Relevance of transition turbulent model for hydrodynamic characteristics of low Reynolds number propeller

The propeller of an Autonomous Underwater Vehicle (AUV) operates at low Reynolds number in laminar to turbulent transition region. The performance of these propellers can be calculated accurately using RANSE solver with γ − Re_θ transition model. In this study, the global and local hydrodynamic characteristics of open and ducted propeller are investigated using the γ − Re_θ transition model. The capability of the γ − Re_θ transition model to capture laminar to turbulent transition on the surface of the open propeller is demonstrated by comparison with published experimental results. The application of transition model for the propeller K_a-4-70 inside the duct 19A shows that the centrifugal forces are dominant at low Reynolds number and the flow is mainly directed in the radial direction. The transition model is able to predict complex flow physics such as leading-edge separation, tip leakage vortex, and the separation bubble on outer surface of the duct. The accurate prediction of these flow phenomenon can lead to correct calculation of global hydrodynamic forces and moments acting on the propeller at low Reynolds number.     

Computational and Empirical Investigation of Propeller Tip Vortex Cavitation Noise

In this study, non-cavitating and cavitating flow around the benchmark DTMB 4119 model propeller are solved using both viscous and potential based solvers. Cavitating and non-cavitating propeller radiated noises are then predicted by using a hybrid method in which RANS(Reynolds-averaged Navier-Stokes) and FWH(Ffowcs Williams Hawkings) equations are solved together in open water conditions. Sheet cavitation on the propeller blades is modelled by using a VOF(Volume of Fiuld) method equipped with Schnerr-Sauer cavitation model.Nevertheless, tip vortex cavitation noise is estimated by using two different semi-empirical techniques, namely Tip Vortex Index(TVI, based on potential flow theory) and Tip Vortex Contribution(TVC). As the reference distance between noise source and receiver is not defined in open water case for TVI technique, one of the outputs of this study is to propose a reference distance for TVI technique by coupling two semi-empirical techniques and ITTC distance normalization. At the defined distance, the starting point of the tip vortex cavitation is determined for different advance ratios and cavitation numbers using potential flow solver. Also, it is examined that whether the hybrid method and potential flow solver give the same noise results at the inception point of tip vortex cavitation.Results show that TVI method based on potential flow theory is reliable and can practically be used to replace the hybrid method(RANS with FWH approach) when tip vortex cavitation starts.     

Simulation of turning circle by CFD: Analysis of different propeller models and their effect on manoeuvring prediction

Propeller modelling in CFD simulations is a key issue for the correct prediction of hull-propeller interactions, manoeuvring characteristics and the flow field in the stern region of a marine vehicle. From this point of view, actuator disk approaches have proved their reliability and computational efficiency; for these reasons, they are commonly used for the analysis of propulsive performance of a ship. Nevertheless, these models often neglect peculiar physical phenomena which characterise the operating propeller in off-design condition, namely the in-plane loads that are of paramount importance when considering non-standard or unusual propeller/rudder arrangements. In order to emphasize the importance of these components (in particular the propeller lateral force) and the need of a detailed propeller model for the correct prediction of the manoeuvring qualities of a ship, the turning circle manoeuvre of a self-propelled fully appended twin screw tanker-like ship model with a single rudder is simulated by the unsteady RANS solver χnavis developed at CNR-INSEAN; several propeller models able to include the effect of the strong oblique flow component encountered during a manoeuvre have been considered and compared. It is emphasized that, despite these models account for very complex and fundamental physical effects, which would be lost by a traditional actuator disk approach, the increase in computational resources is almost negligible. The accuracy of these models is assessed by comparison with experimental data from free running tests. The main features of the flow field, with particular attention to the vortical structures detached from the hull are presented as well.     

Thermocline ventilation and oxygen utilization rates in the subtropical North Pacific based on CFC distributions during WOCE

Thermocline ventilation rates for the subtropical North Pacific are determined using a 1-dimensional (meridional) along-isopycnal advective–diffusive model tuned to chlorofluorocarbon (CFC) concentrations measured along 152°W in 1991 during WOCE P16. Mean southward advection rates in the subtropics range from 1.03 to 0.56 cm s^-1 between σ_θ=25.5 and 26.6. Model-derived ventilation times for the subtropical gyre increase from about 10 to 27 years for that isopycnal range. Oxygen utilization rates (OURs) determined using the advective-diffusive model decrease with depth from 6.6 to 3.2 μmol kg^-1 yr^-1 between σ_θ=25.5 and 26.6. Extrapolation of the OUR versus depth trend to the base of the euphotic zone with the 1/Z power function of Martin et al. (1987) and integration from 500 to 100 m depth implies a carbon export rate from the overlying euphotic zone of 2.2±0.5 moles C m^-2 yr^-1 at 30°N, 152°W. Analysis of the WOCE radiocarbon and salinity distributions indicates that zonal and cross-isopycnal transport terms would have to be considered in modeling these tracers in the subtropical North Pacific.     

