DUAL-MODE CONTRAPROPELLER WITH CURVE STACKING LINE FOR BLADE
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1 Anatolij-Branko R. Togunjac, Ph.D, Research and Design Institute for Fishing Fleet, GIPRORYBFLOT, M. Morskaya str.,18-20, St. Petersburg, Russia Leonid I. Vishnevsky, D.Sc,Krylov Shipbuilding Research Institute, Moskovskoye shosse 44, St.Petersburg, Russia DUAL-MODE CONTRAPROPELLER WITH CURVE STACKING LINE FOR BLADE Summary The present paper provides motivation for equipping a dual-mode contrapropeller (functioning both in reactive and passive modes) with curve stacking line for blade. The patent on multi-function propulsive system that uses a contrapropeller of the kind is described in the paper. Comparative analyses of curvilinear and traditional blade configurations basing on a trawler s design calculations were performed and the results are presented in the paper. The paper describes advantages of the patented multi-function propulsive system resulting in energy saving and reliability. Key words: hydrodynamics, propulsor, contrapropeller
2 A. R. Togunjac, L. I. Vishnevsky Dual-Mode Contrapropeller with The practical application of systems with a contrapropeller mounted behind the screw propeller started in the second decade of the last century. Very soon it became a common practice and more than 100 American and European vessels were equipped with the contrapropellers [1], fig.1. According to the booklet [1], energy saving from the use of contrapropellers resulting in more than 10%.The widespread and efficiently using of contrapropellers could be explained by a certain structural imperfection of the screw propellers that were used at that time: the less hydrodynamically perfect a screw propeller was, the more efficient performance was demonstrated by a contrapropeller. Besides, application of a contrapropeller contributed a lot to the improvement of hydrodynamic efficiency of rudder-and-screw systems of that time (as a result of relatively long distance between rudder and screw propeller the counter propeller effect of rudder was not significant). Fig. 1 Contrapropeller as a part of the propulsion system used on board vessels dating to the 20 ies of the last century. Recent research studies (1992) [2], [3] demonstrated that hydrodynamic efficiency of a propulsive system after being equipped with a contrapropeller was exceeded for not more than 7-8%. According to the research, a contrapropeller blade span can be restricted without any lost of its hydrodynamic efficiency. Moreover, it was shown that the contrapropeller helped to increase the hydrodynamic efficiency of the propulsor while being exposed to a wide range of loads during trawling and free-running modes of operation (fig.2).
3 Dual-Mode Contrapropeller with A. R. Togunjac, L. I. Vishnevsky Fig. 2 Running and towing performance of a trawler 1 - Ps =f(vs); 2 -Ps =f(t), Vs=6.0 Knots nozzled screw propeller and rudder, multifunctional propulsor Another important step in the further technical development of a contrapropeller design was achieved by using a contrapropeller not only in passive mode (i.e. without rotation and, consequently, without any energy supply) but in reactive mode of operation as well. The offer was patented in Russia under the number [4], [5]. The patent describes a two-stage propulsive system having the following performance: energy saving full speed mode being achieved by means of hydrodynamics; slow speed and dead slow speed; emergency speed; maneuvering in combination with traditional rudder for all speed range and at the stopping mode as well. Fig. 3 General view of the propulsor: patent No (with dual-mode contrapropeller)
4 A. R. Togunjac, L. I. Vishnevsky Dual-Mode Contrapropeller with The propulsor (fig.3) consists of a two-stage blade system and two self-contained drives. The front step functions as a screw propeller and the back step can operate both as screw propeller (reactive mode) and as stationary contrapropeller (passive mode). The back step blade position of the propulsor (further named as contrapropeller) is regulated by the pitch control mechanism. The length of contrapropeller blades is restricted and does not exceed a half of the screw propeller blades length, and the contrapropeller is mounted in such way that permits its hub to turn in horizontal plane and equipped due to turning device. Consequently, the propulsor, when used in combination with a traditional rudder, guarantees the backing up of propulsion and steering unit main functions: back step of the propulsor provides both slow speed and maneuvering of vessel even in the case of a screw propeller and steering rudder are damaged. The above mentioned statement is very important. While analyzing technical risks that may arise in the course of operating a vessel such factors as loss of speed and loss of manoeuvrability among the most dangerous events. Loss of speed and manoeuvrability can be provoked by storm weather