Journal of
Marine Science
and Engineering
Article
Optimization of Blade Position on an Asymmetric Pre-Swirl
Stator Used in Container Ships
Woo-Seok Jin 1 , Moon-Chan Kim 1, *, Jin-Gu Kang 1 , Yong-Jin Shin 2
Citation: Jin, W.-S.; Kim, M.-C.; Kang,
J.-G.; Shin, Y.-J.; Lee, K.-W.
Optimization of Blade Position on an
Asymmetric Pre-Swirl Stator Used in
Container Ships. J. Mar. Sci. Eng.
2023, 11, 50. https://doi.org/
10.3390/jmse11010050
Academic Editors: Kostas
Belibassakis and George Papadakis
Received: 30 November 2022
Revised: 23 December 2022
Accepted: 25 December 2022
Published: 29 December 2022
Copyright: © 2022 by the authors.
Licensee MDPI, Basel, Switzerland.
This article is an open access article
distributed under the terms and
conditions of the Creative Commons
Attribution (CC BY) license (https://
creativecommons.org/licenses/by/
4.0/).
J. Mar. Sci. Eng. 2023, 11, 50. https://doi.org/10.3390/jmse11010050
and Kyuong-Wan Lee 3
1 Department of Naval Architecture and Ocean Engineering, Pusan National University,
Busan 46241, Republic of Korea
2 Samsung Heavy Industries Co., Ltd., Daejeon 34051, Republic of Korea
3 Technology Part Blue Marine, Busan 46726, Republic of Korea
* Correspondence: kmcprop@pusan.ac.kr; Tel.: +82-51-510-2401
Abstract: Owing to environmental regulations, ships are equipped with a pre-swirl stator (PSS),
which is one of the most effective energy-saving devices (ESDs) that is widely applied to various kinds
of ships. It improves energy efficiency by recovering the rotational kinetic energy of the propeller with
the aid of a PSS placed in front of the propeller. In this study, an asymmetric PSS system is applied to
the 2500 TEU eco-friendly liquefied natural gas (LNG) fuel feeder container ship, aimed at optimizing
the position of stator blades, using a potential-based program. Additionally, a parametric study was
conducted for evaluating the optimum pitch angle and blade spacing. STAR-CCM+ was used for
validating the efficiency of the final design. The Samsung towing tank and large cavitation tunnel
were also utilized to verify the improvement in the performance of the proposed PSS. Although the
efficiency gain is not largely affected by blade position optimization, the cavitation and pressure
fluctuation issues are addressed by improving the in-flow to the propeller. Therefore, blade spacing
optimization of the stator is important for container ships whose cavitation performance is very
significant, especially the relatively high-speed commercial vessels.
Keywords: blade position optimization; pre-swirl stator; energy-saving device; container ships;
energy efficiency design index (EEDI)
1. Introduction
Because of their exceedingly high contribution to global warming, greenhouse gas
emissions must be curbed by a global collaborative effort from countries and companies to
achieve carbon neutrality. For instance, since 2013, the International Maritime Organization
(IMO) has been evaluating the Energy Efficiency Design Index (EEDI), which is a measure
of the CO2 emissions from the new ships [1–3]. Additionally, new indices, such as the
Energy Efficiency eXisting ship Index (EEXI) and the Carbon Intensity Indicator (CII), which
estimate greenhouse gas emissions from the currently operating ships, will be enforced
from 2023 [4–6].
Recently, the majority of the container shipping companies have implemented various
types of ship fuel efficiency management programs owing to high fuel costs and envi-
ronmental pollution regulations for container shipments [7]. Particularly, EEDI phase 3,
scheduled to be effect in 2025, was applied first to container ships from April 2022. Con-
tainer ships with more than 20,000 TEU need to be improved by more than 50% compared
to the baseline (2013). The fuel efficiency of container ships needs to be urgently improved
owing to the aforementioned concerns. However, it is difficult to design an exclusively
fuel efficient propeller system because of the cavitation risk in container ships, considering
their high speed relative to other merchant ships. Cavitation causes many problems such
as ship vibration and erosion. [8,9]. Therefore, propulsion efficiency and cavitation must be
simultaneously considered while designing the propulsion system of container ships.
https://www.mdpi.com/journal/jmse
J. Mar. Sci. Eng. 2023, 11, x FOR PEER REVIEW 2 of 1

must be simultaneously considered while designing the propulsion system of container

J. Mar. Sci. Eng. 2023, 11, 50 ships. 2 of 16
mustVarious
be simultaneously
methods such considered
as the usewhile designingfuels,
of eco‐friendly the propulsion system of
including liquefied containe
natural gas
ships.
(LNG) or electricity, improvement of hull shape, and introduction of Energy Saving De‐
Various
vicesVarious methods
(ESDs)methods
are being such
such as as
thethe
implemented use
use oftoof eco‐friendly
reduce fuels,
greenhouse
eco-friendly fuels, including liquefied
gas emissions
including liquefied from natural ga
ships. Im‐
natural
(LNG) or
plementation electricity,
of ESDs is
gas (LNG) or electricity, improvement
advantageous
improvement of hull
from
of hull shape, and
an economic
shape, introduction
point ofof
and introduction of
view Energy
andSaving
Energy Saving De
their viability
vices
to the (ESDs)
Devices (ESDs)are
existing arebeing
being
vessel, asimplemented
implemented toreduce
to
no major modificationsreducegreenhouse
greenhouse gasgas
to the design emissions
emissions
are from
required.from
Theships.
ships. Im
different
plementation
Implementation of
of ESDs
ESDs is
is advantageous
advantageous fromfrom
types of ESDs used in ships are shown in Figure 1 [10]. an an economic
economic point point
of viewof view
and and
their their
viability viability
to
tothe
theexisting
existingvessel,
vessel,as as
no no
major
majormodifications
modificationsto thetodesign are required.
the design The different
are required. The differen
types of ESDs used in ships are shown in Figure
types of ESDs used in ships are shown in Figure 1 [10]. 1 [10].

Figure 1. Different types of ESDs used in ships [10].

