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Propeller which is a type of fan that transmits power by converting rotational motion into thrust was designed in this work. The design was carried out using SOLIDWORKS to recreate the geometry of a three- dimensional geometry, analysis was conducted. The study is completed using a computational program, Ansys FLUENT, and velocity, pressure distribution, torque is compared to experimental results. Reasonable results are produced such that the torque and efficiency trends will be in acceptable limits with respect to experimental data. The acquired results are used as input data to carry out stress analysis on propellers made of three composite materials namely carbon composite, alumina composite and polymer composite.

 

TABLE OF CONTENTS
Cover page
Title page
Approval page
Dedication
Acknowledgement
Abstract
CHAPTER ONE
1.0          Introduction
1.1          Background of the project

• Statement of the problem
• Aim and objectives of the project
• Significance of the project
• Scope of the project

CHAPTER TWO
LITERATURE REVIEW

• Overview of the propeller
• Historical background of propeller
• Types of propeller
• Review of related studies

CHAPTER THREE
3.0     MATERIAL AND METHOD
3.1          Materials
3.2          Method
3.3         Computational fluid dynamics analysis

CHAPTER FOUR
4.1 FSI simulation
4.2  results

CHAPTER FIVE

• Conclusion
• Recommendation

References

 

 

CHAPTER ONE
1.0                                                        INTRODUCTION
A propeller is a type of fan that transmits power by converting rotational motion into thrust. A pressure difference is produced between the forward and rear surfaces of the aero foil-shaped blade, and a fluid (such as air or water) is accelerated behind the blade.
Propeller dynamics, like those of aircraft wings, can be modelled by either or both Bernoulli's principle and Newton's third law.
A marine propeller of this type is sometimes colloquially known as a screw propeller or screw, however there is a different class of propellers known as cycloidal propellers – they are characterized by the higher propulsive efficiency averaging 0.72 compared to the screw propeller's average of and the ability to throw thrust in any direction at any time. Their disadvantages are higher mechanical complexity and higher cost (Kamarlouei et al., 2014).
Recent trends in the shipping industry, e.g., expanded routing in ecologically sensitive areas and emission regulations, have sharpened the perception of efficient propeller designs. Currently, propeller efficiency, estimated fuel consumption and, more often, propeller-radiated noise are parameters that steer the business Zeitgeist. However, a practical propeller design that performs reliably and sufficiently throughout the lifetime of a ship requires numerous limitations, which are typically in conflict with the objectives. This requires judgement by experienced propeller designers to make decisions during the design process. To be ahead of competitors, a propeller designer needs to present a better design for a specific purpose, in a shorter time and at lower costs than the adversary. The current challenge for propeller designers is to develop a propeller that fulfils all the requirements and expectations within a short time frame (Kamarlouei et al., 2014).
The increasing interest in designing the optimal propeller shape is the motivation for this thesis, whose purpose is to further improve the state-of-the-art of the propeller design procedure by means of supplementing the propeller designer with advance design. The art of designing a propeller, with the multi-disciplinary evaluation and consideration of numerous limitations, yields a systematic investigation of the design space, which is due to the generally limited time. Automated optimisation can fill the design space with numerous designs that gravitate, guided by the optimisation procedure, towards an advance design.

