Investigation into the propeller cavitation

INVESTIWTIQN INTO THE PROPELLER CAVITTI0N IN OBLIUE FLOW (2nd Report) Kaname Taniguchi Hidetake Tanibayashi toritane Chiba May 1966 Report No.2221

cperiinenta1 Tank (Nagasaki) Labor.tory

Mitsubishi Heavy Industries Ltd.

The research reported herein vas carried out under the Office of Naval Research, Department of Navy

Contract Nonr 5002(00)

NR o62-3o5/7-2--64

Reproduction in whole or in part is permitted for any purpose of the United States Government. Distribution of this document is unlimited.

lab. v

Schepbo'

t _!- t

Contents

page

]_. Introduction _i

Discussion on the test scheme ₃

2.1 Propeller models ₃

2.2 Kinds of test ₄

2.3 A nev method of the speed measurement in tunnel ₅ Correction to the measured quantities in tunnel ₇

3.1 Tunnel a1l effect ₇

3.2 Open'ater tests in oblique f10 condition 7

3.3 Effect of rotational vake 8

3.4

Method of correction 9

Test results ₁₂

4.1 Presentation of the test results 12

4.2 Comparison with a quasisteady calculation ₁₃

4.3 Effect of pitch ratio and expanded area ratio 16

Trial analysis 18

Conclusions ₁₉

Acknowledgements 20

References 21

Appendix 22

Tables and Figures

1-List of Tables and Figures

Table 1 Propeller Particulars

2 Trial tha1ysis

Figuro 1 P.1329 (drawing)

2 P.1371 (drawing)

3 P.1372 (drawing)

4 The pitot tube

5 Comparison of speed measurement in the cavitation tunnel

6 Propeller characteristics of P.1329 and P.1361 in the cavitation tunnel

7 Rotational wake of the rotating propeller shaft

8 Correction for the measured rotational ake

9 Comparison between in the cavitation tunnel and in the

towing tank at O = 8° 10 P.1329 KT_ J curves 11 Do. KQ- J curves 12 P.1369 KT_ J curves 13 Do. KQ_ J curves 14 .1370 KT - J Curves 15 Do. - J curves 16 P.1371 KT - J curves 17 Do, KQ - J curves 18 P.1372 KT - J curves 19 Do. KQ - J curves 20 P.1329 Cavitation Patterns 21 P.1369 Do. 22 .137O Do. 23 1.1371 Do. 24 P.1372 Do.

25 Comparison between the measured values and those

cal-culated by quasi-steady method , O

26 Do

bstract

In the previous study on the propeller cavitation in oblique

flow ( the first report ), it was noticed that the thrust and the torque measured in tunnel decreased ith shaft inclination, con-trary to the reaults of a theoretical calculation.

In the present study, therefore, the cause of the discrepancy between the theory and the experiments was investigated first, and it vas found that the decrease of the measured thrust and torque in oblique flow was due to the rotational wake of the r3tating propeller shaft upstream of the propeller.

Then, cavitation tests in oblique flow condition were carried out on the series of supercavitating propellers to see the effects of pitch ratio and expanded area ratio on the cavitation character-istics in oblique flow condition, as planned originally. The

results were presented with the correction for the rotational wake. They were compared with the results of a quasi-steady calculation and the agreement was found

to be pretty good.

i. Introduction

The performance of propellers in oblique flow condition is one of the important problems :rising from the propeller design of high-speed boats and twin-screw ships. In the case of non-cavitating propellers several investigations have been carried out, treating

the problem theoreticdlly and exporimentauy.(2) 3)

In the case of cavitating propellers, however, there remains much to be studied in contrast with the increasing significance of the problem due to the recent development of high-speed boats and of high-powe red engines.

In 1963 MItsubishi Experimental Tank (agasaki) started a research on the propeller cavitation in oblique flow condition.

ts a first step the effect of oblique flow on model-ship correla-tion was studied by way of the cavitocorrela-tion tests in oblique flaw on the three model propellers of high-speed boats. In the course of the study, however, as described in the first report,(4)it was noticed that the measured thrust and torque in the tunnel decreased with angle of shaft inclination, while a quasi-steady calculation

suggested, on the contrary, the increase of thrust and torque. The present study, which is to be described in this second report, started with an attempt to explain the discrepancy and to establish a reasonable method of correction to the test results

in tunnel. As the result it was found that the discrepancy was due to the rotational wake of the propeller shaft upstream of the propeller, and that this effect could be corrected.

After the method of correction was established, we proceeded

-1-to the study on the effect of the variation of the geometrical particulars of propellers as planned originally. Cavitation tests

in oblique flovm ore carried out on a series of supercavitating

propellers consisting of various pitch ratios and expanded area

ratios. The test results were corrected for the rotational wake

of the propeller shaft and these were compared with the theoretical values by a quasisteady calculation, with pretty good coincidence.

