section 3.

4 Resistance & Propulsion source: Woud

Chapter 3
3.4.1 Hull Resistance
2
R := c1 ⋅v s physics
(3.1)
(3.2)
PE := R
R⋅ v s PE = effective_power defined
(3.3)
3
PE → c1 ⋅v s substitution

( )
c1 := y ⋅ c0 v s physics (3.4)

y = f( fouling , displacement_variations , sea_state, water_depth) essentially time and operations (3.5)

speed dependency of c1 .... nondimensional resistance coefficient

R
CT := CT = non_dimensional_total_resistance defined
1 2 (3.6)
⋅ρ⋅As⋅v s

As (ship surface area) not readily available, so use volume proportionality ... As ~ Vol^2/3

PE
CE := CE = specific_resistance defined
2 (3.7)
3 3
ρ⋅Vol ⋅v s ∆
since ∆ = ρ⋅Vol Vol :=
ρ

PE PE PE
CE := CE → CE:= (3.8)
2 2 1 2
3 3 3 3 3 3
Vol ⋅v s
ρ⋅Vol
ρ⋅ 
 ∆  ⋅v 3 ρ ⋅∆ ⋅v s
s
ρ 

CE = f( Re , Fr , Ro, Hull_form, external_factors) dimensional analysis, physics (3.9)

ρ ⋅v s⋅Len
Re := Re = reynolds_number (3.10)
η
vs
Fr := Fr = froude_number (3.11)
g ⋅ Le
k
Ro := Ro = non_dimensional_roughness defined (3.12)
Len

(
CE = f v s , ∆ , fouling , Hull_form, sea_state, water_depth )
3 PE
PE := R
R⋅ v s PE → c1 ⋅v s c1 :=
3
vs

9/7/2005 1
 1 2 1 2
and from (3.8) 3 3 3
PE 3 3
PE := ρ ⋅∆ ⋅v s ⋅C
CE c1 := c1 → ρ ⋅∆ ⋅CE (3.13)

vs
1 2
3 3 3 shows dependency of P E on speed and displacement
PE := ρ ⋅∆ ⋅v s ⋅C
CE

e.g. if CE and v s are assumed constant ... a change in ∆ from nominal changes effective power

2
3
 ∆  ⋅P
PE :=  (3.14)
E_nom
 ∆ nom 
N.B. I am assuming one
3.4.2 Propulsion need to deliver thrust T to overcome
(3.2) propeller. Woud uses k p =
PE := R
R⋅ v s
resistance R at speed vs
number of propellers.
power delivered by propeller in water moving at v A
PT := T⋅vv A PT = thrust_power defined (3.15)

Thrust deduction factor

required thrust T normally exceeds resistance R for two main reasons:
propulsor draws water along the hull and creates added resistance
conversely, the advance velocity is generally lower that the ship's speed, due to operating in the wake

t = thrust_reduction_factor = difference_between_thrust_and_resistance_relative_to_thrust defined

T−R R
t := => R := (1 − t) ⋅ T T :=
T 1−t (3.16)

"The term thrust deduction was chosen because only part of the thrust produced by the propellers is
used to overcome the pure towing resistance of the ship, the remaining part has to overcome the added
resistance: so going from thrust T to resistance R there is a deduction. The term is somewhat
misleading since starting from restance R the actual thrust T is increased." page 55

Wake fraction
propeller generally in boundary layer of ship where velocity is reduced; v A is then < vs

vs − vA
w := w = wake_fraction defined
v s
(3.17)
w = difference_between_ship_speed_and_advance_velocity_in_front_of_propeller_relative_to_v s

"(Note that as a result of the suction of the propeller, the actual water velocity at the propeller entrance is much
higher than the ship's speed: the advance velocity, however is equal to the water velocity at the propeller disc
area if the propeller would not be present In other words it is the far field velocity that is felt by the propeller
located in the boundary layer of the hull.)" page 56
v A := (1 − w) ⋅ v s
thus ...

9/7/2005 2
 Hull efficiency with these two factors the thrust power does not equal

the effective power. The ratio of effective power to thrust PE

E
η H := (3.18)

power is defined as the hull efficiency. PT

redefine R vs
R⋅
R
R 1−t
T := v A := (1 − w) ⋅ v s η H := ηH → (3.19)
1−t T⋅ v A 1−w
Propeller efficiency to deliver the required thrust at a certain ship's speed, power must be delivered to

the propeller as torque Q and rotational speed ωp.

Po := Q⋅ω p defined Po = open_water_power (3.20)

since ... ω p := 2⋅π⋅nn p Po := Q⋅ω

ωp Po → 2 ⋅ Q⋅ π ⋅ n p
PT
η o := defined η o = open_water_efficiency 1 vA (3.21)
Po ηo → ⋅T⋅
o 2 Q⋅π⋅n p
"In reality, i.e. behind the ship, the torque Mp and thus the power delivered Pp actually delivered to the propeller

are slightly different as a result of the non-uniform velocity field in front of the propeller." page 58

PNA vol II page 135 says: " Behind the hull, at the same effective speed of advance V A, the thrust T and revolutions
T
T⋅
VA
n will be associated with some different torque Q, and the efficiency behind the hull will be η B := (34)

2⋅π⋅n⋅Q

The ratio of behind to open efficiencies under these conditions is called the relative rotative efficiency, being given

by

T
T⋅ VA T VA
T⋅ ηB 1

η B := η o := η R := ηR → ⋅Q (35)

2⋅π⋅n⋅Q 2⋅π⋅n⋅Qo ηo Q
o

Thus we define P p as power delivered. (per propeller)

Pp := M p ⋅ω
ωp Pp → 2 ⋅ M p ⋅π⋅n p (3.22)

and ... the ratio between open water power and actually delivered power is
Po
o Q
η R := ηR → (3.23)
Pp Mp

Propulsive efficiency combining all these effects .. looking forward to design/evaluation at model

(open water) scale

PE effective_power PE for kp = 1
η D := defined ηD = =
PD power_delivered Pp (3.24)

rewriting ... PE PT Po PE PT Po

η D
= ⋅ ⋅ = ⋅ ⋅
Pp PT Po PT Po Pp

using definitions of efficiency from above ...

