• International Journal of Aeronautical and Space Sciences
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• v.15 no.4
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• pp.345-355
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• 2014

This paper focuses on aerodynamic and inertial modeling of the propeller for its applications in flight dynamics analyses of a propeller-driven airplane. Unsteady aerodynamic and inertial loads generated by the propeller are formulated using the blade element method, where the local velocity and acceleration vectors for each blade element are obtained from exact kinematic relations for general maneuvering conditions. Vortex theory is applied to obtain the flow velocities induced by the propeller wake, which are used in the computation of the aerodynamic forces and moments generated by the propeller and other aerodynamic surfaces. The vortex lattice method is adopted to obtain the induced velocity over the wing and empennage components and the related influence coefficients are computed, taking into account the propeller induced velocities by tracing the wake trajectory trailing from each of the propeller blades. Aerodynamic forces and moments of the fuselage and other aerodynamic surfaces are computed by using the wind tunnel database and applying strip theory to incorporate viscous flow effects. The propeller models proposed in this paper are applied to predict isolated propeller performances under steady flight conditions. Trimmed level forward and turn flights are analyzed to investigate the effects of the propeller on the flight characteristics of a propeller-driven light-sports airplane. Flight test results for a series of maneuvering flights using a scaled model are employed to run the flight dynamic analysis program for the proposed propeller models. The simulations are compared with the flight test results to validate the usefulness of the approach. The resultant good correlations between the two data sets shows the propeller models proposed in this paper can predict flight characteristics with good accuracy.

• Journal of Advanced Research in Ocean Engineering
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• v.4 no.2
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• pp.78-85
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• 2018

This paper presents a study of the effects of the free surface to marine propeller including the mesh effect of the models. In the present study, we conduct the numerical simulation for propeller performance employing the openwater test. The numerical simulations compare the meshing strategies for the propeller and show the effects on both thrust and torque. OpenFOAM is applied to solve the propeller problem and then open water performances of KCS propeller (KP505) are estimated using a Reynold-averaged Navier-Stokes equations (RANS) solver and the turbulence of the $K-{\omega}$ SST model. Unstructured meshes are used in the numerical simulation employing hexahedral meshing for mesh generation. The arbitrary mesh interfacing (AMI) and multiple rotating frame (MRF) are compared to define the best meshing strategy. The meshing strategies are evaluated through 3 classifications, i.e., coarse, medium, and fine mesh. Thus, the propeller can be performed utilizing the best mesh strategy. The computational results are validated by comparison with the experimental results. The $K_T$, $K_Q$, and efficiency of the propeller are compared to an experimental result and for all of the meshing strategies. Thus, the simulations show the influence of meshing in order to perform the propeller performances.

• Journal of the Society of Naval Architects of Korea
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• v.42 no.5 s.143
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• pp.427-434
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• 2005

The free surface influenced the wake behind a rotating propeller and its effects were investigated experimentally in a circulating water channel with the variation of water depth. Instantaneous velocity fields were measured using two-frame PIV technique and ensemble-averaged to study the phase-averaged flow structure in the wake region. For an isolated propeller, the flow behind the propeller is affected only by the propeller rotation speed, the leading on the blades and the proximity of the propeller to the free surface. The phase-averaged mean velocity fields show that the potential wake and the viscous wake developed on the blade surfaces. The interaction between the tip vortices and the slipstream causes the oscillating trajectory of tip vortices. The presence of the free surface greatly affected the wake structure, especially for propeller immersion depth of 0.6D. At small immersion depths, the free surface modified the tip and trailing vortices and the slipstream flow structure downstream of X/D = 0.3 in the propeller wake.

• International Journal of Naval Architecture and Ocean Engineering
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• v.9 no.6
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• pp.655-667
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• 2017

The results of a numerical study on the performance of a propeller operating near a free surface are presented. The numerical simulations were performed for the various advance coefficients and the submergence depths of the model propeller. The effects of the model propeller size were investigated using two different model propeller sizes for all cases. The wave pattern of the free surface and the flow structure around the propeller as well as the hydrodynamic characteristics of the propeller were investigated through simulation results. The thrust and torque fluctuated and the trajectory of the tip vortex was distorted due to the interaction with the free surface. The wave pattern of the free surface was related to the tip vortex of the propeller. The decreases in thrust and torque at the small model propeller were greater than those of the large model propeller. The reduction rate of the thrust and torque increased with the advance coefficient.

• Ocean Systems Engineering
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• v.11 no.4
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• pp.373-392
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• 2021

The present paper purposes a numerical evaluation of the Thai Long-Tail Boat propeller (TLTBP) performance by without and with propeller boss cap fins (PBCF) in full-scale operating straight shaft condition in the first. Next, those are applied to inclined shaft conditions. The actual TLTBP has defined an inclined shaft propeller including the high rotational speed, therefore vortex from the propeller boss and boss cap (hub vortex) have been generated very much. The PBCF designs are considered to weaken of vortex behind the propeller boss which makes the saving energy for the propulsion systems. The blade sections of PBCF developed from the original TLTBP blade shape. The integrative for the TLTBP and the PBCF is analyzed to increase the performance using computational fluid dynamics (CFD). The computational results of propeller performance are thoroughly compared between without and with PBCF. Moreover, the effects of each PBCF component are computed to influence the TLTBP performance. The fluid flows around the propeller blades, propeller boss, boss cap, and vortex have been investigated in terms of pressure distribution and wake-fields to verify the increasing efficiency of propulsion systems.