2-Discussion on the test scheme

2.1 ïropeller models

Six propeller models with Tulin's supercavitating blade

section were tested in the present study. As described schematic-ally in the diagram below, the particulars of the propellers

were varied systematically on the basis of P.1329, which is a scale-model of the propellers of a high-speed boat.

F. 1329 D = 230 mm p = 1.286

Ae/Ad0.6l9

\ P.1371 D = 230 mm p 1.286 /d =0.514 P.1372 D = 230 mm p = 1.286

Ae/0.4ll

Seriesj P.1370 D = 230 mm p = 1.600 Ae/Ad 0.619 P.1361 D 162.6mm p 1.286 =0.619

P.1361 is a scale model of P.1329 (l:1/Jin diameter) _and was tested for the investigation on tunnel wall effect.

Pitch Series

Geosim Seriej F 1369

D =230mm

P.1369,

P.1329 and

P.1370

constitute a series of pitch ratio, while P.1329, P.1371 and P.1372 constitute a series of expanded area ratio.

The drawing of the propeller models are shown in Figs.l - 3, and the particulars aro presented in Table 1.

2.2 Kinds of test (a) Cavitation tests

Cavitation tests in obliqua flow condition were carried out with the special attachment used in the previous study. A

propeller shaft (900mm long and 38mm in diameter) was connected to the ordinary propeller shaft by means of a couple of universal joints, and the downstream end of the shaft was supported by a vertical strut, which enabled the variation of the inclination of

the shaft.

The test conditions were as follows; Inclination of the shaft :

O = 0, ¿+° and 8'

Advance ratio J = v/nD

each covering the range 10 - 45 % in slip ratio. Cavitation number :

Ö- =0.3 - 1.0 and atmospheric condition

4-J 0.7 - 1.1 for P.1329, P.1361, P.1371 and P.1372

J 0.5 -

0.9

for P.1369

for P.1329, P.1361, P.1369, P.1371 and P.1372 =0.5 - 1.5 and atmospheric condition

for P.1370

Thrust and torque were measured by the propeller dynamometer for ordinary cavitation tests so that the measured thrust was in the directìon of general flow.

For the tests on P.1361 the diameter of the propeller shaft was reduced to i/i in accordance with the scale of propeller diameter.

(b) Open-water tests

In order to obtain a reasonable method of correction for the tunnel wall effect, open-water tests in oblique flow condition wore carried out on all the models. A special propeller dynamo-meter of a strain gauge type was developed and it was so arranged that the propeller shaft could be inclined in the vertical plane. It should be borne in mind that the thrust measured by this dynamo-meter is in the direction of the propeller shaft, while in the

cavitation tunnel it is in the direction of ¿eneral flow.

2.3 A new method of the speed measurement in the tunnel

It was our practice to measure the water speed in tunnel by a Venturi meter. Eventually the measured speed had to be corrected. for the tunnel wall effect with reference to open-water test

results. The recent investigation on the method of speed

-5-:easurement has shown that the speed correction can be reduced remarkably by the uso of a pitot tube of separate type which is attached to the tunnel wall in the plane including the propeller

disk. The arrangement of the pitot tube is shown in Fig.4. The

static pressure hole was on the side wall to measure the static pressure at the centre of the measuring section. The total pressure tube was placed 20mm below the static pressure hole and 30mm from the tunnel wall (outside of the boundary layer).

Fig.5 shows a comparison of the propeller characteristics in axial flow condition. The speed measurement by the pitot tube provides practically the same characteristics as those in open-water at the saine Reynolds number, while the vater speed measured

by the Venturi meter should be corrected by 5 - 7 % (varying with thrust loading of propeller) for the tunnel wall effect.

In the present study, therefore, the new method of speed measurement by the pitot tube was adopted in stead of the measure-ment by the Venturi meter used in the previous study.

-6--3. Correction to the measured quantities in tunnel

3.1 Tunnel wall effect

According ta the test results in the previous report, the thrust arid the torque measured in tunnel decreased with the

inclination of the shaft, while a quasisteady calculation suggested thé increase of the thrust and the torque with the increase of shaft inclination. Considering thé possibility that the tunnel wall effect played a loading part in the discrepancy, P.1361

(i ¡ i// scale model of P.1329) was tested in tunnel and the results were compared with those of P.1329. The rate of decrease of thrust and torque, however, was generally largor than that of the larger propeller P.1329 as shown in Fig.6. The discrepancy cannot be explained by the tunnel wall effect, because the trend should be reverse if the tunnel wall effect was significant.

3.2 Openwater tests in oblique flow condition

Using the special openwater dynamometer with a device to

incline the propeller shaft in the vertical plane, all the propeller models were tested in the towing tank in oblique flow condition, keeping the immersion of propeller constant. The measured thrust and torque increased with the inclination of the shaft, resulting in thé same tendency as predicted by the quasisteady calculation.