Figure
Figure 1.1.Different
The Different
pre‐swirl types of ESDs
stator
types usedused
(PSS)
of ESDs in of
isinone
shipsships
the[10].
[10]. most effective ESDs that has been widely ap‐
plied to various kinds of ships. The PSS improves energy efficiency by recovering the ro‐
tationalThe pre-swirl
Thekinetic
pre‐swirl stator
energy of(PSS)
stator (PSS)
the is is
one
propelleroneof of
the most
the
with most
the effective
aid effective
of a PSSESDs ESDsthatthat
placed has beenbeen
has
in front ofwidely
thewidely ap
propeller
applied to
plied to In various
various kinds
kinds of ships. The PSS improves energy efficiency by recovering
[11–13]. general, the ofPSSships. The PSS
has been improves
designed energy
in terms of efficiency
propulsion byefficiency;
recoveringinthe ro
addi‐
the rotational kinetic energy of the propeller with the aid of a PSS placed in front of the
tational kinetic
tion, recently energy
structural of the propeller with the aid of a PSS placed in front of the propelle
propeller [11–13]. In general,analysis
the PSS has considering
been designed the inhydrodynamic
terms of propulsion loads of the PSS
efficiency; in blade
[11–13].
calculated In general,
through the PSS
CFD has has been designed
beenconsidering
performed in terms of propulsion efficiency; in addi
addition, recently structural analysis thebecause
hydrodynamicthe reliability
loads of the becomes
PSS blade important
tion, recently
because
calculated ofthrough structural
frequent CFD hasanalysis
applications considering
[14–16].
been performed The the the
rotation
because hydrodynamic
of the propeller
reliability loadsand
becomes of the
upward
important PSS blade
flow
calculated
are
because through
responsible
of frequent CFD has
for applications
the differential been performed
flowThe
[14–16]. of fluids
rotationbecause
onof thethe the
port reliability
and starboard
propeller becomes
and upward sides;
flowimportan
therefore
because
aaredifferentofnumber
responsiblefrequent applications
for theofdifferential
blades are flow [14–16].
of fluidsThe
introduced on rotation
onthe porttwo
these of sides,
and the propeller
starboard sides;and
leading to anupward
therefore,
asymmetricflow
aare responsible
different number forofthe differential
blades are flow
introduced of
onfluids
these on
two the port
sides,
PSS structure [17,18]. Recently, several studies, including parametric studies, have been and
leading starboard
to an sides;
asymmetric therefore
PSS structure
a different
conducted on [17,18].
number Recently,
of blades several
this asymmetry are thestudies,
ofintroduced
PSS based including
on these parametric
two sides,
on various shipstudies,
leading have
to anbeen
types [19–21]; asymmetri
however
conducted
PSS on
structure this asymmetry
[17,18]. Recently, of the PSS
several based on
studies, various
including ship types [19–21];
parametric however,
studies, have been
no conclusive study has been conducted to estimate an optimized position of the stator
no conclusive
conducted study has
on this asymmetry been conducted to
of the stator estimate
PSS based an optimized
on various position
ship of the stator
blade. Additionally, the asymmetric has been
blade. Additionally, the asymmetric stator has been studied by varying the number of
studied by types
varying [19–21]; however
the number of
no
bladesconclusive
onthe
theport study
portandand has been
starboard conducted
sides to
[18,22]. estimate
A typical an optimized
symmetric position
six‐blade of the stato
stator design
blades on starboard sides [18,22]. A typical symmetric six-blade stator design
blade.
consists Additionally,
of three and the
one asymmetric
blade on the stator
port has
and been
starboard studied
consists of three and one blade on the port and starboard sides, respectively, as depicted sides, by varying
respectively, the asnumber
depictedo
blades
in Figure on the
Figure22[11]. port
[11].Figure and
Figure starboard
3 [23]
3 [23] sides
presents
presents [18,22].
a full‐scale
a full-scale A
Mewis typical
Mewis symmetric
duct. duct. six‐blade
We propose
We propose that thethat stator
blade design
the blade
consists of in
positioning
positioning three
insuch
suchand a one
a pre-swirl blade
pre‐swirl duct oncan
duct thecan
beportbeand
optimized starboard
optimized basedbasedonsides,
theontyperespectively,
theoftype
ship of and as
itsdepicted
ship and its
in Figure
propeller.
propeller. 2 [11]. Figure 3 [23] presents a full‐scale Mewis duct. We propose that the blade
positioning in such a pre‐swirl duct can be optimized based on the type of ship and it
propeller.

Figure 2.2.Typical
Figure Typicalarrangement andand
arrangement coordinate system
coordinate of theof
system stator
the blades
stator of an asymmetric
blades PSS.
of an asymmetric PSS.

Figure 2. Typical arrangement and coordinate system of the stator blades of an asymmetric PSS.
J.J.Mar. Sci. Eng. 2023, 11, 50 333 of 16
J.Mar.
Mar.Sci.
Sci.Eng.
Eng.2023,
2023,11,
11,xxFOR
FORPEER
PEERREVIEW
REVIEW of
of 17
17

Figure
Figure3.3.
Figure Photograph
3.Photograph of
Photographof an
ofan installed
aninstalled full‐scale
installedfull-scale Mewis
full‐scaleMewis Duct
MewisDuct [23].
Duct[23].
[23].

In
In this
Inthis study,
thisstudy, the
study,the optimum
theoptimum
optimumpitch pitch angle
pitchangle
anglefor for the
forthe stator
thestator was
statorwas initially
wasinitially designed
initiallydesigned
designedusingusing
usingthethe
the
previous
previous asymmetric
previousasymmetric blade
asymmetricblade position
bladeposition through
throughaaapotential
positionthrough potential analysis
potentialanalysis program.
analysisprogram.
program.The The equivalent
Theequivalent
equivalent
angle
angle
angleofof attack
ofattack
attack(EAOA)
(EAOA) [21][21] is
is used
used for
used for the
the design
designof
design ofthe
of theoptimum
the optimumpitch
optimum pitchangle
pitch anglein
angle ininorder
order
order to
to
have
to havean anappropriate
appropriate load at
load each
at blade
each in
blade order
in to
order obtain
to maximum
obtain maximum
have an appropriate load at each blade in order to obtain maximum efficiency gain. After efficiency gain.
efficiency After
gain.
optimizing
After the
optimizing
optimizing the blade position,
the blade
blade position, the
the optimum
position, the optimum
optimum pitch
pitch anglepitchwas
angle redesigned
angle
was for
for the
was redesigned
redesigned the optimum
for the
optimum
blade
optimum position; this was
blade position;
blade position; also
this was this validated
alsowas through
also validated
validated the
through through commercial computational
the commercial
the commercial fluid
fluid dy‐
computational
computational dy‐
namics
fluid (CFD)
(CFD) analysis
dynamics
namics tool,
tool, named
(CFD) analysis
analysis tool, Star‐CCM+,
named named
Star‐CCM+, followed
Star-CCM+,
followed by
by the
the validation
followed of
of its
by the validation
validation its final
of de‐
final its
de‐
sign.
final The design
The
sign.design. process
The design
design of
of the
processprocessthe stator
of the is
stator illustrated
stator
is in
in Figure
is illustrated
illustrated 4.
in Figure
Figure 4. 4.

Figure
Figure4.4.
Figure Design
4.Design process
Designprocess of
processof the
ofthe PSS.
thePSS.
PSS.

The propulsion
Thepropulsion
The performance
propulsionperformance
performanceofof the
ofthe designed
thedesigned PSS
designedPSS was
PSSwas verified
wasverified
verifiedbyby conducting
byconducting model
conductingmodel
model
and
and cavitation
cavitation tests
tests at
at the
the towing
towing tank
tank and
and large
large cavitation
cavitation tunnel
tunnel of
of the
the Samsung
Samsung
and cavitation tests at the towing tank and large cavitation tunnel of the Samsung Heavy Heavy
Heavy
Industries
Industries (SHI),
Industries(SHI), respectively.
(SHI),respectively.
respectively.

2.2.
2.Materials
Materialsand
Materials andMethods
and Methods
Methods
2.1.
2.1.Target Ship and Propeller
2.1. Target Ship and Propeller
Target Ship and Propeller
The
The target ship isisaaDS2500TEU LNG fuel feeder container ship provided by Daesun
The target ship is a DS2500TEU
target ship DS2500TEU LNG LNG fuel
fuel feeder
feeder container
container ship
ship provided
provided byby Daesun
Daesun
Shipbuilding
Shipbuilding (Busan, Republic of Korea), and the hull and propeller were designed by
Shipbuilding(Busan,
(Busan,Republic
Republicof ofKorea),
Korea),and
andthe
thehull
hulland
andpropeller
propellerwere
weredesigned
designedby bythe
the
the Pusan
Pusan National University. The model scale and design speed are 27.2 and 19.0 knots,
Pusan National
National University.
University. The The model
model scale
scale and
and design
design speed
speed are
are 27.2
27.2 and
and 19.0
19.0 knots,
knots,
respectively.
respectively. Table 11lists the principal parameters of the target and model ship. Figure 5
respectively. Table
Table 1 lists
lists the
the principal
principal parameters
parameters of of the
the target
target and
and model
model ship.
ship. Figure
Figure 55
presents
presents the three-dimensional shape of this ship.
presents the
the three‐dimensional
three‐dimensional shape shape of
of this
this ship.
ship.
J. Mar. Sci. Eng. 2023, 11, 50 4 of 16