1.1                                           BACKGROUND OF THE STUDY
The marine screw propeller is a fascinating invention. It transmits power into a fluid medium by converting rotational motion into thrust. Hydrofoils are arranged on a shaft, which are shaped and aligned such that a pressure difference develops between both blade sides, thereby accelerating the fluid. Today’s propeller blade shapes are highly complex free-form surfaces that require careful design considerations and accurate manufacturing engineering (Smrcka, 2015).
Inspired by the Archimedes’ screw and Leonardo da Vinci’s principle of a helicopter, the first concepts of ship propellers emerged in the 18th century as suggestions to propel ships, e.g., those by Robert Hooke, Daniel Bernoulli and James Watt. These earlier fan-like propellers resemble today’s propellers in appearance. However, the first marine propellers used in applications were Archimedean screw-type propellers, which powered a submarine developed by David Bushnell. The developments accelerated at the beginning of the 19th century, when the increased power and reliability of steam engines required an improvement in propulsion for sea-going ships. Several inventors equipped steam-driven ships with different types and constellations of propellers. Josef Ressel, for instance, designed an Archimedean screw-type propeller with two blades, each of a single revolution, and equipped the steam vessel ’Civetta’ with this propeller in 1829 (Smrcka, 2015).
In 1836, John Ericsson proposed a propulsion system of two contra-rotating propellers based on the Bernoulli-type propeller. The propellers were mounted behind the rudder, which resulted in hindered manoeuvrability. Francis Pettit Smith tested a wooden Archimedean screw, designed with two turns, on a 30-foot vessel in 1837. The propeller accidentally broke, and suddenly, with only a single turn left, the achievable ship speed doubled. These inventors, to name only a few, contributed to the development of the propeller. All of them encountered suspicion and initial opposition from stakeholders at the time. The fact that propeller design stabilised only towards the end of that century highlights that the effectiveness of the propeller was not entirely understood. However, screw propellers were beneficial in multiple fields, compared to typical paddle propulsion, and became the dominant propulsion type. Since then, many attempts have been made to minimise the amount of input energy to the propeller; however, the general form evolved in the 19th century (Smrcka, 2015).
Propellers are still under development, and their appearance today differs from that of propellers from two or three decades ago. At present, modifications to the propeller design are widely motivated by technology developments (e.g., manufacturing technology or material technology), regulations (e.g., DNV SILENT class notation) or costs (e.g., production and operation costs), which are driven by the general developments of shipping. The globalized business world yielded an increased need for transportation, which implicitly, due to the cost advantage of size (economies of scale), resulted in an increase in ship size. During the second half of the last century, the commercial fleet approximately tripled in number of ships, while the gross tonnage increased by a factor of more than six (in the world’s shipping fleet for ships of 100 gross tones and more) (Burnside et al., 2019). Consequently, the installed power in the ships increased and propellers needed to transfer more energy to the water; the cavitation phenomenon arose more frequently on the propeller. Cavitation has to be considered and controlled by the propeller designer, and it has certainly changed how the propeller blade shape has evolved. In the future, new materials such as composites or regulations on radiated noise might initiate further changes to the way in which we design propeller blades.
Propeller design is a highly complex procedure, involving many influencing factors. Tuning the propeller geometry towards efficiency also changes its characteristics with regard to vibration, inboard noise and cavitation behaviour, which will most likely occur when the propeller is in operation. The propeller experiences varying inflow conditions while travelling through the circumferential wake. This causes a varying load on the propeller blade during one revolution and results in a local pressure drop around the blade. Depending on the operating conditions, e.g., submergence of the propeller shaft or rotational speed, the pressure sags below the vapour pressure and cavitation, i.e., vapour pockets in the liquid, can be observed at the propeller. When again entering high-pressure regions, the cavities collapse extremely rapidly and may cause noise and vibration, which are transferred to the ship’s hull, and cause erosion on the propeller or the rudder. Cavitation and propeller-induced pressure pulses are the most evident propeller effects contradictory to efficiency. Consequently, the only solution is to find a trade-off blade geometry that is adapted to the flow and therefore only valid for a certain ship and the specific operating conditions. To satisfy the ship owner’s expectations and to deliver a practical design, the designer has to not only consider and control the cavitation but also constrain static and dynamic blade stresses, classification requirements and, in the case of controllable pitch propellers, hub strength and blade clearance (Burnside et al., 2019).
Thus, propeller design is truly an art of trading performances and requirements, which is naturally a multi-objective and multi-disciplinary procedure and which can only be accomplished in an iterative manner. Common practice is to develop a preliminary design concept and improve this by subsequently evaluating all applied objectives and constraints to find the best compromise. The various requirements together with seemingly countless modifications to such a free-form surface lead to a large number of alternatives to be studied and thus place restrictions on the numerical analysis tools. The blade geometry is, during the design synthesis, evolved by the designer’s experience towards the design philosophy and considered as the optimal design. With sufficient time, a designer can efficiently analyse the design space and reach, driven by the knowledge, the best possible design. In such a procedure, time is the most limiting restriction.
The length of time available for a product being conceived until it is ready for sale is one of the most important factors in a world that is changing rapidly at an accelerating pace. This holds for most of the engineering design tasks and in particular for the propeller design because each is a unique layout for a certain ship . To be ahead of competitors, a propeller designer needs to present a better design for a specific purpose in a shorter time and at lower costs than the adversary. The current challenge for propeller designers is to develop a propeller that fulfils all requirements and expectations within the short time length available in the competition races.

