Numerical investigation of a propeller operating under different inflow conditions

Wang, Lianzhou; Luo, Wanzhen; Li, Mijian

doi:10.1063/5.0109801

Cited by 29 publications

(4 citation statements)

References 59 publications

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“…Here, R 1 is the radius of the inner surface of the duct The size of the computational domain used is sufficient based on previous research. 12,14,16,24,25 The origin of the coordinate system is located at the center of the rotor, as shown in Figs. 1 and 3(a).…”

Section: Computational Domain Boundary Conditions and Meshingmentioning

confidence: 99%

Improved efficiency with concave cavities on S3 surface of a rim-driven thruster

Li,

Yao,

Wang

et al. 2023

Physics of Fluids

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Rim-driven thrusters (RDT) are of great interest for the development of integrated electric motors for underwater vehicles. Gap flow is one of the most prominent flow characteristics and plays an important role in the hydrodynamic performance of RDT. In this study, the rim in a carefully designed RDT was modified with several concave cavities defined by four parameters, and their influence on hydrodynamics was carefully calculated and analyzed. The simulations were performed using the k-ω shear stress transport turbulence model by solving the unsteady Reynolds-averaged Navier–Stokes equations. The numerical method was verified using a popular combination. The numerical results showed that the concave cavities on the rim improve the propulsive efficiency of RDT by a maximum of 3.52%. The increase in the propulsive efficiency is directly associated with the parameters of the concave cavities. Nevertheless, the flow in the gap has a negligible effect on the main flow field through the RDT. According to the numerical analysis, the different pressure integrals at the front and back surfaces of the concave cavities are the main reason for the improvement of the propulsive efficiency. The modification of the rim is helpful and practical for the hydrodynamic optimization of the RDT.

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Section: Computational Domain Boundary Conditions and Meshingmentioning

confidence: 99%

Improved efficiency with concave cavities on S3 surface of a rim-driven thruster

Li,

Yao,

Wang

et al. 2023

Physics of Fluids

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“…The Reynolds numbers are 4.3 × 10 5 for the condition of J = 0.38 and 7.4 × 10 5 for J = 0.65, respectively. A grid with the same number of grid points as those in References [39][40][41][42][43][44] is used, and it is finer than the grid used in Reference [45]. For the current calculations, simulations are carried out for 30 propeller rotations, with the last 20 being used for time-averaged statistics.…”

Section: Computational Detailsmentioning

confidence: 99%

Influence of Load Conditions on the Propeller Wake Evolution

Yu,

Wang,

Liu

et al. 2023

JMSE

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The present work presents numerical research on the wake flows behind a propeller operating under three advance coefficients. Large eddy simulations are adopted to obtain the viscous flow information behind the propeller. In particular, the study highlights the comparison of the evolution characteristics and the flow physics within the propeller wakes with three advance coefficients. The predicted global force and moment coefficients and phase-average statistics of streamwise velocity agree well with the available experimental data. Compared to all other flow structures in the wake, the tip vortices are found to play the most significant role according to the results. During the pairing process of adjacent tip vortices, the tip vortices diffuse circumferentially, leading to enhanced mutual-induction effects. When the advance coefficient is low, the wake becomes distorted, and the pairing process takes place in the middle region of the flow field. As a result of their unstable motion, the four tip vortices generated by the propeller cannot be distinguished individually in the far field. Instead, they break down into smaller vortices and tend to distribute themselves uniformly in the azimuthal direction. The increase in the advance coefficient delays the pairing process. This study offers valuable insights for the design and optimization of marine propellers.

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“…(2022), Wang et al. (2021 a , 2022 b , c ) and Wang, Luo & Li (2022 e ). In these studies, computational grids consisting of points are utilized, which is a significant step forward, in comparison with the typical resolutions adopted to conduct RANS computations, usually relying on meshes consisting of a few million points.…”

Section: Introductionmentioning

confidence: 98%

“…However, the RANS approach and its limitations are retained in the vicinity of the surface of the bodies immersed within the flow. Examples of this technique for the numerical prediction of the wake of marine propellers can be found in Muscari, Di Mascio & Verzicco (2013), Gong et al (2018Gong et al ( , 2020, Guilmineau et al (2018), Zhang & Jaiman (2019), Sun et al (2020), Shi et al (2022), Wang et al (2021aWang et al ( , 2022b and Wang, Luo & Li (2022e). In these studies, computational grids consisting of O(10 7 ) points are utilized, which is a significant step forward, in comparison with the typical resolutions adopted to conduct RANS computations, usually relying on meshes consisting of a few million points.…”

Section: Introductionmentioning

confidence: 99%

Anisotropy of turbulence at the core of the tip and hub vortices shed by a marine propeller

Posa

2023

J. Fluid Mech.

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Large-eddy simulation on a grid consisting of 5 billion points was utilized to study the properties of turbulence at the core of the tip and hub vortices shed by a marine propeller across working conditions. Turbulence at the core of the tip vortices was found to be initially isotropic, moving towards a ‘cigar-shaped’ axisymmetric state as instability grows, dominated by turbulent fluctuations of the velocity component directed in the radial direction of the cylindrical reference frame centred at the wake axis. The break-up of the coherence of the tip vortices is instead characterized by turbulence recovering an isotropic state. This process is accelerated by growing load conditions of the propeller. In contrast, during instability of the hub vortex, turbulence at its core develops a ‘pancake-shaped’ axisymmetric state, dominated by the fluctuations of the radial and azimuthal velocities. However, at higher propeller loads turbulence at the core of the hub vortex keeps close to isotropy, thanks to a faster instability. Within both tip and hub vortices the deviations from Boussinesq's hypothesis were found very significant, providing evidence of the unsuitability of conventional turbulence modelling. At the core of the tip vortices they become especially large at their break-up and for increasing load conditions of the propeller, equivalent to more intense structures. In contrast, at the core of the hub vortex they were verified to be decreasing functions of the propeller load.

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Numerical investigation of a propeller operating under different inflow conditions

Cited by 29 publications

References 59 publications

Improved efficiency with concave cavities on S3 surface of a rim-driven thruster

Improved efficiency with concave cavities on S3 surface of a rim-driven thruster

Influence of Load Conditions on the Propeller Wake Evolution

Anisotropy of turbulence at the core of the tip and hub vortices shed by a marine propeller

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