-7-3.3 Effect of rotational wake

The above two investigations showed us that the discrepancy between the thrust and torque measured in tunnel and those obtained by a quasi-steady calculation should be ascribed to other causes than the tunnel wall effect and. the method of theoretical calcu-lation. s the next step, therefore, we investigated the flow field upstream of the propeller, because the propeller shaft was

supposed to have considerable influence on the inflow velocity into the propeller. xial and rotational wake due to the rotat-ing propeller shaft were measured at four angular positions of the propeller disk (every 90 degrees) by means of a pitot tube and a two-hole pressure probe, respectively. s a result, the axial wake was found too small to explain the discrepancy mentioned above, while a considerable variation of the rotational wake was detected with the inclination of the shaft. Fig.] shows the

typical examples of such measurements. Presence of the rotational wake reduces the effective revolution of propeller by4 n, which may be estimated as follows:

Referring to the velocity diagram below v.tanT(x)

(i)

where r (x) is the circumferential mean of the direction of flow. The change of effective

rotational speed as a whole may be obtained by

-8-A

9-the weighted mean of

4n

14n

4_fl; )oj(X)'f(X).dx

(2)

ix

where f(x) is the weight function corresponding to the lift distribution along a propeller blade. Based on the measured rota-tional wake mentioned above, we may consider that

₄

n/n increases approximately in proportion to J and. is expressed by

4=o.ol57

J

for 0=8

o

=0.0095

J

_{for 0=4}

o

(3)

This correction for the rotational speed results in the propeller characteristics which show fairly good agreement with those

obtained by open-water tests as shown in Fig.B. It may be con-cluded, therefore, that the discrepancy was mainly due to the rotational wake of the rotating propeller shaft upstream of propeller.

.4 Method of correction

According to the discussion in the previous section the correction to the test results obtained in tunnel should be applied in terms of the rotational speed of propeller. The rotational wake of the propeller shaft were measured, however, at only four angular positions and more extensive measurements will be necessary to obtain the rigorous correction factor4.

correction factor by the comparison of propefler characteristis in open-water and in tunnel.

As the basis of the comparison, Kc - J curves were chosen

in stead of p - J curves, because of the followinp reasons: The measurements of thrust in open-water were not so accurate as those of torque due to the transducer system of the dynamoineter.

The direction of measured thrust was different for

cavi-tation tests ()

and for open-water tests (T'), while

torque is not affected by the direction of the ireasured thrust.

(o) Side force of propeller due to ohflque flow was not

neasured both in tunnel and in open-water, so that there is no reliable method of correction for the difference of thrust (T) and axial thrust (t').

(ks for the definition of T and T', refer to the figure below.

1

lo

-T

Thrust

general

f/ow

In this study the test results in tunnel were corrected on

the assumption that - J curves in tunnel under atmospheric

pressure and in open-water agree with each other at the same Reynolds number. In other words, the correction factor Jn/n was obtained in such a way that - J curve in tunnel should

coin-cide with KQ* curve in open-water (after the correction

for Reynolds number) satisfying the relations, KQ'_ KQ ( 1 4-

4)2

J3_

=

j ( 1

Fig.9 shows a comparison of K.T - J curves in tunnel and in

open-water after the correction for rotational speed thus obtained. Here the thrust measured in open-water was corrected to the

direction of general flow, assuming that the equivalent torque

works on O.7R and estimating the side force due to the inclination

of the shaft. The agreement of KT_ J curves is acceptable.

It may be concluded, therefore, that this method of correction provides the correct propeller characteristics in oblique flow condition in the cavitation tunnel.

For cavitating condition this correction factor in

non-cavitating condition was also used, because a significant variation of rotational wake is not expected by the change of the pressure in tunnel.

1-4. Test results

4.1 Presentation of the test results

The measured thrust and torque vere reduced to non-dimensional

Those coefficients iere corrected for the rotational wake of the

In Figs. 10 - 19 the corrected KT and are plotted to the base

of the corrected J. lthough the correction of the rotational speed affects also the cavitation number «n by the factor

( 1± the parameter n in these figures were not corrected

for the sake of simolicity and the measured points vere plotted in stead of cross-faired curves of _1T and with respect to 6n and J.

The cavitation tests were carried out, as describsd in the first report, with constant revolution cf the propeller and constant

static pressure, viz, constant , for each test. The correction

of the cavitation number O for the rotational speed therefore

results in the variation of Çj- for each test and the

present-ation of the test results viith the corrected O as parameter requires the cross-fairing vith respect to _n and J.

1 2

-rotating oropeller shaft by the correction factorjn/n.

KT =K(

l+4-._)2

₍₎

Kq=Kcf( 1±

.4fl)2 (10) j

j° ( l+_)

(II) Ö coefficients and KQ , KT T /ßn2D (6)

KQ0=Q/ßnD5

₍₇₎ j = y / nij (8)

Photographs were taken to record the cavitation patterns of both starboard and portside. Typical pictures are presentad in Figs. 20 - 24.