Numerical investigation of the immersion ratio effects on ventilation phenomenon and also the performance of a surface piercing propeller

Surface Piercing Propellers (SPP) show high efficiency at high advance speeds. Regarding operational conditions, this kind of propellers generate an air layer when entering the water due to the rotation of the propeller; this phenomenon is called ventilation. The ventilation phenomenon divided into some mechanism with respect to air cavity length on the propeller surface; among them are partially ventilation mechanism and fully ventilation mechanism which has great importance. In this study, using numerical simulation, we have investigated ventilation patterns and also the performance of a five-blade SPP propeller (SPP 5.74) at immersion ratio of 33, 40, 50and 70% respectively. We used Sliding Mesh Technique for modeling. Also, we applied the volume of fluid method to simulate the open surface pattern. To validate numerical results, the four-blade propeller, 841-B was simulated, and then the results of thrust and torque coefficients compared with Olofsson experimental results and validated accordingly. The findings indicate that the maximum value for thrust and torque coefficient would occur at immersion ratio of 70% and the maximum propeller efficiency occurs at immersion ratio of 33% and advance coefficient of 1.1; Moreover, the critical advance coefficient (at the partially and the fully ventilation boundary) increases by a reduction in immersion ratio, so that critical advance coefficients are 0.6 and 0.76, respectively at immersion ratios of 70 and 33%. Meanwhile, as advance coefficient increases, length of ventilation zone will decrease, and consequently the propeller will be laid on partial ventilation zone.     

Effect of various winglets on the performance of marine propeller

The tip vortex cavitation (TVC) is an issue of increasing interest, because the TVC plays an important role in propeller radiated noise and cavitation erosion. The marine propeller with winglets, which is inspired by the winglets of airfoil, is numerically investigated in the present paper. The blade tip of newly designed propeller tilts toward the pressure side. The difference between six propellers is the change of the rake angle at r/R = 1.0. The pressure coefficient, TVC, axial velocity field and helicity are analyzed. The numerical results show that the winglets of newly designed propeller scarcely affect the efficiency of propeller. The thrust coefficient gradually decreases with the increase in rake angle. As for the suction side, the pressure coefficient (C_p) of winglets propellers is higher than the conventional propeller in general. In addition, the winglets are beneficial to generate less cavitation behavior when the rake angle is small. However, as the rake angle is further increased, the cavitation behavior of winglets propeller is also increased, even larger than the conventional propeller. Therefore, it can be deduced that the winglets can be used to effectively improve the TVC characteristics to some extent.     

PIV measurements of hull wake behind a container ship model with varying loading condition

Flow characteristics of the hull wake behind a container ship model were investigated under different loading conditions (design and ballast loadings) by employing the particle image velocimetry (PIV) technique. Measurements were made at four transverse locations and two longitudinal planes for three Reynolds numbers (Re) (=U₀Lpp/ν, where U₀ is the freestream velocity, Lpp is the length between two perpendiculars of the ship model and ν is the kinematic viscosity) of 5.08×10⁵, 7.60×10⁵, and 1.01×10⁶. It was observed that symmetric, large-scale, longitudinal counter-rotating vortices (with respect to centerline) of nearly the same strength were formed in the near wake. For the ballast-loading condition, the vortices appear at propeller plane below the propeller-boss. The vortex center exhibits a significant upward shift near the propeller-boss as the Reynolds number increase, and as the flow moves downstream. Under the design-loading condition, the vortices first appear at a further downstream location than that for the ballast-loading condition above the propeller-boss. This difference in the flow structure can significantly change the inflow conditions to the propeller blades, such as the streamwise mean velocity profiles and turbulence intensity distributions at the propeller plane. In particular, under the ballast-loading condition, asymmetric inflow may weaken the propulsion and cavitation performance of the marine propeller.     

Heave motion suppression of a Spar with a heave plate

Vortex shedding flow of an oscillating vertical cylinder with a disk attached at its keel is considered. This configuration is of interest for the offshore oil and gas industry. A finite difference method is employed to solve the incompressible Navier–Stokes equations in the primitive-variables formulation. Test cases were used to guide selection of the size of flow domain, numerical parameters, and to verify that the resultant method was both convergent and accurate. Numerical simulations have shown that the geometry configurations of the cylinder and disk, such as aspect ratio of the disk t_d/D_d and diameter ratio, D_d/D_c have significant influence on the vortex shedding modes and associated hydrodynamic properties, e.g. hydrodynamic damping and added mass coefficients. These in turn affect the performance in heave motion control of the structures.     

