Propulsion Rev43299 PDF

[PROPULSION]
1 General
2 Thrust and torque
2.1 Propeller characteristics
2.2 Saturation
2.3 Advance speed
2.4 Propulsion load
3 Thruster current interaction
4 Thruster thruster interaction
4.1 Azimuthing thruster azimuthing thruster interaction
4.2 Main propeller stern tunnel interaction
5 Thruster hull interaction
5.1 Azimuthing thruster hull interaction
5.2 Main propeller hull interaction
5.3 Tunnel thruster hull interaction
6 Rudders
6.1 Rudder forces
6.2 Main propeller rudder interaction
6.3 Rudder hull interaction
1. General
The Propulsion module contains 3 types of thrusters:
Azimuthing thrusters;
Main propellers;
Tunnel thrusters.
Furthermore, the module contains also rudders.
The number of thrusters per body is unlimited, with the exception of main propellers: the
maximum per body is 2. When a body is equipped with rudders the number of rudders must
be equal to the number of main propellers.
It must be noted that all calculations are done in still water. Therefore, phenomena like
emersion of tunnel thrusters, main propellers or rudders and vertical velocitiy components
due to vessel motions are not accounted for.
The following interactions can be disabled / enabled by the user:
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D:\Projects\aNySim\trunk\Docs\[PROPULSION].doc
[PROPULSION]
Switch Control
ApplyThrusterCurrentInteract All thrusters: current speed added to advance speed.
Tunnel thrusters:
power correction;
add longitudinal hull force;
correction induced transverse hull force;
correction induced hull yaw moment;
correction impeller force.
ApplyThrusterHullInteract Tunnel thrusters: add induced transverse hull force.
Azimuthing thrusters: apply thrust deduction.
Main propellers:
add hull longitudinal and transverse force and yaw
moment;
if stern tunnel thrusters are present: correction of hull
forces.
ApplyUserDefHullInteract Azimuthing thrusters: apply user defined thrust deduction
factors, vary with azimuth angle.
ApplyThrusterThrusterInteract Azimuthing thrusters: addition of jet stream velocities of
upstream azimuthing thrusters to advance speed of
downstream azimuthing thrusters.
If combination main propellers - stern tunnel thrusters is
present:
correction of main propeller thrust and impeller force of
stern tunnel thruster.
if hull interaction is applied: correction of hull forces
induced by main propellers.
ApplyJet90_JJS Azimuthing thrusters: apply simplified jet stream model.
ApplyThrusterRudderInteract Main propellers:
correction of wake (advance speed);
moment;
correction of thrust;
correction of power.
ApplyRudderHullInteract Rudders:
correction of inflow angle and speed;
correction of rudder forces;
moment if main propellers dont give thrust.
Table 1 Controllable interactions
To simulate the inertia of the propulsion system response times can be defined for RPMs cq
pitches, azimuthing and rudder angles. The response times limit the change of these
quantities per timestep.
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The maximum thrust is limited by the available power. This power may be given as input or it
is derived from the given maximum thrust. In case the maximum thrust is exceeded the
RPMs are reduced so that the consumed power doesnt exceed the available power.
2. Thrust and torque
2.1 Propeller characteristics
For each thruster a propeller can be selected from the propeller database (PropDBase.ini).
The following propellers are available:
Name Nr of AeAo P/D Variable pitch

blades possible
Ka_4_70_Nozzle19A_4Q 4 0.70 0.0 1.4 Yes
Ka_4_70_Nozzle37_4Q 4 0.70 0.0 1.4 Yes
B_3_65_4Q 3 0.65 1.0 No
B_4_40_4Q 4 0.40 1.0 No
B_4_55_4Q 4 0.55 1.0 No
B_4_70_4Q 4 0.70 0.0 1.4 Yes
B_4_85_4Q 4 0.85 1.0 No
B_4_100_4Q 4 1.00 1.0 No
B_5_75_4Q 5 0.75 1.0 No
B_6_80_4Q 6 0.80 1.0 No
B_7_85_4Q 7 0.85 1.0 No
Table 1 Available propellers
The phrase 4Q in the name of the propellers indicates that the thrust and torque coefficients
are described in 4 quadrant diagrams. Therefore the coefficients are denoted C T and CQ
resp., rather than KT and KQ as used in 1 quadrant diagrams. With the 4 quadrant diagrams
all combinations of RPMs and advance speed are covered:
1st quadrant: RPMs > 0 advance speed > 0