PE 1 − t PT Po 1−t
ηH = = η o := η R := η D := η H⋅η o ⋅η R η D := ⋅η ⋅η
PT 1−w Po Pp 1 − w
o R

(3.25) (3.26)

9/7/2005 3
 Actuator Disk

VA, p0, D0
stream tube
assume: propeller is a disk with
diameter D and area A VA+Δv, D1 V
p0
frictionless

no rotation - upstream or downstream actuator disk A

model propeller as thin "actuator disk"
causing instantaneous increase in
pressure

stream tube
pressure in
A1 , D1 , VA + Δv D , A, V D0 , A0 , VA

Thrust = T = A⋅Δp (10.1)

continuity ...
ρ⋅V⋅A = constant

( )
m_dot
= VA⋅A0 = V⋅ A = VA + Δv ⋅A1
( )
2 2 2 (10.2)
ρ VA⋅ D0 = V⋅ D = VA + Δv ⋅ D1

2 V 2 2 V 2
D0 = ⋅D D1 = ⋅D (10.3)
VA VA + Δv

V
D0 := ⋅D V
VA D1 := ⋅D
VA + Δv (10.3a)

Δ_in_momentum = thrust_on_disk = T = m_dotout VA + Δv − m_dotin⋅VA ( ) (force = mass flow * delta velocity)

(
T = ρ⋅A1 ⋅ VA + Δv )2 − ρ⋅A0⋅VA2
2 2 (10.4)
D1 D0
( ) 2 2
T := ρ ⋅ π⋅ ⋅ VA + Δv − ρ ⋅ π⋅ ⋅VA
4 4

1 2

T simplify → ⋅ρ ⋅ π⋅V⋅ D ⋅ Δv
using (10.3a) above (10.5)
4

1 2
now using Bernoulli equation p+ ⋅ρ⋅v = constant
2
on both sides of the disk (a force is applied at the disk)

9/8/2006 1

9/8/2006
 ( )
1 2 1 2 1 2 1 2

ahead ... p+ ⋅ρ⋅V = p 0 + ⋅ρ⋅VA aft ... p + Δp + ⋅ρ⋅V = p 0 + ⋅ρ⋅ VA + Δv

2 2 2 2

⋅ρ⋅ ⎡ VA + Δv )2 − VA2⎤⎦ = 2 ρ ⋅ Δv⋅ (2⋅ VA + Δv)

⎣(
1 1
subtract ahead from aft ... Δp = (10.6)
2

(VA + Δv)2 − VA2 simplify

( )
1
result ... → 2 ⋅ VA + Δv Δp := ρ Δv ⋅ 2 ⋅ VA + Δv
ρ⋅
Δv 2

π 2

A := ⋅D

D
now using (10.1) and equating to (10.5) 4

( )
1 2
T := A⋅ Δp → ⋅π⋅D ⋅ ρ ⋅ Δv ⋅ 2 ⋅ VA + Δv
8
Δv
from which ... V := VA +
1 2 2
(10.5) T := ⋅ρ
ρ⋅ π⋅V⋅ D ⋅ Δv

π 2 ⎛ Δv ⎞
⋅π⋅D ⋅ρ⋅ ⎛⎜ VA + ⋅Δv⎞⎟ ⋅Δv
1 2 1 T := D ⋅ρ⋅ ⎜ VA +
⋅D ⎟ ⋅Δv
so .... T→ 4 ⎝ 2 ⎠ (10.9)
4 ⎝ 2 ⎠

define a thrust loading coefficient ...

T
Δv
CT → 2 ⋅ ⎛⎜ VA + ⋅Δv⎞⎟ ⋅
CT := 1
1 π 2 2
substitute (10.9) a quadratic in Δv (10.10)
⋅ρ⋅ ⋅D ⋅VA ⎝ 2 ⎠ V 2
2 4 A

Given
Δv ⎡⎢ 1⎤
CT = 2 ⋅ ⎛⎜ VA + ⋅Δv⎞⎟ ⋅
1
1
⎥
Find( Δv )
⎝ ⎠ V 2 → ( −1 ) + ( 1 + CT)
⎢ ( −1 ) − ( 1 + CT)
2 2 2⎥
A VA ⎣ ⎦

1
Δv
taking only positive root
VA
= ( −1 ) + 1 + CT ( )2
useful_work_from_disk PT T⋅ VA
η I = ideal_efficiency = = =
work_done_on_fluid_by_thrust_per_unit_time Padded T⋅ V

T⋅ VA 1
η I := → ⋅VA uses relationship for V above (10.9) (10.11)
T⋅ V 1
VA + ⋅Δv

⎡⎢ 1⎤
⎥
Δv := VA⋅ ( −1 ) + ( 1 + CT)
(10.12)
with ... ⎢ 2⎥
η I :=
1
simplify →
2
⎣ ⎦ 1 Δv 1
1+ ⋅
( )
2 VA 2
1 + 1 + CT

9/8/2006 2
9/8/2006
 create plot with loading

⎛0⎞ ⎛ 1 ⎞
⎜ ⎟ ⎜ ⎟
⎜1⎟ 2 ⎜ 0.828 ⎟ as shown in PNA
CT := ⎜ 2 ⎟ i := 0 .. 4 η I := η I = ⎜ 0.732 ⎟
⎜3⎟ i 1+ 1 + CT ⎜ 0.667 ⎟
i
⎜ ⎟ ⎜ ⎟
⎝
4 ⎠
⎝
0.618 ⎠

ηI 0.5

0
0 1 2 3 4
CT

Observations: 1). Propeller at high load coefficient C T less efficient

1
2). η I := => efficiency maximum when Δv small
1 Δv
1+ ⋅
2 VA

⋅ π ⋅ D ⋅ρ⋅ ⎛⎜ VA + ⋅Δv⎞⎟ ⋅Δv

1 2 1
3) for given thrust T, T→ Δv small => D large => propeller
4 ⎝
2 ⎠
diameter large

9/8/2006 3
9/8/2006
 Propeller Testing

Screw propeller replaced paddle wheel ~1845 in Great Britain (vessel) - Brunel
In test;
independent variables are
velocity of advance VA
shaft rotation speed n (rev/sec), N (rev/min)
dependent variables are:
torque Q
thrust T
i.e. we build a propeller, rotate it a a given speed in a given flow and measure thrust and torque
(at this point - conceptually - not practical at full scale)

are considering propeller in general, no ship present, => open water

velocities relative to blade:

VA

VR VA

2*π*n*r=π*n*d
π*n*d

test at given n, vary VA, measure thrust (T), torque (Q) and calculate efficiency ( ηο )

Q Q
ηo
T T
ηo typical performance curve at
given rotaion speed, note zero
efficiency at VA = 0 and T = 0

VA
Obviously, testing at full scale impractical, hence use model scale and apply to geopmetrically similar propeller.
Expect performance to depend on:

VA velocity of advance

D diameter of propeller

n rotational speed

ρ fluid density

μ dynamic viscosity (ν =μ/ρ = kinematic viscosity

p - pv pressure of fluid (upstream static pressure) compared to vapor pressure

9/8/2006 1
 First non-dimensionalize: using n and D

T
Thrust KT :=
2 4
ρ ⋅n ⋅D

Q
Torque KQ :=
2 5
ρ⋅n ⋅D

VA
J :=
advance_velocity n⋅ D

ρ ⋅D⋅VA
Reynold's number based on diameter: ReD :=
μ

p − pv
nominal cavitation index (presure) σ N :=
1 2
⋅ρ⋅VA
2

( ) ( )
dimensional analysis would show:
KT = f J , ReD , σ N KQ = f J , ReD , σ N

