Digital version

Date
Author
December 2008
T J . C . van Terwisga, G.J. Zondervan and E. van W/ijgaarden
Address
TUDelft
Delft University of Technology
Ship Hydromechanics Laboratory
Mekelweg 2, 26282 CD Delft
Delft University of Tectinology
Propulsor Research - Recent Developments
and the Way F o r w a r d
by
T J . C . van T e r w i s g a , G . J . Zondervan and
E. van W i j n g a a r d e n
Report No. 1 6 1 1 - P
2008
Publislied in: SWZ | Maritime, Maritiem Techniscli Vakblad,
Jaargang 18, December 2008, ISSN 1876-0236, Layout en
Druk Thieme Mediacenter, Rotterdam
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ISSN 1876 - 0236
X X ™ j l
P R I N T
Groep uitgeven voor vak en wetenschap ""üVi"gav«riverhqnd
Special
By prof. dr. ir. T. van Terwisga,
ir. G.J. Zondervan and
ir. E. van Wijngaarden
rz
Recent Developments and the Way Forward
S i n c e long, the Netherlands have played a dominant role in the world of propulsor
research and development. N o w a d a y s , the industry's interest in efficient, silent and
safe propulsion is just a s strong a s in the past. In the following, recent r e s e a r c h
developments are sketched against a background of market developments and the R&D
response to them.
The Wageningen B-series of propellers is still the most
assessments of scale effects with which model tests had to be
extensive systematic series of its kind and underlines the
corrected in order to arrive at full scale predictions, could not
strong roots of hydrodynamic propulsor R&D in the
be made. At that time, the computational tools available forthe
Netherlands. In this respect, it must be noted that important
analysis of propeller-hull interaction were all based on inviscid
research contributions can only be produced when there is a
theories and therefore inadequate to compute viscous scale
strong industrial infrastructure stimulating new research. In the
effects. Remarkably, the current interest in ESDs seems low.
recent past, this infrastructure was made up of Lips Drunen
The reason for this might be the uncertainty in their
and the Royal Netherlands Navy a.o.. It is currently guaranteed
performance prediction and the paradigm that it is better to
by Wartsila Propulsion Netherlands (formerly Lips), Van
optimize a propeller-aftbody configuration in the first place,
Voorden and a variety of smaller, but highly advanced propulsor
after which ESDs have little extra advantage. ESDs, however,
manufacturers. The Royal Netherlands Navy still plays an
could well have a significant potential in the updating of
important role as technology driver, although their part has
existing ships and are likely to remain in demand for remedial
become more modest after a series of budget cuts.
design in the case of cavitation problems (think of noise and
vibrations or erosion).
Market Developments
' This statement
before tfie financial
was made
crisis of
tfie autumn of 2008
50
Energy Saving
Increasing Power Density
Not surprisingly, increasing fuel prices and the need to reduce
Another stimulus for propulsortechnology developments has
on emissions lead to a strong focus on fuel saving. Discussions
been the rally for bigger and faster ships, that occurred in the
with ship owners teach us that investing in energy-saving
nineties and the first years ofthis century The increasing
technology is considered worthwhile when it brings only one
propeller loading ('power/propeller disk area'-ratio) and the
per cent of fuel reductionT
consequent increase in cavitation nuisance also led to an
The fuel crisis in the seventies ofthe last century also created
increasing variety in propulsor configurations. Although the
a wealth of so-called Energy Saving Devices (ESDs):
conventional single and twin screw propeller arrangements are
Appendages that were applied in the propulsor area to regain
still by far the most popular, other concepts were successfully
or prevent losses in the flow produced by the propeller A tough
introduced in the market.
problem in evaluating the improvement in performance due to
Of these configurations, the podded propeller has shown to be
ESDs was the difficulty of their performance assessment. Their
one ofthe most interesting developments. This propulsor
effect on overall powering performance was mostly determined
became so popular with cruise liners, that its power levels
through model scale experiments, but it appeared extremely
were raised from approximately 1 MW in the early nineties to
difficult to quantify the performance gains forfull scale. The
approximately 23 MW in the early years of this century. With
uncertainty in full scale measurements between different
this unprecedented fast development towards higher power
configurations is too large, and reliable and accurate
levels, problems started to occur with bearing forces, leading
SWZIMARITIME
Tom van Terwisga is senior researcher at iVlARIN and part-time
professor at Delft University, Gert Jan Zondervan is project manager
at MARIN and Erik van Wijngaarden is senior project manager at
MARIN
>.
to the breaking down of bearings in some cases.
In the eighties of the last century, the quest for speed, comfort
and safety also allowed for the successful introduction ofthe
waterjet propulsor into the civil market. These propulsors have
currently reached power levels of up to about 25 MW absorbed
by one unit as well.
Developing Manufacturing Technologies
In the market sketched above, with a growing flexibility of
manufacturing processes, a climate grew in which other
concepts could also be successfully introduced. Examples are
new duct geometries; the Costa bulb, where the propeller hub
merges into the rudder geometry, and rudders that act as a
stator and thereby decrease fuel consumption. Other concepts,
which have apparently not yet surfaced as commercially
successful propulsors, attract an ongoing interest from R&D
groups. Examples are fish or biomimetic propulsion (see for
instance Van Manen et al. [1996]), Counter-Rotating Propellers,
twin overlapping propellers and propellers in combination with
an asymmetric hull afterbody.
