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Transportation Research Procedia 55 (2021) 645–652

14th International scientific conference on sustainable, modern and safe transport

14th International scientific conference on sustainable, modern and safe transport
Effect of Nozzle Performance on the Ducted Propeller:
Effect of Nozzle Performance on the Ducted Propeller:
A Benchmark-Simulation Study using OpenFOAM
A Benchmark-Simulation Study using OpenFOAM
Aldias Bahatmakaa,b, *, Aditya Rio Prabowoc,c,†, Dong-Joon Kimdd
Aldias Bahatmaka *, Aditya Rio Prabowo †, Dong-Joon Kim
a,b,
a
Daewoo Shipbuilding and Marine Engineering (DSME).Co.Ltd, Geoje 53305, South Korea
b
Interdiscplinary
a
Program
Daewoo of Marine
Shipbuilding Convergence
and Design, Pukyong
Marine Engineering NationalGeoje
(DSME).Co.Ltd, University,
53305,Busan
South48513,
KoreaSouth Korea
b
Interdiscplinary
c
Program
Department of Marine Convergence
of Mechanical Engineering, Design, Pukyong
Universitas National
Sebelas Maret,University, Busan 48513,
Surakarta 57126, South Korea
Indonesia
d
Department ofc Department
Naval Architecture and Marine
of Mechanical Systems Engineering,
Engineering, Pukyong
Universitas Sebelas National
Maret, University,
Surakarta Busan
57126, 48513, South Korea
Indonesia
d
Department of Naval Architecture and Marine Systems Engineering, Pukyong National University, Busan 48513, South Korea

Abstract
Abstract
As the modernization of marine transportation, it should be needed the strategy to improve the marine vehicle performances. The
As the modernization
propeller is one of the of marine transportation,
important parts which hasitashould beas
function needed the strategy
an actuator duringto theimprove theofmarine
operation marinevehicle performances.
transportation The
or vehicle.
propeller is onedesign
The propeller of theand
important parts which
optimization has a function
are packages to gainasthe
an actuator during the operation
best performances, included of
formarine transportation
the ducted propeller.orSince
vehicle.
the
The
Nozzlepropeller
design design andthe
is one of optimization are packages
crucial aspects to gain
that influences thethe best performances,
efficiency included
of the propeller. forpresent
In the the ducted propeller.
study, the nozzle Since the
design
Nozzle
has beendesign is one
proposed byof the crucial
using movingaspects that influences
the propeller the efficiency
location based of the propeller.
on the percentage of ductIn the present
length. study, the
The propeller andnozzle
nozzledesign
were
has been proposed
modelled by using moving
in Computer-Aided Designthe propeller
(CAD) location
program basedand
packages on was
the percentage of ductthe
testing to predict length. The propeller
performance andOpenFOAM
using the nozzle were
modelled in Computer-Aided
computational fluid dynamics Design
(CFD) (CAD) program packages
with Reynold-Average and was testing
Navier-Stokes to predict
(RANS) the performance
method. A Kaplan type using the OpenFOAM
propeller is selected
computational
with 19A duct.fluidThe dynamics (CFD) is
ducted propeller with Reynold-Average
analyzed by the MovingNavier-Stokes (RANS)
Rotating Frame method.
(MRF). The A Kaplan type results
computational propellerareisvalidated
selected
with 19A duct.with
by comparing Thetheducted propeller value
experimental is analyzed by the
of J from 0.2Moving Rotating
to 0.8. The Frameresults
reasonable (MRF). Theproduced
were computational
such theresults aretorque
thrust, validated
and
by comparing
efficiency with
trends theinexperimental
were good agreementvaluewith
of Jexperimental
from 0.2 to 0.8.
data.The reasonable
According results
to the wereitproduced
analysis, such the thrust,
can be concluded that by torque and
increasing
efficiency
3% the duct trends
lengthwere in good
of the thrustagreement
increases with
aboutexperimental
2.148% data. According to the analysis, it can be concluded that by increasing
3%2021
© the duct
The length of Published
Authors. the thrust increases
by ELSEVIER about B.V.
2.148%
© 2021 The Authors. Published by ELSEVIER B.V.
© 2021an
This The Authors. Published by ELSEVIER B.V.
This is
is an open
open access
access article
article under
under the
the CC
CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0)
BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0)
This is an
Peer-review open access article under
responsibility of the CC BY-NC-ND
Peer-review under responsibility of the scientificcommittee
under scientific license
committee (https://creativecommons.org/licenses/by-nc-nd/4.0)
ofofthe
theTRANSCOM
TRANSCOM2021: 2021:14th
14thInternational
Internationalscientific conference
scientific conference
Peer-review
on sustainable,under responsibility
modern and safe of the
transport
on sustainable, modern and safe transport scientific committee of the TRANSCOM 2021: 14th International scientific conference
on sustainable,
Keywords: Ductedmodern andCFD,
propeller, safeRANS,
transport
MRF, OpenFOAM
Keywords: Ducted propeller, CFD, RANS, MRF, OpenFOAM

