In the present study, an experimental investigation of the decay of the maximum velocity and its turbulent characteristics behind a ship propeller, in "bollard pull" condition (zero speed of advance), is reported....In the present study, an experimental investigation of the decay of the maximum velocity and its turbulent characteristics behind a ship propeller, in "bollard pull" condition (zero speed of advance), is reported. Velocity measurements were performed in laboratory by use of a Laser Doppler Anemometry (LDA) measurement system. Earlier researchers described that the maximum axial velocity is constant at the initial stage of a ship's propeller jet (Fuehrer and Romisch, 1977; Blaauw and van de Kaa, 1978; Berger et al, 1981; Verhey, 1983) as reported in a pure water jet (Albertson et al., 1950; Lee et al., 2002; Dai, 2005), but a number of researchers disagreed with the constant velocity assumption. The present study found that the maximum axial velocity decays in the zone of flow establishment and the zone of established flow with different rates. The investigation provides an insight into the decays of both the maximum velocity and the maximum turbulent fluctuation in axial, tangential and radial components and the decay of the maximum turbulent kinetic energy. Empirical equations are proposed to allow coastal engineers to estimate the jet characteristics from a ship's propeller.展开更多
To design a propeller for ship power plant,the interaction between ship hull and propeller must be taken into account.The main concern is to apply the wake effect of ship stern on the propeller performance.In this pap...To design a propeller for ship power plant,the interaction between ship hull and propeller must be taken into account.The main concern is to apply the wake effect of ship stern on the propeller performance.In this paper,a coupled BEM(Boundary Element Method)/RANS(Renolds-Averaged Navier−Stokes)solver is used to simulate propeller behind the hull in the self-propulsion test.The motivation of this work is to develop a practical tool to design marine propulsion system without suffering long computational time.An unsteady boundary element method which is also known as panel method is chosen to estimate the propeller forces.Propeller wakes are treated using a time marching wake alignment method.Also,a RANS code coupled with VoF equation is developed to consider the ship motions and wake field effects in the problem.A coupling algorithm is developed to interchange ship wake field to the potential flow solver and propeller thrust to the RANS code.Based on the difference between hull resistance and the propeller thrust,a PI controller is developed to compute the propeller RPM in every time step.Verification of the solver is carried out using the towing tank test report of a 50 m oceanography research vessel.Wake factor and trust deduction coefficient are estimated numerically.Also,the wake rollup pattern of the propeller in open water is compared with the propeller in real wake field.展开更多
This paper devotes to rational design for the ship propellers with long wavy blades. Thin long blades create big elastic deformations, which can be a regulator of an optimum angle for attack. The wavy form provides st...This paper devotes to rational design for the ship propellers with long wavy blades. Thin long blades create big elastic deformations, which can be a regulator of an optimum angle for attack. The wavy form provides stability on operational modes. To ensure stabilization to decrease in bending and torsion fluctuations, the main sectorial coordinates were defined by combining the shift centre with the gravity centre for computer geometrical models of the rowing screw blade and an idealized elastic deformable boundary liquid flow layer while unit thickness was offered. More rational petal forms of the long blade with a wavy surface are explained for exception of not free torsion.展开更多
In this paper a new method for predicting the hydrodynamic performance of the flap rudder behind a propeller was presented. The hydrodynamics of the rudder was calculated by the panel method and the performance of the...In this paper a new method for predicting the hydrodynamic performance of the flap rudder behind a propeller was presented. The hydrodynamics of the rudder was calculated by the panel method and the performance of the propeller was predicted by the simplified propeller theory. The interaction between the rudder and propeller was determined by iterative procedure. The pressure distribution on rudder surface and the hydrodynamic performance of the flap rudder were discussed in the paper.展开更多
In this paper,the transient turbulent cavitating flow around a marine propeller behind a ship was investigated experimentally with emphasis on how vortex generator(VG)influences propeller cavitation and hull pressure ...In this paper,the transient turbulent cavitating flow around a marine propeller behind a ship was investigated experimentally with emphasis on how vortex generator(VG)influences propeller cavitation and hull pressure fluctuations.The experiments were carried out in China Large Cavitation Channel with the closed test section covering 10.5 m in length and cross-section of 2.2 m^2×2.0m^2.The experiment recorded instantaneous cavitation photos of the propeller and pressure fluctuations on the hull surface.The results demonstrate that without vortex generator,the sheet cavitation inception begins at-50°(310°),and then from-50°(310°)to 30°,the extent and area of sheet cavitation increase.When vortex generator installed on the hull,the sheet cavitation inception occurs in advance at-60°(300°),and the sheet cavitation expands to larger rotation range due to the vortex generator.It is shown that the vortex generator with proper geometry and installed location may contribute the highly nonuniform wake to be more uniform,and can make the change of propeller cavitation to be milder,which decrease the pressure fluctuations in this study.Further analysis indicates that the vortex generator may promote the energy distribution to be more uniform in physical and spectral space in some degree.展开更多