Typical propeller: fully turbulent, hence only weakly dependent on Re D

deeply submerged, σN not influential, hence:
KT = f( J) KQ = f( J)
substituting the above coefficients ...
T⋅ VA 1 J 1 KT
recall open water efficiency efficiency η o := ηo → ⋅ KT⋅ η o := ⋅ ⋅J
2⋅π⋅n ⋅ Qo 2 π ⋅ KQ 2⋅π KQ

so now we test a model scale propeller ~ 12 inches diameter measuring thrust and torque and plotting
non-dimensionally: (10 * K Q is used for similar scales, K Q has extra D when non-dimensionalized)

10*KQ 10*KQ
ηo
K T KT
ηo

J=VA/(n*D)

9/8/2006 2
 ref: PNA pg 186 ff
Propeller Series Testing

Early series done by Taylor, Gawn, Schaff, NSMB

For design purposes NSMB became standard

NSMB = Netherlands Ship Model Basin; now MARIN Maritime Research Institute Netherlands

first series designated A were airfoil shapes had some cavitation

revised shapes to avoid cavitation:

widened blade tips

circular section near tip

airfoil near hub, etc.

designated B series see figure 48 in PNA for geometry

Propeller pitch
Pitch = distance moved along axis of propeller by an imaginary line parallel to the blade chord line for
one rotation of the blade
- unyielding fluid - chord defined as line between nose and tip

φ P∗θ/(2∗π) usually non-dimensionalized by D tan( φ) =

P⋅θ
=
P
2⋅π ⋅ r⋅ θ π⋅D
r∗θ

typically use at r =0.7*R if variable D = D( r) = D( radius)

B series is family of curves of open water performance at model scale for numbers of blades and area ratio

Blade area ratio AE/A0

⎛ 2 0.30 . . . . . . . . . . . . . . ⎞
⎜ 3 . 0.35 . . 0.5 . . 0.65 . . 0.80 . . . . ⎟
Number of ⎜ ⎟
blades Z ⎜4 . . 0.40 . . 0.55 . . 0.70 . . 0.85 . 1.0 . ⎟
⎜5 . . . 0.45 . . 0.6 . . 0.75 . . . . 1.05 ⎟
⎜6 . . . . 0.5 . . 0.65 . . 0.80 . . . .
⎟
⎜ ⎟
⎝
7 . . . . . 0.55 . . 0.7 . . 0.85 . . . ⎠

above performance curve (K T, KQ, η vs. J shown for particular number of blades, P/D A E/A0

member designated as: B.5.50 =>

B series

5 blades

0.50 area ratio

This introduced Expanded area ratio =

consider section along cylindrical surface at radius r using helix of pitch P

flatten helix

rotate to show cross section at radius r

9/8/2006 3
 sum expanded section over radius = expanded area of blade * number of blades Z =
expanded area
EAR (Expanded area ratio) = Expanded area / disk area

Expanded_area AE
EAR = =

disk_area π⋅ D
2

can also express developed area and projected area see hydrocomp report

Troost published a set of these curves in "notebook"

later Oosterveld and Van Oossanen published a set of curves based on an empirical curve fit
ref: "Further Compiuter - Analyzed Data of the Wageningen B-Screw Series", International Shipbuilding
Progress, Volume 22

⎛ P AE t⎞ ⎛ P AE t⎞
KT = f1 ⎜ J, , , Z, Rn , ⎟ and .... KQ = f2 ⎜ J, , , Z, Rn , ⎟
⎝ D A0 c
⎠ ⎝ D A0 c
⎠
the coefficients for Re = 2*10^6 without t/c in the fit are listed in Table 17 page 191 of PNA

corrections for t/c and Re can be added later

this provides a set of curves as indicated. e.g.

regression coefficients Re=2*10^6

plot for B.5.75 for single value of P/D P_over_D := 0.6 EAR := 0.75 z := 5

38
⎛ a ⋅JsKtn⋅P_over_DtKtn⋅EARuKtn⋅zvKtn⎞
Kt( J , P_over_D) :=
∑ ⎝ n ⎠
n= 0
46
⎛ b ⋅JsKqn⋅P_over_DtKqn⋅EARuKqn⋅zvKqn⎞
Kq( J , P_over_D) :=
∑ ⎝ n ⎠
n=0

Kt( J , P_over_D) J
η(J ,
P_over_D) := ⋅
2⋅π Kq( J , P_over_D)

trust_power T⋅ VA revolutions
η= = n =

propeller_power Q⋅ 2⋅ π⋅n second

⎛ 1 ⋅ρ⋅n 2⋅D4⋅D ⎞

T⋅
VA T ⎜2 ⎟ VA Kt J
= ⋅⎜ ⎟⋅ = ⋅
Q⋅ 2⋅ π ⋅n 1 2 4
⋅ρ⋅n ⋅D ⋅D
⎝ Q ⎠ 2⋅π⋅n 2⋅π Kq
2

9/8/2006 4
 we have some data problem with polynomials as they calculate some values beyond real data (K T <0)

correct η first - before Kt

η(J , P_over_D) := if ( Kt( J , P_over_D) > 0 , η ( J , P_over_D) , 0 ) is made positive definite

eliminate negative segments - make

Kt(J , P_over_D) := if ( Kt( J , P_over_D) > 0 , Kt( J , P_over_D) , 0) positive definite

Kq(J , P_over_D) := if ( Kq( J , P_over_D) > 0 , Kq( J , P_over_D) , 0)

plotting constructs

EAR := 0.75 z := 3 P_over_D := 1.2

1.5
1.4
1.3
1.2
Kt, 10*Kq,efficiency (eta)

1.1
1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0 0.13 0.25 0.38 0.5 0.63 0.75 0.88 1 1.13 1.25 1.38 1.5 1.63 1.75 1.88 2

Advance ratio J=VA/(n*D)

9/8/2006 5
 Plot for P/D = 1.4, 1.2, 1.0, 0.8, 0.6 calculated using regression relationships

B_series z := 3 EAR := 0.75

1.5

1.4

1.3

1.2

1.1

1
Kt, Kq*10, efficiency

0.9

0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6

Advance Ratio J=VA/nD

9/8/2006 6
 these notes are landscape
Using KT and KQ for design as plots are usually shown in
that mode
we have seen in general the development of the Wageningen B series. The performance curves are available either in chart form or can be generated from
polynomials:

regression coeff. Re=2*10^6

polynomial representation

use in design
A typical design problem calls for designing a propeller that will provide the required thrust at a given speed of advance. These parameters result

from applying thrust deduction and wake fraction to resistance and ship velocity respectively. Design will imply selecting a P/D from a B-series

plot that will maximize open water efficiency.

For now we will arbitrarily pick a number of blades and expanded area ratio. Later we will address the criteria in their selection. Reviewing the
non-dimensional forms of the parameters associated with thrust and speed:
T VA
KT = J= we have independent variables n and D. Normally one of these is determined by other criteria, e.g. maximum diameter
2 4 n⋅ D by hull form, or n by the propulsion train design, so we will look at two cases, one in which D is fixed - determine n,
ρ⋅n ⋅D
and the other where n is fixed determine D

case 1 given: VA , T, D find n and P/D for maximum efficiency

only thing unknown is n, eliminate ... from ratio of K T and J

Kt 2 2
T n ⋅D T
= ⋅ = this says that propeller (full scale and model) must match this ratio which is a constant determined by T,
J
2 2
ρ⋅n ⋅D
4
VA
2 2
ρ⋅D ⋅VA
2 VA, D and ρ

T
Kt_over_J_sq := we can plot a curve of KT vs J2 and determine the points (values of J) for which K T vs J for a given P/D
2 2
ρ ⋅D ⋅VA match.