* Corresponding author. Tel.: +82-51-629-6614; fax: +82-51-629-6608.

* Corresponding aldias@pukyong.ac.kr
E-mail address:author. (A.B.) fax: +82-51-629-6608.
Tel.: +82-51-629-6614;
† E-mail
Corresponding aldias@pukyong.ac.kr
address:author. (A.B.) fax: +62-271-632-163.
Tel.: +62-271-632-163;
† E-mail
Corresponding aditya@ft.uns.ac.id
address:author. (A.R.P.) fax: +62-271-632-163.
Tel.: +62-271-632-163;
E-mail address: aditya@ft.uns.ac.id (A.R.P.)
2352-1465 © 2021 The Authors. Published by ELSEVIER B.V.
2352-1465
This © 2021
is an open Thearticle
access Authors. Published
under by ELSEVIER
the CC BY-NC-ND B.V.(https://creativecommons.org/licenses/by-nc-nd/4.0)
license
Peer-review under
This is an open responsibility
access of the scientific
article under CC BY-NC-NDcommittee of the
license TRANSCOM 2021: 14th International scientific conference on sustainable,
(https://creativecommons.org/licenses/by-nc-nd/4.0)
modern and safe
Peer-review undertransport
responsibility of the scientific committee of the TRANSCOM 2021: 14th International scientific conference on sustainable,
modern and safe transport
2352-1465 © 2021 The Authors. Published by ELSEVIER B.V.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0)
Peer-review under responsibility of the scientific committee of the TRANSCOM 2021: 14th International scientific conference on
sustainable, modern and safe transport
10.1016/j.trpro.2021.07.031
646 Aldias Bahatmaka et al. / Transportation Research Procedia 55 (2021) 645–652
2 Aldias Bahatmaka et al. / Transportation Research Procedia 00 (2021) 000–000

1. Introduction

The numerical approach is being popular in this recent years. The use of the numerical approach is growing rapidly
to solve the engineering problems, i.e. turbine performance estimation in harvesting non-fossil energy Prabowoputra
et al. (2020); Prabowo and Prabowoputra, (2020); Prabowoputra et al. (2021). Since the experimental is high risk and
cost of production, then the numerical approach is being the good option to investigate the problems against the
experimental. In the engineering design especially for ship design, Computational Fluid Dynamics (CFD) is one of
method for conducting the numerical calculation. The CFD method is the potential flow theory, which is use the
Navier-Stokes equations and it was difficult to solve. Then, the problem can be solved by Reynold-Average Navier-
Stokes (RANS) to compute the simulation. Several studies have been conducted for the numerical approach using
CFD such as for ship resistance, from the analysis produced in good agreement compared to experimental data Ahmed
(2011); Yao (2015); Seo et al., (2017); Bahatmaka and Kim (2019).
In the present study, OpenFOAM is used to calculate the ducted propeller performance. OpenFOAM is open-source
CFD libraries which has ability to do numerical simulation. The OpenFOAM is used as computational which has been
conducted by several references. The Grid interface analysis of marine turbine using OpenFOAM has been tested by
Lloyd et al. (2011). The unsteady propeller simulation on the OpenFOAM has been carried out by Bensow (2013).
Willemsen (2013) has been conducted the ducted propeller analysis. It was shown that a performance effect with
improving potential flow prediction on the CFD. Shen et al. (2014) carried out the moving rudders and propeller using
overset grid in OpenFOAM and ability of free maneuvers by using RANS simulations. The Open water test of marine
propeller in OpenFOAM has been conducted by Turunen et al. (2014). An investigation by Bhattacharyya et al. (2016)
regarding the scale effect of the ducted propeller on the CFD method. It was found that the relative (percentage)
magnitude of scale effect from the model scale to full-scale conditions is highest for duct thrust. In the study, the
nozzle is applied to simulate the performance on the ducted propeller. Several CFD simulations relate to the ducted
propeller performance and analysis are already conducted. Bahatmaka et al. (2017) has been analyzed the different
nozzle type. By using different duct length indicated that increasing the ducted length will increase the propeller thrust.
Gaggero et al. (2017) carried out the idea of nozzle design through accelerating and decelerating shape on the ducted
propeller and were analyzed in OpenFOAM. For both nozzle shapes reducing the risk of cavitation and increasing the
delivered thrust. But the accelerating nozzle is designed mainly for highly (tip) loaded propeller. The verification of
CFD method by using OpenFOAM for propeller analysis has been conducted by Bahatmaka et al. (2018).
Based on the potential of the CFD, the approach is deployed to observe the nozzle which theoretically influences
the ducted propeller performance, since the nozzle in the ducted propeller has an important part and crucial in order
to gain the thrust and influence the efficiency. In the present works, the propeller has been located in several locations
based on the percentage of duct length to increase the propeller thrust. The result is compared to the original model
and the experimental to validate the approach method.