The R&D Response
Figure I. Experiments
The Challenge
multiphase
are and remain an important
ffow aboutpropufsors.
tool to better understand
This photograph
Predicting and optimizing ship-propulsor performance is a
the complex physics
shows a ventifating/caviteting
experiments
propeller
in fVIARIN's depressurized
towing
ofthe
during
tank
challenge to hydrodynamicists and ship designers. This
challenge had long since been answered, if it were not for
propeller blade root section after only some ten hours of
cavitation to play such an important role in propulsor
operation.
performance. Efficiencies are limited by cavitation dynamics,
It is the designer's challenge to control cavitation nuisance.
as this easily introduces unwanted vibrations in the ship, or
Often, this is accomplished at the cost of efficiency. Because
worse, leads to early wear through erosion. Erosion rates have
the prediction of cavitation nuisance has a rather high
been reported, where literally a hole was drilled in the
uncertainty, the margins set by cavitation nuisance are taken
Trial vs. Towing tank @ 85% MCR
Costa Atlantica, 100% MCR, full scale vs. model s c a l e
normalized amplitudes of flull pressure pulses @ 1st blade rate frequency
(fs: full scale; ms: model scale)
Full Scale Trials
} small pod angle variations
Model Scale tests
1 xOld
3xNew DTT
No cavitation
ptO
p13
100% 100% 100% 100% 100% 100%
fs
fs
fs
fs
fs
fs
pressure transducer
Figure 2, Two examples of correlation
results between
model scale prediction
and full scale measurement.
Left picture
shows a satisfactory
shows a disappointing
Jaargang 18 • deGember 2008
agreement
lack of agreement
100% 100% 100% 100%
ms
ms
ms
ms
for a twin screw cruise vesset, the right
for a large container
picture
vessel ffrom Ligtefijn et al. [200411
51
we start to understand the causes for these scale effects.
Research is currently ongoing to improve experimental
procedures and extrapolation methods to reduce the
uncertainty in the prediction of radiated pressures and hull
vibrations.
Developing Numerical Tools
Already since the sixties of the last century, there has been a
drive towards the computation of propulsor performance, in
particular to the complicated problem of the propulsor in its socalled 'behind ship' condition. This started with the
development of lifting line and lifting surface models that were
to some extent amenable to analytical solutions. Since the
eighties, the so-called panel methods for propulsors were
successfully developed.
However, all these models were based on inviscid potential
flow theory with relatively simple cavitation models. A proper
prediction of the dynamics of cavitation is crucial when
attempting to predict cavitation nuisance. Although these
models provided us with a better understanding of the
fundamentals of cavitation, their results still demanded
considerable experience in interpretation.
The advent of RANS codes, in particularthe multi-phase RANS
codes that allow for analysis of cavitating flows over a
propeller, offers much promise for further optimization of
propellers, thereby exploring design space that was hitherto
untouched ground. Here, one can think o f t h e design space in
Figure 3. Comparison
of experimentally
observed
PROCAL panel codel cavity extent for three different
(left, depressurized
towing tank} and computed
blade angle positions
in the "behind ship"
(from Bosschers
(right,
condition
et al. [2008])
which possible efficiency gains are weighted against
constraints regarding cavitation nuisance. These design
constraints give counteracting directions to the propeller
design, and only if one is able to reliably estimate the risk of
relatively large, leading to lower efficiencies. The challenge
propeller-induced vibrations and cavitation erosion, the last
driving propulsor research is therefore to increase efficiency
few per cents in efficiency can be gained by designing closer
and better control cavitation nuisance at the same time.
to the caviation limits.
Predicting Propulsor Performance through Experiments
Towards an Integrated Propeller-Aftbody Design
Experiment based predictions of propulsor performance,
R&D developments are ultimately aimed at exploiting the full
including cavitation nuisance, has developed since the
potential of an optimum integration of propeller and aftbody
introduction ofthe first cavitation tunnel by Sir Charles Parsons
design, thus allowing for increased efficiencies at similar
in 1895. Hindered by serious scale effects, useful predictions
comfort and safety levels. As an example, through a better
came only available with the large scale cavitation
integration, use can be made of prerotation in the wake
laboratories, such as MARIN's depressurized towing tank. But
(asymmetric aftbody) or by applying a recess in the hull for an
even then, serious scale effects for some types of ships
increased propeller diameter and therefore an increased
remained, in particular for the very large slender single screw
efficiency.
ships, such as container ships and RoRo's (see for instance
It is expected that attainable propulsive efficiencies will
Ligtelijn e t a l . [2004]).
increase by some five to ten per cent in a period of, say, ten
Only now, with the advent of more reliable computational tools,
years, if we are successful in implementing the current R&D
Special
developments in the industrial environment. The many ongoing
applied research projects and the frequent contacts with our
References
clients should warrant this.
• Bosschers, J., Vaz, G., Starke, A.R. and Van
Wijngaarden, E.; Computational Analysis of Propeller
Concluding Remark
This article has attempted to highlight a few important
developments in propulsor research. The combination of rising
Sheet Cavitation and Propeller-Ship Interaction,
RINA
Marine CFD symposium, March 2008.
• Ligtelijn, J.T., Van Wijngaarden, H.C.J., Moulijn, J.C. and
energy costs, the need to dramatically reduce emissions and
Verkuyl, J.B.; Correlation of Cavitation: Comparison of
the development of both numerical and experimental tools
Full Scale Data with f^esults of Model Tests and
create a unique environment for an innovative industry, with
strong roots in Europe and the Netherlands. To stay in the
Computations, SNAME Annual Meeting, 2004.
• Van Manen, J.D. and Van Terwisga, T.J.C.; A New Way
forefront of international competition, this industry needs to be
of Simulating Whale Tail Propulsion, Proc. of 21st
supported with improved tools and extended knowledge. This
Symposium on Naval Hydrodynamics, Trondheim, 1996.
requirement creates a stimulating environment for propulsor
research, and we are both pleased and proud to contribute to
this process.
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Jaargang 18 • december 2008
03