4.2 Comparison with a quasi-steady calculation

Theory of non-steady propeller(1)shos that, in non-cavitating condition, the time-mean thrust and torque for one revolution of propeller can be taken the same as those obtained by a quasisteady

calculation, In the folloing discussion the method of quasi-steady calculation described in the first report is applied to

estimate _KT and of cavitating as well as noncavitating

propeller in oblique flo condition. ccording to the equations

(5), (11) and (12) of the first report, the local advance ratio and the local cavitation number are given by

cos û

2 (0

_{) =}

_2a

± (2c/x)sinsin

" , ' i no in(O ,ç9) inDx

2(1 0/x) sin j sin Ç'+(2o/x)2. sin 20sin2ç9

(n)

2 _(12)* 0 _{n(O,ç')} y sin min Ç9 (I) o o

13-ça *

( ) denotes the number of the equation in the first report

For numerical calculation, 0.7R was chosen as the representative section, namely x =0.7 in the above formulae.

KT and KQ corresponding to (j(,

4g), C(0,

97)) _{were read} for each angular position of the blade from the characteristics in the axial flow condition. The circumferential mean values of KT{

}2

and Kq{

n(0)}2

were taken as KT' ( the

direction of propeller shaft) and in oblique flow condition. In non-cavitating condition the quasi-steady calculation can

be simplified, because _KT and are riot affected by the

variation of local cavitation number. Furthermore, taking into account that both _KT and are nearly linear with respect to advance ratio, the quasi-steady KT1 and KQ at an advance ratio J in oblique flow (angle of shaft inclination _{O )} is approximated by those in axial flow condition (see Appendix)

K(J,O) KT(Jcos, 0) + KT(0,0)(J/x)2sin20 (12)

1

22

KQ(J,O) KQ(Jcosü, o) + KQ(0,0)(J/x) sin (13)

For small angle of shaft inclination, _KT and KQ are expressed

approximately (as shown in the first report) by

K(J,

=KT(J,0) +Atan2O (3)

KT(J,0) +

KQ(J,@) KQ(J,O) +Btan2O (4)

KQ(J,0) + BO2

Expanding (12) and (13) into the series of O and equating the coefficients of 02, we obtain

+Kr(0,0)(J/irx)2 (14)

a1 -

1(0,0)(j/)2

(15)

-14--Comparison of the coefficients and B as obtained by experi-ments and theory will be a good measure for checking the

relia-bility of the quasi-steady calculation. In the table below, the

comparison is given in term3 of ratio a and b,

aA ¡A

ex cal

bB /B

exp cal

here Aexp = (KT'(J,O) - KT(J,O))/02

Bexp (KQ (J,O) - KQ(J,O))/02

Àexp and _{exp were obtained from open-water test} re suits.

-15-It is to be noted

that a and b

are generally larger than unity

and b increases with pitch ratio. If we compare Kç in stead of its increment due to the inclination

of the shaft, the differences between the measured values and those calculated by the quasi-steady method are about 2% except for P.137O with the highest pitch ratio (p.ô), for which the difference

amounts to 3 - 5 %. Further study both on the side of theory and of experiments will be necessary to make clear this trend.

In Figs. 25 and 26 comparisons are made in cavitating condi-tion between the calculated KT (eorrected to the direction of

general flow) and and those measured at O =

80.

The measured cgree quite well with those calculated by

P.No _P

_Ae/d

a(O )

b(0BÖ) P.1329 1.286 _0.619

3.74

1.92 P.1369 1.000 0.619

2.07

1.55

P.1370 1.600 _0.619 1.29 2.34 P.1371 1.286 0.514

3.15

1.97

P.1372 1.286 0.4)1 2.28 1.92

the quasi-steady method except for

_P.1370,

for which the measured torque is slightly larger than that calculated. s for

the measured values are slightly smaller than those calculated. In general, however, it may be said that the agreement is pretty good and is within the accuracy of the measurements.

For a propeller blade in oblique flow condition, local advance ratio and cavitation number change with its "ngular position. It is interesting to compare the cavitation pattern on the blade in oblique flow condition with that in axial flow at the corresponding J and _n Fig.27 shows a comparison of the cavitation patterns between oblique flow and axial flow conditions. The sketch in the middle of this figure represents the cavitation pattern in oblique

flow conditions (

_O=

Ç9Q° ). The local advance ratio

j(O, ) and the local cavitation number ( O,) calculated by

* *

(5) and (12) are,

J = 0.93 and

Ö= 0.44

Comparing this cavitation pattern with the sketches in axial flow (at the corners of this fiure), we may say that the propeller blade operates in nearly the same condition as is predicted by the quasi-steady calculation.

4..3 Effect of pitch ratio and expanded area ratio

In non-cavitating condition the effect of oblique flow can be expressed, as mentioned above, by the increase of thrust and torque which is in proportion to the square of the angle of shaft

inclination. From

(3f, (14)

(16),

we obtain,

6-(J,o)(J,o)

OKT2

o

*

and similarly from

₍₄₎

,

(ls) and

(17)

kQ(J,o)

=ic(J,o) _..j.