1.3      AIM AND OBJCTIVES OF THE STUDY
The main aim of this work is to study an advanced method of designing a marine propeller for an effective performance.
The objectives of the study are:

• To study strategies and concepts for propeller design for an effective performance of the ship.
• To study the principles and design considerations of a typical manual design procedure.
• To study different types of propeller.
• To perform extensive literature survey.
• To study effect of change in material with composite material, in overall efficiency of marine propeller.

1.4       STATEMENT OF THE PROBLEM
A propeller is the most common propulsor on ships, imparting momentum to a fluid which causes a force to act on the ship. The ideal efficiency of any size propeller (free-tip) is that of an actuator disc in an ideal fluid. An actual marine propeller is made up of sections of helicoidal surfaces which act together 'screwing' through the water (hence the common reference to marine propellers as "screws"). Three blades or four are most common in marine propellers, although designs which are intended to operate at reduced noise will have more blades. Computational fluid dynamics (CFD) study of propeller can be used study its different problem like propeller induced vibration, tip erosion, propeller cavitation, singing propeller, etc. A good CFD model of propeller’s working can be utilized to study cause of above problems and methods to prevent it.

1.5       SCOPE OF THE STUDY
A propeller is a rotating fan-like structure that is used to propel the ship by using the power generated and transmitted by the main engine of the ship. The propeller is an essential part of the conventional ship propulsion system. It is the rotating fan form structure that propels the ship by utilizing the power from the main engine. By converting the transmitted power to rotational motion, the propeller generates a thrust that induces momentum to the water. Hence, resulting in a force that acts on the ship and pushes it forward. This study discusses method of achieving an advanced propeller design in other to achieve an effective performance of a ship. The study was carried out Using SOLIDWORKS to recreate the geometry of a three- dimensional geometry, analysis was conducted. The study is completed using a computational program, Ansys FLUENT, and velocity, pressure distribution, torque is compared to experimental results. Reasonable results are produced such that the torque and efficiency trends will be in acceptable limits with respect to experimental data. The acquired results are used as input data to carry out stress analysis on propellers made of three composite materials namely carbon composite, alumina composite and polymer composite.

1.6       SIGNIFICANCE OF THE STUDY
The study shall serve a means of ensuring careful and standard design a propeller. This study will serve as a means of studying several different approaches to improve propeller design.
The study will further improve the state-of-the-art of the propeller design procedure by supplementing the propeller designer with automated optimisation.

CHAPTER FIVE
5.1      CONCLUSION
In this work an advance propeller for effective performance was designed. Propeller generates adequate thrust to propel a vessel at some design speed with some care taken in ensuring some “reasonable” propulsive efficiency.
Considerations are made to match the engine’s power and shaft speed, as well as the size of the vessel and the ship’s operating speed, with an appropriately designed propeller.
Given that the above conditions are interdependent (ship speed depends on ship size, power required depends on desired speed, etc.)

5.2      RECOMMENDATION

• Low weight blade can be designed and manufactured with strong load carrying capacity.
• Numerical simulation data of Emerson experimental test.
• Fluid-structure interaction data in said experiment.
• Increase in efficiency of marine propeller on replacement with composite material by reducing its weight without compromising its strength.
• Optimized component helps in increasing performance of marine turbine

 

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CHAPTER TWO: The chapter one of this work has been displayed above. The complete chapter two of"advanced marine propeller designs for effective performance" is also available. Order full work to download. Chapter two of"advanced marine propeller designs for effective performance"consists of the literature review. In this chapter all the related work on"advanced marine propeller designs for effective performance"was reviewed.

CHAPTER THREE: The complete chapter three of"advanced marine propeller designs for effective performance"is available. Order full work to download. Chapter three of"advanced marine propeller designs for effective performance"consists of the methodology. In this chapter all the method used in carrying out this work was discussed.

CHAPTER FOUR: The complete chapter four of"advanced marine propeller designs for effective performance"is available. Order full work to download. Chapter four of"advanced marine propeller designs for effective performance"consists of all the test conducted during the work and the result gotten after the whole work

CHAPTER FIVE: The complete chapter five of"advanced marine propeller designs for effective performance"is available. Order full work to download. Chapter five of"advanced marine propeller designs for effective performance"consist of conclusion, recommendation and references.

 

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