J. Mar. Sci. Eng. 2023, 11, x FOR PEER REVIEW 4 of 17

Table 1. Principal parameters of the target ship and its propeller (DS2500TEU LNG fuel feeder
Container ship).
Table 1. Principal parameters of the target ship and its propeller (DS2500TEU LNG fuel feeder Con‐
tainer ship). Full Scale Model Scale
Scale ratio Full Scale27.2 Model Scale
Length PP [m] Scale ratio 185.00 27.2 6.801
Length WL [m] Length PP [m] 186.30 185.00 6.8496.801
Breadth [m] Length WL [m] 32.26 186.30 1.1866.849
Design Draught [m] Breadth [m] 10.00 32.26 0.3681.186
W.S.A [m2 ] Design Draught [m] 7351.05 10.00 9.9360.368
Design Speed [knots] W.S.A [m2] 7351.05 19.0 9.936
Propeller Diameter Design
[m] Speed [knots] 6.80 19.0
0.25
Propeller Diameter [m] 6.80 0.25
Number of Blades 4
Mean Pitch Ratio Number of Blades 0.874 4
Mean Pitch Ratio 0.874
Expanded Area Ratio 0.606
Expanded Area Ratio 0.606

Figure 5. Three‐dimensional shape of the DS2500TEU LNG fuel feeder container ship.
Figure 5. Three-dimensional shape of the DS2500TEU LNG fuel feeder container ship.
2.2. Numerical Analysis and Validation of the Proposed Design
2.2. Numerical Analysis and Validation of the Proposed Design
Various design variables of the PSS, such as the cord length, section shape, blade tip
Various design variables
shape, of for
pitch angle theeach
PSS, such
blade, andas the cord
diameter length,
of the section shape,
stator, significantly blade
affect the pro‐
tip shape, pitch angle for each blade, and diameter of the stator, significantly
pulsion efficiency of the ship. Parametric studies focused on the diameter, the number affect theof
blades,
propulsion efficiency the axial
of the ship.distance betweenstudies
Parametric the statorfocused
and propeller,
on the diameter, tip shape,
diameter, and chord
the number
length have been conducted [12,21,24]. In this study, the
of blades, the axial distance between the stator and propeller, diameter, tip shape,topic of optimization of the and
blade
position was mainly addressed. Because of the temporal and design‐inefficiencies of the
chord length have CFDs
been for
conducted
parametric[12,21,24].
studies, the In this study, the
potential‐based topicofoftheoptimization
program of the
previously developed
blade position wasPASTA
mainlycodeaddressed.
was used inBecause of[12,13].
this study the temporal
The optimumand pitch
design-inefficiencies
angle estimated by the of
the CFDs for parametric
PASTA studies, thewith
code agrees potential-based
the experimentalprogram
results [25].ofThe
thePSS
previously developed
was first designed based
PASTA code was used on the in
existing typical blade
this study position
[12,13]. The(see Figure 6),pitch
optimum followed by the
angle optimization
estimated byofthe
the
stator blade position. Subsequently, the pitch angle was redesigned based on the opti‐
PASTA code agrees with the experimental results [25]. The PSS was first designed based
mized position. The validation of the performance with the redesigned stator was con‐
on the existing typical
ductedblade
throughposition (see (Star‐CCM+)
CFD analysis Figure 6), followed by the optimization of the
and model tests.
stator blade position. Subsequently,
The non‐uniformthe pitch
wake dataangle wasfor
were used redesigned
analysis usingbased on theprogram.
the PASTA optimized The
position.
J. Mar. Sci. Eng. 2023, 11, x FOR PEER concept of
REVIEW The validation ofEAOA was used to calculate
the performance with and thevisualize
redesigned the load on each
stator wasblade6 to
offacilitate
conducted17
the design of the pitch angle [17,24]. Because the blades are placed in the non‐uniform
through CFD analysis (Star-CCM+) and model tests.
flow field of the stern, the performance of the PSS is negatively affected owing to the dif‐
ference in the hydrodynamic pitch angle of each blade and the magnitude of the load,
even if all the blades have the same pitch angle. In previous studies [21,24], the efficiency
was found to be the highest when the maximum EAOA of the PSS was approximately 12°
for the container ship. Therefore, in this study, a maximum EAOA of 12° was also applied.
The 1800 TEU container ship similar to the present container ship was selected for
validation by comparing the model test results to confirm the present analysis system. The
present LNG fuel container feeder ship was also validated by comparing the model tests.
The model test of the 1800 TEU container ship was conducted in the Samsung Ship Model
Basin (SSMB); the principal parameters of the mother ship are listed in Table 2. The anal‐
ysis conditions are presented in Table 3, and the boundary conditions and grid system are
shown in Figure 7. The commercial code of Star‐CCM+ was used for the present compu‐
tations (resistance, POW, and self‐propulsion), wherein the Reynolds stress model was
applied for the turbulence model. In the present grid system, three cases for the y+ of 50,
100, and 200 were compared, and the case of 200 was chosen because of good correlation

Figure6.
Figure 6. Optimal
Optimal pitch
pitch angle
angleof
ofeach
eachblade
bladeininthe
theinitial PSS.
initial PSS.

The non-uniform wake data were used for analysis using the PASTA program. The
concept of EAOA was used to calculate and visualize the load on each blade to facilitate
the design of the pitch angle [17,24]. Because the blades are placed in the non-uniform flow
field of the stern, the performance of the PSS is negatively affected owing to the difference
in the hydrodynamic pitch angle of each blade and the magnitude of the load, even if all
J. Mar. Sci. Eng. 2023, 11, 50 5 of 16

the blades have the same pitch angle. In previous studies [21,24], the efficiency was found
to be the highest when the maximum EAOA of the PSS was approximately 12◦ for the
container ship. Therefore, in this study, a maximum EAOA of 12◦ was also applied.
The 1800 TEU container ship similar to the present container ship was selected for
validation by comparing the model test results to confirm the present analysis system.
The present LNG fuel container feeder ship was also validated by comparing the model
tests. The model test of the 1800 TEU container ship was conducted in the Samsung Ship
Model Basin (SSMB); the principal parameters of the mother ship are listed in Table 2.
The analysis conditions are presented in Table 3, and the boundary conditions and grid
system are shown in Figure 7. The commercial code of Star-CCM+ was used for the present
computations (resistance, POW, and self-propulsion), wherein the Reynolds stress model
was applied for the turbulence model. In the present grid system, three cases for the y+ of
50, 100, and 200 were compared, and the case of 200 was chosen because of good correlation
with the experimental results. Table 4 presents a comparison of the self-propulsion results
obtained between the computation and model tests without using a stator. There exists
some discrepancy in the thrust deduction factor; however, the excellent agreement can
be observed in ηD , which implies that the present computation tool can be applied to the
present LNG container feeder ship, especially for predicting its efficiency.

Table 2. Principal parameters of the mother ship and propeller (1800 TEU Container Ship).

Full Scale Model Scale

Scale ratio 26.4
Length PP [m] 163.00 6.17
Length WL [m] 160.59 6.08
Breadth [m] 27.50 1.04
Design Draught [m] 8.75 0.33
W.S.A [m2 ] 5591.00 8.02
Design Speed [knots] 19.0
Propeller Diameter [m] 6.60 0.250
Number of Blades 5
Mean Pitch Ratio 0.952
Expanded Area Ratio 0.625

Table 3. Computational conditions for the analysis of the 1800 TEU container ship.