ì2

Since a propeller with large pitch ratio operates in general at large advance ratio and th factor b increases ith pitch ratio as mentioned before, the increments of and increase ith

pitch ratio.

is for expanded area ratio, there is no significant

varia-tion of the factors a and b,

.T

and increase slightly

vith expanded area ratio. In non-cavitating condition, therefore, the effect of oblique flow varies little iith expanded area ratio.

In cavitating condition, such a simplified analysis is not suitable for the discussion on th3 effect of pitch ratio and expand-ed area ratio.

In general the increments of KQ due to shaft inclination decreases ith the decrease of cavitation number, and for the

range of and

s>0.3

(The design point of

supercavitant-ing propellers usually lies in this range) no appreciable variation is found vith the angle of shaft inclination except for P.1370.. For P.1370, which has the highest pitch ratio (pd.6) among the

propellers tested, KQ increases 5till at ii±th the angle

of shaft inclination.

On the other hand, KT (measured in the direction of general

flov) decreases in oblique flovi cavitating condition in contrast vith non-cavitating condition. The decrement of KT

7-'-increases slightly with pitch ratio, while expanded area ratio does not have a definite influence on the decrease of KT due to shaft inclination.

5.. Trial analysis

The trial analysis presented in the first report was performed using the propeller characteristics which were obtained by the measurements in oblique flow cavitating condition and suffered

from the effect of the rotational wake of the propeller shaft. The analysis was carried out again using the propeller characteristics estimated by the quasi-steady calculation. As

mentioned in section L.2, the quasi-stoaJy calculation provides reliable propeller characteristics which are free from the rotatio-al wake of the propeller shaft.

The results are shown in Table 2. The wake fractions in this time are smaller than those presented in the previous report. The mode1-ship correlation seems to be improved to some extent by the use of the more reliable propeller characteristics.

18--6. Conclusions

uasi-steay calculation can predict the propeller characteristics in oblique flow in cavitating condition as well as in non-cavitating condition.

Observation of the photographs of the cavitation patterns on the blades suggests that the propeller blades operate in nearly the same condition as quasi-steady calculation indicates.

In rion-cavitating condition, the increments of _KT and KQ due to shaft inclination increase with pitch ratio,

but little with exanJed area ratio.

Decrease of thrust and torque with the inclination of the propeller shaft, which was reported in our first study, was found to be due to the effect of the rotational wake of the propeller shaft. The measured values in the tunnel should be corrected for this effect.

The trial data were analysed again with the characteristics calculated by a quasi-steady method. The model-ship

correlation seems to be improved to some extent by the correct characteristics.

19--7. ckno1edgements

This investigation has been carried out under the sponsor-ship of the Office of Naval Research, Department of the Navy, Contract No.Nonr 5002(00).

The authors wish to express their gratitude to all the

members of 1itsubishi Experimental Tank (Nagasaki) who cooperated to carry out this investigation.

20-References

R.Yamazaki, I?On the Theory of Screw Propellers in NonUniform

Flos"

Memoirs of the Faculty of Engineering, Kyushu

University, Vol.XXV, No.2,

1966.

K.Taniguchi and K.Vatanabe, n Experimental Study on Propeller Ch3racteristics in Oblique Flov" Journal of Seibu Zoseri

Kyokai, Vol.8, ¿ug., 1954.

F.Gutsche, ftlntersuchung von Schiffschrauben in schràger nstr6mung" Schiffbauforschung

3, 3/4/1964,

K.Taniguchi and N.Chiba, Investigation into the Proçdfler Cavitation in Oblique Flo' Mitsubishi Experimental Tank, Report 1800, May,

_1964.

-Appendix

Simplification of the quasi-steady calculation in non-cavitating condition

In non-cavitating condition and KQ are not affected by cavitation number and are expressed approximately by a linear function of advance ratio, viz.

KT at +btJ

K aq bqJ

As mentioned in section 4.2, the quasi-steady is obtained by

KQ(J,O)

-2K J(0)c}f()}2

dÇ 22r)0 Q no

2r

Ca +_q

bqJ(0)){(0'

}2d

no 2

Substituting (5)* and (ll)* for j(U,)

and {'

}

respective-no ly, ie obtain

KQ(J,O) aq + bqJCOSO+ q( À/x)2sin20

Referring to (A.2), e can vrite

K0(J,) K(-.\(JcosO) + q(o/x)2sin29

Similar discussion holds also for KT, and

KT'(J,o) KT(JcosO,O) +

t(/x)2sin20

-22-Table i

Propeller Particulars

No.

