATHIMA

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 TABLE OF CONTENTS

CHAPTER TITLE PAGE

NO. NO.
ABSTRACT 3
LIST OF TABLES 6

7
LIST OF FIGURES

LIST OF SYMBOLS 8
CHAPTER 1 INTRODUCTION 9
CHAPTER 2 2.1 LITERATURE REVIEW 10
2.2 PROPELLER TYPES 14
2.3 PROPELLER DESIGN 14
2.4 PROBLEM DESCRIPTION 15

CHAPTER 3 3.1 METHODOLOGY 18

3.2 DESIGN ANALYSIS AND OPTIMISATION 18

3.3 DESIGN EVALUATION 20

CHAPTER 4 4.1 ANALYTICAL CALCULATION FOR PROPPELER 26

CHAPTER 5 5.1 MODELING OF PROPELLER 29

CHAPTER 6 6.1 ANALYSIS PROCEDURE 31
6.2 MATERIAL 31
CHAPTER 7 PROPOSED SYSTEM 40
7.1 DESIGN ANALYSIS OUTPUTS 40
RESULTS AND DISCUSSION 47
FINITE ELEMENT ANALYSIS (FEA) OF METALLIC PROPELLER 47

CHAPTER 8 CONCLUSIONS 50
REFERENCES 51

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CHAPTER LIST OF TABLES PAGE
NO. NO

CHAPTER 6 Model (A4) > Mesh 31

Model (A4) > Analysis 33

Model (A4) > Static Structural (A5) > Loads 35

Model (A4) > Static Structural (A5) > Force 36

Structural Steel > Constants 36

Structural Steel > Compressive Ultimate Strength 37

Model (A4) > Analysis 37

Structural Steel > Compressive Yield Strength 37

Structural Steel > Tensile Yield Strength 43

Structural Steel > Tensile Ultimate Strength 37

Structural Steel > Isotropic Secant Coefficient of Thermal 37

Expansion

Structural Steel > Alternating Stress Mean Stress 38

Structural Steel > Strain-Life Parameters 45

Structural Steel > Isotropic Elasticity 45

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 LIST OF FIGURES PAGE NO

CHAPTER NO.

CHAPTER 2 2.1 TOP VIEWS 17

CHAPTER 3 3 PROPELLER GEOMETRY 22

3.1 GEOMETRIC VIEW 25

3.2 MESH PART 25

CHAPTER 5 5.1 CAD MODEL ISOMETRIC SOLID VIEW 28

5.2 CAD MODEL ISOMETRIC WIREFRAME VIEW 28

CHAPTER 6 6.1 Meshing 30

6.2 STATIC STRUCTURAL CONDITIONS APPLY 34

6.3 FRICTIONLESS SUPPORT APPLY 34

6.4 FORCE APPLY 35

CHAPTER 7 7.1 MAXIMUM SHEAR STRESS SURFACE VIEW 39

7.2 MAXIMUM SHEAR STRESS LAYER VIEW 39

7.3 MAXIMUM SHEAR STRESS LAYER VIEW 40

7.4 DIRECTIONAL DEFORMATION SURFACE VIEW 41

7.5 DIRECTIONAL DEFORMATION LAYER FLOW 41

VIEW

7.6 DIRECTIONAL DEFORMATION LINE FLOW 42

VIEW

7.7 NORMAL ELASTIC STRAIN SURFACE VIEW 43

7.8 NORMAL ELASTIC STRAIN LAYER VIEW 43

7.8 NORMAL ELASTIC STRAIN LINE FLOW VIEW 44

7.8 TOTAL DEFORMATION VIEW 44

7
 LIST OF SYMBLES

ANYSIS : Analysis System

CAD : Computer-aided design

FE : Finite Element

FEA : Finite Element Analysis

MEMS : Micro Electrode Mechanical Systems

8
 CHAPTER 1
1.1 INTRODUCTION
The propeller, whose name comes from the Latin ‘‘propeller” (to drive forward) is
a very old idea. An efficient screw propeller was produced at the beginning of the 19th
century, as a suitable power source for the steam engine. The propeller converts the engine’s
output by rotation into thrust which balances the resistance against driving forward at that
particular throttle speed. Usually the engine’s revolutions are too high to directly drive the
propeller and therefore the engine’s r.p.m. must be reduced by a reverse gear with a
reduction. A propeller is the most common propulsor on ships, imparting momentum to a
fluid which causes a force to act on the ship. A ship propels on the basis of Bernoulli’s
principle and Newton’s third law. A pressure difference is created on the forward and aft
side of the blade and water is accelerated behind the blades.
The thrust from the propeller is transmitted to move the ship through a transmission
system which consists of a rotational motion generated by the main engine crank shaft,
intermediate shaft and its bearings, stern tube shaft and its bearing and finally by the
propeller itself. The propeller is an important part of the propulsion plant. The propeller
must be carefully designed in conjunction with each specific vessel in order to obtain not
only a high efficiency but also a high level of comfort. The propeller design usually starts
with determining the main particulars (diameter, mean pitch, blade area). The propeller is
determined by the number of blades, its diameter and its pitch (definitions shown in the
above drawings), and the direction of rotation (left or right). The 3-blade propeller is most
often used, but the same definitions are valid for the 2-blade, 4-blade and multi-blade
propellers. Typically the propeller size is shown as D x P, where P stands for pitch, D:
Propeller diameter, Pitch: Distance the propeller travels in a single turn.

