Resistance & Propulsion (1)
MAR 2010
Propeller hull interaction
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Propeller hull interaction
Propeller operating behind a hull will have different
characteristics than the same design operating in
open water, due in theory to:
1. Wake gain
2. Thrust deduction
3. Relative rotative efficiency
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake gain
Ship speed
Mean flow velocity at
the propeller plane
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Thrust deduction
Vs
Thrust force > Towing force
Vs
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Relative rotative efficiency
PD behind > PD open
(same diameter)
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Propeller hull interaction
Interaction reflects on the propulsive efficiency
PT PD PE = RV
Towed resistance (R)
PT PE
ηo = ηD =
PD PD
No interaction Generally
ηD = ηo ηD > ηo
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Propeller hull interaction
The 3 main propeller hull interaction effects MAY
cause the overall efficiency of the propulsion
system to be greater than the efficiency of the
propeller.
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain
• Flow around a propeller is affected by the
presence of a hull
• Potential and viscous nature of the boundary layer
contribute to the development of the wake
• Average speed of the water through the propeller
plane is usually different (less) than the hull speed
• There are 3 contributing factors
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain - Potential wake component
• Potential flow past a hull causes increased pressure
around the stern as the streamlines close.
• Relative velocity of the flow past the hull is less
than the hull speed
• Appears as a forward wake increasing the wake
speed
• Model based on unbound assumption
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain - Velocity distribution
AP FP
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain - Velocity distribution
Pressure distribution Velocity distribution
AP FP
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain - Frictional wake component
• Viscous flow causes retardation of the flow inside
a ships boundary layer
• effect increases towards the stern causing a
forward velocity component
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain - Velocity distribution
Boundary layer
Hull
Velocity
Viscous wake
Potential wake
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain - Velocity distribution
Mean speed through B.L. is less
than the ship speed
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain - Velocity distribution
• Frictional wake 80 ~ 90% of total wake
• Single screws mainly operate in the viscous
wake (frictional) the effect is important
• Twin screws operate outside of the viscous
wake and the effect is therefore less
important
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain - Wave making component
• Waves generated by the ship have orbital motion
• Wave crests have forward motion
• Wave troughs have aft motion
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain - Wave making component
• Wave component of the wake varies with speed
• Slow / Medium speed vessel = Crest
• High speed vessel = trough
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Total Wake
Total wake = Potential + Viscous + Wavemaking
wake wake wake
Hence Advance speed (Va) is less than the ship speed (V)
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Total Wake
Assuming T (thrust) = R (towed resistance)
PT T Va
ηo = =
PD PD
PE RV
ηD = =
PD PD
V > Va, then RV > T Va
ηD > ηo
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake definition and wake fraction
small part of the total wake
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake Gain
Text
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake definition and wake fraction
Wake in the propeller plane without the action
of the propeller is known as the:
NOMINAL WAKE
1 metre/sec tunnel speed
0.90
0.80
0.70
0.60
Axial Velocity (m/s)
0.50
0.40
0.30
0.20 0.20r
0.51r
0.68r
0.10
0.84r
0.92r
0.00
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360
Radial Position
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake definition and wake fraction
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake definition and wake fraction
Wake in the propeller plane with the action of
the propeller is known as the:
EFFECTIVE WAKE
This is difficult to measure!
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake definition and wake fraction
Wake is defined as a fraction of ship speed or
advance velocity at the propeller plane
V − VA V
Froude wake fraction w= Va =
Va 1+w
V − VA
Taylor wake fraction w= Va = V (1 − w)
V
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Wake definition and wake fraction
Wake fraction depends on length and fulness of the
ship and increases with hull roughness
A typical moderate speed cargo ship of Cb = 0.70
would expect w = 0.30
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Thrust Deduction
Propeller accelerates flow in front and behind of it
resulting in:
Increased rate of shear in boundary layer
( + Frictional resistance)
Reduced pressure over the rear of the hull
(+ Pressure resistance)
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Thrust Deduction
...If separation occurs in the afterbody when towed w/o
the propeller, the action of the propeller will supress
the separation and reduce the unfavourable pressure
gradient...