Analysis Conditions
Program Star-CCM+ (Ver 11.02)
Governing Equation Incompressible RANS Equation
Discretization Cell Centered FVM
Turbulence model Reynolds Stress Model
Wall function Non-Equilibrium
Rotation method Sliding Moving Mesh
Velocity-Pressure Coupling SIMPLE Algorithm
Number of Mesh 8,000,000
y+ 200

Table 4. Comparison of self-propulsion results between experimental fluid dynamics (EFD) and
computational fluid dynamics (CFD) of the 1800 TEU container ship.

wTS t ηO ηR ηH ηD
EFD
0.266 0.186 0.706 1.035 1.111 0.810
(SSMB) 1
CFD
0.268 0.201 0.701 1.055 1.093 0.809
(PNU) 2
1 Experimental fluid dynamics (Samsung Ship Model Basin); 2 computational fluid dynamics (Pusan National University).
J. Mar. Sci. Eng. 2023, 11, 50 6 of 16
Figure 6. Optimal pitch angle of each blade in the initial PSS.

Figure7.7.Boundary
Figure Boundary condition
condition andand
gridgrid system
system of theof1800
theTEU
1800Container
TEU Container
Ship. Ship.

2.3.Optimization
2.3. Optimization of of
thethe
PSSPSS Design
Design
2.3.1.
2.3.1.Initial
InitialDesign
Design of of
PSSPSS
The
ThePSSPSSisisaarepresentative
representativecounter-swirl
counter‐swirl pre-device
pre‐device attached to the
attached front
to the of the
front of the pro
propeller. The design parameters of the initial PSS include the dimensions of the blade
peller. The design parameters of the initial PSS include the dimensions of the blade sec
section, diameter, number of blades, distance to the propeller, and the attachment pitch
tion, diameter, number of blades, distance to the propeller, and the attachment pitch angle
angle of each blade as mentioned before. The initial PSS was designed using the results
of each through
verified blade asprevious
mentioned before.
studies The initial PSS was designed using the results verified
[12,17,21,24,26].
through previous studies [12,17,21,24,26].
The chord length, which is the main variable of the blade section of the PSS, was
The chord
determined length,
by applying thewhich is thebetween
relationship main variable
the nominalof the
wake blade
ratio section
and chord oflength
the PSS, was
determined
derived by the
through applying the relationship
PSS optimization between
study based on thetheship
nominal wake
type [24]. ratio and chord
A previous
study
length[26] designed
derived a compact
through the PSSPSSoptimization
for the KRISOstudy container
basedshipon(KCS),
the shipa container
type [24].ship
A previous
similar to the target ship of this study, and increased its
study [26] designed a compact PSS for the KRISO container ship (KCS),propulsion efficiency. Therefore, the
a container ship
chord, camber, and thickness of the PSS were designed by scaling the verified specifications
similar to the target ship of this study, and increased its propulsion efficiency. Therefore
of Shin’s PSS [24] according to the difference in its mean wake.
the chord, camber, and thickness of the PSS were designed by scaling the verified specifi
The diameter (same as that of the propeller) and the distance (0.5 R of the propeller)
cations of
between theShin’s
propellerPSSand[24]
theaccording
PSS have beento the difference
studied by [22].inFor
itsoptimizing
mean wake. the attachment
position of each blade, angles such that the θ of Figure 2 are 45 , 90◦ , 135◦(0.5
The diameter (same as that of the propeller) and the ◦ distance , andR270of◦the
werepropeller
betweenforthe
applied thepropeller and [17].
initial design the PSS
The have
initialbeen studied by [22].
PSS specifications wereFor optimizing
determined the attach
based
ment position of each blade, angles such that the θ of Figure 2 are 45°, 90°, 135°, and 270
on the non-dimensionalized specifications of the PSS for KCS, which are similar to the
target
were ship, and for
applied are summarized in Table[17].
the initial design 5. The
The optimally determined
initial PSS pitch angle
specifications werefor determined
the
initial
based on the non‐dimensionalized specifications of the PSS for KCS, which arethe
position of the PSS is shown in Figure 6, where the EAOA was calculated using similar to
potential code (PASTA) as mentioned before. As shown in Table 6, the propulsion efficiency
according to the application of the initial PSS is increased by approximately 2.39 % of the
delivered horsepower by the present CFD computation.

Table 5. Non-dimensionalized specifications of the initially designed stator.

0.2 0.25 0.3 0.4 0.5 0.6 0.7 0.8 0.9 0.95 1.0
Chord/Diameter 0.177 0.174 0.171 0.165 0.159 0.153 0.147 0.142 0.136 0.133 0.130
Camber/Chord 0.085 0.082 0.078 0.071 0.063 0.054 0.045 0.035 0.024 0.019 0.013
Thickness/Diameter 0.037 0.035 0.033 0.030 0.026 0.023 0.019 0.016 0.012 0.011 0.009
 0.2 0.25 0.3 0.4 0.5 0.6 0.7 0.8 0.9 0.95 1.0
Chord/Diameter 0.177 0.174 0.171 0.165 0.159 0.153 0.147 0.142 0.136 0.133 0.130
Camber/Chord 0.085 0.082 0.078 0.071 0.063 0.054 0.045 0.035 0.024 0.019 0.013
Thickness/Diameter
J. Mar. Sci. Eng. 2023, 11, 50 0.037 0.035 0.033 0.030 0.026 0.023 0.019 0.016 0.012 0.011 0.009
7 of 16

Table 6. Comparison of performances with and without the initially designed PSS by CFD.

Table 6. Comparison of performances with and without the initially designed PSS byDiff
CFD.
(rps) (Nm) (W) (%)
nm Qm 2πnm Qm Diff
Bare 8.28
(rps) 1.58273
(Nm) 82.34
(W) ‐ (%)
w/PSS 7.93 1.61248 80.37 −2.39
Bare 8.28 1.58273 82.34 -
w/PSS 7.93 1.61248 80.37 −2.39
2.3.2. Final Design of PSS
Blade
2.3.2.Position
Final Design of PSS
The blade positions of the asymmetric PSS are generally decided at 45°, 90°, 135° on
Blade Position
the portThe side, andpositions
blade 270° on the starboard
of the side, PSS
asymmetric as shown in Figure
are generally 6. Takekuma
decided et◦al.
at 45◦ , 90 [11]
, 135 ◦ on
proposed a six‐blade symmetric
◦ PSS, which has the same angle position at
the port side, and 270 on the starboard side, as shown in Figure 6. Takekuma et al. [11] both sides (port:
45°, 90°, anda135°;
proposed starboard
six-blade side: PSS,
symmetric 225°,which
270°, and 315°).
has the Theangle
same two position
blades (top and sides
at both bottom)
(port:
at 45
the◦ , starboard
◦ side
◦ were removed because
◦ of
◦ the cancellation
◦ of the
90 , and 135 ; starboard side: 225 , 270 , and 315 ). The two blades (top and tangential velocity
bottom)
byatupward flow atside
the starboard a stern
wereregion
removedof abecause
hull forof the asymmetric
the cancellation stator.
of theHowever,
tangentialthis posi‐by
velocity
tion of all blades
upward flow athas not region
a stern been precisely
of a hulldecided in consideration
for the asymmetric stator.ofHowever,
recovering the
this tan‐
position
gential
of all velocity
blades has of the
not hull
beenand propeller,
precisely as shown
decided in Figure 8.ofThe
in consideration optimalthe
recovering position of
tangential
thevelocity
blade was of thedetermined by varying
hull and propeller, the position
as shown angle
in Figure using
8. The the developed
optimal position ofpotential
the blade
code
was(PASTA).
determined by varying the position angle using the developed potential code (PASTA).