1329

1369

1370

1371

1372

1361

DIAMETER (mm)

230.00

230.00

230.00

230.00

230.00

162.63

PITCH

(0.7R)

(mm)

29571

230.00

368.00

295.71

295.71

209.09

rITCH 1bTIO

(o.7R)

12857

1.0000

1.6000

1.2857

1.2857

1.2857

DISC IRE

(mu2)

0.04155

0.04155

0.04155

0.04155

0.04155

0.02077

EOEANDED ARES

(m2)

0.02572

0.02572

0.02572

0.02136

0.01708

0.01286

EXiNDED RL /

DISC FtFú 0.6190 0.6190 0.6190

0.5141

0.4110

0.6190

BOSS RiTI0

0.1819

0.119

0.1819

0.1819

0.1819

0.1819

THICK-CHORD RATIO IT 0.7R (%)

6.118

6.118

6.118

6.516

7.088

6.118

BL4DE SECTION S.C.TYPE

S.C.TYIE

S.C.TYÏE

S.C.TflE

S.C.TYPE S.C.TYFE NUMBER OF BLADES 3 3

3

3 3 3

'6»r

d Tr d

?

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9O

76O

0oe0

000

6OO

oT X

YO

6E

O TL

0L0

88

6O

T

6T

0L0

66

6O

17T

60L

6i

Up ?OT X

t4p

OTJ-TP

e

ja

asn

OJ

iJDVpu

()

ui-Jjequotj

oq. J3X

sç

(T)

IN

0.52/7 0260? o OA /0'8 - rL THIGI(* .08163 o577 --. 00/44 9815/ -_oD84. .90184 - --fl#F C&R 9991.6 -globi 0 260? TIP DETAIL 0.52/7 Cb' Q 7

Fig-1

P1329

0.3420 92740 07289 -02941 %t oj925 o-38,80 - -.-03963 -039.94 04023 -04060 -040X3 04/23 04/88 04/70 Q 4/87

Ti

-SCREW PROPELLER P.NQ I32 SCALE Y [ UNIT (RI)

MITSU8ISHI EXPL IANX

CHIEF J HEAD /t 1 CHECKED '6 7 . PA1,C1DAp.5 ODI DIA PR3J(cFF..

IS/WED A/SA 851 ADE /OJ5UI.D AA/A 0« AIEA

8.1./IC 4E l0 5148E TER /. ROSA RAISE

8/SE-TEA/O A/I/O ATE'S IO SECT/S/I

!i

Y0SRER OK E IDES c'a 08360 f-0.0/80 08882 04W O 807b' 04 O 8080 34545 03 .048(8 0i0?9 02 0/81? 't-

i

'0 M -TE ThIÇAME3S -03

°'°k

'.0 C&SS a,w_ ?$AL FOED C0 0260q ID44 00 o S 09 cl 0-1 DA _-g' o.,

F7g.2

P1371

23IZ SCREW PROPELLER P.NQ

371

SCME 'A j UNIT R=I)

MITSIJBISI4I EXPL TANK

I E AD CH DATE TIC III. 0MN6T9 IP' 13000 p,rc,( o,m I ." 2907/

FIlCH POlI,) I SiR 1

1283'? 04153 DISC APIA /" EXPA'.QTD C0/6 P0OJ(C11 A" ('ì E990.'dOOT ,,c 'U O 9/41 PPSJECTPD

-9-391/

Tt0

. 9 7607 DIAPTER (.p _12 4i 8,14 5SS lACIO C l8'? flU-DIal) 3JI(06 6 5/E4 &A09 SECT:ON / TYPE MOlINA OF OLADE) J WI I-/ O *ECO1CN OF EITATIOPO

. 0/100 052,7 oo0A5 fl0IIf ,0047 0OZ48 0 2409 00/40 ,00/53 00/74 00z,7 CÓ3P5 00/9 -, 002/S

if

00l2_ ppS8l 00/73 400255 05iZ S F41' OVY#t Ó0(40 00539 0814 _0.OIW s-0080 00038. 0 ?Ö9 / 0434 TIP OETAIL L 0 52/7 5-95 09 08 07 06 04 03 02 4

FTg.3

P1372

0 ¿060 .L4060

,i

/

/

-I /1 051Íjj 09 (7 093 0 /23 o 4/55 0_4,70 o +198 25103 23j4 PAgTICtj ARS DI*/TE 230 00 PITCH (.I 2,511

PIICH RH'15 u5C 4'A

-M

04,/o

PISC'*04&t4 '--j-S-u' SCREW PROPELLER

P.N9 1372

SCA(E /u UI41 (P1) MITSUBISHI EXPr. Tü( CHIEF hEAD - CHEK(D DRAWN 8 K DAT C2/ /964 o

__.;;t

TIfH-iC'-I0i -RI%I t1'i4 - -' NUPQj.8 J 9'S u(S -53.1 DjC1 1 'O'4TION ¿0051N4 FORS-RD

Static pressure hole

J!rnen,

E

Tunnel

Wall

O bservation Window

Static pressure hole

Total pressur

Shf

Total

pressure tube

E E

lu/e.

