Prop X Hull PDF

Propeller hull interaction
Resistance & Propulsion (1)

MAR 2010
Rod Sampson - School of Marine Science and Technology - 28th February 2008
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 efciency
Wake gain
Mean ow velocity at
the propeller plane
Ship speed
Thrust deduction
V
s
V
s
Thrust force > Towing force
>
(same diameter)
P
D behind
P
D open
Relative rotative efciency
P
E
= RV
Towed resistance (R)
P
T
P
D
o
=
P
T
P
D
D
=
P
E
P
D
D
=
o

D
>
o
No interaction Generally
Interaction reects on the propulsive efciency
The 3 main propeller hull interaction effects MAY
cause the overall efciency of the propulsion
system to be greater than the efciency of the
propeller.
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

Wake Gain - Potential wake component
Potential ow past a hull causes increased pressure

around the stern as the streamlines close.
Relative velocity of the ow past the hull is less

than the hull speed
Appears as a forward wake increasing the wake

speed
Model based on unbound assumption

FP AP
Wake Gain - Velocity distribution
FP AP
Pressure distribution Velocity distribution
Wake Gain - Frictional wake component
Viscous ow causes retardation of the ow inside

a ships boundary layer
effect increases towards the stern causing a

forward velocity component
Hull
Boundary layer
Viscous wake
Potential wake
Velocity
Mean speed through B.L. is less
than the ship speed
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
Wake Gain - Wave making component
Waves generated by the ship have orbital motion
Wave crests have forward motion
Wave troughs have aft motion

Wake Gain - Wave making component
Wave component of the wake varies with speed
Slow / Medium speed vessel = Crest
High speed vessel = trough

Total Wake
Total wake =
Potential
wake
Viscous
wake
Wavemaking
wake
+ +
Hence Advance speed (Va) is less than the ship speed (V)
Total Wake
Assuming T (thrust) = R (towed resistance)
o
=
P
T
P
D
=
TV
a
P
D
D
=
P
E
P
D
=
RV
P
D
V > Va, then RV > T Va
D
>
o
Wake denition and wake fraction
small part of the total wake
Wake Gain
Text
Wake in the propeller plane without the action
of the propeller is known as the:
NOMINAL WAKE
1 metre/sec tunnel speed
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
0.90
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360
Radial Position
A
x
i
a
l

V
e
l
o
c
i
t
y

(
m
/
s
)
0.20r
0.51r
0.68r
0.84r
0.92r
Wake in the propeller plane with the action of
the propeller is known as the:
EFFECTIVE WAKE
This is difcult to measure!
Wake is dened as a fraction of ship speed or
advance velocity at the propeller plane
Froude wake fraction
Taylor wake fraction
w =
V V
A
V
a
w =
V V
A
V
V
a
=
V
1 +w
V
a
= V (1 w)
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
Thrust Deduction
Propeller accelerates ow 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)
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...
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)
Thrust Deduction
FP AP
P
+P
Thrust
P
1
+P
1
Augment of resistance
Text
R = (P P
1
)ds
R = T R
Thrust Deduction
Thrust
P
1
+P
1
By dening a as a Resistance
augmentation factor
a =
R
R
=
T R
R
T = R(1 +a)
(1+a) is the Resistance augmentation factor
Thrust Deduction
Augment of resistance terminology denes an increase
in resistance.
In practice this is viewed as a THRUST DEDUCTION
t =
T R
T
R = T(1 t)
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
Thrust Deduction
Typical values of t are:
Single screw t = 0.6w
twin screw t = w
Modern single screw t = 0.3 Cb
Relative Rotative Efciency
Efciency of a propeller behind a hull is not the
same as a propeller working in open water
Turbulence in the ow is low in open water, in the behind
condition the ow is turbulent and unsteady
In addition the ow at each radii is different to the open
water case
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
Relative rotative efciency is dened as the ratio of
power delivered to a propeller in producing the
same thrust in open water and behind conditions
R
=
P
Dopen
P
D
R
=
Efficiency behind hull
Efficiency in open water
=

B
R
0.99 1.05
Propulsive Efciency and Propulsion factors
The relationship between QPC can be rened as follows
D
=
P
E
P
D
D
=
P
E
P
T
P
T
P
Do
P
Do
P
D
D
=
RV
P
T
r
The relationship between QPC can be rened as follows
D
=
t(1 t)V
TV (1 w)

o
D
=
(1 t)
(1 w)

o
r
By denoting the hull efciency as:
h
=
(1 t)
(1 w)
h
1.0 1.25
h
0.98 1.05
Single screw
Twin screw

P
e
= RxV
Resistance (R) Forward Speed (V)
Brake Power (P
B
)
Delivered Power (P
D
) Thrust Power (P
T
)
Thrust
!
!
!
"
#
"
$

!
!
!
"
#
"
$

!
!
!
"
#
"
!
!
!
!
"
#
"
$
!
!
!
!
"
!
#
$%&'

Delivered Power
(P
D open
)
Thrust Power
(P
T
)
!
!
!
"
#
$%&'
"
#
Open Water
Condition
(uniform flow)
BEHIND CONDITION
OPEN WATER CONDITION
!
!
!
"
#
"
!
Propulsive Efficiency (QPC)
!
!
!
"
#
"
$
Hull Efficiency
!
!
!
"
#
"
$
Behind-Hull Efficiency
!
!
!
"
#
$%&'
"
#
Relative Rotative Efficiency
!
!
!
!
"
!
#
$%&'
Propeller Efficiency
!
!
!
"
#
"
$

Shaft Efficiency
End of Presentation

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Propeller hull interaction

Resistance & Propulsion (1)

Flow around a propeller is affected by the

Potential and viscous nature of the boundary layer

Average speed of the water through the propeller

There are 3 contributing factors

Potential ow past a hull causes increased pressure

Relative velocity of the ow past the hull is less

Appears as a forward wake increasing the wake

Model based on unbound assumption

Viscous ow causes retardation of the ow inside

effect increases towards the stern causing a

Frictional wake 80 ~ 90% of total wake

Single screws mainly operate in the viscous

Twin screws operate outside of the viscous

Waves generated by the ship have orbital motion

Wave crests have forward motion

Wave troughs have aft motion

Wave component of the wake varies with speed

Slow / Medium speed vessel = Crest

High speed vessel = trough

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