(a) (b)
Figure 8. Tangential
Figure component
8. Tangential ofof
component wake
wakedistribution
distribution(a)
(a)without
withoutthe
thepropeller;
propeller;(b)
(b)with
withthe
the propel‐
propeller.
ler.
The process of optimizing the position of each blade is shown in Figure 9. First,
J. Mar. Sci. Eng. 2023, 11, x FOR PEERthe
REVIEW
pitch
The angleofand
process the other
optimizing theparameters
position of were designed
each blade through
is shown 9. First,8the
the previous
in Figure of 17
stud-
ies [12,17,21,24,26] with the previous blade position (45◦ , 90◦ , 135◦ and 270◦ ). The range
pitch angle and the other parameters were designed through the previous studies
and interval of
[12,17,21,24,26] each
with theblade wereblade
previous set and the computation
position with the
(45°, 90°, 135°and combination
270°). The rangeofand
each
case
intervalwas conducted
of each blade
was conducted to have
were
to have the optimum
thesetoptimum
and the EAOA, EAOA,
computation which
whichwith is closely related
the combination
is closely with
related withofthe the
each opti-
case
optimum
mum efficiency
efficiency [21,24].
[21,24]. Finally,
Finally, the angle
the pitch pitch angle was redesigned
was redesigned with
with the the selected
selected optimum
optimum blade
blade position.
position.

Figure
Figure 9. Blade Position
9. Blade Position Optimization
Optimization Procedure.
Procedure.

As shown in Figure 10, the ranges of the blade angles at the port side were set to 20–
110° for b1, 40–130° for b2, and 60–150° for b3, and the range at the starboard side was set
in the range from 220 to 320° for b4 for optimizing the position of the blades. The interval
J. Mar. Sci. Eng. 2023, 11, 50 8 of 16
Figure 9. Blade Position Optimization Procedure.

As
Asshown
showninin Figure
Figure10,10,
thethe
ranges
rangesof the blade
of the angles
blade at the
angles at port side side
the port werewere
set toset
20–to
110° for ◦
b1, 40–130° for ◦
b2, and 60–150° for ◦
20–110 for b1, 40–130 for b2, and 60–150 for b3, and the range at the starboard side set
b3, and the range at the starboard side was was
inset
the inrange fromfrom
the range 220 220
to 320°
to 320 ◦ for
for b4 for optimizing
b4 for optimizing thethe
position
positionofof
the
theblades.
blades.The
Theinterval
interval
ofofthe
theangle
anglerange
rangewas
wassetsetto 5◦ ,retaining
to 5°, retainingthe the sequence
sequence of of the
the blades.
blades. Approximately
Approximately
28,000
28,000combinations
combinations ofof
analysis
analysiscases for for
cases optimization
optimization werewere
performed
performedby the
byPASTA po‐
the PASTA
tential code.
potential As shown
code. As shown in Table
in Table7, the maximum
7, the maximum loading
loading(the
(theaverage
averageofofthe
theEAOA)
EAOA)for for
each blade can be obtained at 40° ◦for b1, 90° ◦
for b2, ◦
150°for b3,
each blade can be obtained at 40 for b1, 90 for b2, 150 for b3, and 290 for b4. and 290° ◦
for b4.

Figure
Figure10.
10.Range
Rangeofofangles
anglesfor
forthe
theoptimization
optimizationofofthe
theblade
bladeposition
position(looking
(lookingupstream).
upstream).

Table
Table7.7.Equivalent
Equivalentangle
angleof
ofattack
attack of
of each
each blade calculated by
blade calculated by the
the potential
potentialprogram
programfor
forsome
sometypical
typ‐
ical cases (bold face is the most optimum
cases (bold face is the most optimum case). case).

Equivalent Angle of Attack (Degree)

Case (Degree) KT Equivalent Angle of Attack (Degree)
Case (Degree) KT 1st Blade 2nd Blade 3rd Blade 4th Blade Average
1st Blade 2nd Blade 3rd Blade 4th Blade Average
40/90/150/290 0.224 −11.29 −11.74 −12.18 −14.30 −12.38
40/90/150/290
35/100/150/290 0.224
0.224 −−11.59
11.29 − 11.74
−11.82 − 12.18
−11.71 −14.30
−14.26 −12.38
−12.34
35/100/150/290 0.224 −11.59 −11.82 −11.71 −14.26 −12.34
35/85/150/265
35/85/150/265 0.223
0.223 −−11.25
11.25 −−11.91
11.91 −12.27
−12.27 −13.49
−13.49 −12.23
−12.23
35/85/150/285
35/85/150/285 0.221
0.221 −−10.92
10.92 −−11.71
11.71 −12.17
−12.17 −14.09
−14.09 −12.22
−12.22
35/80/150/285
35/80/150/285 0.221
0.221 −−10.68
10.68 − 11.74
−11.74 −12.34
−12.34 −14.10
−14.10 −12.21
−12.21
⦙ ..
100/120/140/220 0.205 −7.00 .
−8.77 −8.73 −12.37 −9.22
100/120/140/220 0.206
105/125/145/220 0.205 −−6.99
7.00 − 8.77
−8.99 − 8.73
−8.64 −12.37
−12.24 −9.22
−9.22
105/125/145/220 0.206 −6.99 −8.99 −8.64 −12.24 −9.22
110/130/150/220 0.206 −7.05 −9.15 −8.51 −12.09 −9.20
25/45/65/320 0.205 −7.38 −8.11 −8.27 −13.00 −9.19
20/40/60/320 0.207 −7.05 −8.25 −8.14 −12.76 −9.05

To investigate the physics of the blade position optimization, the tangential velocity
components at the stator plane and the plane behind 0.25 D (diameter) from the propeller
were analyzed through CFD self-propulsion analysis without using a stator, as shown in
Figure 11. A large tangential velocity component (upward flow) is generated at the 70◦ and
295◦ positions by the hull at the stator plane. Further, at the plane behind 0.25 D from the
propeller, the upward flow by the hull is in the same direction as the propeller rotation
on the port side. Accordingly, Thus, the tangential velocity increases at 40–150◦ starboard,
cancels out at 200–270◦ port, but is still large at the 350◦ position. Therefore, it is necessary
to increase the propulsion efficiency of the PSS to recover the largely remaining tangential
velocity in these regions. The positions of b1, b2, b3, and b4 are optimally decided to be
40◦ , 90◦ , 150◦ , and 290◦ , respectively, through the potential program. The overall tangential
velocity component of the PSS case is less compared to the without stator case, as shown in
 and 295° positions by the hull at the stator plane. Further, at the plane behind 0.25 D from
andpropeller,
the 295° positions by the hull
the upward flowat bythe
thestator
hull isplane.
in theFurther, at the plane
same direction as thebehind 0.25rotation
propeller D from
the propeller, the upward flow by the hull is in the same direction as
on the port side. Accordingly, Thus, the tangential velocity increases at 40–150° starboard,the propeller rotation
on the port
cancels side.
out at Accordingly,
200–270° port, butThus, thelarge
is still tangential velocity
at the 350° increases
position. at 40–150°
Therefore, it is starboard,
necessary
cancels out at 200–270° port, but is still large at the 350° position.
to increase the propulsion efficiency of the PSS to recover the largely remaining Therefore, it istangential
necessary
J. Mar. Sci. Eng. 2023, 11, 50 to increase the propulsion efficiency of the PSS to recover the largely
velocity in these regions. The positions of b1, b2, b3, and b4 are optimally decided 9toofbe remaining tangential
16
velocity in these regions. The positions of b1, b2, b3, and b4 are optimally
40°, 90°, 150°, and 290°, respectively, through the potential program. The overall tangen‐ decided to be
40°,velocity
tial 90°, 150°, and 290°, respectively,
component of the PSS case through
is lessthe potentialto
compared program.
the withoutThe overall tangen‐
stator case, as
tial velocity
Figure 12,
shown component
where the
in Figure of the
red linethe
12, where PSS
indicates case
red linethe is less compared
positionthe
indicates to
of position
each blade.the without
Because
of each stator case,
of optimizing
blade. Because ofas
shown in Figure
the location the
optimizing for each 12, where
blade,
location forthethe red line
efficiency
each indicates
blade, increased
the efficiency the position
by approximately of each
increased by0.6% blade. Because
compared to0.6%
approximately of
the
optimizing the location
initial PSS.to the initial PSS.
compared for each blade, the efficiency increased by approximately 0.6%
compared to the initial PSS.