基金supported by SPUR Studentship from Queen's University Belfastsupported by the National Natural Science Foundation of China (Grant No. 51006019)Petro China Innovation Foundation from China National Petroleum Corporation (Grant No. 2010D-5006-0208)
文摘In the present study, an experimental investigation of the decay of the maximum velocity and its turbulent characteristics behind a ship propeller, in "bollard pull" condition (zero speed of advance), is reported. Velocity measurements were performed in laboratory by use of a Laser Doppler Anemometry (LDA) measurement system. Earlier researchers described that the maximum axial velocity is constant at the initial stage of a ship's propeller jet (Fuehrer and Romisch, 1977; Blaauw and van de Kaa, 1978; Berger et al, 1981; Verhey, 1983) as reported in a pure water jet (Albertson et al., 1950; Lee et al., 2002; Dai, 2005), but a number of researchers disagreed with the constant velocity assumption. The present study found that the maximum axial velocity decays in the zone of flow establishment and the zone of established flow with different rates. The investigation provides an insight into the decays of both the maximum velocity and the maximum turbulent fluctuation in axial, tangential and radial components and the decay of the maximum turbulent kinetic energy. Empirical equations are proposed to allow coastal engineers to estimate the jet characteristics from a ship's propeller.
文摘To design a propeller for ship power plant,the interaction between ship hull and propeller must be taken into account.The main concern is to apply the wake effect of ship stern on the propeller performance.In this paper,a coupled BEM(Boundary Element Method)/RANS(Renolds-Averaged Navier−Stokes)solver is used to simulate propeller behind the hull in the self-propulsion test.The motivation of this work is to develop a practical tool to design marine propulsion system without suffering long computational time.An unsteady boundary element method which is also known as panel method is chosen to estimate the propeller forces.Propeller wakes are treated using a time marching wake alignment method.Also,a RANS code coupled with VoF equation is developed to consider the ship motions and wake field effects in the problem.A coupling algorithm is developed to interchange ship wake field to the potential flow solver and propeller thrust to the RANS code.Based on the difference between hull resistance and the propeller thrust,a PI controller is developed to compute the propeller RPM in every time step.Verification of the solver is carried out using the towing tank test report of a 50 m oceanography research vessel.Wake factor and trust deduction coefficient are estimated numerically.Also,the wake rollup pattern of the propeller in open water is compared with the propeller in real wake field.
文摘This paper devotes to rational design for the ship propellers with long wavy blades. Thin long blades create big elastic deformations, which can be a regulator of an optimum angle for attack. The wavy form provides stability on operational modes. To ensure stabilization to decrease in bending and torsion fluctuations, the main sectorial coordinates were defined by combining the shift centre with the gravity centre for computer geometrical models of the rowing screw blade and an idealized elastic deformable boundary liquid flow layer while unit thickness was offered. More rational petal forms of the long blade with a wavy surface are explained for exception of not free torsion.
文摘In this paper a new method for predicting the hydrodynamic performance of the flap rudder behind a propeller was presented. The hydrodynamics of the rudder was calculated by the panel method and the performance of the propeller was predicted by the simplified propeller theory. The interaction between the rudder and propeller was determined by iterative procedure. The pressure distribution on rudder surface and the hydrodynamic performance of the flap rudder were discussed in the paper.
基金Project supported by the National Natural Science Foundation of China(Grant Nos.11772239,51822903)the Natural Science Foundation of Hubei Province(Grant Nos.2017CFA048,2018CFA010).
文摘In this paper,the transient turbulent cavitating flow around a marine propeller behind a ship was investigated experimentally with emphasis on how vortex generator(VG)influences propeller cavitation and hull pressure fluctuations.The experiments were carried out in China Large Cavitation Channel with the closed test section covering 10.5 m in length and cross-section of 2.2 m^2×2.0m^2.The experiment recorded instantaneous cavitation photos of the propeller and pressure fluctuations on the hull surface.The results demonstrate that without vortex generator,the sheet cavitation inception begins at-50°(310°),and then from-50°(310°)to 30°,the extent and area of sheet cavitation increase.When vortex generator installed on the hull,the sheet cavitation inception occurs in advance at-60°(300°),and the sheet cavitation expands to larger rotation range due to the vortex generator.It is shown that the vortex generator with proper geometry and installed location may contribute the highly nonuniform wake to be more uniform,and can make the change of propeller cavitation to be milder,which decrease the pressure fluctuations in this study.Further analysis indicates that the vortex generator may promote the energy distribution to be more uniform in physical and spectral space in some degree.