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ABSTRACT
The Maritime Research Institute Netherlands (MARIN)
has recently started a Joint Industry Project (JIP) on
controllable pitch propeller (CPP) series called the Wageningen
Propeller C- and D-series, after the successful development of
the famous Wageningen B-series which are used by designers
and engineers worldwide.
The B-series comprise the open water characteristics of
conventional fixed pitch propellers (FPPs) designed for
merchant ships with various numbers of blades and blade area
ratios at different pitch. For several of these propellers, also the
four-quadrant characteristics were published by MARIN in the
sixties and seventies of the last century.
Today many ships are equipped with CPPs. Also used
widely are the ducted CPPs, both for ships and offshore
structures. The off-design performance of the CPPs is not only
of importance for ships powering performance, but also for e.g.
dynamic positioning and manoeuvring of those vessels. Due to
a lack of systematic information for the CPPs in such cases, the
B-series data are often used instead, both for the estimation in
an early design stage and also as the final data delivered for
specific new CPP designs, simply because there is no other
systematic data available rather than the B-series data.
However, the characteristics of CPPs differ substantially from
those of FPPs. There is a high demand for developing CPP
series with full off-design information - the complete twoquadrant open water characteristics at all possible pitch
settings.
In order to reduce the cost, a quasi-steady propeller open
water test technique has been developed and thoroughly studied
under support of this JIP, which reduced the tank test time by a
factor of 8 to 10. This method ensures the affordability of the
tests for the C- and D-series, and therefore the whole JIP.
In addition to the propeller thrust and torque, the propeller
blade spindle torque is also provided as systematic data in
propeller series for the first time.
NOMENCLATURE
P
Q
Qblade
R
T
Va
INTRODUCTION
The Maritime Research Institute Netherlands (MARIN),
former Netherlands Ship Model Basin (N.S.M.B.), started to
develop the well-known Wageningen Propeller B-series right
from the establishment of this institute in 1932 (Kuiper 1992).
The first series were published by van Lammeren (1936) and
Troost (1938 and 1940), followed by a long period of further
developments and expansions of the series over more than 40
years. A major review of the available data was given by van
Lammeren et al (1969 and 1970). The B-series had been further
extended to 6 and 7 bladed propellers in the 1970s. Totally, 20
series with more than 120 propellers were tested over that
period.
Systematic series have also been developed for ducted
propellers since 1954 (van Manen 1954). A major amount of
data of the Ka-series were published by Oosterveld (1970). In
the meantime, other systematic propeller series were also
developed worldwide, such as the Taylor, Gawn and MAU
series. However, none of the these series is so extensive as the
B-series which have found widespread applications.
Besides that the propeller characteristics (the thrust and the
torque) of the series in design operation conditions have been
made available by model tests between J=0 and KT=0, fourquadrant open water characteristics of some of the propellers in
the B-series and in the Ka ducted propellers series were also
made available in the 1980s (MARIN report 1984) for offdesign conditions. Table 1 provides an overview of the
propellers in the B-series where their 4-quadrant open water
characteristics are available. For the Ka-series, only Ka4-70
propellers in 19A and 37 ducts have been published.
40
55
Z=4
1.0
1.0
Z=5
Z=6
Z=7
65
1.0
70
75
80
85
100
1.0
1.0
1.0
1.0
1.0
Figure 1 A sketch of the open water test set-up with test cap.
constant +nmax
0 to +nmax to 0
constant +nmax
0 to +nmax to 0
0 to +Va max to 0
constant +Va max
0 to -Va max to 0
constant -Va max
0 o to ~+30o to 0 o
+90o to ~+30o to +90o
0 o to ~-30o to 0 o
-90o to ~ -30o to -90o
This proposal makes it possible to test the complete twoquadrant open water characteristics of a propeller in only 4 test
runs, using 2 runs by varying the towing speed of the carriage
and 2 runs by varying the shaft rotational rate.
From the first two runs - No. 1 and No. 2, the results in the
first quadrant for from 0 to +90 degrees can be obtained.
From the last two runs - No. 3 and No. 4, the results in the
fourth quadrant for from 0 to -90 degrees can be obtained.
Two forms of variations of the carriage (advance) speed
and the propeller rotational rate have been considered and
thoroughly investigated in the present study. They are the
sinusoidal variations and the trapezoidal variations as sketched
in Figure 7.
For the first quadrant (test runs No. 1 and No. 2), the
towing carriage is travelling in the normal towing direction,
which we call the positive direction as shown in the sketch in
Figure 8.
+n
+Va
+n
-Va
-n
+Va
then,
This means,
unsteady
steady.
where m and I are the mass and the mass moment of inertia,
respectively, where subscript p denotes the propeller and a
denotes the added mass effect. For stock propeller No. 7216R
and by using the maximum acceleration and deceleration
during the present tests, these additional thrust and torque are
estimated and listed in Table 3 for indication.