2
the design point for a particular propeller (B.n.nn) i.e. n is determined from the value of J that satisfies: Kt( J) = constant⋅ J

9/12/2006 1
 for example, let Kt_over_J_sq := 0.544 what n i.e. J will satisfy the relationship for a B 5.75 propeller with P/D -1.0
2
Kt_design ( J) := Kt_over_J_sq ⋅ J select using B_series z := 5 EAR := 0.75 P_over_D := 1.0

determine intersection

0.9

0.8

0.7
Kt, Kq*10, efficiency

0.6

0.5

0.4

0.3

0.2 Kt
10 * Kq
efficiency
0.1
Kt = constant*J^2
intersection
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6

Advance Ratio J=VA/nD

VA
intersection occurs at JJ = 0.64 so ... n= where VA and D are known as described above
JJ⋅ D

9/12/2006 2
 selection of the optimum n for this B z.EAR propeller is a matter of comparing similar curves for a range of ⎛ 1.4 ⎞
P/D and choosing the maximum open water efficiency ηo ⎜ 1.2 ⎟
⎜ ⎟
say .... P_over_D := ⎜ 1.0 ⎟
B series z=5 EAR = 0.75
⎜ 0.8 ⎟
⎜ ⎟
⎝
0.6 ⎠

0.9

0.8

0.7
Kt, Kq*10, efficiency

0.6

0.5

0.4

0.3

0.2

0.1

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6

Advance Ratio J=VA/nD

busy plot of Kt, Kq, ηo and Kt = constant * J^2. see breakdown below. P/D not labeled but ~ J at Kt = 0

9/12/2006 3
 intersection solution

plot with only Kt but vertical lines at J for Kt/J^2 = Kt to show points which satisfy the design requirements

0.9

0.8

0.7

0.6
Kt, efficiency

0.5

0.4

0.3

0.2

0.1

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6

Advance Ratio J=VA/nD

P/D = 0.6 P/D = 0.8 P/D = 1.0 P/D = 1.2 P/D = 1.4

9/12/2006 4
 note the ηo at each J intersection and select the maximum (P/D curves not well labeled, P/D ~ = J at K T=0. left to right lowest to highest

0.9

0.8

0.7

0.6
Kt, efficiency

0.5

0.4

0.3

0.2

0.1

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6

Advance Ratio J=VA/nD

T
Plot for P/D = P_over_D = ( 1.4 1.2 1 0.8 0.6 ) calculated using regression relationships

this case appears to have maximum at J_ans = 0.64 P_over_D_ans = 1 η ( J_ans , EAR , z, P_over_D_ans) = 0.61

VA
so ... n= where VA and D are known as described above
J_ans⋅ D

9/12/2006 5
 case 2 given: VA , T, n find P/D and D for maximum efficiency

only thing unknown is D, eliminate ... from ratio of K T and J

Kt 4 4 2
T n ⋅D T n
= ⋅ = ⋅ this says that propeller (full scale and model) must match this ratio which is a constant determined by T,
4 2 4 4 ρ 4 VA, n and ρ
J ρ⋅n ⋅D VA VA

T
Kt_over_J_4 := we can plot a curve of KT vs J4 and determine the points (values of J) for which K T vs J for a given P/D
2 2
ρ ⋅D ⋅VA match.

Kt_over_J_4 := 0.544

for example, let

4
Kt_design( J) := Kt_over_J_4 ⋅ J select using B_series z := 5 EAR := 0.75

the design point for a particular propeller (B.n.nn) i.e. n is determined from the value of J that satisfies: Kt( J) = constant⋅ J

since the process is identical to case 1, only the final result is shown

intersection solution

9/12/2006 6
 note the ηo at each J intersection and select the maximum (P/D curves not well labeled, P/D ~ = J at K T=0. left to right lowest to highest)

0.9

0.8

0.7

0.6
Kt, efficiency

0.5

0.4

0.3

0.2

0.1

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6

Advance Ratio J=VA/nD

T
Plot for P/D = P_over_D = ( 1.4 1.2 1 0.8 0.6 ) calculated using regression relationships

this case appears to have maximum at J_ans = 0.74 P_over_D_ans = 1 η(J_ans , EAR , z, P_over_D_ans) = 0.67

VA
and ... D= where VA and n are known as described above
J_ans⋅ n

9/12/2006 7
 Propeller Design (Detail Stage)
To this point we have developed the K T vs J2 (J4 ) design approach. Most references present the series data in
alternative format. One version is curves of constant efficiency and 1/J on a scale of P/D vs B P1 or P/D vs
Kq1/4*J -5/4. These are due to D. W. Taylor plotting the series data using B P which we will define later. The best
description of use of the forms of the charts I found was in PNA, page 159 Propulsion and Propellers Section 10:
Propeller Design, by Karl Schoenherr. The following is excerpted from the text:

The procedure in using these charts depends on the nature of the problem to be solved; that is, on which
data are known and which are unknown. In general, propeller design problems belong to one of the
following categories:
1. Preliminary Design.
a. Given: The designed speed of the ship, the corresponding ehp and the propeller diameter .Required:

The propeller pitch and the rpm for best efficiency.

b. Given: The designed speed of the ship the corresponding ehp and the engine rpm. Required: The

propeller pitch and the propeller diameter for best efficiency.

2. Final Design.

Given: The ehp curve as a function of the ship speed, the propeller diameter, and the power output of

the engine at the designed rpm.

Required: The propeller pitch, the efficiency and the ship speed obtainable under the given conditions.

3. Analysis.

Given: The propeller dimensions, the ship speed, power, thrust and rpm.

Required: The true slip, wake fraction and thrust deduction.

The KT vs J2 (J4 ) design approach we have done to date is directed at 1. Preliminary Design. At this stage,
the power required is determined based on a reasonable first estimate of propeller efficiency determined with
this approach. The propulsion plant is then sized accordingly. The propulsion plant may have discrete
incremental sizes and thus may not exactly match the first estimate exactly. The ship design proceeds,
perhaps a new resistance (close to preliminary design) etc, is obtained and then Final Design takes place. At
this point, PD (power delivered) to the propeller is known. It may not match (exactly), the preliminary estimate,
hence the V s
may be different.
Taylor selected two parameters for plotting information for design work:

BPn = N * P1/2 /VA5/2 where N = rpm, P = power delivered (hp) ( = Q*2*π*N) and VA = speed of

advance (kts), n = number of blades

and ..

