Professional Documents
Culture Documents
Vonellenrieder - Open Water Tow Tan.2010.SYMP
Vonellenrieder - Open Water Tow Tan.2010.SYMP
Vonellenrieder - Open Water Tow Tan.2010.SYMP
Karl von Ellenrieder, FAU Department of Ocean Engineering, Dania Beach, Florida, USA
Justin Lorio, FAU Department of Ocean Engineering, Dania Beach, Florida, USA
Luis Altamirano, FAU Department of Ocean Engineering, Dania Beach, Florida, USA
ABSTRACT DLHSTT Davidson Lab. High Speed Towing Tank
Froude Number
Open water tests of a surface piercing propeller with a pitch
to diameter ratio of 1.9 have been performed in a non-
, , Force components (shaft-fixed system)
pressurized towing tank. Flow visualizations of the Gravitational acceleration
ventilated cavities formed behind the propeller and Propeller depth of submergence
shaftline force/torque measurements were taken at tip Immersion ratio
immersion ratios of 0.50 and 0.33, yaw angles from 0 to
Advance ratio
30 and inclination angles from 0 to 15 for advance ratios
ranging from 0.8 to 1.9. Three wake parameters, the wake Scaled advance coefficient
pitch, wake pitch angle and wake diameter, were identified Torque Coefficient
and semi-automatically measured using composite images Thrust Coefficient
of the wake of the surface piercing propeller. The
, , Torque components (shaft-fixed system)
symmetry of the wake at non zero yaw angles, as well as Propeller rotation rate [Hz]
the time evolution of the width of successive ventilated , Pitch of , ventilated cavity
cavities in the wake were explored. It was found that the Pitch to diameter ratio
wake pitch angle changes proportionally to the advance Pitch of trailing edge
ratio and does not change significantly as yaw angle =
Propeller shaft torque
changes; the ratio of wake diameter to SPP diameter 2
Reynolds Number
increases as the advance ratio decreases; and the wake was
most symmetric at a depth of immersion of 33%, a yaw SPP Surface Piercing Propeller
angle of 15 degrees, zero shaft inclination angle, and an =
Thrust
advance ratio of 1.2. The SPP was found to operate in a Advance speed of propeller
fully ventilated condition for scaled advanced ratios of Scaled advance speed of propeller
0.905 0.721. A six component load cell was integrated V Cavity speed of closure
with the rotating propeller shaft line to provide Weber Number
! /"
measurements of propeller thrust, torque, side forces and
X Distance for triggering camera
moments. An examination of the efficiencies determined
# Shaft inclination angle
from these measurements and subsequent analyses reveal
$ Open water efficiency
that, while the thrust measurements are near values
" Density of water
expected from empirical relations, there appears to be an
error in the torque measurements, likely due to an ! Capillarity constant of water
instrumentation problem. Nevertheless, the time histories % Kinematic viscosity of water
of the load cell data are instructive in qualitatively & Angular position of propeller blade
illustrating the relation between carriage speed, propeller W Pitch angle of trailing wake
speed and the transient forces/moments acting on the Yaw angle
propeller.
INTRODUCTION
NOTATION
Ventilated cavity width The use of surface piercing propellers (SPPs) shows
0 Thickness of blade trailing edge promise for high speed operation by virtually eliminating
Propeller diameter appendage drag, which can be as much as 30 percent of the
total drag on a vehicle at high speeds. The scarcity of
Diameter of trailing wake
261
available systematic test data has made reliable typical of surface piercing propellers with a very sharp
performance prediction difficult. leading edge and a thick, blunt trailing edge. The diameter
is 9.7 inches and the pitch to diameter ratio ( ) is about
Surface Piercing Propellers have been used by the marine 1.9. The ratio is typical of small, racing powerboats,
racing community for decades, and have been used on with extremely high power to weight ratios, but high in
surface vehicles which travel in excess of 50 [m/s]. The comparison to other SPPs described in the research
U.S. Navy has also used them for the propulsion of surface literature (e.g. Olofsson, 1996; Ferrando et al. 2007).
effects ships and other small high speed vessels, some of
which have attained speeds in excess of 40 [m/s], such as
the SES 100B (Clark, 2004). The design of a partially
submerged propeller drive system allows for most of the
drive assembly (shafts, struts, stern tubes, etc.), as well as
half of the propeller, to be elevated above the water surface
when the vehicle is running at speed. This reduction in the
operational profile gives a shallow draft, as well as a
considerable drop in the total drag on the vessel.
262
maintained (Shiba, 1953). It was possible to maintain run was designed and constructed for this effort (Figure 3).
> 3 for all test cases except J 1.8. At this advance A novel feature of the system is that it allows the SPP to be
ratio the carriage speed was kept at the same value as for J tested while completely submerged for baseline
= 1.6 (7.62 m/s), and the rotational rate was reduced to comparisons with the performance of conventional
increase the advance ratio. Additionally, Weber numbers of propellers. The measurement instrumentation features an
> 180 were maintained to prevent surface tension in-line, 6 component load cell that was used to measure the
effects from influencing the shape of the ventilated cavities forces and moments acting on the propeller and a
(Shiba, 1953). tachometer with position encoder so that the measured
forces and moments can be synchronized with propeller
A purpose-built test apparatus, which permits the propeller position and speed. Further details of the mechanical
boat to be remotely positioned in heave, yaw and design and instrumentation can be found in Lorio (2010).
inclination by computer control between each experimental
Carriage
Pitch Motor
Yaw Motor
Linear Stage
Spray Shield
SPP
Figure 3 - CAD model (left) and physical realization of SPP test apparatus.