2. Geometrical design of the observed propeller

The present study used the Kaplan Ka4-70 with the 19 nozzle. The main dimensions of the ducted propeller are
listed in Table 1. The 19A nozzle is used for the duct type. The 19A is mostly used with Kaplan series. The duct
section can be seen in Fig. 1. Also, Fig. 2 presents the three dimensional of the ducted propeller. The model is created
in the Rhinoceros 3D program. The length of duct in this study is 0.5D and the position of the propeller here 0.5D and
will be moved base on the percentage of duct length. The gap between duct and tip propeller is standard clearance
about 3mm.

Table 1. Main dimensions of the ducted propeller.

Parameters Value
Dimension (D) 300.0 mm
Number of blades 4
Pitch of ratio 1.2
Expanded area ratio 0.7
 Aldias Bahatmaka et al. / Transportation Research Procedia 55 (2021) 645–652 647
Aldias Bahatmaka et al. / Transportation Research Procedia 00 (2021) 000–000 3

Length of Duct (LD) 0.5D

Location of propeller 0.5LD
Clearance between duct and propeller 3 mm

Fig. 1. Illustration of the 19A duct section.

Fig. 2. The 3D model of ducted propeller based on the engineering drawing.

2.1. Boundary conditions

The computational domain is a cylinder whose length and diameter 37D and 20D, respectively and the axis
coincides with the symmetry axis of propeller. The inlet is located 10D from the front face of the model and the outlet
is 27D from the front face of the model. The domain is divided into rotating domain, and stationary domain.
The steady state pressure-based solver was implemented using MRF technique. Inflow and outflow boundaries were
set to velocity inlet and pressure outlet boundary conditions. The far field boundary was taken as the wall.
The boundary conditions are shown in Fig. 3. The conditions in open water test is listed in Table 2.

Fig. 3. Boundary conditions for the current CFD simulations.

648 Aldias Bahatmaka et al. / Transportation Research Procedia 55 (2021) 645–652
4 Aldias Bahatmaka et al. / Transportation Research Procedia 00 (2021) 000–000

Table 2. Boundaries in the open water test.

Boundaries P U k 
Wall Symmetry Plane Symmetry Plane Symmetry Plane Symmetry Plane
Blade/Hub Wall Function Fixed Values Wall Function Wall Function
Inlet Zero Gradient Fixed Values Fixed Values Fixed Values
Outlet Fixed Values Fixed Values Fixed Values Fixed Values

3. Performance calculation of the ducted propeller

3.1. Governing equations

In the Reynold-Average Navier-Stokes (RANS) equation, a large number of problems are considered in the open
water test. The main objective is to solve the average velocity field (thrust and torque) that depends on the mean flow
characteristics. The velocity and pressure field can be described as:

u= u + u (1)

p= p + p (2)

Where 𝑢𝑢̅ is value of velocity; 𝑝𝑝̅ is value of pressure. Then 𝑢𝑢 ′ is the fluctuating part of velocity and 𝑝𝑝′ is the
fluctuating part of pressure, it can be seen in Eq. (1) and (2). The time-average continuity equation is substitution from
velocity and pressure equation into the Navier-Stokes equation. It can be expressed as:

u
+ .(u .u ) − .(vu ) = −p + .(u u )
t (3)

Where ̅̅̅̅̅̅
𝑢𝑢′ 𝑢𝑢′ is the Reynold stress tensor in Eq. (3), it depends on the fluctuating variables of turbulence flow. The
open water propeller characteristics were then conventionally presented in the form of the thrust T and torque Q
coefficient KT detailed out in Eq. (4), KQ in Eq. (5) denotes the term of the advanced coefficient, and J is elaborated
through Eq. (6).