BUn = N * P1/2 /VA5/2 where N = rpm, U = useful power (hp) ( = T*V A) and VA = speed of advance

(kts), n = number of blades

These are not non-dimensional but Taylor thought that was ok "since propellers work in water of practically
constant density, which will be taken care of by the constants used". S&P page 100
This motivated NSMB to present the data on plots of P/D vs K Q^1/4*J^(-5/4) = B P^1/2* constant which can be
shown to be equivalent as follows:
see B_series_units_US.mcd
1 −5 1 P in hp
4 4 2 n in RPM −3 P in hpUK
KQ ⋅ J = 0.17279 ⋅ ⎛ BP⎞ similarly, not 1 1
⎝ 1⎠ VA in kts
developed here... 4 4 2
D in ft
KQ ⋅ J = 1.75⋅ ⎛ BP ⎞ VA in kts
⎝ 2⎠

9/13/2006 1
 1
2
−5 sec
1
lbf ⋅ ft
4 ρ in lbf ⋅
1 −5
4 ⎡ PD⋅hp⋅550⋅ ⎤ 4
Q ⎞ ⎛ VA ⎞
4 ⎢ hp⋅ s
−2 ⎥ ft
=⎛
4 4 2 min
KQ ⋅J
⎜ 2 5 ⎟ ⋅ ⎜⎝ n⋅ D ⎟⎠ = ⎢
2 5
⋅rpm ⋅
2
⎥
⎝ ρ⋅n ⋅D ⎠ ⎢ sec ⎛ ft ⎞ ⎛ sec ⎞ ⎥
n ⋅ PD
0.5
⎢ 2⋅ π⋅ ρ ⋅lbf ⋅ 4 ⋅ ⎜⎝ VA⋅ kt⋅1.688⋅ sec⋅ kt ⎟⎠ ⎜ 60⋅ ⎟
⎝ min ⎠ ⎥⎦ BP =
⎣ ft 2.5
VA
PD
PD = Q⋅ 2⋅ π ⋅n Q =

2⋅π⋅n

1
1 2
1 1 ⎛ 1 ⎞
1 −5 4 1 ⎜ 2 ⎟ 1 1 1
4 ⎛ P ⋅n2 ⎞ ⎜ PD ⋅n ⎟
⎡ PD⋅hp 2⎤ ⎛ ⎞
4
=⎜
550 D ⎟
=⎢ ⋅rpm ⎥
4 4 4 4 2 4
KQ ⋅J ⋅⎜ ⎟ ⋅ =⎜ ⎟ ⋅ = BP ⋅
⎢ ( V ⋅kt) 5 ⎥ 2 ⎜ 5 ⎟ 5
⎣ A ⎦ ⎜ 2⋅ π⋅ ρ ⋅lbf ⋅ sec 5 2⎟ ⎝ A ⎠
V ⎜ ⎟
⋅1.688 ⋅60
⎜ ⎟ ⎜ V 2 ⎟
⎝ ft
4
⎠ ⎝ A ⎠

removing units 1
another approach which accommodates other
4
ρ := 1.99 ⎛ 550 ⎞ = 0.1728 units for P D, VA and n is shown in
⎜ 5 2⎟ B_series_units_conversion.xmcd
⎝ 2 ⋅ π ⋅ ρ ⋅ 1.688 ⋅ 60 ⎠
regression coeff. Re=2*10^6

details
these are fixed;
form of plot shown in PNA: P/D vs Kq1/4*J -5/4. Curves are constant η and
1/J. These are derived from the same data as our previous K T KQ curves. EAR ≡ 0.40 z≡4

1.4

1.2

1
P/D

0.8

0.6

0.4
0 0.2 0.4 0.6 0.8 1 1.2 1.4

Kq^1/4*J^-5/4

9/13/2006 2
 another form of the same information constant
efficiencies
conversion of Kq1/4*J -2.5 to BP. note 2 ⎛ 158.871 ⎞ ⎛ 0.5 ⎞
⎛ absi , j ⎞ 1 ⎜ ⎟ ⎜ ⎟
abscissa is log scale bp1 := ⎜ ⎟ δ = ⋅60⋅1.6889 ⎜ 139.697 ⎟ ⎜ 0.55 ⎟
i, j ⎝
0.17279 ⎠
J δ = ⎜ 124.652 ⎟nn = ⎜ 0.6 ⎟
⎜ 112.533 ⎟ ⎜ 0.65 ⎟
⎜ ⎟ ⎜ ⎟
⎝
102.562 ⎠ ⎝
0.7 ⎠

EAR = 0.4 z=4

higher δ to right

η = 0.7
1.2
η = 0.65

η = 0.6
P/D

δ = 103
0.8 η = 0.55
δ = 112
η = 0.5
δ = 125
0.6
δ = 140

δ = 159
0.4
1 10 100

BP1

an example of use of these curves ...

100
say we have a design such that: PD := 16000hp n := VA := 16knot
min
0.5
n⋅ P D
2.5
VA
BP1 :=
0.5 BP1 = 12.353
hp

min⋅ knot
2.5
BP_ans := BP1 v_line := 0.5 , 0.6 .. 1.5

9/13/2006 3
 we will plot that vertical line on the curves and determine the maximum efficiency, P/D and δ

η = 0.7

1.2

η = 0.65

1
P/D

δ = 103
0.8

δ = 112

δ = 125 η = 0.6
0.6 η = 0.55
δ = 140
η = 0.5

δ = 159
0.4
1 10 100

BP1

it appears that δ for the max η is δ 0 := 140 η 0 := 0.67 P_over_D0 := 0.98 approximately

n⋅ D
VA
δ= δ 0 ⋅VA
ft ft
D := ⋅
min ⋅ knot n min⋅ knot
D = 22.4 ft

let's say the diameter is limited to 20 ft by another constraint D1 := 20ft

n⋅ D1

V A

δ 1 :=
ft δ 1 = 125 then the best situation is

min ⋅ knot
η 1 := 0.65 P_over_D1 := 1.25 approximately

N.B. The shape of the developed curves is generally OK. I'm not completely confident in the exact values. The
validation is not as close as I would like.

9/13/2006 4
 PROPELLER NOTE BOOK

B S E R I E S PROPELLERS

Definition:'

Series No. o f Blades E x p a n d e d Area: R a t i o ,

Percent

Notation:

P/D = Pitch/Diameter

T = Thrust, Ibf

Q = Torque, I b f ft.

p = Mass d e n s i t y , 1.9905 l b f s /ft

2 4

n = R o t a t i o n a l speed, revs/s

D = Maximum d i a m e t e r , ft.