A study on propeller noise source localization in a cavitation tunnel

Localizing noise sources in cavitation experiments is an important research subject along with predicting noise levels. A cavitation tunnel propeller noise localization method is presented. Propeller noise measurement experiments were performed in the MOERI cavitation tunnel. To create cavitating conditions, a wake-generating dummy body was devised. In addition, 10 hydrophones were put inside a wing-shaped casing to minimize the unexpected flow inducing noise around the hydrophones. After measuring both of the noises of the rotating propeller behind the dummy body and acoustic signals transmitted by a virtual source, the data were processed via three objective functions based on the ideas of matched field processing and source strength estimation to localize noises on the propeller plane. In this paper, the measured noise analysis and the localization results are presented. Through the experiments and the analysis, it was found that the source localization methods that have been used in shallow water applications could be successfully adapted to the cavitation tunnel experiments.     

考虑诱导速度的螺旋桨敞水性能CFD模拟

螺旋桨工作时在其周围形成诱导速度场,诱导速度随到桨叶距离的增大而衰减。采用CFD方法模拟螺旋桨敞水性能时,只能截取有限尺度的流域进行计算,此时计算域边界上诱导速度并不为零,将进口速度设为进速是近似的。一般采用足够大的计算域,使螺旋桨前方及侧面边界尽量远离桨叶。为了在较小的计算域中实现螺旋桨敞水性能的准确预报,提出在设定进口速度时计入螺旋桨诱导速度的CFD模拟方法。应用升力面方法计算诱导速度,将进口速度设为进速与诱导速度之和。逐步减小计算域尺度,考察敞水性能及压力分布计算结果的变化情况及精度。算例比较表明:通过考虑诱导速度,可以大幅度减小进口与螺旋桨的距离而不降低计算精度。     

Research on propeller dynamic load simulation system of electric propulsion ship

A dynamic marine propeller simulation system was developed, which is utilized for meeting the experimental requirement of theory research and engineering design of marine electric propulsion system. By applying an actual ship parameter and its accurate propeller J’~ KT’ and J’~KP’ curve data, functional experiments based on the simulation system were carried out. The experiment results showed that the system can correctly emulate the propeller characteristics, produce the dynamic and steady performances of the propeller under different navigation modes, and present actual load torque for electric propulsion motor.     

Paleostress field reconstruction in the Oslo region

The geodynamic history of a region is archived in its geologic record which, in turn, may reflect deformation patterns that causally can be related to certain configurations of paleostresses. In the Oslo Region, the exposed geological record ranges from Precambrian high-grade metamorphic rocks through Cambro-Silurian sedimentary rocks to Permo-Carboniferous sedimentary and magmatic rocks, the latter being related to the development of the Oslo rift system. We investigate the kinematics of outcrop-scale faults to derive the diversity of paleostress states responsible for the observed strain. For this purpose, we combine different graphical and numerical approaches to separate heterogeneous fault-slip data sets and estimate the associated reduced stress tensors. A reduced stress tensor consists of the directions of the three principal stress axes with σ₁ ≥ σ₂ ≥ σ₃ and the ratio of principal stress differences, R = (σ₂ − σ₃)/(σ₁ − σ₃).     

CFD analysis of the sensitivity of propeller bearing loads to stern appendages and propulsive configurations

The present investigation focuses on the effects of the stern appendages and the propulsion system on the hydro-loads generated by the propeller during off-design conditions, with particular emphasis on the in-plane components. Recent experimental investigations carried out by free running model tests [7], [8] and CFD analysis [5] for a modern twin screw model, highlighted that maneuvers at small drift angles and yaw rates might be as critical as the tighter ones due to complex propeller-wake interactions. Therefore, design criteria should take into account also these operative conditions, in order to reduce the effects of propeller-wake interaction phenomena that degrade the overall propulsive efficiency, induce shaft/hull structural vibration and increase noise emission. In the present study we analyze the effects of geometric and propulsive modifications with respect to the twin screw configuration studied in [5]. In particular, the effect of the centreline skeg, propeller direction of rotation and control strategies of the propulsion plant on the propeller bearing loads have been investigated from the analysis of the nominal wake in maneuvring conditions, computed by unsteady RANSE simulations coupled with a propeller model based on Blade Element Theory. The considered test cases were turning circle maneuvers with different rudder angles at F_N = 0.265.     