9
 CHAPTER 2

2.1 LITERATURE REVIEW

[1] 1PALLE PRASAD, 2LANKA BOSU BABU-In current years the increased need for
the light weight structural element with acoustic insulation, has led to use of fiber
reinforced multi-layer composite propeller. The present work carries out the structural
analysis of a CFRP (carbon fiber reinforced plastic) propeller blade which proposed to
replace the Aluminum propeller blade. Propeller is subjected to an external hydrostatic
pressure on either side of the blades depending on the operating depth and flow around
the propeller also result in differential hydrodynamic pressure between face and back
surfaces of blades. The propeller blade is modeled and designed such that it can with
stand the static load distribution and finding the stresses and deflections for both
aluminum and carbon fiber reinforced plastic materials. This work basically deals with
the modeling and design analysis of the propeller blade of a torpedo for its strength. A
propeller is complex 3D model geometry. This requires high end modeling CATIA
software is used for generating the blade model. This report consists of brief details about
Fiber Reinforced Plastic materials and the advantages of using _ composite propeller over
the conventional metallic propeller. By using ANSYS software static structural analysis
were carried out for two different materials

[2] Dr.R.Mani,M.E,Ph.D1., R.Gobiraj2- This paper investigates the modelling and hydro
dynamic analysis of sub merged marine propellers. The model analysis is based on the
computational fluid dynamics (CFD) using fluent software. The method of meshing and
the effect of mesh size are studied in this paper. Moreover, different propeller models and
methods are explained; and the best setting for obtaining the accurate result are presented.
The performance curve of the propeller obtained by CFD are compared and verified with
the analytical result. The pressure and velocity contours around the propeller also
presented. A propeller is a type of fan that transmits power by converting rotational
motion into thrust. A pressure difference is produced between the forward and rear

10
surfaces of the air foil-shaped blade, and a fluid (such as air or water) is accelerated
behind the blade. Propeller dynamics can be modelled by both Bernoulli's principle and
Newton's third law. A marine propeller is sometimes colloquially known as a screw
propeller or screw.foil-shaped blade, and a fluid (such as air or water) is accelerated
behind the blade. Propeller dynamics can be modelled by both Bernoulli's principle and
Newton's third law. A marine propeller is sometimes colloquially known as a screw
propeller or screw.

[3] Ajay Baban Pawar, Tejas Santosh Petkar,- A propeller is a type of fan that transmits
power by converting rotational motion into thrust. A pressure difference is produced
between the forward and rear surfaces of aerofoil shape blade and fluid is accelerated
behind the blades which generates two force, one along the longitudinal direction of ship
which is the axial force called thrust force and tangential force which produce the required
torque. As propeller has great influence on the propulsive performance of ship, propeller
design is important technology for energy saving in ship propulsion. A twin screw
propeller consist of two propellers arranged side by side at the stern of the ship. Most
ships are equipped with twin screws, and the propeller turn opposite ways either outward
or inward. Large vessel often have twin screws to reduce heeling torque. Generally alloy
of aluminium or bronze material are used for manufacturing of marine propeller. In our
design we are using material for the blades which possess high tensile strength and
propeller turn opposite ways either outward or inward. Large vessel often have twin
screws to reduce heeling torque. Generally alloy of aluminium or bronze material are
used for manufacturing of marine propeller. In our design we are using material for the
blades which possess high tensile strength and corrosion resistance properties which
enhance life of the propeller. Designing of propeller will be done using SOLIDWORKS
2016 and further structural analysis using ANSYS 2019. To compare the results between
original and modified blade version. The main objective is to increase the thrust force
using modified design using the same input power . Also, cost estimation will be done

11
and suggestive measures will be undertaken to reduce the cost. An effective cost
estimation framework can contribute to a competitive advantage.

