OFFSHORE & marine Technology | OFFSHORE OIL & GAS

Hydrodynamics of thruster systems

Mobile Offshore Drilling Units | Multi-directional steerable thrusters mounted under

the bottom of the ship are needed for dynamic positioning (DP). From a hydrodynamic viewpoint these are very special operating conditions. The thruster-hull interaction is highly significant for the actual net thrust.

esources in ever-deeper
water are gaining in
significance. To explore them, a large number
of MODUs (Mobile Offshore
Drilling Units) are presently
being built. These drill ships
or semi-submersibles need to
be positioned dynamically in
order to operate in water of
greater depth. In dynamic positioning, the environmental
forces of current, waves and
wind are counter-balanced by
the use of propeller thrusts.
Computational Fluid Dynamics (CFD) provides for detailed
insight into flow conditions.
In the underlying method, the
flow-mechanical conservation
equations for mass (continuity equation) and momentum
(Navier-Stokes equation) are
solved numerically with a finite volume technique. The
influence of turbulence on the
medium flow variables, such
as velocity and pressure, are
taken into account using a turbulence model.
Calculating the flow using the
full-scale Reynolds number is
essential for the study of the
thruster-hull interaction. The
simulation of interaction between thruster and hull only

leads to acceptable convergence times if the calculation

is carried out in parallel operation.
Open Water

The first step of optimizing a

propulsion system takes place
in free inflow without taking
ship influences into account.
In searching the optimal form
of the blade shapes and nozzles, an automatic optimization is used. Starting from
a pre-defined, established
form, the computer looks
via systematic change of geometry for the best possible
combination of nozzle and
blade shape. An automatic
algorithm first creates the
finite volume net and then
calculates the propulsion parameters with the CFD-Code
COMET for several hundred
geometry parameter combinations. The propulsion performance is compared with
the best previous results.
Next, the computer follows
promising geometric changes
until the best possible result
is found. The final result is
then manually checked and
evaluated for marginal conditions that the computer may

Illustration 1: Streamlines in open water at J=0.7

50

not know, e.g. from manufacturing conditions.

In dynamic positioning, forces in all directions need to
be created, including with inflow that doesnt occur axially
to the propeller. Nozzle and
propeller are, for example,
also tested for oblique inflow
(illustration 2). At the same
time, such calculations enable
the definition of necessary azimuth moments so as to design
the azimuth gears.
Thruster-hull-interactions

For propellers underneath

semi-submersible
floating
platforms, the thruster-hull
interaction is of utmost importance. Pertinent literature
quotes significant loss of
thrust [Lehn 1992]. Semi-submersible operators report on
up to 50% thrust loss identified in practice in offshore deployment. So as to limit these
losses, it is current technological practice to tilt the nozzle
downwards by approx. 4.
Tilting the nozzle around a
horizontal propeller brings
about larger gaps between
blade tip and nozzle, which in
turn reduces the efficiency of
the nozzle.

Hydrodynamic research was

undertaken to see which tilt
angle of the propeller axis
minimized the interaction. The
transverse thrust underneath a
semi-submersible is particularly relevant and determines the
required constructive tilting.
The thruster in the windward
side of the current is aimed
at a transverse angle towards
the two pontoons of the semisubmersible, and the propeller wake hits upon the second
pontoon (illustration 3).
A horizontal propeller wake is
averted to tilt slightly upwards
via the so-called Coanda effect, caused by the interaction
with the hull, and hits at high
speed onto the hull in the currents lee. The flow patterns
that lead to the Coanda effect
are dependent on viscosity and
are thus influenced by scale of
simulation. For the first time,
the calculations of this phenomenon with CFD take place
with Reynolds numbers that
tally with the full-scale vessel.
The results of this calculation
correspond with those losses
that the operators identified in
practice. Voith calculated that
approx. 45% of thrust was
lost for this particular thrust-

Illustration 2: Flow vectors for oblique inflow thrusters at different rpm

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The low pressure at the nozzle

is developed across the entire
dimension and vortexes do not
appear.
Model scale tests