Experimental investigation of blade and propeller loads: Steady turning motion

This paper is the continuation of the work described in [14], dedicated to the presentation of the results of propeller performance in behind-hull during straight ahead motion obtained by a novel experimental set-up for the measurements of single blade loads. In the present case, the study shows and discusses the single blade and propeller loads developed during steady turning conditions, that were simulated by means of free running, self propelled maneuvering tests for a twin screw configuration. Maneuvering conditions are critical for the ship propulsion system, because the performance of the propeller and the side effects related to its functioning (propeller–hull induced pressure and vibrations, noise) are completely different with respect to the design condition in straight ahead motion. Thrust and torque and generation of in-plane loads (force and moments), developed by the blade during the period, evolve differently for the two propellers, due to different propeller–wake interactions. The understanding and the accurate quantification of propeller loads, in these realistic operative scenarios, are pivotal to design low emission and comfortable ships, fulfilling the requirements of safety and continuity of operations at sea. The analysis is carried out revisiting the investigation in [14] for three different speeds (F_N = 0.26, 0.34 and 0.40) and a large set of rudder angles that span moderate and tight maneuvers.     

Vortex braids in the head wave formed as a dam breaks

The formation of flow-backing large vortex braids in a head dam-break wave running over the washed-out soil is revealed experimentally. Vortex dipoles braiding together with the captured soil are formed in the viscous near-bottom layer. Ascending and descending dipoles twist, forming a large near-bottom braid which rises to the water surface and forms a wall consisting of water and soil. The braids hold large soil particles if the flow velocity exceeds the critical value.     

A reliable simulation for hydrodynamic performance prediction of surface-piercing propellers using URANS method

Surface Piercing Propellers (SPPs) are a particular kind of propellers which are partially submerged operating at the interface of air and water. They are more efficient than submerged propellers for the propulsion system of high-speed crafts because of larger propeller diameter, replacing cavitation with ventilation, decreasing the torque and higher efficiency. This study presents a reliable numerical simulation to predict SPP performance using Unsteady Reynolds-Averaged Navier–Stokes (URANS) method. A numerical study on 841-B SPP is performed in open water condition. The free surface is modeled by Volume of Fluid (VOF) approach and the sliding mesh technique is implemented to model the propeller rotational motion. The sliding mesh allows capturing the process of water entry and water exit of blades. The propeller hydrodynamic characteristics, the ventilation pattern and the time history of blade loads are validated through the comparison with available experimental data. For the studied case, it was found that the common grid independence study approach is not sufficient. The grid should be elaborately generated fine enough based on the flow pattern and turbulence modeling parameters in regions near the blade's tip, trailing and leading edges and over the suction side. Details of URANS simulations including optimal time-step size based on propeller revolution rate and the required number of propeller revolutions for periodical results are presented and discussed.     

The deep waters from the Southern Ocean at the entry to the Argentine Basin

Hydrographic data from the World Ocean Circulation Experiment (WOCE) and South Atlantic Ventilation Experiment (SAVE) in the region of transition between the Scotia Sea and the Argentine Basin are examined to determine the composition of the deep water from the Southern Ocean that enters the Atlantic, and to describe the pathways of its constituents. The deep current that flows westward against the Falkland Escarpment is formed of several superposed velocity cores that convey waters of different origins: Lower Circumpolar Deep Water (LCDW), Southeast Pacific Deep Water (SPDW), and Weddell Sea Deep Water (WSDW).Different routes followed by the WSDW upstream of, and through, the Georgia Basin, lead to distinctions between the Lower-WSDW (σ₄>46.09) and the Upper-WSDW (46.04<σ₄ <46.09). The Lower-WSDW flows along the South Sandwich Trench, then cyclonically in the main trough of the Georgia Basin. Although a fraction escapes northward to the Argentine Basin, a comparison of the WOCE data with those from previous programmes shows that this component had disappeared from the southwestern Argentine Basin in 1993/1994. This corroborates previous results using SAVE and pre-SAVE data. A part of the Upper-WSDW, recognizable from different θ–S characteristics, flows through the Scotia Sea, then in the Georgia Basin along the southern front of the Antarctic Circumpolar Current. Northward leakage at this front is expected to feed the Argentine Basin through the northern Georgia Basin. The SPDW is originally found to the south of the Polar Front (PF) in Drake Passage. The northward veering of this front allows this water to cross the North Scotia Ridge at Shag Rocks Passage. It proceeds northward to the Argentine Basin around the Maurice Ewing Bank. The LCDW at the Falkland Escarpment is itself subdivided in two cores, of which only the denser one eventually underrides the North Atlantic Deep Water (NADW) in the Atlantic Ocean. This fraction is from the poleward side of the PF in Drake Passage. It also crosses the North Scotia Ridge at Shag Rocks Passage, then flows over the Falkland Plateau into the Atlantic. The lighter variety, from the northern side of the PF, is thought to cross the North Scotia Ridge at a passage around 55°W. It enters the Argentine Basin in the density range of the NADW.     

