升力分配系数对螺旋桨正倒车水动力性能影响的数值分析

贺伟; 郭家伟; 胡小菲; 刘明静; 柏铁朝; 李子如

doi:10.19693/j.issn.1673-3185.02288

升力分配系数对螺旋桨正倒车水动力性能影响的数值分析

doi: 10.19693/j.issn.1673-3185.02288

1.
武汉理工大学船海与能源动力工程学院, 湖北武汉 430063
2.
中国舰船研究设计中心, 湖北武汉 430064

基金项目: 国家自然科学基金资助项目(51609189)；中央高校基本科研业务费专项资金资助项目(2019III076GX)

详细信息

作者简介:
贺伟，男，1982年生，博士，副教授。研究方向：船舶推进器水动力学。E-mail：hwcudca@163.com

郭家伟，男，1997年生，硕士生。研究方向：船舶推进技术。E-mail：253418533 @qq.com

李子如，女，1983年生，博士，副教授。研究方向：船舶水动力学。E-mail：lisay333@163.com

通信作者:
李子如

中图分类号: U661.31
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出版历程
- 收稿日期: 2021-02-02
- 修回日期: 2021-04-07
- 网络出版日期: 2022-01-29
- 刊出日期: 2022-03-02

Influence of lift distribution coefficient on hydrodynamic performance of propeller in forward and astern mode of operation by numerical analysis

1.
School of Naval Architecture, Ocean and Energy Power Engineering, Wuhan University of Technology, Wuhan 430063, China
2.
China Ship Development and Design Center, Wuhan 430064, China

升力分配系数对螺旋桨正倒车水动力性能影响的数值分析由贺伟，等创作，采用知识共享署名4.0国际许可协议进行许可。

摘要

摘要: 目的基于数值模拟方法研究螺旋桨几何参数对其正倒车水动力性能的影响规律。方法以某33 000 DWT成品油轮为应用对象，采用RANS方法并结合Realiazable k-ε湍流模型，对与其相匹配的1个图谱桨与3个理论桨在正车前进和倒车后退工况下的水动力性能进行数值仿真，讨论升力分配系数、螺距与拱度组合方式对螺旋桨正倒车水动力性能的影响规律。结果结果表明：在正车前进和倒车后退工况下，桨叶剖面螺距对剖面升力的贡献始终为正，拱度的贡献则体现为正负交替，螺旋桨设计时适当增加拱度减小螺距有利于提升其正车前进工况下的敞水效率，反之，采用大螺距小拱度则有利于增大倒车推力。结论基于研究结果给出了螺旋桨设计中兼顾考虑其正车和倒车性能的若干建议。
- 螺旋桨性能 /
- 倒车工况 /
- 正车工况 /
- 水动力性能 /
- RANS
Abstract: Objectives The influence of the geometrical parameters of propeller on its hydrodynamic performance in forward and astern mode of operation is studied by numerical simulation. Methods Taking a 33 000 DWT oil product tanker as the application object, the hydrodynamic performance of a MAU-series propeller and three theoretical propellers operated in forward and astern mode is simulated using the RANS method combined with the Realizable k-ε turbulence model. The influence of the lift distribution coefficient, pitch and camber combination on the hydrodynamic performance of propeller in both operation modes are then discussed through comparison. Results The results show that in forward and astern operation mode, the pitch of the blade will generate positive lift, whereas the camber of the blade will generate positive and negative lift alternately. Properly increasing the camber and reducing the pitch of the propeller in design is beneficial for improving its open water efficiency in forward operation mode. On the contrary, adopting the combination of a large pitch and a small camber is beneficial for increasing reverse thrust. Conclusion Based on the experimental data, suggestions on performace trade-offs of designing a propeller in both operation modes are given.
- marine propeller performance /
- astern operation /
- forward operation /
- hydrodynamic performance /
- RANS

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图 1 33 000 DWT成品油轮实船照片

Figure 1. View of 33 000 DWT oil product tanker

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图 2 2个螺旋桨的几何示意图

Figure 2. Geometry of two propellers

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图 3 2个螺旋桨螺距比和拱度弦长比径向分布

Figure 3. Radial distribution of pitch ratio and camber-chord length ratio of two propellers