conditions, grounding, ice damages, onboard equipment failure etc. The ability of the described propulsor to back up a screw propeller and its drive eliminates to a great extent the possible cases of total speed and manoeuvrability loss. It helps to increase ship s or vessel s survivability and can be used as a basis for risk tarification and, consequently, may result in the decrease of insurance premium paid by a ship-owner in connection with a contract of marine insurance being concluded [7]. From a hydrodynamical point of view the most complicated design task is represented by a contrapropeller blade system. Depending on the mode of operation a contrapropeller can be used as follows: energy-saving unit (blades operate in passive mode), back screw propeller in the pair of contra-rotating propellers, puller or pusher propeller of a steering thruster. Hydrodynamic calculation of this multi-functional propulsor demonstrated with a fishing vessel (trawler) as an example, proved that the use of its rear step (contrapropeller) both in passive and reactive modes is rather efficient however having certain deficiencies [6]. During full speed and trawling modes the propulsor ensures 5-7% efficiency increase in compared to a traditional nozzled screw propeller. At the same time, losses subject to nonoptimal contrapropeller blades geometry during its reactive mode of operation made 8-12%. The blade being designed for contrapropeller mode of operation in the reactive mode operation demonstrated non-optimal behaviour in regard to the radial distribution of hydrodynamic load, fig.4, [6]. These are the consequences of the contrapropeller dual mode of operation. Fig. 4 Load distribution (circulation G/G r=0.7 ) for design mode of operation contrapropeller, - optimal screw propeller
5 Dual-Mode Contrapropeller with A. R. Togunjac, L. I. Vishnevsky Increase of load at the peripheral parts of blades (fig.4) negatively affects not only the efficiency of operation. It also causes intensive vortex and edge cavitation. The cavitation, in its turn, provokes the performance degradation of the propulsor: high level of vibration, erosion of blades, increase radiated noise. Non-optimal design of the counter propeller in this case results in a high hydrodynamic load on the peripheral part of the blade due to increased pitch. In passive mode (which can be recommended for choosing of contrapropeller geometry, namely, radial distribution of pitch P, camber of blade section f), contrapropeller pitch angle will depend upon screw propeller induced velocities (U T tangential velocity и U A axial velocity) and axial inflow velocity V AR (fig.5, [3]). a b Fig. 5 Velocity triangles of a trawler screw propeller with relative radius =0.4 а- free running, b- trawling In this case the advance angle β increases in line with the radius r increase as the induced velocities U T decrease and for passive mode ωr = 0. The above mentioned results in pitch increase towards a blade edge. For the reactive mode of operation it is necessary to change the blade position that is characteristic for a stationary contrapropeller towards the pitch decrease by turning it (as an example, for 63º 11 for project trawler [6]). The nature of the radial law of pitch distribution will not change in this case: the pitch increases towards the periphery of blade. This law does not match the velocity field for reactive mode. The screw propeller angular velocity ω determines considerable decrease of the advance angle β and, as a result, induced advance angle β ì, and while the radius r increases this influence gains as well. With refer to the geometry of the blade propulsor designed for the use in reactive mode of operation it is possible to state that the pitch distribution in this case will be
6 A. R. Togunjac, L. I. Vishnevsky Dual-Mode Contrapropeller with close to constant with a certain decrease in periphery. In other words, velocity fields in the propulsor disk in passive and reactive modes of operation differ principally from each other and while choosing the geometry of a blade intended to be used in both modes of operation it is necessary to find a compromise solution. Such decision was offered by the authors and patented in the Russian Federation [8]. The definition of the invention is as follows: 1. A blade propulsion device comprising: a screw propeller and a contrapropeller of less diameter being coaxially mounted behind the propeller and having controllable pitch blades and a pitch adjusting mechanism; a mechanism used to turn said contrapropeller around the vertical axis and a mechanism used to lock the hub of said contrapropeller, and being different from known solution in that the each blade of said contrapropeller has a curve stacking line and is curved in such a way that its suction or pressure sides at the blade edge faces the hub surface of said contrapropeller. 