T
KT =
 n2 D 4 (4)

Q
KQ =
 n2 D5 (5)

VA
J=
nD (6)

Where VA is the mean inflow to the propeller with prescribed density ρ. D and n are respectively the propeller
diameter and the rate of revolution of measurements or computations.
 Aldias Bahatmaka et al. / Transportation Research Procedia 55 (2021) 645–652 649
Aldias Bahatmaka et al. / Transportation Research Procedia 00 (2021) 000–000 5

The propeller efficient is expressed by:

KT J
0 =
KQ 2
(7)

Where 0 and  shown in Eq. (7) denotes the efficiency of the propeller and motion in circle, which value is
generally 3.14

3.2. Benchmarking study

The validation of the numerical is needed for CFD. Therefore, this study compared the numerical simulation with
the experimental result by Oostereld (1970). In this research, Moving Rotating Frame (MRF) method is applied. The
computational domain is divided into two zones. The zone around the propeller is a rotational area, and the other is
stationary area. The velocity inlet is changed to find the different advance coefficient which has been conducted by
Bahatmaka and Kim (2018).
The open water characteristics of a propeller are usually given in terms of the advance coefficient (J), thrust
coefficient (KT), torque coefficient (KQ), and open water efficiency (0). Assuming constant rotational speed, advance
velocity is changed until the advance coefficient of 0.0 to 8.0 is found and then the hydrodynamics characteristics are
calculated. The comparison results are listed in Table 3. Besides tabulation data, benchmarking data is also presented
in graph from as presented in Fig. 4. It shows that the numerical simulation is having close results to experimental
result which duct. Thrust coefficient (KT) simulation differs by less than 4.5% to the experiment. The positive tendency
is also presented by result of propeller simulation which has gap approximately 5% to the experimental data. Based
on the compiled data, it can be concluded that the benchmarking study in this work successfully produced satisfactory
tendency. Therefore, the extended study can be conducted using the verified setting and configuration to analyze
nozzle performance by deploying computational fluid dynamic approach.

Table 3. Comparison of the benchmark and experimental data.

KT KT KT KT 0
J 10KQ 10KQ Exp. 0
duct duct Exp. prop prop Exp. Exp.
0.200 0.169 0.162 0.531 0.562 0.619 0.655 0.275 0.275
0.300 0.127 0.127 0.468 0.504 0.600 0.636 0.372 0.378
0.400 0.088 0.084 0.404 0.445 0.576 0.606 0.450 0.471
0.500 0.052 0.052 0.346 0.389 0.545 0.572 0.505 0.540
0.600 0.020 0.028 0.287 0.325 0.504 0.526 0.544 0.588
0.700 -0.011 -0.015 0.229 0.258 0.453 0.474 0.561 0.607
0.800 -0.047 -0.050 0.170 0.179 0.394 0.408 0.545 0.558
650 Aldias Bahatmaka et al. / Transportation Research Procedia 55 (2021) 645–652
6 Aldias Bahatmaka et al. / Transportation Research Procedia 00 (2021) 000–000

0.7 KT Duct
KT Duct Exp.
0.6
KT Propeller
KT Propeller Exp.
0.5
10KQ
10KQ Exp.
0.4
0
KT, 10KQ, 0
0 Exp.
0.3

0.2

0.1

0.0

-0.1
0.2 0.3 0.4 0.5 0.6 0.7 0.8

Fig. 4. Open water diagram, numerical simulation is compared to experimental data.