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图 4 计算域

Figure 4. Computational domain

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图 5 计算域特征截面网格示意图

Figure 5. Grids of feature section in computational domain

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图 6 理论桨1正车前进工况下敞水性能数值计算与试验结果比较

Figure 6. Comparison of open water performance between numerical and experimental results of theoretical propeller-1

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图 7 两桨正车前进工况敞水性能计算结果比较

Figure 7. Comparison of open water performance between numerical results of two propellers in forward operation mode

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图 8 正车前进工况J=0.430 8下两桨桨叶的压力分布

Figure 8. Pressure distribution on the blades of two propellers in forward operation mode at J=0.430 8

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图 9 倒车后退工况下两桨敞水性能计算结果比较

Figure 9. Comparison of open water performance between numerical results of two propeller in astern operation mode

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图 10 倒车后退工况J=0.1下两桨桨叶压力分布云图

Figure 10. Pressure distribution on the blades of two propellers in astern operation mode at J=0.1

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图 11 3个理论桨剖面升力分配系数径向分布曲线

Figure 11. Lift distribution coefficient radially shared by the blade sections of three theoretical propellers

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图 12 3个理论桨螺距比径向分布曲线

Figure 12. Radial distribution of pitch ratio of three theoretical propellers

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图 13 3个理论桨拱度弦长比径向分布曲线

Figure 13. Radial distribution of camber-chord length ratio of three theoretical propellers

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图 14 正车前进工况J=0.430 8下3个理论桨的桨叶压力分布

Figure 14. Pressure distribution on the blades of three theoretical propellers in forward operation mode at J=0.430 8

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图 15 倒车后退工况下3个理论桨的推力系数曲线

Figure 15. Thrust coefficient of three theoretical propellers in astern operation mode

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图 16 倒车后退工况下3个理论桨的转矩系数曲线

Figure 16. Torque coefficient of three theoretical propellers in astern operation mode

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图 17 倒车后退工况J=0.1下3个理论桨的桨叶压力分布

Figure 17. Pressure distribution of blades of three theoretical propellers in astern operation mode at J=0.1

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图 18 3个理论桨0.7R处剖面速度三角形示意图

Figure 18. Diagram of velocity triangle of three theoretical propellers at 0.7R

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表 1 船舶及螺旋桨设计相关参数

Table 1. Design parameters of ship and propeller

参数	数值
船舶总长/m	175.0
方形系数	0.813
设计航速/ kn	13.0
主机功率/ kW	6 340
功率储备系数	0.15
轴系效率	0.97
伴流分数	0.270
推力减额分数	0.155
相对旋转效率	0.985
螺旋桨转速/（r·min⁻¹）	136

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表 2 图谱桨和理论桨1主要几何参数

Table 2. Main geometric parameters of MAU-series propeller and theoretical propeller 1

参数	数值
参数	图谱桨	理论桨1
螺旋桨直径/m	5	5
叶数	5	5
盘面比	0.55	0.55
毂径比	0.18	0.18
0.7R处螺距比	0.700 0	0.748 6
侧斜角/(°)	10	24.5
剖面类型	MAU	NACA66

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表 3 计算域边界条件与螺旋桨旋向的定义

Table 3. Definition of rotational direction of propeller and boundary conditions of computational domain

项目	正车前进	倒车后退
来流方向	X	−X
螺旋桨旋转方向	−X	X
计算域左侧边界条件	速度入口	压力出口
计算域右侧边界条件	压力出口	速度入口
远场边界条件	对称平面	对称平面
桨毂和桨叶边界条件	无滑移壁面	无滑移壁面

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表 4 3个理论桨在设计工况下的水动力性能

Table 4. Hydrodynamic performance of three theoretical propellers under design condition

	J	K_T	10K_Q	η₀
理论桨1	0.430 8	0.170 7	0.226 6	0.516 4
理论桨2	0.430 8	0.171 9	0.236 7	0.497 9
理论桨3	0.430 8	0.169 5	0.247 1	0.470 3

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表 5 正车前进设计工况下3个理论桨的叶背及叶面推力贡献

Table 5. Thrust contribution of back & face of blades of three theoretical propellers under design condition

	推力贡献比例/%
	叶面压力面	叶背吸力面
理论桨1	8.58	91.42
理论桨2	6.79	93.21
理论桨3	2.71	97.79

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