Ventilation time and anthropogenic CO<Subscript>2</Subscript> in the Bering Sea and the Arctic Ocean based on carbon tetrachloride measurements

The Arctic Ocean is connected to the Pacific by the Bering Sea and the Bering Strait. During the 4th Chinese National Arctic Research Expedition, measurements of carbon tetrachloride (CCl₄) were used to estimate ventilation time-scales and anthropogenic CO₂ (C_ant) concentrations in the Arctic Ocean and Bering Sea based on the transit time distribution method. The profile distribution showed that there was a high-CCl₄ tongue entering through the Canada Basin in the intermediate layer (27.6?<?σ_θ?<?28), at latitudes between 78 and 85°N, which may be related to the inflow of Atlantic water. Between stations B09 and B10, upwelling appeared to occur near the continental slope in the Bering Sea. The ventilation time scales (mean ages) for deep and bottom water in the Arctic Ocean (~?230–380 years) were shorter than in the Bering Sea (~?430–970 years). Higher mean ages show that ventilation processes are weaker in the intermediate water of the Bering Sea than in the Arctic Ocean. The mean C_ant column inventory in the upper 4000 m was higher (60–82 mol m^?2) in the Arctic Ocean compared to the Bering Sea (35–48 mol m^?2).     

Effects of sea ice formation and diapycnal mixing on the Okhotsk Sea intermediate water clarified with oxygen isotopes

Processes relating to the formation of dense shelf water and intermediate water in the Okhotsk Sea were studied by examining oxygen isotope ratios (δ¹⁸O), salinity, and temperature. The salinity and δ¹⁸O of the cold dense shelf water on the northern continental shelf showed peculiar relationship. The relationship indicates that 3% of the mixed-layer water, having salinity of 32.6, froze and the remaining 97% became dense shelf water of salinities of more than 33.2 (σ_θ>26.7) during the sea ice formation. The salinity–δ¹⁸O relationship also shows that 20% of the Okhotsk Sea Intermediate Water at the σ_θ=26.8 level was derived from the dense shelf water. The remaining 80% came from the Western Subarctic Pacific water modified by diapycnal mixing of water affected by the surface cooling and freshening within the Okhotsk Sea. The mixing with dense shelf water contributes to only 26% of the temperature difference or 8% of the salinity difference between the original Pacific water and the Okhotsk Sea Intermediate Water at σ_θ=26.8. This result suggests that the cold and less saline properties of the Okhotsk Sea Intermediate Water are produced mainly by diapycnal mixing, rather than by mixing of the Pacific water with the dense shelf water.     

A morphodynamic model to simulate the seasonal closure of tidal inlets

Seasonally open tidal inlets usually occur in microtidal, wave-dominated coastal environments where strong seasonal variations of streamflow and wave climate are experienced. These inlets are closed to the ocean for a number of months every year due to the formation of sand bars across their entrances. The annual closure of these inlets inhibits ocean access for boats and could also cause deterioration of water quality in the estuary/lagoon connected to the inlet. As these estuaries/lagoons are commonly used as harbours or recreational facilities there is increased interest in keeping the inlets permanently open. A process-based numerical model capable of simulating inlet closure is invaluable in terms of identifying the natural processes governing inlet closure. As a further step, this type of model could also be used to determine the effect of any proposed engineering solutions to keep the inlet open on the adjacent beaches. A morphodynamic model capable of simulating the seasonal closure of inlets, which includes both longshore (LST) and cross-shore transport (CST) processes, was developed in this study. Application of the model to two idealised scenarios indicated that cross-shore processes govern inlet behaviour when LST rates were low. The Dean's criterion [Dean, R.G., 1973. Heuristic models of sand transport in the surf zone. Proc. Conf. on Eng. Dynamics in the Surf Zone, Sydney, pp. 208–214.] for on–offshore transport was employed to show that, for small offshore wave incidence angles, onshore transport aided inlet closure when the offshore wave steepness (H_o/L_o) was less than the critical wave steepness (H_o/L_o)_crit, while offshore transport helped to keep the inlet open when (H_o/L_o) was greater than (H_o/L_o)_crit. LST was found to be the dominant process leading to inlet closure when (H_o/L_o) was much larger than (H_o/L_o)_crit or when the offshore wave incidence angle was large.