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ABSTRACT
Since 1933 when the Kort nozzle was invented, there has been very little change to the duct
design. Netherlands Ship Model Basin (NSMB) performed systematic model tests of nozzles in the
1950s and nozzle 19a and 37 emerged as the standard. Established nozzle theory predicts a
higher theoretical efficiency than a propeller alone even when the nozzles frictional drag is taken
into account. However this was never accomplished with standard nozzle designs. There is a
potential to close this gap between theoretical and practical application and to improve the
efficiency of almost any type of vessel. Model tests of different nozzle sections show gains at lower
speeds but fail to show gains at higher speeds of advance. The nozzle sections drag is many times
greater than any standard NACA wing section and this difference has never been explained. In
this paper the difference between nozzle theory and the practical application of standard nozzles
19a and 37 is explained as an effect of laminar separations due to the viscous drag on the model
scale used during testing. This discovery, subsequent research, and full-scale trials lead to the
development of the high efficiency nozzle.
NOMENCLATURE
Q - Quantity of water in unit time
VA - Undisturbed velocity of the flow
a - Velocity increase at the propeller disk where
velocity at the disk is VA (1+a)
b - Velocity increase well behind the propeller
where velocity behind is VA (1+b)
A0 - Area of the propeller disk
- Density of the water
T - Thrust of the nozzle and propeller
TP - Propeller thrust only
E - Kinetic energy lost in the slipstream
i - Ideal efficiency of the nozzle and propeller
system
CT - Coefficient of thrust
- Ratio of the propeller thrust over total thrust TP/T
- Velocity increase behind the propeller over the
velocity increase at the propeller disk, b/a
CDN - Coefficient of drag of the nozzle section
FZ - Vertical lift force on the nozzle ring
- Angle of attack of the nozzle ring to the flow
INTRODUCTION
During the 1930s Kort was attempting to solve the
problem of propeller wash causing soil erosion of
riverbanks. According to propeller momentum theory
only half of the increase in velocity of the propeller
slipstream occurs at the propeller disk. The other half
occurs in the slipstream behind the propeller (figure 1).
Q = V A (1 + a )A0
Q(V A (1 + b ) V A )
T = QV Ab = A0V A2 (1 + a )b
TP = VA (1+ b )A0V Ab
1
V A (1 + a )A0 (V Ab )2
2
E=
i =
V AT
2
=
V AT + E 1 + 1 + CT
where,
CT =
Figure 10. Decelerating nozzle no. 33 and 34
T
1
V A2 A0
2
TP
T
i =
4
(2CT + ) + 4
i =
2
1 + CT + 1
b
a
=2
T = QV Ab = A0V (1 + a )a
2
A
Propeller thrust TP is
TP = V A (1 + a )A0V Ab
E=
1
V A (1 + a )A0 (V A a )2
2
10
11
FZ = (V A (1 + a )) A0 sin ( )
2
12
13
14
15
16
17
18
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19
References:
1. Hama, F., Long J. and Hegarty, J. On Transition from Laminar to Turbulent
Flow, Technical Note BN-81, University of Maryland, August 1956.
2. Hadler, J.B., et al., Model Resistance Testing in the Robinson Towing Tank at
Webb Institute, Proceedings of the 26th ATTC, July 2001.
3. Lewandowski, E., The Effects of Aspect Ratio, Section Shape, and Reynolds
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