Figure 11. Averaged

Figure 11. circumferential tangential
Averaged circumferential tangential velocity
velocity at
at stator
stator plane
plane and
and the
the plane
plane behind
behind 0.25
0.25 D
D
Figure
from 11. Averaged
propeller (with circumferential
propeller, tangential
without stator). velocity at stator plane and the plane behind 0.25 D
from propeller (with propeller, without stator).
from propeller (with propeller, without stator).

Figure 12. Averaged circumferential tangential velocity component at plane behind 0.25 D from
Figure 12.
Figure 12.(without
propeller Averaged
Averaged circumferential tangential
circumferential
propeller). tangential velocity
velocity component
component at plane
plane behind
behind 0.25
0.25 D
D from
from
propeller (without propeller).
propeller (without propeller).
For example, in case of the fourth stator blade, the remaining tangential velocity ex‐
For example,
For
ists aroundexample, incase
in caseof
the position ofof350°,
thefourth
the fourth stator
whichstator blade,
blade,
is different the
the remaining
remaining
from tangential
tangential
the optimized velocity
velocity
position ex‐
exists
(290°) of
istsfourth
around the position ◦
ofin350°, which is the
different
fromfrom the isoptimized ◦
around
the theblade,
position of 350
as shown , Figure
which is
12.different
As stator the optimized
position theposition
position
half of (290 (290°)
propeller )radiusof
of the
the fourth
fourth blade,
blade, as shown
as shown in Figure
in Figure 12.12.
AsAs thethe stator
stator positionisishalf
position halfofofthe
thepropeller
propellerradius
radius
ahead of the propeller position, the flow from the stator turns along the stator surface
roughly between the pressure side and the mean camber line to the propeller, as shown in
Figure 13. The turning angle of the flow is approximately 60◦ from the fourth blade of the
stator to the propeller; therefore, the optimized stator angular position was determined
to be 290◦ . The configuration of the optimized stator is shown with the previous stator in
Figure 14.

Tip Rounding
There are various problems regarding the tip vortex and tip vortex cavity of the stator
blades, such as vibration, noise, and erosion that sometimes cause serious damage to the
propeller and rudder. To solve this problem, the occurrence of the tip vortex can be reduced
by applying a rounding blade tip shape, wherein the cross-sectional chord length of the
blade tip approaches 0. We applied the design method incorporating the equation of the
ellipse proposed in a previous study [26], and the starting part of the round shape was
designed to be 0.9 R. The final designed three-dimensional modeling shape is shown in
 J. Sci.
J. Mar. Mar.Eng.
Sci. 2023,
Eng. 2023, 11, x PEER
11, x FOR FOR PEER REVIEW
REVIEW 10 of1017of 17

J. Mar. Sci. Eng. 2023, 11, 50 10 of 16

aheadahead
of theof propeller
the propeller position,
position, the flow
the flow fromfrom the stator
the stator turnsturns
along along the stator
the stator surface
surface
roughly between the pressure side and the mean camber line
roughly between the pressure side and the mean camber line to the propeller, as shown to the propeller, as shown
in
in FigureFigure
Figure 13.15.13.
The The turning
turning the
Although angleangle of the flow
of the flow at
counter-swirl is
is the approximately
approximately 60°
60° from
tip is weakened from
because the
the fourthfourth blade of
blade of the
of tip rounding,
the
the stator stator
efficiency
to theto the propeller;
is increased
propeller;by therefore,
0.22 %. This
therefore, the optimized
is attributed
the optimized stator angular
to theangular
stator reduction position
in thewas
position was deter‐
tip’sdeter‐
drag. The
minedmined
tipto beto290°.
rounding be 290°.
The The configuration
application of optimized
seems effective
configuration of the the
as itoptimized
enhances stator
the
stator is shown
isefficiency
shown with
for this
with the previous
thecontainer
previous ship,
stator
which
stator in
is Figure
in Figure 14. 14. faster than other merchant ships.
relatively

Figure
Figure
Figure 13.
13. Illustration
of theof
Illustration
13. Illustration the
the difference
ofdifference in thein
difference the
the flow
inflow angleangle
flow angle between
between
between the
the stator
stator
the stator and
and propeller
propeller
and propeller position
position
position
( fourth
(fourth blade
blade
(fourth blade stator). stator).
stator).

(a) (a) (b) (b)

Figure
Figure 14.
14. Comparison
14. Comparison
Figure ofofprofile
of profile
Comparison (looking
(looking
profile upstream)
upstream)
(looking (a)(a)
Previous
(a) Previous
upstream) position
position
Previous (45°, (45°,
position90°, 90°,
(45135°, 135°,
◦ , 90270°); 270°);
◦ , 135 , 270(b)
◦(b) ◦ );
J. Mar. Sci. Eng. 2023, 11, x FOR PEER REVIEW position (40°, 90°, 150°, 290°).
Optimized 11 of 17
Optimized position position
(b) Optimized (40°, 90°,(40 ◦ , 90
150°, ◦ , 150◦ , 290◦ ).
290°).

Tip Rounding
Tip Rounding
ThereThere are various
are various problems
problems regarding
regarding thevortex
the tip tip vortex
and and tip vortex
tip vortex cavitycavity ofstator
of the the stator
blades, such as vibration, noise, and erosion that sometimes cause
blades, such as vibration, noise, and erosion that sometimes cause serious damage to the serious damage to the
propeller and rudder. To solve this problem, the occurrence of the tip vortex can be re‐ re‐
propeller and rudder. To solve this problem, the occurrence of the tip vortex can be
ducedduced by applying
by applying a rounding
a rounding blade blade tip shape,
tip shape, wherein
wherein the cross‐sectional
the cross‐sectional chord chord
lengthlength
of blade
of the the blade tip approaches
tip approaches 0. We 0. applied
We applied the design
the design method
method incorporating
incorporating the equation
the equation
of the ellipse proposed in a previous study [26], and the starting
of the ellipse proposed in a previous study [26], and the starting part of the round shape part of the round shape
was designed to be 0.9 R. The final designed three‐dimensional
was designed to be 0.9 R. The final designed three‐dimensional modeling shape is shown modeling shape is shown
in Figure
in Figure 15. Although
15. Although the counter‐swirl
the counter‐swirl at tip
at the theistip is weakened
weakened because
because of tipofrounding,
tip rounding,
the efficiency is increased by 0.22 %. This is attributed to the reduction in the tip’stip’s
the efficiency is increased by 0.22 %. This is attributed to the reduction in the drag.drag.
The
The tip tip rounding
rounding
Figure application
application
15. Comparison of the tipseems
seems effective
effective
configuration it as
as and it enhances
enhances
pressure the the efficiency
efficiency
distribution for
with for
this
and this container
container
without the tip
Figure
ship, 15. Comparison
which is of the
relatively tip configuration
faster than other and pressure
merchant distribution with and without the tip
ships.
ship, which is relatively faster than other merchant ships.
rounding treatment.
rounding treatment.
3. Results and Discussion
3. Results and Discussion
3.1.Comparison
3.1. ComparisonofofCFD
CFD Result
Result
Variousscenarios,
Various scenarios, such
such as
as tip
tip rounding,
rounding,optimization
optimizationofofthe
theblade position,
blade andand
position, a a
combination of these, were computed by the CFD to compare their performances,
combination of these, were computed by the CFD to compare their performances, and are and are
shown in Table 8. Our results show that on applying tip rounding and position optimiza‐
tion, the efficiency improves by 0.13% and 0.59% compared to the reference, respectively.
Finally, with the optimized stator (Case 3), a gain of 3.23% was obtained compared to the
bare hull case (without stator). The bulb‐type rudder was applied to the final application
instead of the full‐spade plain rudder (Case 4), as shown in Figure 16. A 0.33% gain was
J. Mar. Sci. Eng. 2023, 11, 50 11 of 16

shown in Table 8. Our results show that on applying tip rounding and position optimization,
the efficiency improves by 0.13% and 0.59% compared to the reference, respectively. Finally,
with the optimized stator (Case 3), a gain of 3.23% was obtained compared to the bare hull
case (without stator). The bulb-type rudder was applied to the final application instead of
the full-spade plain rudder (Case 4), as shown in Figure 16. A 0.33% gain was obtained
with the bulb-type rudder (Case 4) in comparison with Case 3, and finally, a 3.56% gain was
achieved compared to the bare hull case (without stator and with full-spade plain rudder)
by the CFD computation. The bulb-type rudder was adopted for the actual project; note
that a detailed description of the bulb design is omitted in the present study (see [27]).