2nd quadrant: RPMs < 0 advance speed > 0
3th quadrant RPMs < 0 advance speed < 0
4th quadrant RPMs > 0 advance speed < 0
AeAo is the ratio of expanded blade area Ae and the area of the propeller plane A0. P/D is the
ratio of the pitch at 0.7R and the diameter.
For three propellers there are a range of pitches available in the database. The user may
select any value in the given ranges, the CT and CQ coefficients are determined by linear
interpolation.
It is possible with these three propellers to control the thrust with the pitch: in that case the
fixed RPMs must be given.
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The propeller diagrams were taken from the PSP program, version 5.0. This program is
based on the data from Ref. [1].
The CT and CQ coefficients are given as function of the undisturbed inflow angle , which is
also known as the hydrodynamic pitch angle. This angle is defined as:
Va
arctan [rad]
0.7 n D
in which: Va advance speed [m/s]

n revolutions [s-1]
D diameter [m]
The thrust and torque follow from:
1
T = CT Vr2 D2 [kN]
2 4
1
Q = CQ Vr2 D3 [kNm]
2 4
in which: water density [ton/m3]

Vr incoming velocity [m/s]
The incoming velocity Vr is:
Vr = Va2 +(0.7 n D)2 [m/s]
The consumed power follows from the torque:
P=2 Q n [kW]
The user may give either the maximum thrust or the maximum power of a thruster. If the
maximum thrust is given the corresponding revolutions are calculated using the C T coefficient
for = 00. With these revolutions and the CQ coefficient for = 0o the torque is found and
hence the (required) available power.
If the maximum power is given the maximum thrust is determined likewise with the C T and CQ
coefficients for = 0o.
For tunnel thrusters an extra provision for the maximum thrust has been made. Due to the
presence of the propeller drive inside the tunnel the maximum thrust to one side of the vessel
is different than to other side. To account for this asymmetry the user can define to which
side the tunnel thruster delivers its maximum thrust ( = 00).
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[PROPULSION]
2.2 Saturation
The power is used to check whether a thruster is saturated. This is the case when the
consumed power exceeds the available power. The revolutions are then reduced in an
iterative procedure. As the power is approximately proportional to n3 (when Va = 0) a new
value for the revolutions is estimated with:
1
3
P
ni+1 = ni max
Pcons,i
With the new value of the revolutions ni+1 the hydrodynamic pitch angle is recalculated ( i+1),
new values of CT and CQ are retrieved with i+1 and the consumed power is recalculated
(Pcons,i+1). When the consumed power Pcons,i+1 is less than the maximum available power, or
when the maximum number of iteration steps is exceeded (10), the iteration procedure stops.
The same procedure applies to variable pitch thrusters. The pitch setting follows from the
required thrust. When the required torque is too high with this pitch the RPMs are reduced,
as described above, until the consumed power matches the maximum available power.
2.3 Advance speed
The advance speed Va depends on the ship velocity, the thruster position and the current
speed and direction. As the current model of aNySim allows for multiple current layers the
current depends on the draft of the thruster.
The user may disable the thruster current interactions to see the effect of the current on the
thrust. It must be noted that the advance speed is always dependent on the vessel velocity:
this dependency cannot be disabled.
For each type of thruster the advance speed is resolved in a longitudinal and a transverse
component and calculated as follows:
=X
X - R sin( ) [m/s]
T S S T T
=Y
Y + R cos( ) [m/s]
T S S T T
with:
X longitudinal relative velocity at thruster in ship local s.o.c. [m/s]
T

Y transverse relative velocity at thruster in ship local s.o.c. [m/s]
T
X longitudinal ship velocity in its local s.o.c. [m/s]

S
Y transverse ship velocity in its local s.o.c. [m/s]

S
S ship rate of turn [rad/s]
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[PROPULSION]
RT distance ship CoG thruster position [m]

T direction of line thru CoG and thruster position [rad]
In case thruster current interactions are to be accounted for the ship velocities in the above
equations are replaced by the relative ship velocities:
' = X
X - V cos( - ) [m/s]
S S C C
' =Y
Y - V sin( - ) [m/s]
S S C C
with: '
X longitudinal relative ship velocity [m/s]
S
'
Y transverse relative ship velocity [m/s]
S
VC current velocity at thruster draft [m/s]