Table 3 Thrust and torque levels due to acceleration and
deceleration mass and mass moment of inertia effects.
Indicative values for Propeller 7216R
unit
~ 0.05
N
T
~ 0.01
Nm
Q
Compared to the hydrodynamic thrust and torque levels of
this model propeller during the tests, these values are rather
small although it is not negligible. Even if a bronze propeller is
tested by using the present test technique, no large hysteresis
effect is expected. Attention may need to be paid when a quasisteady test technique is used for open water tests of the total
unit performance of an azimuth thruster or a podded propulsor
(POD). Due to the total mass and the added mass of a thruster
or a POD, the hysteresis effect can be much larger.
Unsteady flow
Since an open propeller or a ducted propeller consists of
mainly lifting surfaces, the hysteresis effect due to unsteadiness
of the flow comes mainly from the memory effect of the wake
system. The hydrodynamic unsteadiness is governed by the
Strouhal number and can be expressed as the reduced frequency
for the present study,
where
is the period of one test run with sinusoidal or
trapezoidal variations.
For the present model tests with stock propeller No. 7216R
and with the achievable longest period of each test run in the
DT of MARIN, the reduced frequency k is around 0.0003 to
0.0030. These values are regarded as very small which will not
result in any significant unsteady force and moment to the
system that will finally be measured by the sensors.
Flow separation and reattachment
The largest hysteresis effect can be expected from the flow
separation and reattachment at off-design conditions because
the hydrodynamic forces and moments differ significantly for
flows with and without separation.
It is difficult to quantify the influence of the flow
separation and reattachment. However, experience from model
tests of e.g. oscillating fins (fin stabilizer) and unsteady
azimuthing tests of thrusters or POD shows that the average
values of the hydrodynamic forces and moments does represent
the steady state test values. Observation and analysis of the raw
data signals of steady tests also show that a strong oscillating
flow in the regime of separation and reattachment results in the
measured forces and moments jumping between the values of
flows with and without separation.
This effect will be clearly shown later in the section on the
test results of this paper (see Figure 23), which occurs mainly
in the area close to = +90o and around = -10 o to -60 o at
design pitch setting. When the pitch is deflected, the area will
also be shifted.
PROPERTY OF SENSORS AND CENTRIFUGAL FORCE
Natural frequency and sensor properties
Good sensor properties are important factors to guarantee
the quality of the measurements. Two requirements are often
working against each other - the static accuracy and the
dynamic response. For accurate static measurements, sensors
need to be elastic enough. However, the sensors must also be
Value
Value
Source
Response
X
Response (log)
Time t
X
Time t
Source
Response
Value
key blade
fn
Frequency f
Time t
key blade
Forces / moments
Propeller shaft thrust
Propeller shaft torque
Blade spindle torque
(12)
10
Q [Nm]
Q [Nm]
11
2
50CQBlade
10CQProp
1.5
CTProp
50CQBlade/10CQProp/CTProp
0.5
-0.5
-1
-1.5
-2
-90
-75
-60
-45
-30
-15
0
Beta [deg]
15
30
45
60
75
90
Figure 23 Comparison of the filtered raw data from quasi-steady tests to the steady test results with their 95% occurrence
intervals, sinusoidal variations, at design pitch.
One of the most important observations of the results is
that only strong hysteresis effects have been found in the area
where flow separation occurs. This proves that the hysteresis
effects from both the mass, the mass moment of inertia and the
unsteadiness of the flow are very small, as analyzed in the
previous sections. In addition, the average of the test results in
the accelerating and decelerating parts of the tests, even in the
area where the flow separates and reattaches, equals to the
steady test results. These prove that Assumption I and II made
at the beginning of this paper are reasonable and valid
assumptions. The same observations were also found for the
other pitch settings, for the trapezoidal variations and for the
propeller reversely-fitted tests for the fourth quadrant.
Sinusoidal variations at negative pitch setting
Also investigated in the present study is the quasi-steady
tests for negative pitch setting by deflecting the blade pitch
angle by -35o from its design pitch angle. It should be
12
2
50CQBlade
10CQProp
1.5
CTProp
50CQBlade/10CQProp/CTProp
0.5
-0.5
-1
-1.5
-2
-90
-75
-60
-45
-30
-15
0
Beta [deg]
15
30
45
60
75
90
Figure 24 Comparison of Fourier series fitted curves to steady test results with their 95% occurrence intervals, sinusoidal
variations, at design pitch.
2
50CQBlade
10CQProp
1.5
CTProp
50CQBlade/10CQProp/CTProp
0.5
-0.5
-1
-1.5
-2
-90
-75
-60
-45
-30
-15
0
Beta [deg]
15
30
45
60
75
90
Figure 25 Comparison of filtered raw data from quasi-steady test to steady test results with their 95% occurrence intervals,
sinusoidal variations, pitch deflected -35o from design pitch.
