Propeller Basic Design Outlines

BASIC OUTLINES OF PROPELLER DESIGN
Propellers are designed to absorb minimum power and to give maximum efficiency,
minimum cavitation and minimum hull vibration characteristics.
The above objectives can be achieved in the following stages:
1. Basic design
2. Wake adaptation
3. Design analysis
a) Propeller Design Basis

The term propeller design basis refers to:
i.
ii.
iii.
Power
Rotational speed
Ship speed.
that are chosen to act as the basis for the design of the principal propeller geometric
features.
1. Resistance and Power Estimation
A ship owner usually requires that the ship will achieve an average speed in service
condition (fouled hull in full displacement and rough weather), VSERVICE, at a certain
engine power. Initial acceptance will be the basis of demonstration of a higher speed
on trial condition (clean ship usually in light displacement), VTRIAL, at some power,
i.e.
VTRIAL = VSERVICE + V
where V is the speed increase due to the fouled hull, rough weather and other effects,
and is usually taken as 1 knot.
PESERVICE = (1 + x) PETRIAL
where (1+x) is the sea margin that the ship resistance is increased usually by 20% in
average service conditions.
b) The Use of Standard Series Data in Design

2. Determination of Optimum RPM, Propeller Size
To determine the propeller diameter D for a propeller when absorbing certain
delivered power PD and a rotational speed N and in association with the ship speed VS.
i)
Propeller type is chosen depending on the ship type, initial installation

coast, running costs, maintenance requirements.
Number of blades is determined by the need to avoid harmful resonant
frequencies of the ship structure and the machinery.
BAR is initially determined
First it is necessary to determine a mean design Taylor wake fraction (wT)
from either experience, published data or model test results.
Advance propeller speed VA can be determined as VA=(1-wT)VS
Diameters of behind hull and open water are calculated as Dmax is assumed
to be usually % of the draught
ii)
iii)
iv)
v)
vi)
Dmax = DB = aT
a<0.65 for bulk carriers and tankers
a<0.74 for container ships
where DB and T are the behind hull diameter and draught of the ship, respectively.
vii)
Open water diameter D0 is then calculated by increasing the DB by 5% and

3% for single and twin screws respectively.
D0 =
DB
for single screw propellers
1 0.05
viii)
This diameter D0 should absorb the delivered power for trial condition at
the optimum RPM which would correspond to the maximum propeller
efficiency.
ix)
From the Power-Speed diagram (PE vs. VS) PETRIAL is read off at the
VSTRIAL
12000
10000
PE (kW)
8000
Trial Condition
6000
Service Condition
4000
2000
0
12
13
14
15
16
17
18
19
20
VS (Knots)
x)
Propulsive efficiency D is obtained by iteration for the optimum RPM, N.

Initially D is assumed (i.e. D(assumed)=0.7) and the delivered power PD is
calculated as:
PD (TRIAL ) =
PE (TRIAL )
D ( assumed )
xi)
Bp and values are calculated for a range of N (e.g. N=80 to 120)
xii)
From the Bp- diagram open water propeller efficiency, 0 is read off at
the corresponding Bp- (D0)
xiii)
N (RPM) vs. 0 diagram is plotted and 0max and N values are read off
from the diagram
0.624
0.622
0.62
0.618
0.616
0.614
0.612
0.61
0.608
0.606
0.604
80
90
100
110
N (RPM)
120
130
xiv)
D is calculated
D ( calculated ) = H R 0 =
xv)
1 t
R 0
1 w
The difference between the D(calculated) and D(assumed) is calculated as:
= D ( calculated ) D ( assumed )
iterate if required
if value > threshold, go back to step (x) and assume D(assumed)=D(calculated)
if value threshold, D(calculated) is converged
and D is the latest calculated D(calculated)
xvi)
Based upon the latest value of D break power in trial condition PB(TRIAL) is
calculated as:
PB (TRIAL ) =
xvii)
PE (TRIAL )
D S
Installed Maximum Continuous Power is taken as
PB (TRIAL )
0.85
xviii) PD = PBS
NPD1 / 2
ND B
and B = 3.2808
are calculated
2.5
VA
VA
xix)
B p = 1.158
xx)
PB/DB is read off at the calculated (Bp, B) from the Bp- diagram and the
mean face pitch is calculated.
3. Engine Selection
xxi)
We have optimum RPM (latest), brake power in trial condition PBTRIAL and
installed maximum continuous power. For engine selection refer to engine
layout diagrams provided by the manufacturers.
4. Prediction of Performance in Service
Prediction of the ship speed and propeller rate of rotation in service condition with the
engine developing 85% of MCR
5. Determination of Blade Surface Area and BAR (Cavitation Control)
Cavitation control is carried out for trial condition. This is due to fact that the ship
will have the maximum speed in trial condition
If the calculated BAR is less than the selected BAR, the design stage is completed.
If the calculated BAR is greater than the selected BAR, a new BAR greater than the
calculated BAR is chosen. All the calculations are performed for the new BAR.

Propeller Basic Design Outlines

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BASIC OUTLINES OF PROPELLER DESIGN

a) Propeller Design Basis

b) The Use of Standard Series Data in Design

Propeller type is chosen depending on the ship type, initial installation

Open water diameter D0 is then calculated by increasing the DB by 5% and

Propulsive efficiency D is obtained by iteration for the optimum RPM, N.

Bp and values are calculated for a range of N (e.g. N=80 to 120)

The difference between the D(calculated) and D(assumed) is calculated as:

Installed Maximum Continuous Power is taken as

4. Prediction of Performance in Service

5. Determination of Blade Surface Area and BAR (Cavitation Control)

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