• 한국가시화정보학회:학술대회논문집
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• 2004.11a
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• pp.40-43
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• 2004

The effects of free surface on wake behind a rotating propeller were investigated experimentally in a circulating water channel with the variation of water depth. Instantaneous velocity fields were measured using two-frame PIV technique at tow different blade phases and ensemble-averaged to investigate the phase-averaged flow structure in the wake region. For an isolated propeller, the flow behind the propeller is influenced by the propeller rotation and the free surface. The phase-averaged mean velocity fields show that the potential wake and the viscous wake are formed by the boundary layers developed on the blade surfaces. The interaction between the tip vortices and the slipstream causes the oscillating trajectory of tip vortices. Tip vortices are generated periodically and the slipstream contracts in the near-wake region. The presence of free surface affects the wake structure largely, when the water depth is less than 0.6D. The free surface modifies the vortex structure, especially the tip and trailing vortices and flow structure in slipstreams of the propeller wake behind X/D = 0.3.

• Journal of the Society of Naval Architects of Korea
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• v.52 no.1
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• pp.61-69
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• 2015

In the beginning of the 1990's, numerous shaft bearing damages, especially in aft stern tube bearing, were reported. The main reasons of bearing damages were estimated that hull deflections have been increased by more flexible hulls and propeller dynamic loads have not been considered in shaft alignment. After that time, studies to take into account hull deflections in shaft alignment have been actively carried out, but for the latter leave much to be desired. In this study, the effects of the propeller forces on the propeller shaft bearing have been investigated by estimating thrust eccentricity as reasonable as possible although some assumptions to simulate turning of ship were introduced. Three dimensional nominal wake to estimate thrust eccentricity have been calculated by using CFD analysis and model test in the towing tank. This study presents the procedure to estimate the propeller eccentric forces and their influence on the stern tube bearing for a container carrier. As a result, it has been found that the lateral propeller forces in turning condition should be considered in shaft alignment to prevent shaft bearing damages.

• International Journal of Naval Architecture and Ocean Engineering
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• v.5 no.2
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• pp.287-301
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• 2013

The present paper deals with the problems of yaw angle effects on podded propulsor performance. The study aims at providing insights on characteristics of podded propulsors in azimuthing condition. In this regard, a wide numerical simulation that concerned yaw angle effect measurement on podded propeller performance was performed. The Reynolds-Averaged Navier Stokes (RANS) based solver is used in order to study the variations of hydrodynamic characteristics of podded propulsor at various angles. At first, the propeller is analyzed in open water condition in absence of pod and strut. Next flow around pod and strut are simulated without effect of propellers. Finally, the whole unit is studied in zero yaw angle and azimuthing condition. Structured and unstructured mesh techniques are used for single propeller and podded propulsor. The performance curves of the propeller obtained by numerical method are compared and verified by the experimental results. The characteristic parameters including the torque and thrust of the propeller, the axial force and side force of unit are presented as function of velocity advance ratio and yaw angle. The results shows that the propeller thrust, torque and podded unit forces in azimuthing condition depend on velocity advance ratio and yaw angle.

• Journal of the Society of Naval Architects of Korea
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• v.46 no.2
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• pp.203-217
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• 2009

The researches on the development of composite material propeller with outstanding damping effects have been actively attempted for the reduction of radiation noise of underwater vehicle propeller. Composite material suitable for the flexible propeller has the following advantages, such as high specific strength and specific stiffness, low thermal expansion coefficient, high resistance against environmental deterioration, low possibility of corrosion due to cavitation, nonoccurrence of rapid fracture due to fatigue, easy molding of complicated shape, easy repair maintenance and low production costs, etc. For the confirmation of optimal fiber array structures of composite material for the production of the flexible propeller blades, in this study, mechanical characteristics of its specimens according to materials were obtained and structural characteristics of propeller blade were also examined according to materials and stacking fiber arrays.

• International Journal of Naval Architecture and Ocean Engineering
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• v.13 no.1
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• pp.804-816
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• 2021

This paper investigates the effect of different flow models on the Pre-Swirl-Stator structural response from the perspective of a non-existing unified design procedure. Due to viscous effects near the propeller plane, the hydrodynamic solution is calculated by Computational Fluid Dynamics (CFD). Three different models are analysed: without the propeller, with the actuator disk and with the propeller. The main intention of this paper is to clarify the effects of the propeller model on the structural stresses in calm-water and waves which include the ship motion. CFD simulations are performed by means of OpenFOAM, while the structural response is calculated by means of the Finite Element Method (FEM) solver NASTRAN. Calm-water results have shown the inclusion of the propeller necessary from the design perspective, while the wave simulations have shown negligible propeller influence on the resulting stresses arising from the ship motions.