[4] M.Bhanu Priya 1, K.Mohan Krishna 2,- Fiber reinforced composites are finding wide
spread use in naval applications in recent times. Ships and under water vehicles like
torpedoes, Submarines etc., these weapons require propeller to drive the vehicle. In
general the propeller will be used as propulsions and it also used to develop significant
thrust to propel the vehicle at its operational speed. which are designed for moderate and
deeper depths require minimization of structural weight for increasing payload,
performance/speed and operating range for that purpose Aluminum alloy casting is used
for the fabrication of propeller blades In current years the increased need for the light
weight structural element with acoustic insulation, has led to use of fiber reinforced multi
layer composite propeller. The present work carries out the structural analysis of a CFRP
(carbon fiber reinforced plastic) propeller blade which proposed to replace the Aluminum
propel blade. In addition propeller is subjected to an external hydrostatic pressure on
either side of the blades depending on the operating depth and flow around the propeller
also result in differential hydrodynamic pressure between face and back surfaces of
blades. These hydrodynamic pressure takes as a single resultant load act at 1/3 part of the
blade. The propeller blade is modeled and designed such that it can with stand the static
and dynamic load distribution and finding the stresses and deflections in static analysis
for both isotropic and orthotropic materials. In dynamic analysis free vibration (modal
analysis) analysis for both isotropic and orthotropic materials. This thesis work basically
deals with the modeling and design analysis of the propeller blade of a ship for its
strength. A propeller is complex 3D model geometry. Which requires high end modeling
CAD software is used for generating the blade model in CATIA V5 R19. This report
consists of brief details about Fiber Reinforced Plastic materials and the advantages of
using composite propeller over the conventional metallic propeller. This project
concentrates on the metal and composite strength analysis of the propeller blade carried
out by using the finite element method. By using ANSYS12.0 software static, modal were

12
carried out for both isotropic and orthotropic material. In this work two different types of
ship propeller i.e. Aluminum, Composite, were studied using FEM techniques.

[5] M.Mohamed Abbas3, .K.Kirubakaran4 -This paper investigates the modelling and
hydro dynamic analysis of sub merged marine propellers. The model analysis is based on
the computational fluid dynamics (CFD) using fluent software. The method of meshing
and the effect of mesh size are studied in this paper. Moreover, different propeller models
and methods are explained; and the best setting for obtaining the accurate result are
presented. The performance curve of the propeller obtained by CFD are compared and
verified with the analytical result. The pressure and velocity contours around the propeller
also presented. A marine 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. A propeller that
revolves in the clockwise direction (viewed from front) when propelling the ship forward
is called a right-hand propeller. When a propeller is moved rapidly in the water then the
pressure in the liquid adjacent to body drops in proportion to the square of local flow
velocity. If the local pressure drops below the vapour pressure of surrounding liquid,
small pockets or cavities of vapour are formed. Then the flow slows down behind the
object and these little cavities are collapsed with very high explosive force. If the
cavitation area is sufficiently large, it will change the propeller characteristics such as
decrease in thrust, alteration of torque, damage of propeller material (corrosion and
erosion) and strong vibration excitation and During recent year’s great advancement of
computer performance, Computational Fluid-Dynamics (CFD) methods for solving the
Reynolds Averaged Navies- Stokes (RANS) equation have been increasingly applied to
various marine propeller geometries. While these studies have shown great advancement
in the technology, some issues still need to be addressed for more practicable procedures.
These include mesh generation strategies and turbulence model selection. With the
availability of superior hardware, it becomes possible to model the complex fluid flow
problems like propeller flow. A ship can be fitted with one, two and rarely three propellers
depending upon the speed and maneuvering requirements of the vessel.

13
OVERALL VIEW OF PROPELLER

2.2 PROPELLER TYPES

Depending on the type of application different

propellers are to be used

(1) Nozzle propeller

(2) Voith Schneider Propeller

(3) Contra rotating Propeller

(4) Super cavitating Propeller

(5) Jet propeller

2.3 PROPELLER DESIGN

Propeller design is the art of synthesising multi-disciplinary requirements and limitations

into a cohesive final product that efficiently meets the features of a specific ship. It is an
iterative procedure that can generally be divided into three interacting phases: i) the
problem description, ii) the preliminary design and iii) the design analysis and
optimisation phases. A flowchart of the propeller design phases is presented in figure 2.3,
which provides an overview of the three phases and includes both tools that the designer
uses and the expected outcome of each phase. In common engineering design problems,
there is a fourth phases in which the design is evaluated, commonly with a prototype.
However, this is rarely possible in propeller design due to the uniqueness of the designed
propeller and because the evaluation occurs using full-scale sea trial tests with the final
product. Therefore, propeller design requires particular attention in the design analysis
and optimisation phase. Automated optimisation approaches can support the designer in
finding better designs faster.

14
2.4 PROBLEM DESCRIPTION

The primary task in the problem definition phase is the determination and correct
selection of the design point for the propeller. However, this requires the determination
of the propeller type and the selection of an engine. Hence, the problem description phase
typically starts with an evaluation of the vessel: What is the ship’s purpose? Where will
it operate? What is the hull maintenance procedure? Various operating conditions that the
ship experiences during its lifetime are usually summarised in a mission profile of the
ship, which is provided by the ship’s owner. It determines the portion of time that a ship
travels at a certain speed and thus outlines the economical design point. However, the
propeller also has to match the engine characteristics for a good performance. The wrong
selection of the design point results in suboptimal operation of the engine at other
operating conditions. This is particularly important for a fixed pitch propeller (FPP)
because the design is only valid for one condition, but even the sectional profiles of
controllable pitch propellers (CPP) are optimised for only one inflow condition.

The ship’s requirements also determine the propulsor or rather the propeller type.
Systematic series data, e.g., by Van Manen (1966), Blount (1993) or Tachmindji et al.