C current direction in global s.o.c. at thruster draft [rad]
ship heading in global s.o.c. [rad]

Y T
VC
S RT

X T
C

Y S
RT
X S
CoG
S
Figure 1 Relative velocity at thruster
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[PROPULSION]
. For azimuthing
and for tunnel thrusters Y
So, for main propellers the advance speed is X T T
thrusters the azimuth angle must be accounted for:
cos( ) + Y
Va = X sin( ) [m/s]
T T
with: azimuth angle [rad]
see figure below:

Y T

X T
Va
Figure 2 Advance speed azimuthing thruster
2.4 Propulsion load
When the thrusts of all thrusters have been established they are summed to obtain the total
propulsion load on the ship.
This propulsion load includes also a heel and trim moment. The arm of these moments
consists of the vertical distance between the thruster shaft and half the draft of the vessel:
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[PROPULSION]
draft
reaction force
force
Heel arm
arm
thrust
Figure 3 Arm of heel moment
TP,x = Tx,i [kN]

TP,y = Ty,i [kN]
TP, Ty,i ZT,i ) [kNm]
TP, -Tx,i ZT,i ) [kNm]
TP, = ( -Tx,i YT,i + TY,i XT,i ) [kNm]
with: TP,x longitudinal propulsion force [kN]

TP,y transverse propulsion force [kN]
TP, propulsion heel moment [kNm]
TP, propulsion trim moment [kNm]
TP, propulsion yaw moment [kNm]
Tx,i longitudinal thrust component thruster i [kN]
Ty,i transverse thrust component thruster i [kN]
XT,i longitudinal position thruster i relative to CoG [m]
YT,i transverse position thruster i relative to CoG [m]
ZT,i vertical distance half the draft - shaft thruster i [m]
3 Thruster current interaction
The thruster current interactions are accounted for by adding the current vector to the
relative velocity vector at the thruster positions, see section 2.3.
The reported open water thrust includes relative velocity (without current) at the thrusters, the
reported total thrust includes current velocity and all interactions.
For tunnel thrusters model tests have been done with four different vessel types:
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[PROPULSION]
supply vessel;
ferry;
container ship;
hopper dredger.
These models were equipped with one bow tunnel and towed at various speeds and drift
angles. The body plans of the supply vessel, ferry and container ship can be found in Ref. [8],
Figures 1 thru 3.
From the model tests correction factors were derived for consumed power, impeller force, hull
induced transverse force and yaw moment. Moreover, the model tests showed that there
were significant longitudinal forces acting on the hull. These forces are also accounted for by
taking a fraction of the transverse induced hull force.
The correction factors are found by quadratic interpolation in one of the four databases
(BOWSUP, BOWFER, BOWCON, BOWHOP) with the relative current angle, the jet velocity
ratio and the advance ratio as arguments.
The jet velocity ratio is taken as (Ref. [8], page 9):
Va
VVJ =
4 T
D2
and the advance ratio:
Va
J=
nD
where: Va sum of transverse vessel velocity at the tunnel position and the current
component perpendicular to the hull
T total thrust = impeller force + hull induced force
The five afore mentioned properties: consumed power, impeller force, hull induced transverse
and longitudinal force and yaw moment, are also corrected for the ratio waterdepth : draft.
The correction factors are found by quadratic interpolation in the BOWFHT database, where
these factors are given for, amongst others, two waterdepth : draft ratios: 1.25 and 2.50. For
the interpolation it is assumed that for waterdepth : draft ratios of 4 and higher the factors are
1.
Other arguments for the interpolation are the relative current angle and the jet velocity ratio,
as given above.
4 Thruster thruster interaction
4.1 Azimuthing thruster azimuthing thruster interaction
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[PROPULSION]
When thruster thruster interactions are to be accounted for the advance speed is increased
with the vectorial sum of the jetstreams of all upstream azimuthing thrusters. There are no
interactions between azimuthing thrusters and main propellers or between azimuthing
thrusters and tunnel thrusters.
A jetstream of an upstream azimuthing thruster is added to the advance speed of a

downstream thruster when the latter is in the downwash sector of the former. The boundary
of a downwash sector is defined as:
500
[deg]
L 20
D
where: downwash sector [deg]