3.3. The nozzle analysis

In this stage, the effect of the nozzle location on the ducted propeller performances using the RANS equations are
proposed. A Kaplan type propeller is selected with 19A duct (Kort Nozzle). The ducted propeller is analyzed by
the MRF method on the OpenFOAM. The computational domain is divided into two zones. The zone around the
propeller is a rotational area, and the other is stationary area. The velocity inlet is changed to find the different advance
coefficient. The inflow and outflow boundaries were set to velocity inlet and pressure outlet boundary conditions.
The far field boundary was taken as the wall. The results are compared to the original model by the thrust and torque
values. The steady state pressure-based solver was implemented using MRF technique. The k- SST model has been
used for the ducted propeller analysis. The open water characteristics of a propeller are usually given in terms of the
advance coefficient (J), thrust coefficient (KT), torque coefficient (KQ), and open water efficiency (). Assuming
constant rotational speed, advance velocity is changed until the advance coefficient of 0.0 to 0.8 is found and then the
hydrodynamics characteristics are calculated.
The propeller is moved from the inlet to the outlet direction as a percent of the duct length (%LD) (see in Fig. 5 for
the illustration). The results of the thrust and torque are determined at various locations (0% < LD < 7%). The thrust,
torque and the percentage of the thrust are shown in the Table 4.
LD

Inlet Outlet

moved to the outlet direction

Fig. 5. The illustration of nozzle location.

 Aldias Bahatmaka et al. / Transportation Research Procedia 55 (2021) 645–652 651
Aldias Bahatmaka et al. / Transportation Research Procedia 00 (2021) 000–000 7

Table 4. Increase of thrust with moving propeller.

Moving propeller Thrust Torque Increase of thrust
(percent of LD) (T) (Q) (%)
0 296.938 17.359 -
1 302.445 17.611 1.855
2 302.854 17.606 1.992
3 303.315 17.647 2.148
4 302.827 17.587 1.485
5 302.374 17.592 1.831
6 300.906 17.512 1.336
7 301.087 17.509 1.397

304
Thrust (T) 17.65
303 Torque (Q)

17.60
302

301 17.55

300 17.50

Q
T

299 17.45

298
17.40

297
17.35
296
0 1 2 3 4 5 6 7
a percent of the duct lenght (%)

Fig. 6. Increase of the thrust and torque based on the compiled data.

From the Fig. 6, it can be seen about the increase of the thrust and torque. It is concluded that when LD is 3% the
thrust increases about 2.148%. For the other advanced coefficients (when the LD% is 3), the results are given in Table
5. When the advance coefficient is 0.8 the efficiency is increased by approximately 1.05%.

Table 5. Change if the hydrodynamics characteristic with moving propeller (LD = 3%).
Advance Coeff. Thrust Torque Open water efficiency
(J) (T) (Q) (0)
0.2 301.148 17.771 0.162
0.4 301.591 17.760 0.324
0.6 303.628 17.814 0.488
0.8 304.828 17.634 0.661

4. Concluding remarks

In this work, a Kaplan propeller with 19A duct was numerically analyzed by using Computational Fluid Dynamics
(CFD) method. This study has employed the RANS solver in OpenFOAM to investigate hydrodynamics performances
652 Aldias Bahatmaka et al. / Transportation Research Procedia 55 (2021) 645–652
8 Aldias Bahatmaka et al. / Transportation Research Procedia 00 (2021) 000–000

for the effect of the nozzle on the ducted propeller in an open water test. In the RANS equations, a large number of
problems are considered in the open water test. Its main objective is to solve the average velocity field (thrust and
torque) that depends on the mean flow characteristics. An OpenFOAM is open-source of CFD program which has the
solutions in engineering problems. The MRF approach is applied for this simulation and the method can be used and
the result is getting close to the experimental. MRF technique having robust and closer result to the experimental. The
MRF is useful for modelling of interaction around a propeller blade with a relative error of the thrust below 2% and
considered the practical way to model moving multiple zones. The inflow and outflow boundaries were set to velocity
inlet and pressure outlet boundary conditions. The simulations present the comparison between the original model and
the modified model in CFD simulation. Based on the results, a conclusion can be drawn as the propeller location is
affected by the thrust and torque. Validation of the numerical has been conducted in this process. The numerical result
compared to the experimental value of J is 0.2 to 0.8 and has a good in agreements. According to results, the best
location is found when the LD is 3%, because of the higher thrust obtained. From this stage, the nozzle location is
having important point to improve the propeller thrust. For better future research, the cavitation analysis of ducted
propeller is necessary to be conducted.

Acknowledgments

This work was supported by the RKAT PTNBH Universitas Sebelas Maret, Surakarta under Scheme of “Penelitian
Unggulan UNS” (PU-UNS) - Year 2021, with Grant/Contract No. 260/UN27.22/HK.07.00/2021. The support is
gratefully acknowledged by the authors.

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