15
(1957), assist the designer in selecting a suitable propeller type. However, initial costs,
running costs and maintenance costs also determine the type of propeller. Once the
propeller type and the engine are selected, the propeller demand and engine power supply
need to be matched, considering that the ship and the propeller will be subjected to
fouling, different weather conditions and different loading conditions. In figure 2.1a a
typical, yet simplified, situation of a propeller demand curve matched to the engine
characteristics is given for the correct propeller design point at the engine’s MCR. A
failure in the pitch selection of the propeller pitch will lead to an over-pitched or under-
pitched design. Both cases prevent achieving the maximum engine power; either the
torque limit will hinder the engine from developing its maximal power in the case of an
over-pitched propeller or the engine speed limit will diminish the maximum available
power.

FIG 2.1 AUTOCAD TOP VIEWS

16
17
 CHAPTER 3

3.1 METHODOLOGY

Step 1: Collecting information and data related to spur gear

Step 2: A fully parametric model of the Rspur gear is created in catia software.
Step 3: Model obtained in Step 2 is analyzed using ANSYS 14.(APDL), to obtain stresses ,
strain deformation strain energy etc.
Step 4: Manual calculations are done.
Step 5: Finally, we compare the results obtained from
ANSYS and compared different geometry and
material.
3.2 DESIGN ANALYSIS AND OPTIMISATION
The preliminary design is elaborated in the design analysis and optimisation phase
with numerical methods and experiments, respectively, to develop the detailed geometry.
In this phase, the design is optimised with detailed changes of the blade geometry to find
the best compromise. Unlike the preliminary design phase, where the blade geometry is only
partly specified and partly designed using the numerical methods as an optimisation of
circulation distribution, in the analysis phase, the entire geometry is known and the
performance of the propeller is analysed using numerical methods. This analysis requires
detailed inflow information, obtained either by simulation of the ship together with the
propeller or by calculation of effective inflow velocities, for detailed estimation of the
propeller forces and cavitation.
The design analysis and optimisation phase can also be accomplished by
systematic series and empirical formulation. The application of numerical methods and
model tests again depend on the capabilities of the designer and the requirements of the
customer. For small vessels where only little information of the flow around the hull is
known, the design procedure based on a series of propellers and an adaptation based on
cavitation criteria, e.g. Keller criteria, propeller strength evaluation by cantilever beam
theory followed by a fatigue estimate and blade thickness according to classification rules,
18
may be sufficient. However, for larger vessels, propeller suppliers typically utilise
numerical methods of variable fidelity and experiments of model propellers to evaluate the
simulations.
The final part of the design phase finalises the design such that the propeller is
ready for manufacturing. In addition to a detailed geometry representation, this also requires
constraints that restrict the design and yield designs that are manufacturable and that
conform with the classification rules. Hence, this phase is about manipulating the geometry
iteratively to find the best compromise that is feasible and that provides the best
performance. It is a design spiral that includes multi-disciplinary constraints and objectives
and that is traversed by the designer several times. The process is presented as a continuous
circle (figure 2.3); however, the cycle may be interrupted when the performance is not
acceptable and design changes are required.
Typical constraints are cavitation, static and dynamic blade stresses and
classification regulations that are often contradictory to the typical objectives (propeller
efficiency, propeller-induced pressure pulse and blade weight). However, when the detailed
geometry is already developed as a 3-dimensional surface, constraints apply on the
arrangement of the blade on the hub, blade collision and details of the blade edges. The
designer analyses the hydrodynamic performance to obtain the propeller forces and thus the
power consumption and evaluates cavitation on the blade, which typically has to be
constrained to reduce the risk for erosion. Propeller-induced vibration and noise are related
to the hydrodynamic performance but often require specific calculations. Static strength and
possibly ice loads acting on the propeller blades are, with contemporary blade shapes,
calculated using finite element methods (FEM). The obtained maximum stress level is
subsequently applied in a dynamic strength analysis to ensure the service life of the
propeller. Classification approval requires not only providing a minimum blade thickness
but also calculations of the hub and the shaft, e.g., blade bearing forces, blade bolt diameter
or required oil pressure to pitch the blade in the case of a CPP.

19
3.3 DESIGN EVALUATION
After the optimal propeller design is obtained, all limitations and demands are satisfied,
and the design is approved, the propeller will be manufactured. The evaluation of the
design is generally accomplished during full-scale speed and powering trials with the
final product, which are typically conducted at the end of the ship-building phase with a
new, light and clean hull. The problem of sea trials is to correct the measured data to
ideal, typically contracted, conditions, which is addressed by ITTC (2002). It may also
be required to evaluate the ship and propeller performance in service conditions to reduce
operating costs and to collect data for possible sister ships (Andersen et al., 2005).
Mismatching the specified design criteria results in costly modifications of the propeller.
Propeller Outlines and Areas
There are five different outlines and associated areas
of propeller in use these are:
Disc outline (area) (A0)
Projected outline (Ap)
Developed outline (AD)
Expanded outline (AE)
Swept outline (AS)
Disc area: The area of the circle swept out by the tips of the blades of a propeller
diameter.
Projected outline: It is the view of the propeller blade that is actually seen when the
propeller is viewed along the shaft centerline normal to y-z plane where Z is the number
of blades. rh is the hub radius of the propeller. R is the tip radius of the propeller.
Developed outline: It is a helically based view, but the pitch of each section has been
reduced to zero. The intersection of the blade with the axial cylinder is rotated along the
blade reference line into a plane parallel to the propeller. The amount of rotation is equal
to the pitch angle at every radius.