- ; VA = V e l o c i t y o f advance, ft/s
 Cavitation Notes ref: PNA pages 181-183
handout
p 0 = uniform_stream_total_pressure p 1 = pressure_at_arbitrary_point

V0 = uniform_stream_velocity V1 = velocity_at_arbitrary_point

1 2
q= ⋅ρ⋅V0 = dynamic_or_stagnation_or_ram_pressure
2
1 2
p0 + ⋅ρ⋅V0 = constant Bernoulli

1 2 1 2
p 0 := constant − ⋅ρ⋅V0 p 1 := constant − ⋅ρ⋅V1
2 2

for propeller immersion, measured at radius r, minimum p 0 is obtained from ...

p a = atmosphere

p 0 = p a + ρ⋅g⋅h − ρ⋅g⋅r
h = shaft_centerline_immersion

ρ⋅g⋅r accounts for minimum when r vertical up

V0 estimated as (VA^2+(ω*r)^2)0.5 if p1 => pv = vapor pressure, cavitation occurs

p a + ρ⋅g⋅h − ρ⋅g⋅r − p v
define: σ L = local_cavitation_number = and if pressure REDUCTION / q
ρ
⋅  V + ω ⋅r 
2 2 2 >= σL cavitation occurs
2  A 
early criteria (Barnaby) suggested limiting average thrust per unit area to certain values (76.7
kN/m2 = 10.8 psi) for tip immersion of 11 in increasing by 0.35 psi (unit conversions don't
match up)

kN
76.7 = 11.124 psi earlier PNA (1967) stated Barnaby suggested 11.25 psi

can calculate pressure distributions around blade so can calculate local cavitation situation

early in propeller design, want blade area to avoid cavitation (more blade area, less pressure

per unit area for given thrust)

Burrill ((1943) "Developments in Propeller Design and Manufacture for Merchant Ships",

Trans. Institute of Marine Engineers, London, Vol. 55) proposed guidance as follows:

limit thrust (coefficient) to a certain value depending on cavitation number at the 0.7 radius

T
τ c = coefficient_expressing_mean_loading_on_blades

AP

τc =
T = thrust ρ = water_density 1 2
⋅ρ⋅VR
2
AP = projected_area VR = relative_velocity_of_water_at_0_7_radius

can estimate projected area from AP from Taylor S & P page 91 P/D
P
= 1.067 − 0.229⋅ from 0.6 to 2.0 elliptical bladed
AD D prop, hub = 0.2 D
 PE PD⋅ η D PD = delivered_power RT = T⋅( 1 − t)
and as usual ... T= =
( 1 − t) ⋅ V (1 − t) ⋅ V
PE = effective_power PE = RT⋅V

PE 1−t
η D = quasi_propulsive_coefficient = = η H⋅η R⋅η o ηH =
PD 1−w

this parameter is plotted versus σ 0.7⋅ cavitation number at 0.7*r using relative velocity at
0.7*r and pressure at CENTERLINE
3 kg
ρ := 1.0259⋅ 10 slug

3 ρ = 1.99057
m 3

ft
m
VA = h=m
sec
p 0 + ρ⋅g⋅h − p v 188.2 + 19.62 ⋅ h units in PNA (61)
σ 0.7⋅ = =
−1 approximation SI
⋅ρ⋅ VA + ( 0.7⋅π ⋅n ⋅D)
1 2 2 2 2 D=m n = sec
VA + 4.836 ⋅ ( n ⋅ D)
2   pv apparently ~
0.69 psi (90 degF)

2026 + 64.4⋅
σ 0.7⋅ = in US units

2 2

VA + 4.836⋅( n ⋅ D)

Carmichael correlation 0.2

τ c + 0.3064 − 0.523⋅σ C = cavitation % τ c as above
C :=
0.2 σ at 0.7 radius as
0.0305⋅σ − 0.0174 above (centerline
immersion)

example numbers for C <= 25 (%) or so

0.2
σ := 0.4 τ c := 0.2 τ c + 0.3064 − 0.523⋅σ
C := C = 8.88 % cavitation
0.2
0.0305⋅σ − 0.0174

σ := 0.1 , 0.11 .. 2 or ... τ c( C , σ ) := C⋅ 0.0305⋅σ ( 0.2 )

− 0.0174 + 0.523⋅σ
0.2
− 0.3064 see plot below

this can be carried further

into ...
τc =
AP
(
= C⋅ 0.0305⋅σ
0.2 )
− 0.0174 + 0.523⋅σ
0.2
− 0.3064
1 2
⋅ρ⋅VR
2

T
AP =
1
⋅ρ⋅VR ⋅ C⋅ 0.0305⋅σ
2 ( 0.2
− 0.0174 + 0.523⋅σ ) 0.2
− 0.3064
Ap = minimum_area_for_specified_cavitation
2
 1

τ c(30, σ)

τ c(20, σ)

τ c(10, σ)

τ c(5, σ)

τ c(2, σ)

0.1
0.1 1
σ

Carmichael correlation valid only for C <= 25 %. 30 % shown to indicate over estimates
compared with fig 45 page 182 of PNA

for example from prop_design_notes

derived above −1 ft
rpm := min kt := 1.688
T := 278000lbf VA := 14kt s
p 0 = 14.696 psi
n := 218rpm
p v = 0.694 psi
D := 15ft

P_over_D := 0.8 h := 10ft

p 0 + ρ⋅g⋅h − p v 188.2 + 19.62 ⋅ h m −1

σ 0.7⋅ r = = VA = D=m h=m n = sec
⋅ρ⋅ VA + ( 0.7⋅π⋅n⋅D)
1 2 2 2 2 sec
VA + 4.836⋅(n ⋅ D)
2   m 1
VA = 7.203 D = 4.572 m h = 3.048 m n = 3.633
s s
p 0 + ρ⋅g⋅h − p v
σ := 188.2 + 19.62 ⋅ 3.048
σ = 0.179 = 0.179 using SI
⋅ρ⋅ VA + ( 0.7⋅π⋅n⋅D) 
1 2 2
2 2 approximation
2   7.203 + 4.836⋅( 3.633 ⋅ 4.572)
0.5
VR := VA + ( 0.7πn ⋅ D)
2 2 m
consider % cavitation in steps of 5% C := 5 , 10 .. 25 VR = 37.234
  s
 T
AP( C) := AP
( )
P
⋅ρ⋅VR ⋅ C⋅ 0.0305⋅σ − 0.3064
1 2 0.2 0.2 = 1.067 − 0.229⋅ assume AD ~ AE
− 0.0174 + 0.523⋅σ AD D
2
AP( C)
AE( C) :=
1.067 − 0.229 ⋅ P_over_D

cavitation % estimated minimum EAR to avoid

AE( C)

C = AP( C) = AE( C) = =

2
5 20.367 2 23.045 2 D
m m π⋅
10 16.333 18.48 4
15 13.632 15.425 1.404
20 11.698 13.236 1.126
25
10.245 11.592 0.94
0.806
0.706

supercavitating τc σ to the left. σ very low

cavitation % is 100

h = 3.048 m D = 4.572 m m 1
VA = 7.203 n = 218 m
s min 0.7⋅π⋅n⋅D = 36.531
s
m
VA := 10 n := 1000rpm m
s 0.7⋅π⋅n⋅D = 167.573
s
p 0 + ρ⋅g⋅h − p v
σ 0.7⋅ r = p 0 + ρ⋅g⋅h − p v −3
⋅ρ⋅ VA + ( 0.7⋅π⋅n⋅D) 
1 2 2 σ := σ = 8.8 × 10
 
