• 설비공학논문집
• /
• 제9권1호
• /
• pp.14-22
• /
• 1997

The position of propeller fan from duct inlet is one of basic parameters for the design of propeller fan. To investigate the effect of its position on fan characteristics, the inlet flow fields and relative flow angles were measured by a 5-hole pitot tube. The experimental results indicate that the ratio of radial flow introduced from propeller circumference to total inlet flow increases with the increase of propeller distance from duct inlet. When fan operates without duct, the total flow rate and the radial flow ratio are higher than those of any other positions of propeller relative to duct inlet. The radial flow ratio decreases as a flow coefficient and the propeller distance decrease. Therefore the front flow fields can be adjusted in some extent by varying the propeller distance according to a fan loading. The inlet flow angles are decreasing a little as a rotational speed and the propeller distance decrease. In the present case it was judged that the deviation angle of outlet flow became negative owing to a flow separation near a trailing edge.

• 수산해양기술연구
• /
• 제59권1호
• /
• pp.65-73
• /
• 2023

This study analyzed the duct characteristics of hubless rim-driven propeller (RDP) used in underwater robots. In the previous study, flow visualization experiments were performed with an advancing ratio of 0.2 to 1. The vortex at the front of the duct increased in strength while maintaining its size as the advancing ratio decreased. Therefore, it is necessary to study the optimization of the duct shape. Conventional propeller thrusters use acceleration/deceleration ducts to increase their efficiency. However, unlike conventional propellers, it is impossible to apply to airfoil acceleration/deceleration ducts due to the RDP structure. In this study, duct wake flow characteristics, thrust force, and efficiency according to the duct shape of RDP were analyzed using numerical analysis techniques. Duct design is limited and six duct shapes were designed. As a result, an optimized duct shape was designed considering duct wake flow characteristics, thrust force, and efficiency. The shape that the outlet width of the RDP was kept constant until the end of the duct showed higher thrust force and efficiency.

• 대한조선학회논문집
• /
• 제55권6호
• /
• pp.474-481
• /
• 2018

This paper is to compare by numerical analysis the flow characteristics and propulsion performance of stern with the shape change of K-duct, a pre-swirl duct developed by Korea Research Institute of Ships & Ocean Engineering (KRISO). First, the characteristics of the propeller and the resistance and self-propulsion before and after the attachment of the K-duct to the ship were verified and the validity of the calculation method was confirmed by comparing this result with the model test results. After that, resistance and self-propulsion calculations were performed by the same numerical method when the K-duct was changed into five different shapes. The efficiency of the other five cases was compared using the delivery horsepower in the model scale and the flow characteristics of the stern were analyzed as the velocity and pressure distributions in the area between the duct end and the propeller plane. For the computation, STAR-CCM +, a general-purpose flow analysis program, was used and the Reynolds Averaged Navier-Stokes (RANS) equations were applied. Rigid Body Motion (RBM) method was used for the propeller rotating motion and SST $k-{\omega}$ turbulence model was applied for the turbulence model. As a result, the tangential velocity of the propeller inflow changed according to the position angle change of the stator, and the pressure of the propeller hub and the cap changes. This regulated the propeller hub vortex. It was confirmed that the vortex of the portion where the fixed blade and the duct meet was reduced by blunt change.

• International Journal of Naval Architecture and Ocean Engineering
• /
• 제5권3호
• /
• pp.414-430
• /
• 2013

This paper shows the study of preswirl duct as an effective energy saving devices that have been devised and reviewed to support the propeller performance, especially for the ship of VLCC with large block coefficients. From the bare hull wake measurements, typical upper/lower asymmetry of hull wake at the propeller disk was found. The 2 kinds of pre-swirl duct, Unconventional half circular duct and Conventional circular pre-swirl duct have been designed and reviewed to recover the loss of propeller running in that condition. The general function of the pre-swirl duct was set to work against this asymmetry of wake and generate pre-swirled flow into the propeller against the propeller rotating direction. The optimum self propulsion tests with various angle configurations were carried out and the best configuration was decided. Accordingly, cavitation test was carried out with best configuration of unconventional half circular duct. The blade surface and tip vortex cavitation behaved smoother when the duct was mounted. The hull pressure amplitudes reflected this difference, so the hull pressure amplitude with duct was smaller than that of without duct.