13
2
50CQBlade
10CQProp
1.5
CTProp
50CQBlade/10CQProp/CTProp
0.5
-0.5
-1
-1.5
-2
-90
-75
-60
-45
-30
-15
0
Beta [deg]
15
30
45
60
75
90
Figure 26 Comparison of Fourier series fitted curves to steady test results with their 95% occurrence intervals, sinusoidal
variations, pitch deflected -35o from design pitch.
2
50CQBlade
10CQProp
1.5
CTProp
50CQBlade/10CQProp/CTProp
0.5
-0.5
-1
-1.5
-2
-90
-75
-60
-45
-30
-15
0
Beta [deg]
15
30
45
60
75
90
Figure 27 Comparison of filtered raw data from quasi-steady test to steady test results with their 95% occurrence intervals,
sinusoidal variations, at design pitch, propeller reversely fitted to the hub.
14
Trapezoidal variations
Until now, only tests with sinusoidal variations have been
discussed in detail. However, during the study, the same
amount of tests with trapezoidal variations have been carried
out as well. The test results at the design pitch setting are
shown in Figure 28 while the test results at the negative pitch
setting by deflecting the blades with -35o are plotted in Figure
29, together with the conventional steady test results.
By comparing Figure 28 and Figure 29 to Figure 23 and
Figure 25, respectively, it is seen that the test results are very
close to each other. Further investigations show that the only
deviations occur in the region where the derivatives of the
variations are not continuous. However, the deviations are
within the uncertainties of the test itself.
This concludes that the quasi-steady open water test is not
very sensitive to the variation in form of the towing carriage
speed and of the shaft rotational rate. Making a perfect
variation of the towing carriage speed or the shaft rotational
rate is therefore not necessary.
However, in order to prevent discontinuity of the variations
and their derivatives, smooth variations, e.g. sinusoidal
variations, are recommended rather than a method such as the
trapezoidal method.
2
50CQBlade
10CQProp
1.5
CTProp
50CQBlade/10CQProp/CTProp
0.5
-0.5
-1
-1.5
-2
-90
-75
-60
-45
-30
-15
0
Beta [deg]
15
30
45
60
75
90
Figure 28 Comparison of filtered raw data from quasi-steady test to steady test results with their 95% occurrence intervals,
trapezoidal variations, at design pitch.
15
UNCERTAINTY ANALYSIS
In order to indicate the uncertainty involved in the
measurements performed, so-called occurrence intervals are
presented in most of the figures around the steady
measurements by + symbols. These intervals do not represent
the confidence of the mean value itself, but are a very good
indication of the stability of the flow and therefore provide an
indication on the validity of the presented values in various
regimes.
The interval denoted by the + symbols is the 95% occurrence
interval. This means that during a steady measurement of
approximately 10 seconds on model scale, 95% of all samples
are within this interval. Prior to establishing the 95%
occurrence interval, all signals are filtered using a 10 Hz model
scale low pass filter. This is done to subtract noise created by
bearings, the carriage and drive belt of the set-up. The signals
which are left after filtering contain only relatively low frequent
2
50CQBlade
10CQProp
1.5
CTProp
50CQBlade/10CQProp/CTProp
0.5
-0.5
-1
-1.5
-2
-90
-75
-60
-45
-30
-15
0
Beta [deg]
15
30
45
60
75
90
Figure 29 Comparison of filtered raw data from quasi-steady test to steady test results with their 95% occurrence intervals,
trapezoidal variations, pitch deflected -35o from design pitch.
Below = 0o a small hysteresis effect seems visible as
well, but below = -10o the flow becomes rapidly unstable.
The quasi-steady measurements show very large fluctuations in
this area, especially around = -30o. In this region the advance
velocity is reversed while the rotation rates are relatively high,
resulting in flow reversal and large turbulence. Again the quasisteady measurements show a very good agreement with the
occurrence intervals of the steady tests.
In order to judge the accuracy of the results further, the
Fourier solution of the quasi-steady results has been compared
16
50CQBlade
10CQProp
CTProp
50CQBlade/10CQProp/CTProp
0.8
0.6
0.4
0.2
0
-45
-30
-15
Beta [deg]
Figure 30 Comparison of Fourier components versus 95% occurrence (+) and 95% confidence intervals () for turbulent
regime.
-0.2
50CQBlade
10CQProp
-0.4
CTProp
50CQBlade/10CQProp/CTProp
-0.6
-0.8
-1
-1.2
-1.4
-1.6
60
75
Beta [deg]
90
Figure 31 Comparison of Fourier components versus 95% occurrence (+) and 95% confidence intervals () for turbulent
regime.
17
18
19