20
Expanded blade outline: It is really not an outline in any true geometric sense at all. It
is a plotting of the chord lengths at their correct radial stations about the directrix. Such
that the outline is constructed by laying off at each 10.radius r, the chord length along
astraight line. The outline is formed by the locus of the end points of the chord lines laid
out in the above manner.
Swept Outline: This outline is swept by the leading and trailing edges when the propeller
is rotating In general, the developed area is greater than the projected area and slightly
less than the expanded area.
Blade Sections-NACA Definitions
Mean line or camber line: It is the location of midpoints between upper and lower
surfaces when measured perpendicular to the camber line.
Chord length (c): The distance between the leading edge and trailing edges when
measured along the chord line is termed as chord length of the section Camber: is the
maximum distance between the camber line and chord line.
Thickness: of a section is the distance between upper and lower surfaces of the section
also measured perpendicular to the chord line. Leading edges are usually circular having
a leading edge radius defined about a point on the camber line. Typical section used for
ship propeller is NACA66 series with the mean line a=0.8
The upper and lower coordinates of the profile are
given as:
xU = xCyU=yC+yt , xL=xCyL=yC-yt
where yC is the camber ordinate obtained from the table, yt is the ordinate of the chosen
symmetrical thickness distribution.
Generator line: The line formed by intersection of the pitch helices and the plane
containing the shaft axis and propeller reference line. The airfoil sections which together
comprise the blade of a propeller are defined on the surfaces of cylinders whose axes are
concentric with the shaft axis.

21
Face: The side of a propeller blade which faces downstream during a head motion is
called face or pressure side (when viewed from aft of a ship to the bow the seen side of a
propeller blade is called face or pressure side).
Back: The side of a propeller blade which faces generally direction of a head motion is
called back or suction side (when viewed from aft of a ship to the bow the unseen side of
a propeller blade is called back or suction side).
Leading Edge: When the propeller rotating the edge piercing water is called leading
edge.
Trailing Edge: When the propeller rotating the edge trailing the leading edge is called
trailing edge.
3.4 PROPELLER GEOMETRY

Frames of Reference:
For propeller geometry it is convenient to define a local reference frame having a
Common axis such that OX and Ox are coincident but Oy and Oz rotate relative to the
OY and OZ fixed global frame.
The line normal to the shaft axis is called either propeller reference line or directory. In
the case of controllable pitch propeller the spindle axis is used as synonymous with the
reference line.

22
Pitch Consider a point P lying on the surface of a cylinder of radius r which is at some
initial point P0 and moves as to from a helix over the surface of a cylinder.
The propeller moves forward as to rotate and this movement create a helix. When the
point P has completed one revolution of helix that means the angle of rotation: φ = 360o
or 2π the cylinder intersects the X-Z plane and moves forward at a distance of P. In the
projection one revolution of the helix around the cylinder measured normal to the OX
axis is equal to 2πr.
The distance moved forward by the helical line during this revolution is p and the helix
angle is given by: θ
The angle θ is termed the pitch angle and the distance p is the pitch.

Nose-tail pitch: The straight line connecting the extremities of the mean line or nose and
tail of a propeller blade is called nose-tail pitch line. The section angles of attack are
defined to the nose-tail line.
Face pitch: The face pitch line is basically a tangent to section’s pressure side surface
and you can draw so many lines to the pressure side. It is rarely used but it can be seen in
older drawings like Wageningen B series.
Effective or no-lift pitch: It is the pitch line of the section corresponding to aerodynamic
no-lift line which results zero lift.
Hydrodynamic pitch: The hydrodynamic pitch angle (βi) is the pitch angle at which the
incident flow encounters the blade section.
Effective pitch angle (θ0) = Noise-tail pitch angle
(θ, θnt) + 3-D zero-lift angle where 3-D zero lift angle is the difference
Between
θ0 and θ. θ0 = Hydrodynamic pitch angle
(βi) + Angle of attack of section (α) + 3-D zero lift
angle and Pitch values at different radii are called radial pitch distribution.
Slip Ratio

23
If the propeller works in a solid medium (has no slip), i.e. if the water which the propeller
“screws” itself through does not yield (i.e. if the water did not accelerate aft), the propeller
will move forward at a speed of V = p × n, where n is the propeller’s rate of revolution,
as seen in the below figure. The similar situation is shown for a corkscrew, and because
the cork is a solid material, the slip is zero and, therefore, the cork screw always moves
forward at a speed of V = p × n. However, as the water is a fluid and does yield (i.e.
accelerate aft), the propeller’s apparent speed forward decreases with its slip and becomes
thus be expressed as p × n – V.
Skew
It is the angle between the mid-chord position of a section and the directrix (θs). The
propeller skew angle (θsp) is defined as the greatest angle measured at the shaft centre
line which can be drawn between lines passing from the shaft center line through the mid
chord position of any two sections.