Table 8. Comparison of propulsive performances according to the case study by CFD.

Design Parameter Performance

Case Blade Tip nm Qm 2πnm Qm Diff
Position Rounding (rps) (Nm) (W) (%)
Bare Hull N/A N/A 8.28 1.58273 82.34 -
Reference 45/95/135/270 N/A 7.93 1.61248 80.37 −2.39
Case 1 40/90/150/290 N/A 7.97 1.59588 79.89 −2.98
Pre-Swirl Stator
Case 2 45/95/135/270 0.9R 7.81 1.63599 80.27 −2.52
Case 3 40/90/150/290 0.9R 7.95 1.59563 79.68 −3.23
J. Mar. Sci. Eng. 2023,
Combined ESD 11, x FORCase
PEER4 REVIEW
40/90/150/290 0.9R 7.93 1.59426 79.41 12 of 17
−3.56

Figure16.
Figure 16.Model
Modelship
shipequipped
equippedwith
withaaPSS,
PSS,propeller,
propeller,and
andbulb-type
bulb‐typerudder.
rudder.

3.2.
3.2.Performance
PerformanceValidation
Validationthrough
throughModel
ModelTest
Test
3.2.1. Test Condition
3.2.1. Test Condition
The
Themodel
modeltest
testwas
wascarried
carriedoutoutfor
forthe
thefinal
finaloptimized
optimizedCase
Case44in
inthe
thetowing
towingtanktankofof
SHI (L × B × D: 400.0 × 14.0 × 7.0 m). The scale ratio of the model ship is 27.2, which
SHI (L × B × D: 400.0 × 14.0 × 7.0 m). The scale ratio of the model ship is 27.2, which is the is
the
samesame as the
as the scale
scale ratioratio
usedused in CFD
in the the CFD analysis,
analysis, andprincipal
and the the principal dimensions
dimensions of theof the
target
target ship are shown in Table 1. The model was mounted onto the carriage
ship are shown in Table 1. The model was mounted onto the carriage free to heave, roll, free to heave,
roll,
andand pitch,
pitch, andand
waswas
fixedfixed
in a in a surge,
surge, sway,
sway, andand
yawyaw motion
motion by using
by using twotwo
trimtrim guides.
guides. The
The model test cases were conducted with and without an ESD [27].
model test cases were conducted with and without an ESD [27].
3.2.2. Analysis of the Model Test Results
3.2.2. Analysis of the Model Test Results
The model test results at the SSMB are compared with the CFD results. The Interna-
tionalThe model
Towing testConference
Tank results at the SSMB
(ITTC) aretwo-dimensional
1957 compared with the CFD results.
method [28] wasThe Interna‐
applied to
tional Towing Tank Conference (ITTC) 1957 two‐dimensional method [28] was applied to
the evaluation of the full‐scale resistance, which was recently used for the ESD case be‐
cause the form factor is delicately dependent on the additional device. The ITTC 1999
method [29] was also applied to the evaluation of the full‐scale self‐propulsion results,
which is particularly used for the pre‐swirl stator. There is a good correlation between the
J. Mar. Sci. Eng. 2023, 11, 50 12 of 16

the evaluation of the full-scale resistance, which was recently used for the ESD case because
J. Mar. Sci. Eng. 2023, 11, x FOR PEER REVIEW
the 13 of 17
form factor is delicately dependent on the additional device. The ITTC 1999 method [29]
was also applied to the evaluation of the full-scale self-propulsion results, which is particu-
larly used for the pre-swirl stator. There is a good correlation between the CFD and the
experimental
3.3. Comparison results of with and
of Cavitation without the
Performance ESD. The
by Model Testgain of the delivered power with
the ESD is 3.96 % compared to the bare hull case by the model test results, which is also
3.3.1. Test
similar Condition
to the gain of 3.56 % by the CFD. Although there exists a slight difference in the
To investigate
propulsive the effect
factors between theof
CFDthe and
cavitation performance,
the experimental including
results, the pressure fluctu‐
the quasi-propulsion
efficiency
ation with is comparable
the optimizedbetween
stator,the two, as shown
a cavitation test in Table
was 9.
conducted in Samsung CAvitation
Tunnel (SCAT). The test section size of SCAT is 12.0 × 3.0 × 1.4 m, and the maximum flow
Table
speed Comparison
9. is of theparameters
12.0 m/s. The self-propulsion results
of the testbetween the were
condition SSMBdetermined
model test result
usingandthe
CFDtorque
computation.
identity method from the previous results of the powering performance tests in the tow‐
ing tank. For the calculation of the cavitation number, the hydrostatic pressure at the ra‐
Case PD (kW) wTM wTS t ηH ηR ηO ηD
dius of 0.7 R in the 12 o’clock blade position was considered, including a stern wave of 1.3
CFD 9415 0.292 0.288 0.243 1.062 1.054 0.684 0.766
Bare m in height. The pressure fluctuations were also simultaneously measured. The seven
EFD 10,141 0.273 0.246 0.180 1.087 1.015 0.689 0.761
pressure transducers were flush‐mounted inside the ship model above the propeller, as
CFD 9094 0.375 0.370 0.268 1.163 1.065 0.648 0.803
w/ESD
EFD
shown in0.342
9739
Figure 17.0.315
The test conditions
0.192
are1.179
summarized in Table 0.664
1.020
10. 0.799

Table 10. Test conditions for the cavitation test.

3.3. Comparison of Cavitation Performance by Model Test
Item
3.3.1. Test Condition Bare w/ESD
Draught at Stern [m] 10.0
To investigate the effect of the cavitation performance, including the pressure fluctu-
Stern
ation with Wave
the Heightstator,
optimized [m] a cavitation test was conducted1.3 in Samsung CAvitation
NCR Power
Tunnel (SCAT). The test[kW]
section size of SCAT is 12.0 × 3.0 × 1.4 11,798
m, and the maximum flow
speed is 12.0 m/s.
Sea The parameters
Margin [%] of the test condition were determined
15 using the torque
identity method
Number from the previous
of Revolutions [rpm]results of the powering
103.70 performance tests in101.8the towing
tank. For Ship
the calculation of
Speed [knots] the cavitation number, the
19.01 hydrostatic pressure at the radius of
19.21
0.7 R in the 12 o’clock blade position was considered, including a stern wave of 1.3 m in
Advance Coefficient, 0.6276 0.5912
height. The pressure fluctuations were also simultaneously measured. The seven pressure
Thrust Coefficient, 0.1731
transducers were flush-mounted inside the ship model above the propeller, as shown in0.1903
Cavitation
Figure 17. TheNumber at 0.7R,
test conditions are summarized in2.1611
Table 10. 2.2746

Figure 17.Position
Figure17. Positionofof
the pressure
the transducers
pressure on the
transducers hullhull
on the surface.
surface.