⋅ρ⋅ VA + ( 0.7⋅π⋅n⋅D)
2 1 2 2
2  
to avoid 25% cavitation C := 25

(
τ c( C , σ ) := C⋅ 0.0305⋅σ
0.2 )
− 0.0174 + 0.523⋅σ
0.2
− 0.3064 τ c( C , σ ) = −0.243
off the scale hence
supercavitating propellers
correlation not valid but
trend is ok
 Waterjet first draft 9/23/04 from Prof. Carmichael notes.
9/17/06: modified to reflect w (V=>VA) and separate inlet
and outlet pressure loss (in addition to drag) to reflect paper
VA velocity inlet
w wake fraction
Vs ship velocity
Vj nozzle (outlet) velocity
Vj h
VA := Vs⋅(1 − w)

(
T = m_dot⋅ VJ − VA ) d
m_dot = mass_flow_rate
VA
at inlet centerline ... p local = p atmos + ρ ⋅ g ⋅ d
1 2 1 2
at this point ... total pressure (pitot tube) p oin = p local + ⋅ρ ⋅VA = p atmos + ρ ⋅g⋅d + ⋅ρ ⋅VA
2 2

pressure at inlet to pump ... 1 2

p op = p oin − ρ ⋅g⋅(d + h) = p atmos − ρ ⋅g⋅h + ⋅ρ ⋅VA
total pressure (pitot tube) ... 2

1 2
pressure at pump exit... total p oj = p atmos + ⋅ρ ⋅Vj
pressure (pitot tube) .. 2

total pressure increase

p oj − p op = p atmos + ⋅ρ ⋅Vj − p atmos + ρ ⋅g⋅h − ⋅ρ ⋅VA = ⋅ρ ⋅ ⎛ Vj − VA ⎞ + ρ ⋅g⋅h
1 2 1 2 1 2 2
across pump ...
2 2 2 ⎝ ⎠

p oj − p op
⋅ ⎛ V − VA
energy rise across the pump 1 2 2⎞
per unit mass flow is ... ρ
=
2 ⎝ j ⎠ + gh

p oj − p op
= m_dot⋅ ⎡⎢ ⋅ ⎛ Vj − VA ⎞ + g h⎤⎥
power absorbed by ideal pump is 1 2 2
Ppi = m_dot⋅
therefore ... ρ ⎣2 ⎝ ⎠ ⎦

ideal efficiency is then ... and quasi propulsive coefficient is ...

PTi effective_power PE R⋅ Vs (1 − t) ⋅ T ⋅Vs 1 − t T⋅ VA 1 − t PTi 1 − t

ηi = ηD = = = = = ⋅ = ⋅ = ⋅η
Ppi power_delivered Ppi PPi PPi 1 − w PPi 1 − w Ppi 1 − w
i

⎛ VJ ⎞
2⋅ ⎜ − 1⎟
ηi =
PTi
=
T⋅ VA
=
(
m_dot⋅ VA⋅ VJ − VA ) =
(
2 ⋅ VA⋅ VJ − VA ) =
( )
2 ⋅ VA⋅ VJ − VA
=
⎝ VA ⎠
m_dot⋅ ⎡⎢ ⋅ ⎛ Vj − VA ⎞ + g h⎤⎥
Ppi Ppi 1 2 2 2 2 2 2 2
⎝ ⎠
Vj − VA + 2g h Vj − VA + 2g h ⎛ Vj ⎞ gh
⎣2 ⎦ ⎜V ⎟ − 1 + 2 2
⎝ A⎠ V
if h = 0 ⎛ VJ ⎞
2⋅ ⎜ − 1⎟
same as propeller (we
ηi =
⎝ VA ⎠ = 2
developed following in
2 Vj actuator disk

⎛ Vj ⎞ +1
⎜ ⎟ −1 VA

⎝ VA ⎠

from actuator_disk.mcd using new variables to avoid duplication

Δv := VVj − VVA

Δv
VV := VVA + T⋅ VVA VVA what are implications of
2 2
η I := simplify → 2⋅ ηI = VVj = VVA ?
T⋅ V VVA + VVj VVj
1+
VVA
h cannot be negative (would be ducted prop, h limits efficiency

Real waterjet with losses

net thrust of waterjet

Tnet = T − Draginlet (
T = m_dot⋅ Vj − VA )
Drag
conventional drag coefficient Cd =
1 2
⋅ρ⋅v ⋅A
2
Drag Drag Drag
CD = = =
drag coefficient of inlet 1 2 1 1
⋅ρ⋅v ⋅A ⋅ρ⋅VA⋅A⋅VA ⋅m_dot⋅VA
2 2 2

⎡⎛ Vj ⎞ 1⎤
( )
1
Tnet = T − Draginlet = m_dot⋅ Vj − VA − CD⋅ ⋅m_dot⋅ VA = m_dot⋅ VA⋅ ⎢⎜ − 1⎟ − CD⋅ ⎥
net thrust 2 VA 2
⎣⎝ ⎠ ⎦
2 ⎡⎛ Vj ⎞ 1⎤
net thrust power PT_net = Tnet⋅VA = m_dot⋅ VA ⋅ ⎢⎜ − 1⎟ − CD⋅ ⎥
⎣⎝ VA ⎠ 2
⎦
delta p across pump must be increased to account for losses ...

we'll assume separate inlet and outlet losses

assume internal losses are ... ~ 1/2*ρ*v^2 Δp loss = Δp in_loss + Δp out_loss

and the pump pressure rise is ...

Δp in_loss
non-dimensional pressure loss coefficient is .... Kin = Δp out_loss
1 2 Kout =
and the real pump pressure rise is ... ⋅ρ⋅VA 1 2
2 ⋅ρ⋅Vj
2

p oj − p op = ⋅ρ⋅ ⎛ Vj − VA ⎞ + ρ⋅g⋅h + Δp loss = ⋅ρ⋅ ⎛ Vj − VA ⎞ + ρ⋅g⋅h + Kin⋅ ⋅ρ⋅VA + Kout ⋅ ⋅ρ⋅Vj

1 2 2 1 2 2 1 2 1 2
2 ⎝ ⎠ 2 ⎝ ⎠ 2 2
⎡⎛ V 2 ⎛ Vj ⎞ ⎤⎥
2
1 ⎢ j ⎞
2 g⋅ h
p oj − p op = ⋅ρ⋅VA ⋅ ⎜
⎢⎝ VA ⎟⎠
− 1 + 2⋅ + Kin + Kout ⋅ ⎜ ⎟
2 2
⎝ VA ⎠ ⎥⎦
⎣ VA
 ⎡⎛ V ⎞ 2 ⎛ Vj ⎞ ⎥⎤
2
p oj − p op 1⎢ j 2 g⋅ h
= m_dot⋅ ⋅ VA ⋅ ⎜
⎢ V ⎟ − 1 + 2⋅ 2 + Kin + Kout⋅ ⎜ V ⎟ ⎥
ideal pump power is ... Ppi = m_dot⋅
ρ
⎣⎝ A ⎠
⎝
A ⎠
⎦
2
V