2. A device according to claim 1 differs in that the curve stacking line for the blade is located tangentially towards the cylinder surface having radius equal to said contrapropeller radius and an axis that coincides with the contrapropeller axis. 3. A device according to claim 1 differs in that the mechanism of pitch adjustment provides for the possibility to bring the contrapropeller blades into position where they being movably fixed in the hub have the possibility to move relative to the contrapropeller disk plane. The use of curve stacking line for blade systems operating in reactive modes, i.e. screw propellers, is an established practice [9] [10]. The curve stacking line is able to postpone (regarding speed of vessel) the appearance of the vortex and edge cavitation in non-uniform velocity field or minimize its occurrence and in this way to minimize the following conditions that might be harmful for operation: vibration, noise, blade erosion. The resulting velocity vector V i being changed in the process of the screw propeller rotation as if slides along the end part of the blade (see claim 1 and claim 2 of the definition of the invention) what does not result in pressure drop between the suction and pressure sides of the blade. The end of blade is unloaded in a wide range of the angles of attack. In the USSR, in the middle of the 60ies of the last century such screw propellers were invented by Lifenko and Gorshkov [9]. In the 80ies of the last century a Danish designer J.J. Kappel offered to use a similarly shaped screw propeller blade [10]. However, in the blade propulsor system described in the present paper, a curve stacking line has some other purpose, namely: it helps to eliminate the deficiency in contrapropeller blade geometry (pitch increase at the end of blade) during reactive mode of operation and resulting from its multi-functional nature. The curve stacking line of the blade unloads the end of blade within the range of existing angles of attack. In case of a contrapropeller it means that notwithstanding the fact that the blade pitch increases towards the periphery (fig.6, [6]), there are no conditions for the development of intensive cavitation at the blade tip (no pressure peaks along the suction side at end of the blade will occur as the resulting velocity vector V i will be located in the plane of the screw propeller blade excluding angle of attack depended on the pitch). Minimizing the occurrence of cavitation brings vibration down and eliminates the conditions for blade erosion. The unloading the ending part of contrapropeller blades improves its hydrodynamic efficiency by optimizing the radial distribution of load.
7 Dual-Mode Contrapropeller with A. R. Togunjac, L. I. Vishnevsky Figure 6 The radial distribution of pitch ration 1 contrapropeller; 2 optimal screw propeller Let us consider a use of curvilinear blade component as a part of a contrapropeller design using a project trawler as an example [3], [6]. The curve stacking line is shaped along the blade trailing edge as lemniscate of Bernoulli. The blade is curved in such way that its pressures side faces the hub surface. This method has been very well established in Russian practice of designing screw propellers with curvilinear blades [9]. In accordance with the lemniscate of Bernoulli equation in polar coordinates r = a propeller = r/r= ), Table1. (for screw Table 1 The coordinates of a curve stacking line for blade ʹ 42 25ʹ 40 24ʹ 37 46ʹ 34 27ʹ 30 20ʹ 25 07ʹ 17 57ʹ 12 46ʹ 9 03ʹ 0 Angle α is explicitly related to the following generally accepted parameters that define the geometry of a screw propeller (fig.7): skew C S = C/2 - ; rake X r = rα tgφ, where φ- pitch angle
8 A. R. Togunjac, L. I. Vishnevsky Dual-Mode Contrapropeller with Fig. 7 The local system of coordinates (O,ξ, η ) For this particular case, specifying of the screw propeller geometry with the use of the parameter α noticeably simplifies the drawing as instead of two parameters C S an X r only one, that by no means defines them both, can be easily used. Table 2 Geometrical characteristics of the project trawler contrapropeller blades C/R = f/c δ = e/c P/D blade with straight ( ordinary) stacking line C s /R X r /R blade with curve stacking line α ʹ 34 27ʹ 30 20ʹ 25 07ʹ 17 57ʹ 12 46ʹ 9 03ʹ 0 C s /R X r /R The comparison of blade geometry of the project trawler contrapropeller [3] and a contrapropeller with curvilinear blade (table.2, fig.8, fig.9) shows their considerable difference notwithstanding the fact that the radial pitch distribution and blade width do not change. The same can be said about the radial distributions of relative camber = f/c and relative thickness δ= e/c of blades section. It is worth mentioning that for the blades with curve stacking line it is characteristic to have increased relative thickness δ on ending of the blade. The necessity of it can be explained by the strength requirements as the normal thickness towards the surface this parts of blades is considerably less than the thickness of cylindric cross-section.