It has been shown that by using the velocity component Still Cameras The Davidson Lab is equipped with a test
parallel to the propeller shaft to calculate the advance ratio section window located midway along its length. At this
causes the performance curves for thrust coefficient, torque location, two cameras are positioned. Camera 1 (Figure 4)
coefficient and efficiency to collapse upon one another, for is an underwater camera aimed at a mirror on the bottom of
different immersion ratios and angles of shaft inclination the tank, allowing it to take bottom view images of the
(Ferrando et al., 2007). In the results that follow, a scaled trailing wake of the propeller. Camera 2 is used to
advance ratio is used where the Euler angles are applied to photograph the side view of the propeller as it passed the
transform the velocity coordinates from a towing carriage test section window. Both still cameras are digital SLR
referenced coordinate system to a coordinate system having cameras with 18-55 mm focal length lenses. Figure 5
the same yaw and inclination as the SPP test apparatus: shows side and bottom images obtained with cameras 1 and
2; the mirror support frames appear as black bands in the
bottom view images.
263
SPP wake
Mirror Frames
Wake Reflection
U 1 J
a) W = tan1 :; < ; <@ = tan1 ; <. (1)
n D
b)
264
Flow Visualization Results
PW U
= J .
D nD
One can define a pitch for each cavity using the pitch
angle of the cavity W and the diameter of the cavity
(Figure 8). In order to explore the evolution of the
ventilated cavities produced by the SPP, A Matlab
program, that semi-automatically measures W and for
each cavity through image processing of the recorded
images, was developed. The details of the algorithm and
image processing code can be found in Altamirano (2010).
265
agreement with Olofsson (1996). The range of values of the of = 15, this bowl appearance diminishes and at values
cavity pitch PW /D is proportional to the value of Jscaled . of = 30, it is not noticeable. The bowl-like form does
There is a region where the SPP experiences a fully not appear to be affected by shaft inclination angle .
ventilated regime (a ventilated region made up of many
merged ventilated cavities). For all cases, the average
region of the scaled advance ratio Jscaled for fully ventilated
condition is calculated to be 0.905 0.721. This region is
in the neighborhood of that observed by Brandt (1973).
266
for post processing. The load cell data were converted to
metric forces and moments using a cross talk matrix,
determined during sensor calibration, to cancel out any
cross talk between load cell channels caused by the multi-
axis nature of the propeller loads. The filtered data were
then plotted to determine the sample range where the
propeller was in steady state operation.
It was found that the force data, in many cases, was biased.
To calculate the time average forces, the mean of the
steady state section of each test run was taken. To offset
the bias, a data sample was taken where the towing carriage
and propeller were stationary. The section of data was
taken either at the beginning or end of each run, depending
on which side had more samples. The forces and moments
were then calculated from the time average thrust, torque
and propeller speed obtained from the experimental data.
Figure 13 Unsteady loading during towing carriage
It could be seen, upon visual inspection, in each case the acceleration.
data had an initial static phase, which was the period of
time before the propeller and carriage started motion. The
static section was followed immediately by an almost
instantaneous jump in thrust, but a more gradual increase in
torque. Thrust immediately increases to its maximum
value for the run due to the propeller accelerating faster
than the carriage, which causes the SPP to drag the Figure 14 Thrust coefficient KT for experimental values
carriage. As the carriage and propeller speeds reach steady (blue) and predicted values (in red).
state, Thrust drops gradually, then levels off, while torque
reaches its maximum value as propeller rotational rate
reaches its peak value (Figure 13). CONCLUDING REMARKS
When comparing the results of the experiments to A model SPP was tested with varying depths of immersion,
predictions of the thrust coefficient shaft inclination angles and yaw angles. The experimental
apparatus developed for testing the SPP appears to be novel
in that it permits one to test all three of these important
degrees of freedom in a single facility.
"2 4
267
Carlton, J., Marine Propellers and Propulsion, MPG Chalmers University of Technology, Goteborg, Sweden,
Books Ltd, Great Britain, 2007. 1996.
Clark, D. J., William M. E., and Meyer, J. R., "The Quest Shiba, H., Air Drawing of Marine Propellers, Transport
for Speed at Sea," Technical Digest, Carderock Division, Technical Research Institute, Japan, 1953.
NSWC, April 2004.
Truscott, T. Techet, A. H. "Cavity formation in the wake of
Faltinsen, O. M., Hydrodynamics of High-Speed Marine a spinning sphere impacting the free surface", Physics of
Vehicle, Cambridge University Press, New York, 2005. Fluids, Volume 18, (2006)
Ferrando, M. Crotti, S. and Viviani, M. Performance of a Vorus, W. S. Surface Piercing Propellers: Design and
Testing, in Proceedings of the 2008 ONR T-Craft
Family of Surface Piercing Propellers, In Proceedings: 2nd
Meeting. 2008.
Intl. Conf. on Marine Research and Transportation, Ischia,
Italy June 28th30th, 2007. Young, Y. L., and Kinnas, S. A., "Performance Prediction
of Surface-Piercing Propellers," Journal of Ship Research,
Ghiasi, M., "Hydrodynamic Characteristics of the Surface 2004: 288-304.
Piercing Propeller (SPP) by Using Special Practical and
Numerical Approach," Journal of Marine Science and Yin L. Young, Spyros A. Kinnas, "Performance Prediction
Application, 2009: 267-274. of Surface-Piercing Propellers", Journal of Ship Research,
Volume 28, (2004)
Hoshino, T. Hydrodynamic analysis of propellers in
steady flow using a surface panel method, Journal of the
Society of Naval Architects of Japan, Volume 165, (1989)
268