24
3.1 GEOMETRIC VIEW

3.2 MESH PART

25
 CHAPTER 4

4.1 ANALYTICAL CALCULATION FOR PROPPELER

Step 1: Collecting information and data related to

spur gear
Step 2: A fully parametric model of the Rspur gear
is created in catia software.
Step 3: Model obtained in Step 2 is analyzed using
ANSYS 14.(APDL), to obtain stresses , strain
deformation strain energy etc.
Step 4: Manual calculations are done.
Step 5: Finally, we compare the results obtained from
ANSYS and compared different geometry and material.
Calculations
Diameter = 227.27 mm
Number of blades = 4
Propeller Model = INSEAN E779A
Type of propeller = Controllable pitch propeller
Material = Aluminum and CFRP
Total area of the circle =ΠR2
=40567.113mm2
Total blade area = total area of the circle X disc area
ratio
Given disc area ratio = 0.689
Total blade area =40567.113 x 0.689
= 27950.66mm2
Relation between pitch & pitch angle
Formulae; pitch (p) = 2Πr x tan a

26
Where @=pitch angle and r= radius and Π
Pitch angle =120
Pitch=2 x Π x 113.635 x tan120
= 1236.66
=1237mm
Speed=(RPM/Ratio) x (pitch/c) x (1-s/100)
= [(1000/0.5) x (1237/1) x (1-0/100)
Assume Ratio=1/2; gear ratio(c)=1;slip=0
=762636 x 60/106
=45.75816km/hr
Boat speed = Vb = 45.75186/1.6093 mile/hr
= 28.4328 mile/hr
Mass flow rate/hr = total blade area* speed of the
boat
The thrust (T) is equal to the mass flow rate (m) times
the difference in the velocity (v)
T = m (Vb – Va)
Thrust = 2102.097 N

27
 CHAPTER 5
FIG 5.1 CAD MODEL ISOMETRIC SOLID VIEW

FIG 5.2 CAD MODEL ISOMETRIC WIREFRAME VIEW

28
5.1 MODELING OF PROPELLER
The propeller is a vital component for the safe operation of ship at sea. It is therefore
important to ensure that ship propeller have adequate strength to withstand the forces that
act upon them. The forces that act on a propeller blade arise from thrust and torque of the
propeller and the centrifugal force on each blade caused by its revolution around the axis.
Owing to somewhat complex shape of propeller blades, the accurate calculation of the
stresses resulting from these forces is extremely difficult. The stress analysis of propeller
blade with aluminium is carried out in the present work. The calculation of the stresses in a
propeller

is complicated due to:

1. The loading fluctuationos,
2. Its distribution over the propeller blade surface
3. The complex geometry of the propeller.
It is therefore usual to use simplified methods to calculate the stresses in the propeller blades
and to adopt a large factor of safety based on experience. The simple method described here
is based on the following principal assumptions:

29
 The propeller blade is assumed to be a cantilever fixed to the boss at the root. The
critical radius is just outside the root fillets.
The propeller thrust and torque, which arise from the hydrodynamic pressure distribution
over the propeller blade surface, are replaced by single forces each acting at a point on the
propeller blade.
The centrifugal force on the propeller blade is assumed to act through the centroid of the
blade, and the moment of the centrifugal force on the critical section can be obtained by
multiplying the centrifugal force by the distance of the centroid of the critical section from
the line of action of the centrifugal force.
The geometrical properties of the radial section (expanded) at the critical radius may
be used instead of a plane section of the propeller blade at that radius, and the neutral axes
may be taken parallel and perpendicular to the base line of the expended section.

30
 CHAPTER 6

6.1 ANALYSIS PROCEDURE

Solid Modelling
The geometrical modelling is done using computer aided software’s like Pro-E, Solidworks,
and Auto CAD etc. In present work, AutoCAD is used. From the obtained values of
dimensions from initial calculations, a two dimensional sketch of one half in total vertical
cross section is made along with a central axis. The sketch is now three dimensionally
modelled using the SWEEP function along the central axis. The model is now saved as stp
or igs file. The file is now ready to be exported to any other compatible analysis software
with minimal disruption in data and surface profiles. Heading to the phase of two
dimensional model, various sketches changing the shapes of dome and dimensional values
will result in different models and for each of it further analysis can be made separately.
6.2 MATERIAL
The material chosen for the piston is Aluminium Alloy. Its fatigue properties are obtained
from MIL – HDBK -5K