9 Dual-Mode Contrapropeller with A. R. Togunjac, L. I. Vishnevsky Fig. 8 Lateral and normal view of a contrapropeller blade with straight (ordinary) stacking line, R=0.81 m Fig. 9 Lateral and normal view of contrapropeller blade with curve stacking line, R=0.81 m Conclusion There should be no difficulties with the use of a propulsor with a dual-mode contrapropeller on practice as all the components of such device are widely used in different ship and vessel designs. It is recommended to design a propulsor of the kind as a steering column equipped with a controllable pitch propeller. It will differ from existing designs by the necessity to lock the contrapropeller shaft in passive mode (i.e. in energy saving mode of operation), and a pitch adjustment mechanism can be two-position. The detailed solution of
10 A. R. Togunjac, L. I. Vishnevsky Dual-Mode Contrapropeller with hydrodynamic design problems can be achieved while designing a dual-mode contrapropeller, during model tank tests, for instance. The curve stacking line for the contrapropeller blade will improve performance of the propulsor by minimizing vibration, noise, erosive destruction of blades. The propulsor with dual-mode contrapropeller will make possible to: - increase the hydrodynamic efficiency of propulsor-and-rudder system for 5-8% during full speed and trawling modes of operation; - provide good maneuverability at slow and dead slow speed of ship; - provide emergency speed in case of the main engine and the screw propeller are damaged; - provide emergency manoeuvrability in case of the steering rudder are damaged. REFERENCES [1] *** "Star ", prospect, Fabritiuz and Soner, Oslo, [2] А.Р. Тогуняц "Судовой движительный комплекс" Патент Бюллетень "Открытия и изобретения" 11, [3] A.R. Togunjac, S.V. Kaprancev: "Design and model tests of its efficiency", Brodogradnja 42 (1994)2, p , (Croatian). [4] А.Р. Тогуняц "Способ движения и маневрирования судна и лопастной движительный комплекс", патент , Официальный бюллетень ВНИИПИ "Изобретения, 34, [5] A.R. Togunjac "Two-Stage Multipurpose Screw Propulsor", Brodogradnja, 44 (1996) l,p [6] A.R. Togunjac, S.V. Kaprancev "Estimation of Hydrodynamic Efficiency of Fishing Vessel Two-stage Multipurpose propulsor" XIII Symposium on Theory and Practice of Shipbuilding SORTA-98, Zadar, Croatia 1-3 October, [7] С.Л. Ефимов Морское страхование. Теория и практика. РосКонсульт. Москва [8] А.Р. Тогуняц, Л.И. Вишневский "Лопастной движительный комплекс", патент , Официальный бюллетень ВНИИПИ "Изобретения, 21, [9] L.I. Vishnevsky, V.E. Krasavtscev, A.R. Togunjac: Selecting of Blade Shape of Screw as a Means for Solution of Hydrodynamics Propeller Problems. Proceedings of the 17 th Symposium on Theory and Practice of Shipbuilding in Memoriam prof. Leopold Sorta, ( ), SORTA-2006, Opatija, October [10] Brodogradnja, 42 (1994) 4, p
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