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Thrust Deduction
The propeller therefore ALTERS the resistance of the hull
by an amount proportional to the thrust.
The thrust (T) must therefore EXCEED the towed
resistance of the hull (R)
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Thrust Deduction
+∆P
−∆P
Text
AP FP
Augment of resistance
+∆P1 Thrust
∆R = (∆P − ∆P1 )ds
−∆P1
∆R = T − R
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Thrust Deduction
+∆P1 Thrust
By defining ‘a’ as a Resistance
−∆P1 augmentation factor
∆R T −R
a= =
R R
T = R(1 + a)
(1+a) is the Resistance augmentation factor
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Thrust Deduction
“Augment of resistance” terminology defines an increase
in resistance.
In practice this is viewed as a THRUST DEDUCTION
T −R
t=
T
R = T (1 − t)
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Thrust Deduction
Thrust deduction can be estimated using semi-empirical
formulae.
It is common to measure it in model scale using stock
propellers (appropriate diameter and loading at the
design speed).
thrust deduction is a function of streamlining, propeller
clearances and fullness
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Thrust Deduction
Typical values of t are:
Single screw t = 0.6w
twin screw t=w
Modern single screw t = 0.3 Cb
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Relative Rotative Efficiency
Efficiency of a propeller behind a hull is not the
same as a propeller working in open water
Turbulence in the flow is low in open water, in the behind
condition the flow is turbulent and unsteady
In addition the flow at each radii is different to the open
water case
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Relative Rotative Efficiency
High turbulence affect the lift and drag of each radial
section.
Modern propellers are ‘Wake Adapted’ to take into
account this variation in loading and maximise gains
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Relative Rotative Efficiency
Relative rotative efficiency is defined as the ratio of
power delivered to a propeller in producing the
same thrust in open water and behind conditions
PDopen
ηR =
PD
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Relative Rotative Efficiency
Ef f iciency behind hull ηB
ηR = =
Ef f iciency in open water ηo
ηR ! 0.99 ∼ 1.05
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Propulsive Efficiency and Propulsion factors
The relationship between QPC can be refined as follows
PE
ηD =
PD
PE PT PDo
ηD = × ×
PT PDo PD
RV
ηD = × ηo × ηr
PT
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Propulsive Efficiency and Propulsion factors
The relationship between QPC can be refined as follows
t(1 − t)V
ηD = × ηo × ηr
T V (1 − w)
(1 − t)
ηD = × ηo × ηr
(1 − w)
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Propulsive Efficiency and Propulsion factors
By denoting the hull efficiency as:
(1 − t)
ηh =
(1 − w)
Single screw ηh ! 1.0 ∼ 1.25
Twin screw ηh ! 0.98 ∼ 1.05
Rod Sampson - School of Marine Science and Technology - 28th February 2008
Propulsive Efficiency and Propulsion factors
"#
!! ! !
!
"$
BEHIND CONDITION Forward Speed (V) Resistance (R)
!
!
!
!
! "#
! Thrust Power (PT)
! ! !
Delivered Power (PD) "$
! ! Pe = RxV
!
! Brake Power (PB)
Thrust
!
!
! "
! !! ! #
! "$
! "#$%&' "# "#
! ! ! !! ! !! !
! !
"# "! "! ! ! 5)+#/26-7$!800-9-$%9:!.;5*4!
! "
OPEN WATER CONDITION
! !! ! # ! ! </22!800-9-$%9:!
! "$
! Delivered Power
(PD open) "
! Thrust Power !! ! # ! ! =$>-%,?</22!800-9-$%9:!
! (PT) "#$%!&'($)! "$
!
!
*+%,-(-+%! "#
./%-0+)1!02+34! !! ! $%&' !
! @$2'(-7$!@+('(-7$!800-9-$%9:!
! "#
! !
! ! !! ! " !! 5)+#$22$)!800-9-$%9:!
! !! ! " ! !#$%&'
! !#$%&'
"#
!! ! A>'0(!800-9-$%9:!
"$
!
Rod Sampson - School of Marine Science and Technology - 28th February 2008
End of Presentation
Rod Sampson - School of Marine Science and Technology - 28th February 2008