FIG 6.1 Meshing

31
 TABLE 5
Model (A4) > Mesh
Object Name Mesh

State Solved

Display

Display Style Body Color

Defaults

Physics Preference Mechanical

Relevance 0

Sizing

Use Advanced Size Function Off

Relevance Center Coarse

Element Size Default

Initial Size Seed Active Assembly

Smoothing Medium

Transition Fast

Span Angle Center Coarse

Minimum Edge Length 1.77960 mm

Inflation

Use Automatic Inflation None

Inflation Option Smooth Transition

Transition Ratio 0.272

Maximum Layers 5

32
 Growth Rate 1.2

Inflation Algorithm Pre

View Advanced Options No

Patch Conforming Options

Triangle Surface Mesher Program Controlled

Patch Independent Options

Topology Checking No

Advanced

Number of CPUs for Parallel Part Meshing Program Controlled

Shape Checking Standard Mechanical

Element Midside Nodes Program Controlled

Straight Sided Elements No

Number of Retries Default (4)

Extra Retries For Assembly Yes

Rigid Body Behavior Dimensionally Reduced

Mesh Morphing Disabled

Defeaturing

Pinch Tolerance Please Define

Generate Pinch on Refresh No

Automatic Mesh Based Defeaturing On

Defeaturing Tolerance Default

Statistics

Nodes 21843

33
 Elements 11943

Mesh Metric None

A coarse type relevance center is chosen and keeping the element size as default by the
software, minimum edge length observed is 2.e-003 m. Inflation: First Aspect Ratio is 5
Mesh Metric None

Static Structural (A5)

TABLE 6
Model (A4) > Analysis
Object Name Static Structural (A5)

State Solved

Definition

Physics Type Structural

Analysis Type Static Structural

Solver Target Mechanical APDL

Options

Environment Temperature 22. °C

Generate Input Only No

34
 6.2 STATIC STRUCTURAL CONDITIONS APPLY

6.3 FRICTIONLESS SUPPORT APPLY

35
6.4 FORCE APPLY

TABLE 8
Model (A4) > Static Structural (A5) > Loads
Object Name Frictionless Support Force

State Fully Defined

Scope

Scoping Method Geometry Selection

Geometry 1 Face 4 Faces

Definition

Type Frictionless Support Force

Suppressed No

36
 Define By Components

Coordinate System Global Coordinate System

X Component 0. N (ramped)

Y Component 0. N (ramped)

Z Component -50. N (ramped)

FIGURE 1
Model (A4) > Static Structural (A5) > Force

TABLE 19
Structural Steel > Constants
Density 7.85e-006 kg mm^-3

Coefficient of Thermal Expansion 1.2e-005 C^-1

Specific Heat 4.34e+005 mJ kg^-1 C^-1

Thermal Conductivity 6.05e-002 W mm^-1 C^-1

37
 Resistivity 1.7e-004 ohm mm

TABLE 20
Structural Steel > Compressive Ultimate Strength
Compressive Ultimate Strength MPa

TABLE 21
Structural Steel > Compressive Yield Strength
Compressive Yield Strength MPa

250

TABLE 22
Structural Steel > Tensile Yield Strength
Tensile Yield Strength MPa

250

TABLE 23
Structural Steel > Tensile Ultimate Strength
Tensile Ultimate Strength MPa

460

TABLE 24
Structural Steel > Isotropic Secant Coefficient of Thermal Expansion
Reference Temperature C

22

TABLE 25
Structural Steel > Alternating Stress Mean Stress
Alternating Stress MPa Cycles Mean Stress MPa

3999 10 0

38
 2827 20 0

1896 50 0

1413 100 0

1069 200 0

441 2000 0

262 10000 0

214 20000 0

138 1.e+005 0

114 2.e+005 0

86.2 1.e+006 0

Propeller due to gas explosion, that force causes to failure of piston pin also (inducing
bending stresses). Pressure acting on piston = 3 N/mm2

Boundary Condition for Thermal Analysis of Piston: The thermal boundary conditions
consist of applying a convection heat transfer coefficient and the bulk temperature, and they
are applied to the piston crown. A maximum temperature constraint of 3500c is given.

39
 CHAPTER 7
PROPPELLER
FIG 7.1 MAXIMUM SHEAR STRESS SURFACE VIEW

FIG 7.2 MAXIMUM SHEAR STRESS LAYER VIEW

40
 FIG 7.3 MAXIMUM SHEAR STRESS LINE FLOW VIEW

A maximum stress of 5.49x106 Pa and minimum of 10780 Pa are observed. Total

deformation of 8.99x10-7 m is obtained for the applied pressure which is considerable after
many number of cycles of operation.
FIG 7.4 DIRECTIONAL DEFORMATION SURFACE VIEW

41
7.5 DIRECTIONAL DEFORMATION LAYER FLOW VIEW

FIG 7.6 DIRECTIONAL DEFORMATION LINE FLOW VIEW

42
The thrust of 4000N is applied on face side of the blade in the region between 0.7R and
0.75R. The intersection of hub and shaft point’s deformations in all directions are fixed. The
thrust is produced because of the pressure difference between the face and back sides of
propeller blades. This pressure difference also causes rolling movement of the underwater
vehicle. This rolling movement is nullified by the forward propeller which rotates in other
direction (reverse direction of aft propeller). The propeller blade is considered as cantilever
beam i.e. fixed at one end and free at other end. The deformation pattern for aluminum
propeller is shown in fig 6. The maximum deflection is found as

