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"Marine construction"
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On the wake dynamics of a propeller operating in drift
The onset and the nature of dynamic instabilities experienced by the wake of a marine propeller set in oblique flow are investigated by means of detached eddy simulations. In particular, the destabilization process is inspected by a systematic comparison of the wake morphology of a propeller operating in pure axisymmetric flow and in drift with angle of 20°, under different loading conditions. The wake behaviour in oblique flow shows a markedly different character with respect to the axisymmetric condition: in the latter, the destabilization is triggered by an increasing interaction of the main vorticity confined in the tip vortex; whereas, in the former, the role of the secondary vorticity (oriented in the streamwise direction) as well as the hub vortex seems to be crucial. The features of the wake have been investigated by the
$\\def \\xmlpi #1{}\\def \\mathsfbi #1{\\boldsymbol {\\mathsf {#1}}}\\let \\le =\\leqslant \\let \\leq =\\leqslant \\let \\ge =\\geqslant \\let \\geq =\\geqslant \\def \\Pr {\\mathit {Pr}}\\def \\Fr {\\mathit {Fr}}\\def \\Rey {\\mathit {Re}}\\lambda _{2}$
criterion (Jeong & Hussain, J. Fluid Mech., vol. 285, 1995, pp. 69–94) and typical flow variables (pressure, velocity and vorticity), for both the averaged and instantaneous flow fields. Moreover, in order to further inspect the evolution of the vortical structures, as well as their interaction and destabilization, the spectra of the kinetic energy have been considered. This investigation aims to broaden the knowledge from previous works on the subject of rotor wake instabilities, focusing on the differences between an ideal (axisymmetric) and actual operating conditions occurring in typical engineering applications.
Journal Article
The dream machine : the untold history of the notorious V-22 Osprey
Describes how development of the marine flyer was nearly halted by numerous accidents and political infighting throughout its testing stages, offering insight into its high cost and military potential.
Book
What is the apparent angle of a Kelvin ship wave pattern?
While the half-angle which encloses a Kelvin ship wave pattern is commonly accepted to be 19.47°, recent observations and calculations for sufficiently fast-moving ships suggest that the apparent wake angle decreases with ship speed. One explanation for this decrease in angle relies on the assumption that a ship cannot generate wavelengths much greater than its hull length. An alternative interpretation is that the wave pattern that is observed in practice is defined by the location of the highest peaks; for wakes created by sufficiently fast-moving objects, these highest peaks no longer lie on the outermost divergent waves, resulting in a smaller apparent angle. In this paper, we focus on the problems of free-surface flow past a single submerged point source and past a submerged source doublet. In the linear version of these problems, we measure the apparent wake angle formed by the highest peaks, and observe the following three regimes: a small Froude number pattern, in which the divergent waves are not visible; standard wave patterns for which the maximum peaks occur on the outermost divergent waves; and a third regime in which the highest peaks form a V-shape with an angle much less than the Kelvin angle. For nonlinear flows, we demonstrate that nonlinearity has the effect of increasing the apparent wake angle so that some highly nonlinear solutions have apparent wake angles that are greater than Kelvin’s angle. For large Froude numbers, the effect on apparent wake angle can be more dramatic, with the possibility of strong nonlinearity shifting the wave pattern from the third regime to the second. We expect that our nonlinear results will translate to other more complicated flow configurations, such as flow due to a steadily moving closed body such as a submarine.
Journal Article
The intermediate wake of a body of revolution at high Reynolds numbers
Results are presented on the flow field downstream of a body of revolution for Reynolds numbers based on a model length ranging from 1.1 × 106 to 67 × 106. The maximum Reynolds number is more than an order of magnitude larger than that obtained in previous laboratory wake studies. Measurements are taken in the intermediate wake at locations 3, 6, 9, 12 and 15 diameters downstream from the stern in the midline plane. The model is based on an idealized submarine shape (DARPA SUBOFF), and it is mounted in a wind tunnel on a support shaped like a semi-infinite sail. The mean velocity distributions on the side opposite the support demonstrate self-similarity at all locations and Reynolds numbers, whereas the mean velocity distribution on the side of the support displays significant effects of the support wake. None of the Reynolds stress distributions of the flow attain self-similarity, and for all except the lowest Reynolds number, the support introduces a significant asymmetry into the wake which results in a decrease in the radial and streamwise turbulence intensities on the support side. The distributions continue to evolve with downstream position and Reynolds number, although a slow approach to the expected asymptotic behaviour is observed with increasing distance downstream.
Journal Article
On the scaling of air entrainment from a ventilated partial cavity
The behaviour of a nominally two-dimensional ventilated partial cavity was examined over a wide range of size scales and flow speeds to determine the influence of Froude, Reynolds, and Weber number on the cavity shape, dynamics, and gas entrainment rate. Two geometrically similar experiments were conducted with a 14:1 length scale ratio. The results were compared to a two-dimensional semi-analytical model of the cavity flow, and Froude scaling was found to be sufficient to match basic cavity shapes. However, the air flux required to maintain a stable cavity did not scale with Froude number alone, as the dynamics of the cavity closure changed with increasing Reynolds number. The required air flux differed over one order of magnitude between the lowest and highest Reynolds number flows. But, for sufficiently high Reynolds numbers, the rate of scaled entrainment appeared to approach Reynolds number independence. Modest changes in surface tension of the small-scale experiment suggested that the Weber number was important only at the lowest speeds and smaller length scale. Otherwise, the Weber numbers of the flows were sufficiently high to make the effects of interfacial tension negligible. We also observed that modest unsteadiness in the inflow to the large-scale cavity led to a significant increase in the required air flux needed to maintain a stable cavity, with the required excess gas flux nominally proportional to the flow’s perturbation amplitude. Finally, discussion is provided on how these results relate to model testing of partial cavity drag reduction (PCDR) systems for surface ships.