J

Observation Window

) i ii i - Il Ii II ti

Fig.

4

The pilot

_tube

28--005

o

P 1329

o.en test

- 2

9-KQ

o --- in the cay, tunnel

byapitot tube

corrected b

thrust identity

in the ccv. tunnel

by venturi me er

1.1

Fig. 5

Comparison of speed measurement

in the cavitation tunnel

12

07

0.8 0.9 1.0

0.01 o

I-K

-I

80

ai

o

P 1329

and P 1361

-30-oo

0.8 0.9

J=V/nD

P 1329

P 1361

Fig. 6

_{Propeller characteristics of}

_P.1329

and P 1361 in the

_{cay, tunnel}

1.0 i. i 0.06

005

004 003 0.02

0:8

tunnel wall

1,30 o o

-61

propeller disc

Direction

)

tunnel wall

0:4

o

.maeller disc

130 10

flow

Fig.

₇

_{Rotational wake of the}

_{rotating propeller shaft}

0..Q- 0.04 0.03

_0.02

N

P1329

N

N

N

N

N

measured in the towing tank 0 80

N

N

KQ

measured ¡n the cavitation tunnel corrected

N

N

N

for the measured rotational wake 9_-8°

N

N

measured ¡n the towing tank 0=00

N

N

N

N

N

N

N N

NN

N

N

Fig.

5

Correction for the measured rotational wake

N

N

N

N

N

N

N

N

N

N. N O\ 0.8

09

1.0

J =V/nD

I.-0.20 015 0.06

K

P 1370

measured in the cavitation tunnel

corrected for rotational wake

measured in the towing tank

corrected into the direction

of general flow

KQ

- 33

measured oints ¡n the cavitation

tunnel

corrected for rotational wake

measured ¡n the towing

tank

Fig.

9

Comparison between in the cavitation tunnel

and in the towing tank at 95°

1.0 1.2

1.2

02 015 07 005 07 015 Q: 0 005 010 015 0 025

I

015 010 005 005 o 025 020 015 010 015 C) 010 005 o 07

o.

4 8 09 P 7329

Cavitation Test PeSAJItS

'n Oblique flow J. V/ 10

-Il

. 7.2 s

Fig. 10

P. 1329

KT-J CURVES

- 34

--005 o

002 002 0-03 0-01 002 o 005 004 0.03 0.02 001 001 o 005 004 003 002

e

a.

4.

8'

4.f,q.ç'/ÇS P /329

Cov,lolIOf' Test Res&ilts

in c1,que Flow

Fig. 11

P 1329

KQ -J. CURVES

-35--0.7 09 7 /n0 0.01 o

00 015 0 075 005 070 01. 015 005 005 01# 015 0 005 01, 015 G05 0 0.05 P 1369

Covitoi,on Tesi' Results in Oblique Flow

05 06 J W/ K, 07 08 09 MuRKS

_4T

8

e

1

---Fig. 12

P 1369

_{KT-J CURVES}

-36

01 015

o 00 00! 00 003 00! 00! 002 o 002 Lrj O O0, O 002

Fig. 13

P 1369

KQ-J CURVES

37

P 1369

Coviiolion Tes! RSQS't It) Oblique F/ow

05 06 07 05 09 J p/nO 004 00 003 002 003 00, oo; 003

Fig. i 4

P 1370

K -J CUR VES

-38--05 02 010 005 o 0g 70 77 72 J , nO 73 :4 IS

Fig. 15

p i 370

KQ-J C UR VES

39-F/g.16

P1371

KT-J CURVES

-4

0-O2 075 010 005 0 075 005 0 j-' 010015 015 Ql. 005 0 10 005, 0 020 015 070 00 0 015 070 0-05 P1371

Coviiotior, Tesi Resuf

KrJ

is ¡r, Oblique Flow

:.

.

..

'

.j

- -.-.

---.--.

N

N

-.--

. N o

N

. - Mi?RKS 4 8

®---07 0 09 10 ' ' 77 72

o

001

o

P 1371

Covstof,o,1 Test Resulls ,, Oblique Flow

07 09

41W--7 v/g O3

Fig.. 17

P 1371

KQ-J CURVES

005 004 003 00 00 0(72 0.03 N rZ 00 002 0-02 0LL3 00l 00f 0.02 00. 001 003 001 p

025 070 0.15 0.10 00$ o WO 0.05 o (p 005 P 1372

Covi folien Tesi Pes&,lls in Obi sqije Flow

K -J 10 U 1.7

.

Fig. 15

_P1372

_{¿T-J CURVE5}

42-015 005 Wo 05 o 005 00 0.10 015 01 0.05 0.10 075 o ob 09 J V/flu 0?