L distance between upstream and downstream thruster [m]
D diameter of upstream thruster [m]
There are two routines in aNySim which calculate the velocities within a jetstream: Jet90 and
Jet90_JJS. Both routines are based on modeltests and empirical relations from Ref. [3].
Jet90 was the first implementation by Nienhuis (1984).
The Jet90 routine was taken from the PROPINT program. The calculation method of this
program is described in detail in Ref. [2].
It appeared that the Jet90 routine deviated significantly from the modeltests and calculations
in Ref. [2] and it failed to give solutions in some (unpredictable) cases. Therefore the new
routine Jet90_JJS was written: this is now the default routine used by aNySim. It is simplified
w.r.t. the Jet90 routine in so far that it doesnt account for a wall above the thrusters, like a
flat keel of a vessel, and it neglects the velocity of the surrounding water, which may bend the
jetstream flow.
When the old routine is to be used the key ApplyJet90_JJS in the input file should be set
false.
A detailed description of the Jet90_JJS jetstream model is given in Ref. [7].
Below an example is given of the differences in results of the old and the new routine (from
Ref. [7]):
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Figure 4 Thrust reduction vs. thruster distance Jet90
Figure 5 Thrust reduction vs. thruster distance Jet90_JJS
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[PROPULSION]
The two routines have different criteria whether the jetstream is to be calculated. They both
check whether a thruster is in the downwash sector of an upstream thruster. Apart from that
the Jet90 routine uses a velocity UJ as criterion:
2 2
UJ > 1.1 Va,up + Vt,up [m/s]
with: Va,up advance speed upstream thruster [m/s]

Vt,up transverse speed upstream thruster [m/s]
UJ is defined as:
UJ = Va,up + {W or - Va,up sign( Va,up )} sign( Tup )
with: sign( ) function which returns the sign of the argument

2
Tup [m/s]
Wor = Va,up +
2
D up
4
with: Tup thrust upstream thruster [kN]

Dup diameter upstream thruster [m]
The Jet90_JJS uses the distance between two interacting thrusters as criterion. If the
dimensionless distance x/D > 26, where D is the diameter of the upstream thruster, the
jetstream is not calculated.
During a simulation the azimuth angles may change such that at one moment a downstream
thruster is just outside a downwash sector and the next moment within. This can cause
sudden jumps in the advance speed and thus in the thrust of the downstream thruster.
Because these jumps are not realistic (jetstreams need time to built-up) the jetstream
velocities are filtered to obtain a more gradual change of thrust. The amount of filtering
depends on the thrust of the upstream thruster and on the distance between the two
interacting thrusters. The filter is implemented as follows:
Vjet,i - Vx,mean,i
Vx,mean,i+1 Vx,mean,i [m/s]
1
with: Vx,mean jetstream velocity at downstream thruster [m/s]

Vjet jetstream velocity as calculated by Jet90 cq Jet90_JJS [m/s]
filter time constant [-]
i timestep index [-]
The time constant depends on the distance, the maximum jetstream velocity at the
downstream thruster and the simulation timestep:
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[PROPULSION]
d
[-]
v dp t
with: d distance between interacting thrusters [m]

Vdp maximum jetstream velocity at downstream thruster [m/s]
t simulation timestep [s]
The maximum jetstream velocity Vdp at the downstream thruster is calculated with:
a
Vdp = Vup b
[m/s]
d
Dup
with: Vup jetstream velocity at upstream thruster [m/s]

Dup diameter of upstream thruster [m]
a, b curve fit coefficients [-]
This formula describes the decrease of the jetstream velocity as function of the
dimensionless distance between the two thrusters. It was taken from Ref.[3], Eq. 3.17, page
58. There are two sets of curve fit coefficients a and b for two advance ratios of the upstream
thruster. For J = 0 they are:
a = 0.805
b = 0.389
Finally, the jetstream velocity at the upstream thruster is found with its maximum thrust and
diameter (Ref [3], Eq. 3.18, page 59, with Vs = 0 en km = 1):
2 Tup
Vup = [m/s]
A up
with: Tup maximum thrust upstream thruster [kN]