3.3.2. Analysis of Model Test Results

The photographs of the cavity patterns based on the angular positions are shown in
Figures 18 and 19. It is clearly seen that the amount of cavity around the top position,
especially the tip region, is reduced by applying the present PSS. These cavities obviously
affect the pressure fluctuation on the hull surface, as shown in Figure 20. As the cavity is
 J. Mar. Sci. Eng. 2023, 11, 50 13 of 16

Table 10. Test conditions for the cavitation test.

Item Bare w/ESD

Draught at Stern [m] 10.0
Stern Wave Height [m] 1.3
NCR Power [kW] 11,798
Sea Margin [%] 15
Number of Revolutions [rpm] 103.70 101.8
Ship Speed [knots] 19.01 19.21
Advance Coefficient, J A 0.6276 0.5912
Thrust Coefficient, KT 0.1731 0.1903
Cavitation Number at 0.7R, σn 2.1611 2.2746

3.3.2. Analysis of Model Test Results

The photographs of the cavity patterns based on the angular positions are shown in
Figures 18 and 19. It is clearly seen that the amount of cavity around the top position,
especially the tip region, is reduced by applying the present PSS. These cavities obviously
J. Mar. Sci. Eng. 2023, 11, x FOR PEER REVIEW 14 of 17
affect the pressure fluctuation on the hull surface, as shown in Figure 20. As the cavity
is stable, the pressure fluctuation value of the first blade rate frequency is much higher
than the others (second to fifth). The maximum value is found at P2, which slightly shifts
at in
thethe starboardside
starboard direction (Figure
in spite of the17).
topThis appears
position to benearest
being reasonable because
to the the cavity
hull surface. The
collapsesvalues
maximum at the starboard
of the two side in spite
cases, thatofis,the top position
without beingand
the stator nearest
withtothe
thestator,
hull surface.
are 2.74
kPaThe maximum
and 2.31 kPa,values of the two
respectively. cases, that
A greater thanis,10%
without the stator
reduction and withfluctuation
in pressure the stator, are
was
2.74 kPa and 2.31 kPa, respectively. A
achieved using the proposed optimized stator. greater than 10% reduction in pressure fluctuation
was achieved using the proposed optimized stator.

(a) (b)

(c) (d)
Figure 18.18.
Figure Photos ofof
Photos cavity
cavityfor
forBare
Bareand
andwith ESD (a,b) θ = 00°;
with ESD (c,d)θ = 1010°.
◦ ; (c,d) ◦.
 J. Mar. Sci. Eng. 2023, 11, 50 (c) (d) 14 of 16

Figure 18. Photos of cavity for Bare and with ESD (a,b) 0°; (c,d) 10°.

(a) (b)

J. Mar. Sci. Eng. 2023, 11, x FOR PEER REVIEW 15 of 17

(c) (d)
Figure 19. Photos of cavity for Bare and with ESD (a,b) 280°; (c,d) 290°.
Figure 19. Photos of cavity for Bare and with ESD (a,b) θ = 280◦ ; (c,d) θ = 290◦ .

(a) (b)
Figure 20.20.
Figure Full‐scale pressure
Full-scale pressurefluctuations, firsttotofifth
fluctuations, first fifth blade
blade frequency
frequency at seven
at seven designated
designated pointspoints
(a) Bare; (b)(b)
(a) Bare; with
withESD.
ESD.

4. Conclusions
4. Conclusions
In Inthis
this study,
study, the optimum
the optimumposition of the stator
position blade
of the was evaluated.
stator blade was The evaluated.
DS2500TEU The
LNG fuel feeder container ship was chosen as the target ship. After the reference stator
DS2500TEU LNG fuel feeder container ship was chosen as the target ship. After the refer‐
was designed based on previous studies [12,17,21,24,26], blade position optimization was
ence stator was
conducted designed
through based on previous
the potential-based program studies
by the[12,17,21,24,26],
variation of 2800 blade position
cases to achieve opti‐
mization was conducted through the potential‐based program by the
the highest efficiency. The CFD computations were applied to validate the selected stator variation of 2800
cases
with tothe
achieve
optimum thespacing
highestblade
efficiency. The CFD the
and to investigate computations
flow phenomena were applied
based to validate
on different
thepositions.
selected stator with the
The previous optimum
position spacing
of the bladewas
stator blade andthree
to investigate
blades on the theport
flow(45 ◦ , 90◦ ,
phenomena
◦
135 on ) and one blade on the The
starboard ◦
(270 position
) sides. The optimized statorwasblade position
based different positions. previous of the stator blade three blades on
◦ ◦ 150◦ on thestator
theisport
rather similar
(45°, to theand
90°, 135°) above-mentioned
one blade on positions,
the starboardwhich are 40
(270°) , 90 The
sides. , andoptimized
blade position is rather similar to the above‐mentioned positions, which are 40°, 90°, and
150° on the port side and 290° on the starboard side. The correlation between the retained
tangential velocity and stator blade position was investigated to confirm the optimized
position. The optimized stator plays a role in the cancellation of the tangential velocity,
J. Mar. Sci. Eng. 2023, 11, 50 15 of 16

port side and 290◦ on the starboard side. The correlation between the retained tangential
velocity and stator blade position was investigated to confirm the optimized position. The
optimized stator plays a role in the cancellation of the tangential velocity, although the
angular position of the stator is different from the retained tangential velocity behind the
propeller plane because the fluid flows along the pitch angle line of the stator. Although
the real viscous effect is not included in the potential code, the optimization of the blade
position improves the efficiency because the potential behavior (tangential velocity) is
dominant in the stator problem if the separation does not occur.
Regarding the efficiency gain, +0.59% was achieved by the blade position optimiza-
tion compared to the previous position by the CFD computation. With tip rounding, an
additional 0.13% efficiency gain is obtained compared with and without tip rounding.
Finally, a 3.56% efficiency gain was achieved with the stator and rudder bulb (bulb gain is
0.33%). Although there is little improvement in efficiency by position optimization, the flow
becomes more unified upon using the optimized stator, which consequently improves the
cavity performance. This was also verified through the cavitation test in a large cavitation
tunnel (SCAT).
Model tests (POW, resistance, and self-propulsion) were conducted with the optimized
stator, including tip rounding and rudder bulb, to validate the effect of the optimized stator.
The delivered power improves by 3.96% compared to the reference (without stator and plain
full-spade rudder), which is similar to the gain of the CFD computation. A cavitation test
including the pressure fluctuation measurement was also executed in the large cavitation
tunnel to study the stator effect on the cavitation of the propeller. The amount of cavity
decreased at every angular position with the stator whose effect is clearly shown at pressure
fluctuation. Using the stator, pressure fluctuation decreases by more than 10%. The present
stator blade optimization plays a role in enhancing the cavity by unifying the flow and
improving its efficiency. The comparison of the cavity and pressure fluctuation between
the model tests and CFD computation is also expected to be conducted in the near future.

Author Contributions: Conceptualization, M.-C.K.; validation, Y.-J.S. and W.-S.J.; investigation, Y.-J.S.
and K.-W.L.; resources, M.-C.K.; writing—original draft preparation, W.-S.J. and J.-G.K.; writing—
review and editing, W.-S.J. and M.-C.K.; visualization, W.-S.J. and J.-G.K.; supervision, M.-C.K.;
project administration, W.-S.J.; funding acquisition, M.-C.K.; All authors have read and agreed to the
published version of the manuscript.
Funding: This research was funded by the Korea Institute of Energy Technology Evaluation and
Planning (KETEP) and the Ministry of Trade, Industry and Energy (MOTIE) of the Republic of Korea
(20224000000090) and was also supported by Basic Science Research Program through the National
Research Foundation of Korea (NRF) funded by the Ministry of Science, ICT and Future Planning
(NRF-2022R1F1A1070993).
Institutional Review Board Statement: Not applicable.
Informed Consent Statement: Not applicable.
Data Availability Statement: Not applicable.
Conflicts of Interest: The authors declare no conflict of interest.

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