0 004 00f L 003 '0O4 007 003 004 Crj 00? 00? 002 00? Qs. _(J3 o

4

fJ7 P 1372 MI'RKS

c

G-- G--

-.- -.-

--Covifol,on Test Results ,n Oblique flow

01 09 j.. v/,0

; -7

-43-'0

Fig. 19

P 1372

KQ -J CURVES

002 00 001

P 1329

J:1O

U0.5

portside

starboard

9:40

0:8°

-4

P1369

J:Q.7

U:Q.4

portside

starboard

e4°

e8°

Fig. 21

Cavitation Patterns

-45-e:o°

e:4°

e8°

Fig.22

Cavitation

Patterns

-46-P 1370

J1.2

U:O,6

P 1371

J -1.0

UO.5

portside

_starboard

eo°

e8°

Fig. 23

Cavitation

Patterns

-47-P 1372

J7.Q

aO.5

ports ide

_{s tarboard}

ê:O

ê;8°

Fig. 24

Cavitation

Patterns

-48-02

0-J-ao2

U 0.4

_n P1369 (p:1.0)

\

P1369

N

N

N

-4 9

0':0.5

N

P l329(p:12 857)

NN

U0.5

K

P 1329

measured

- ---

_calculated

UO.6

KQ

P 1370 (p:1.&)

N

00.6

r-. i.J/u../

N

N

i r 0,5 0.6 0.7 '0.8 0.9 1.0 7.1 1.2

J= V/nD

Fig. 25

Comparison between the measured values

and those calculated by quasi-steady method

P 1329

AelAd = 0.619

KQ

C'0.5

_w

N

N N

K,-N

F? 1371

Ae/Ad 0.514

KQ

00.5

₄₁ cJo.5 n

-50-measured

calculated

Kr

-5-P 1372

Ae/Ad 0.411

KQ

N

N N N

N

N

Kir

--.5 .5.5.5

-.5-U:0.5

N

J- V/nD

Fig. 26

Comparison

between the measurud values

and those calculated by quasi-steady method

9=8°

I I I I I I I I I 0.8 0.9 1.0 0.8 0.9 1.0 0.8 0.9 1.0 0.04 0.1 cJ0.5 S-. '.5' -.5.5

r

P 1372

1IL

J= 0.95

\ 0=0.4

5:1.0

U-O.5

9:80

JTO.90

0=0.5

\

9=00

J=0.90

7

\o=o.4

/

Fig. 27

Cavitation pat tern ¡n

oblique flow

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0-Security Classification

nr

FORM

L/ LI

1 JAN 64

61-Security Classificafion

DOCUMENT CONTROL DATA - R&D

(Security classification of title, body of abstract and indexing annotation must be entered when the overall report is classified)

1. 0IGINATING ACTTVTTY

(Corporate author)

Mitsubishi Heavy Industries, Ltd. Japan

2e. REPORT SECURITY C

26 GROUP 3. FEPORT TITLE

INVESTIGATION INTO

TftH

PROPFLI.ER CAVITAION TN OPLIQITE. 'LOW

(sEcoND RPOR1')

4. DESCRIPTIVE NOTES (Type of report and inclusive dates)

5. AUTHOR(S) (Last name, first name, initial)

Taniguchi Kanarne

Tanibayashi Hidetake

Chiba Noritane

6. REPORT DATE 1ay, 1966

7e. TOTAL NO. OF PAGES

52

76. NO. OF PEES

4 8e. CONTRACTORGRAN'rNo.

Nonr fl02(00) b. PROJECT NO

RR 009 01 01

c.

NR 052-303

98.ORIGIPdATCRSREPORTNUMBER(S) eport No.2221

96. OTHER REPORT NO(S) (Any other numbers that maybe assigned this report)

10. AVA IL ABILITY/LIMITATION NOTICES

Qualified requesters may obtain copies of this report frca DDC and Chief, Input Section, Clearinghouse for Federal Scientific and Technical Infonìation, CSFTI

il. SUPPLEMENTARY NOTES 12. SPONSORING MILITARY ACTIVITY

Offte of Naval Research Departhent of the Navy Washington, D.C. 20360

13. ABSTRACT

In the previous study on the propeller cavitation in oblique flow (the first report), it was noticed that the thrust and. the torque measured in tunnel decreased with shaft inclination, contrary to the results of a theoretical calculation.

In the present study, therefore, the cause of the discrepancy between the theory and the experiments was investigated first, and it was found that t}.'e decrease of the measured thrust and torque in oblique flow was due to the rotational wake of t.he rotating propeller shaft upstream of the propeller.

''hen, cavitation tests in oblique flow condition were carried out on the series of supercavitating propellers to se the effects of pitch ratio and expanded area ratio on the cavitation characteristics in oblique 1ow condition, as planned originally. The results were presented with the correction for the rotational wake. They were co-npared with the results of a quasi-steady calculation and the agreement was found to he pretty good.

14.

KEY WORDS

Security Classification

Propeller

cavitation in

oblique flow upercavitating propeller

Pitch ratio

Expanded area ratio Quasi-steady

ca'culation

Trial analysis

Correction 'to th test results

in

tunnel

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Security Classification

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