FIG 7.7 NORMAL ELASTIC STRAIN SURFACE VIEW

43
 FIG 7.8 NORMAL ELASTIC STRAIN LAYER VIEW

FIG 7.8 NORMAL ELASTIC STRAIN LINE FLOW VIEW

44
FIG 7.8 TOTAL FEA STRESS RATIO FLOW VIEWS

45
TOTAL FEA STRESS RATIO FLOW SURFACE AND LAYER VIEWS

46
 RESULTS AND DISCUSSION
FINITE ELEMENT ANALYSIS (FEA) OF METALLIC PROPELLER
Exporting Mesh to the Ansys 11.0

47
First delete all the surfaces and 2D elements before exporting to the Ansys so that only 3D
elements are exported. Update all the components in the component option and at last
renumber all the components. Now go to export the FEA model to the Ansys. Boundary
conditions are applied to meshed model. The contact surface between hub and shaft is fixed
in all degrees of freedom. Thrust of 4000 N is uniformly distributed in the region between
the sections at 0.7R and 0.75R on face side of blade, since it is the maximum loading
condition region on each blade.Nummber of nodes created were and number of elements
created are 165 and 238. Power=50 KW
Velocity=12.5 m/s
Thrust = power/velocity
=50000/12.5=4000 N

Structural Steel > Strain-Life Parameters

Cyclic
Strength Cyclic Strain
Strength Ductility Ductility Strength
Coefficient Hardening
Exponent Coefficient Exponent Coefficient
MPa Exponent
MPa

48
 920 -0.106 0.213 -0.47 1000 0.2

Structural Steel > Isotropic Elasticity

Temperature Young's Poisson's Bulk Modulus Shear Modulus
C Modulus MPa Ratio MPa MPa

2.e+005 0.3 1.6667e+005 76923

Structural Steel > Isotropic Relative Permeability

Relative Permeability

10000

49
 CHAPTER 8
CONCLUSIONS
The propeller is an important part of the propulsion plant. The propeller must be
carefully designed in conjunction with each specific vessel in order to obtain not only a high
efficiency but also a high level of comfort. Metallic propellers can be replaced by composite
propellers for enhanced performance with regard to the operating range. Composites will
give flexibility with regard to design of structures because of the various couplings exhibited
by them. The operating range of composite propeller is increased from cavitation inception
point of view without compromising the performance. Further, experiments can be done to
validate the numerical results obtained for better reliability. From the output of the static
analysis and dynamic analysis of the marine propeller, it can be concluded that (i) the
propeller is assumed as a cantilever beam i.e., when the load applies on it then the
deformation will be formed at the free end and no deformation at the fixed end.(ii) Dynamic
Analysis is carried out on turbine blade by varying the material for propeller blade from
aluminium to aluminium alloy Vonmises stress is reduced to a percentage of 31.4%.

50
 REFERENCES
1] John Carlton Propeller materials, Marine Propeller and Propulsion, second edition, USA,
2007.
2] Toshio Yam Atagi , Hideaki Murayama , Composite marine propeller , 2011.
3] HN Das, S.Kapuria , Smart composite propeller for marine applications , India , 2013.
4] John Carlton Propeller performance characteristics , Marine Propeller and Propulsion ,
USA , 2012.
5] Dave Gerr, Propeller Handbook , 1989.
6] D. Gay and S.V. Hoa, "Composite materials, Design and application", CRC Press, second
edition, ISBN: 978-1-4200-4519-2, (2007).
7] L.C. Burrill , calculation of marine propeller performance characteristics , 1944.
8] Charles Dai, Stephen Hanbric, lawerence mulvihill. “A Prototype Marine Propulusur
Design Tool Using Artificial Intelligence an Optimization Techniques name transations.
Vol 102 1994. Pp 57-69.
9] Y.Hara, Y. Yamatogi. “Performance evaluation of composite marine propeller for a
fishing boat by fluid structureinteraction analysis” Vol 2 1999.
3] Dunna Sridhar. “Friction Resistance calculation on ship using CFD” Vol 11 2010
4] J.G.Russel “use of reinforced plastics in a composite propeller blade” plastics and
polymers Vol 15 2010.
5] Y. Seetha Rama Rao “Stress analysis of composite propeller by using finite element
analysis” Vol 4 2012.
6] B. Sreedhar “Model analysis of composite propeller for ships applications” Vol 2 2012.
7] M. Suneetha “Design and analysis of surface propeller using FEM” Vol 3 2013.
8] Mohammed Ahamed Khan “Design and dynamic analysis on composite propeller of
ships using FEA” Vol 2 2013.
9] M. L. Pavan Kishore “Structural analysis of NAB propeller replaced with composite
material” Vol 3 2013
10] Aditya kolakoti, “CFD analysis of controllable pitch propeller used in marine vehicle”
Vol 2 2013.

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