Illustration 3: Flow vectors and pressure near transverse propeller

under the semi-submersible pontoons with 0 and 8 vertical axis tilt

er operation. [Jrgens 2008]

Further research was conducted with a step-by-step increase
of the tilt angle for the propeller and nozzle axis. With increasing downward tilt, thrust
loss sinks linearly up to a 7
axis tilt. At an axis tilt of 4,
more or less comparable with
the level of technology at a
4 tilted nozzle, the losses
amount to approx. 28%. With
an 8 axis tilt, the thrust losses leap down to approx. 5%.
Wider tilt angles dont lead to
any further reduction of thrust
loss. Thus the 8 tilted axis is
considered to be optimal in
minimizing the thrust losses
with the Coanda effect.
Modern CFD technology permits flow details to be visualized. Of particular interest
are the changes that occur between 7 and 8 of the tilted
axis leading to the termination
of the Coanda effect. The flow

between the hull floor and the

nozzle are magnified in the illustrations 4a and 4b to exemplify the 7 and 8 tilted axis.
With all tilted angles smaller
than 8, a vertex appears at the
bilge radius of the pontoons
over the nozzle, as shown in
illustration 4a. At this point,
the propeller wake is averted
to the top, thereby striking the
adjacent pontoon. The pressure on the other pontoons
is illustrated for various tilted
angles in illustration 3.
Illustration 4a also shows that
at 7 tilted axis, parts of the
nozzle do not contribute to
the thrust. The low pressure,
illustrated in dark blue, does
not extend across the inlet rim
of the nozzle. At a 7 tilted
axis, the top quarter of the
nozzle does not contribute to
thrust generation.
In illustration 4b, the flow is
shown at an 8 tilted angle.

Illustration 4a: Vortex at 7 tilted axis

The validation of CFD calculations occurs with simulation

tests. Voith Turbo runs a circulation tank in Heidenheim
that is suitable for propulsion
tests. The thruster is attached
securely onto the measuring
frame and circulating water is
flowed through it. In doing so,
unlimited measuring times are
yielded, with which the flow
patterns can be observed. The
flow lines can be visualized easily and clearly with the use of
colored ink.
To illustrate the interaction of
the propeller tilting angles using the model, the model installation was turned by 90.
Under the now vertical pontoons of the semi-submersibles, the thruster axis was thus
changed horizontally.
The model scale tests confirm the CFD calculations. In
the measuring frame, too, the
Coanda effect can clearly be
seen, as can the considerable
reduction of losses at an 8
tilted axis.
However, as the CFD numbers
are calculated for a Reynolds
number that applies to a fullscale vessel, slight variations
may occur, which can be traced
back to the different scaling effects.
To quantify these, Voith Turbo
is planning further CFD calculations within the scale of the
measured model. Research for

other formations are also in

planning.
Outlook technology

Based on the results of hydrodynamic research and decades of

service experience, Voith Turbo
is developing a new generation
of Voith Radial Propellers. The
prototype is planned with Ldrive arrangement for 5500kW
input power. With a propeller
diameter of 4200 mm, a bollard pull of over 100 t is created from each of these VRP
42-55s at dynamic positioning.
The 98 gear, which transfers
the torque of the vertical drive
shaft onto the 8 downwardly
tilted propeller axis can be cut
on specific machines at Voith
Turbo. These types of thrusters
are mounted under water onto
the floating vessel.
Literature

[Jrgens 2008] Dirk Jrgens

and others; Dynamic Positioning Conference October 2008;
Design
of Reliable Thruster Systems;
Houston, Texas, USA
[Lehn 1992]: Erik Lehn; Marintek AS DNV Research;
Practical methods for esti-mation of thrust losses; FPS-2000
Mooring and Positioning, Part
1.6 Dynamic Positioning
Thruster Efficiency;
Report No 513003.00.06
The authors:
Torsten Moltrecht,
Dr. Dirk Jrgens,
Voith Turbo Schneider
Propulsion GmbH & Co. KG,
Heidenheim, Germany

Illustration 4b: Flow course at 8 tilted axis

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