• 한국해양공학회지
• /
• 제28권3호
• /
• pp.199-208
• /
• 2014

In this study, propeller open water characteristics ($K_P$, $K_T$ and ${\eta}_o$) were compared for three different ducted propellers using a Computational Fluid Dynamics (CFD) analysis, as well as an experimental test at a basin. The best shape of the duct was selected from the three types of specially designed ducts based on the CFD analysis results. The same propeller model (Kaplan type propeller) was used inside all three duct models, and the propeller open water characteristics were compared, predominantly at the design speed for an underwater vehicle. Finally, the results of the CFD test simulations for the selected duct case were verified by experimental open water tests in a towing tank.

• 한국전산유체공학회지
• /
• 제20권2호
• /
• pp.1-6
• /
• 2015

In this study, a numerical prediction on propulsive performance of a ducted propeller in open water condition was carried out by solving Reynolds averaged Navier-Stokes(RANS) equation using computational fluid dynamics(CFD). A configuration of propeller Ka-470 inside duct 19A was considered. Hexahedral grid system was generated by dividing whole computational domain into three separate regions; propeller, duct and outer flow region. A commercial CFD software, ANSYS-CFX was used for numerical simulations. Results were compared with experimental data and showed considerable improvement in accuracy, in comparison to those from surface panel method which is based on potential flow assumption. The results also exhibited the importance of grid system within the gap between the inner surface of duct and blade tip for accurate prediction of propulsive performance of ducted propeller.

• 대한조선학회논문집
• /
• 제50권3호
• /
• pp.145-152
• /
• 2013

Recently, with oil price jumping and environmental issues, Green ship is paid deep attention to by ship owner, operator, builder, class and government. Fuel efficiency and reduction of $CO_2$ emissions are expected to have a strong influence on the design and operation of merchant ships. Many ship owners and operators are seeking the more economic method by the best operating route and the application of reliable and effective energy saving devices. With the Energy Efficiency Design Index (EEDI) in 2013 attention will more than ever be focused at achieving maximum fuel economy in the hydrodynamic design of hull forms, their appendages and propellers. IMO requirements for $CO_2$ emission for ships will now be implemented for vessels ordered from 1st January 2013. So far, a lot of new idea and patents have been proposed, tested, claimed and applied for various kinds of ship type. This paper shows numerical and experimental work related to a study on a energy saving devices particularly for fuller ship such as merchant vessel of Tanker and Bulker. From the bare hull wake measurements, typical upper/lower asymmetry of hull wake at the propeller disk was found. The pre-swirl duct have been designed and reviewed to recover the loss of propeller running in that condition. The general function of the pre-swirl duct was set to work against this asymmetry of wake and generate pre-swirled flow into the propeller against the propeller rotating direction.

• 해양환경안전학회:학술대회논문집
• /
• 해양환경안전학회 2017년도 공동학술발표회
• /
• pp.109-109
• /
• 2017

• 대한조선학회 특별논문집
• /
• 대한조선학회 2008년도 특별논문집
• /
• pp.62-67
• /
• 2008

The hovercraft is the amphibious hovercraft. Design and manufacturing companies of the aero propeller exist rarely in the world. Hence the propeller has beef designed and manufactured by manufacturing companies which make aero propeller mainly. In this paper, the hovercraft propeller of similar, which is building and designing by HHIC, is considered the type of aero propeller, rotational speed, diameter, number of blades, Open air propeller efficiency. As the result of check, hovercraft which is necessary huge static thrust is needed the ducted propeller in order to improve climbing capacity. However, the number of blades and turning direction almost do not affect.

• 대한조선학회논문집
• /
• 제53권5호
• /
• pp.343-352
• /
• 2016

In this study, a pre-swirl duct for the 180,000 DWT bulk carrier has been designed from a propulsion standpoint using CFD. The stern duct - designed by NMRI - was selected as the initial duct. The objective function is to minimize the value of delivered power in model scale. Design variables of the duct include duct angle, diameter, chord length, and vertical and horizontal displacements from the center. Design variables of the stators are blade number, arrangement angle, chord length, and pitch angle. A parametric design was carried out with the objective function obtained using CFD. Reynolds averaged Navier-Stokes equations have been solved; and the Reynolds stress model applied for the turbulent closure. A double body model is used for the treatment of free-surface. MRF and sliding mesh models have been applied to simulate the actuating propeller. A self-propulsion point has been obtained from the results of towing and self-propelled computations, i.e., form factor obtained from towing computation and towing forces obtained from self-propelled computations of two propeller rotating speeds. The reduction rate of the delivered power of the improved stern duct is 2.9%, whereas that of the initial stern duct is 1.3%. The pre-swirl duct with one inner stator in upper starboard and three outer stators in portside has been designed. The delivered power due to the designed pre-swirl duct is reduced by 5.8%.