Journal Article
Vortex-enhanced propulsion
It has been previously suggested that the generation of coherent vortical structures in the near-wake of a self-propelled vehicle can improve its propulsive efficiency by manipulating the local pressure field and entrainment kinematics. This paper investigates these unsteady mechanisms analytically and in experiments. A self-propelled underwater vehicle is designed with the capability to operate using either steady-jet propulsion or a pulsed-jet mode that features the roll-up of large-scale vortex rings in the near-wake. The flow field is characterized by using a combination of planar laser-induced fluorescence, laser Doppler velocimetry and digital particle-image velocimetry. These tools enable measurement of vortex dynamics and entrainment during propulsion. The concept of vortex added-mass is used to deduce the local pressure field at the jet exit as a function of the shape and motion of the forming vortex rings. The propulsive efficiency of the vehicle is computed with the aid of towing experiments to quantify hydrodynamic drag. Finally, the overall vehicle efficiency is determined by monitoring the electrical power consumed by the vehicle in steady and unsteady propulsion modes. This measurement identifies conditions under which the power required to create flow unsteadiness is offset by the improved vehicle efficiency. The experiments demonstrate that substantial increases in propulsive efficiency, over 50 % greater than the performance of the steady-jet mode, can be achieved by using vortex formation to manipulate the near-wake properties. At higher vehicle speeds, the enhanced performance is sufficient to offset the energy cost of generating flow unsteadiness. An analytical model explains this enhanced performance in terms of the vortex added-mass and entrainment. The results suggest a potential mechanism to further enhance the performance of existing engineered propulsion systems. In addition, the analytical methods described here can be extended to examine more complex propulsion systems such as those of swimming and flying animals, for whom vortex formation is inevitable.
Journal Article
Ship waves and Kelvin
Ship wakes are fascinating. They can be observed by the human eye and appear to have a V shape when the ship is advancing at constant speed along a straight trajectory. Under idealized conditions, Kelvin found that the angle between the two branches of the V is
${\\sim }39^\\circ $
. However, in a number of cases, this angle appears to be smaller. This phenomenon has been studied by various authors, and several explanations have been suggested. The most elegant one, which is based on the amplitude of the ship waves rather than their phase, has recently been revisited by Darmon, Benzaquen & Raphaël (J. Fluid Mech., vol. 738, 2014, R3).
Journal Article
The effect of an upstream hull on a propeller in reverse rotation
Propeller crashback is an off-design operating condition where a propeller rotates in the reverse direction. Experiments (Bridges 2004, Tech Rep. MSSU-ASE-04-1, Department of Aerospace Engineering, Mississippi State University) have shown that the presence of an upstream hull significantly increases the side force on a propeller in crashback below an advance ratio of
$J= \\ensuremath{-} 0. 7$
. Large-eddy simulation (LES) is performed for a propeller with and without a hull at two advance ratios,
$J= \\ensuremath{-} 1. 0$
and
$J= \\ensuremath{-} 0. 5$
. LES reproduces the experimentally observed behaviour and shows good quantitative agreement. Time-averaged flow fields are investigated for a qualitative understanding of the complex flow resulting from the interaction of the upstream hull with the propeller blades. At
$J= \\ensuremath{-} 1. 0$
, two noticeable flow features are found for the case with the hull – a recirculation zone upstream in the vicinity of the propeller and a vortex ring much closer to the propeller. In contrast, at
$J= \\ensuremath{-} 0. 5$
, there is a much smaller recirculation zone which is further upstream due to the increased reverse flow. As a result, the hull does not make much difference in the immediate vicinity of the propeller at
$J= \\ensuremath{-} 0. 5$
. For both advance ratios, side force is mainly generated from the leading-edge separation on the suction side. However, high levels of side force are also generated from trailing-edge separation on the suction side at
$J= \\ensuremath{-} 1. 0$
.
Journal Article
Shipping of water on a two-dimensional structure. Part 2
The water-shipping problem is modelled in a two-dimensional framework and studied experimentally and numerically for the case of a fixed barge-shaped structure. The analysis represents the second step of the research discussed in Greco et al. (J. Fluid Mech., vol. 525, 2005, p. 309). The numerical investigation is performed by using both a boundary element method and a domain-decomposition strategy. The model tests highlight the occurrence of dam-breaking-type water on deck, (a) with and (b) without an initial plunging phase, and (c) an unusual type of water shipping connected with blunt water–deck impacts here called a hammer-fist type event never documented before. Cases (a) and (c) are connected with the most severe events and the related features and green-water loads are discussed in detail. A parametric analysis of water-on-deck phenomena has also been carried out in terms of the local incoming waves and bow flow features. We classify such phenomena in a systematic way to provide a basis for further investigations of water-on-deck events. The severity of (a)-type water-on-deck events is analysed in terms of initial cavity area and water-front velocity along the deck. The former increases as the square power of the modified incoming-wave (front-crest) steepness while the latter scales with its square-root. The two-dimensional investigation gives useful quantitative information in terms of water-front velocity for comparison with three-dimensional water-on-deck experiments on fixed bow models interacting with wave packets.
Journal Article