Ppi
define ηp such that ηp = Pp = actual_pump_power
Pp

⎡ ⎛ Vj ⎞ ⎤⎥
2 2 2
m_dot p oj − p op
PPi 1 m_dot⋅ VA ⎢⎛ Vj ⎞ g⋅ h
⋅ = ⋅ ⋅ ⎜
⎢ V ⎟ − 1 + 2⋅ 2 + Kin + Kout⋅ ⎜ V ⎟ ⎥
Pp = =
ηp ηp ρ ηp
⎣⎝ A ⎠
⎝
A ⎠
⎦
2
V

2 ⎡⎛ Vj ⎞ 1⎤
m_dot⋅ VA ⋅ ⎢⎜ − 1⎟ − CD⋅ ⎥
η real =
PT_net
=
⎣⎝ VA ⎠
2
⎦

⎡ ⎡ ⎛ Vj ⎞ ⎤⎥⎤⎥
Pp 2 2 2
1 m_dot⋅ VA ⎢⎛ Vj ⎞ g⋅ h ⎢
⋅ ⋅ ⎜ ⎟ − + ⋅ + + out ⎜ V ⎟ ⎥⎥
⋅
ηp ⎢⎝ VA ⎠

1 2
⎢ in
K K
2 2
⎣ ⎝
A ⎠
⎦
⎣ VA
⎦

for a different form ... multiply numerator and

denominator by (V A/Vj)^2 ...

⎡⎛ Vj ⎞ 1⎤ VA ⎡⎛ VA ⎞ 1 VA⎤
2 ⋅ η p ⋅ ⎢⎜ − 1⎟ − CD⋅ ⎥ 2⋅ η p⋅ ⋅ ⎢⎜ 1 − ⎟ − CD⋅ ⋅ ⎥
η real =
⎣⎝ VA ⎠
2
⎦
=
Vj
⎣⎝ Vj
⎠ 2 Vj
⎦
2 2 2 2
⎛ Vj ⎞ g⋅ h ⎛ Vj ⎞ ⎛ VA ⎞ g⋅ h ⎛ VA ⎞
⎜ V ⎟ − 1 + 2 ⋅ 2 + Kin + Kout⋅ ⎜ V ⎟ 1−⎜ ⎟ + 2⋅ + Kin⋅ ⎜ ⎟ + Kout
⎝
A ⎠
VA ⎝
A ⎠
⎝
Vj ⎠
Vj
2
⎝
Vj ⎠

2 ⋅ η p ⋅μ ⋅ ⎡⎢( 1 − μ )
− CD⋅ ⋅μ⎤⎥ 2 ⋅ η p ⋅μ ⋅ ⎡⎢( 1 − μ )
− CD⋅ ⋅μ⎥⎤
1 1
and substitute μ for VA/Vj ...
η real =
⎣
2 ⎦
=
⎣
2 ⎦
g⋅ h g⋅ h
(
)
(
)
2 2
μ ⋅ Kin − 1 + 1 + Kout + 2 ⋅ 1 + Kout − μ ⋅ 1 − Kin + 2 ⋅
2 2
Vj Vj
and the quasi propulsive coefficient
is then ..
⎡⎛ Vj ⎞ 1⎤
2 ⋅ η p ⋅ ⎢⎜ − 1⎟ − CD⋅ ⎥ 2⋅μ ⋅ ⎡⎢( 1 − μ )
− CD⋅ ⋅μ⎥⎤
1

ηD =
1−t
⋅η ⋅
⎣⎝ A
V
⎠
2
⎦
=
1−t
⋅η ⋅
⎣
2 ⎦
1−w p 1−w p g⋅ h
(
)
2 2 2
⎛ Vj ⎞ g⋅ h ⎛ Vj ⎞ 1 + Kout − μ ⋅ 1 − Kin + 2 ⋅
⎜ V ⎟ − 1 + 2 ⋅ 2 + Kin + Kout⋅ ⎜ V ⎟ Vj
2
⎝
A ⎠
VA ⎝
A ⎠

as from above ...

2 ⎡⎛ Vj ⎞ 1⎤
net thrust power PT_net = Tnet⋅V = m_dot⋅ VA ⋅ ⎢⎜ − 1⎟ − CD⋅ ⎥
⎣⎝ VA ⎠
2
⎦

 first some comments to relate to previous lecture/notes version and Wärtsilä paper

with Kout = 0 (N.B. this just means lumping all the pressure losses into a factor of 1/2* ρ*VA^2 and

accounting for a drag increase due to the inlet ...

⎡⎛ Vj ⎞ 1⎤
2⋅η p ⋅ ⎢⎜ − 1⎟ − CD⋅ ⎥
ηD =
1−t
⋅η p ⋅
⎣⎝ VA ⎠ 2
⎦ this is the form previously
1−w 2
⎛ Vj ⎞ g⋅ h
⎜ ⎟ − 1 + 2⋅ 2
+ K

⎝ VA ⎠ VA

and ... with CD = 0 and assuming h = 0 (i.e. head loss is small compared to other terms ...

this is the form in the paper with

1−t 2⋅μ ⋅ ( 1 − μ ) Δp out_loss

ηD = ⋅η p ⋅ Kout = φ = nozzle_loss_coefficient Kout =
1−w
( )
2 1 2
1 + Kout − μ ⋅ 1 − Kin ⋅ρ⋅Vj
2
Kin = ε = inlet_loss_coefficient Δp in_loss
Kin =
1 2
⋅ρ⋅VA
2

at this point, assuming K, C D, and ηp are constant, could differentiate wrt V j/VA (or

μ) and determine V j/VA for max propulsive coefficient, but minimum weight usually

determines parameters.

pump background (Wislicenus)

example
 T
B series z = 5 EAR = 0.75 P_over_D = ( 1.4 1.2 1 0.8 0.6 )

Kt_over_J_sq = 1.111
1.5
1.4
1.3
1.2
1.1
Kt, Kq*10, efficiency

1
0.9
0.8
0.7
P/D = 1.4 P/D = 1.4
0.6 P/D = 1.2
P/D = 1.2
0.5 P/D = 1.0
P/D = 1.0
0.4 P/D = 0.8
P/D = 0.8
0.3
P/D = 0.6
0.2
P/D = 0.6
0.1
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6
Advance Ratio J=VA/nD

UNITS (Propulsors)

Quantity SI U.S.

Mass, m kg slug

Mass Flow Rate, m kg/s slug/s

Thrust, T N ( or kN) lbf

Torque, Q Nm (or kNm) lbf ft

Density , ρ kg/m3 slugs/ft3

lb s2/ft4

Velocity , V m/s ft/s

Rotational speed,n rps rps

Useful Values: 1 knot = 1.688 ft/s = 0.5144 m/s

1 HP = 550 ft lbf/s = 0.7456 kW

density (p) for sea water (59 F) = 1.9905 slugs/ft3 = 1025.9 kg/m3

kinematic viscosity (v) for sea water (59°F) = 1.18831xl0-6 m2/s = 1.2791xl05 ft2/s