water density [ton/m3]
Aup propeller disc area upstream thruster [m2]
4.2 Main propeller stern tunnel thruster interaction
The main propeller stern tunnel thruster interaction is accounted for in two ways: the thrusts
of the main propellers and stern tunnel thrusters are corrected and the hull forces, induced by
the main propellers, are corrected.
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[PROPULSION]
The thrust correction factors are found by interpolation in the PRPINT.DAT database. The
contents of this database are based on the modeltests as reported in Ref. [5]. It has been
implemented in the STERNT and DPSIM programmes.
In Ref. [4], where the STERNT programme is described, there is an explicit warning in the
introduction that the interaction effects are large and in some cases unpredictable.
The interpolation arguments are:
the ratio of relative ship velocity and jet velocity of the main propellers Qmain:
VS V D
Qmain = = S main
VJ 2 TPS + TSB
the ratio of relative ship velocity and jet velocity of the stern tunnel thrusters Qstern
(same formula as used for Qmain, the diameter is the average diameter of the tunnel
thrusters);
the relative ship velocity;
the combination of RPMs of the main propellers.
The correction factors for the hull forces, induced by the main propellers in combination with
stern tunnel thrusters, are found by interpolation in the HULINT.DAT database. This database
is also the result of the modeltests as reported in Ref. [5] and has the same interpolation
arguments as the PRPINT.DAT database.
5 Thruster hull interaction
5.1 Azimuthing thruster hull interaction
For azimuthing thrusters the thruster hull interactions may be accounted for in two ways.
Either the default thrust deduction fraction is applied, which is 0.04 for all azimuth angles, or
user defined thrust deduction factors are applied, which may vary with the azimuth angles.
During a simulation the factors are linearly interpolated to the momentary azimuth angles and
multiplied with the thrusts.
5.2 Main propeller hull interaction
Before the thrust and torque are calculated the wake flow is determined. The wake depends
on whether rudders are present and when they are, the combination of positive and negative
RPMs of the two main propellers.
When rudders are not present the wake is found by quadratic interpolation in results of
modeltests (Ref. [4], page 7). These modeltests concerned a twin screw supply vessel
without rudders, see Ref. [5] for model drawings.
The argument for interpolation is the direction of the relative ship velocity thru the water:
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[PROPULSION]

Y
S = arctan S + [rad]
XS
and Y
As mentioned earlier, the ship velocities X include current when the user has
S S
choosen to apply thruster-current interactions.
When rudders are present and both main propellers dont rotate the wake fraction from the
input is corrected as follows (Ref. [6], Appendix I). First the relative velocity and direction at
the rudders is determined:
2
VSR = 2 + Y
X + X [m/s]
S S S rud
+ X
YS S rud
SR = -arctan X
[rad]
S
If SR < 0 its sign is changed to positive and the calculation continues as if the other main
propeller is the subject.
When SR > 900 a velocity correction CV is applied, which depends on the subject main
propeller (port side or starboard), see Fig. I.1 of Ref. [6], Appendix I. When SR < 900 a
correction CS is applied to the inflow direction, see same reference. The inflow velocity and
direction at the rudder follow from:
2
Urud = VSR CV 1 - w e- 4 SR
[m/s]
rud = CS SR [rad]
with: CV velocity correction = f( SR) [-]

w inputted wake fraction [-]
CS direction correction = f( SR) [-]
and finally the wake:
Urud cos rud

w* = 1 - [-]
VS
Note that when the wake fraction w is not given by the user a default value is calculated with
the vessels block coefficient:
w = 2 CB5 (1 CB) + 0.1 [-]
When rudders are present and at least one main propeller delivers thrust the wake is found
by interpolation in the database VADAT.DAT. The contents of this database are based on
modeltests (Ref. [6]) and were first implemented in the RUDFOR program.
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In VADAT.DAT the wake is given for 4 different combinations of RPMs (see Table 2), for 7
inflow directions, ranging from 00 thru 1800 with a step of 300, and for 4 advance ratios, from
0 thru 0.489.
Ncomb
RPMPS > 0 - RPMSB > 0 2
RPMPS > 0 - RPMSB < 0 3
RPMPS < 0 - RPMSB > 0 4
RPMPS < 0 - RPMSB < 0 5
Table 3 RPM combinations for rudder interactions
The definition of the advance ratio used in combination with this database is:
2 VS (1 - w)
J0 = [-]
n PS + n SB D
with: VS = 2 +Y
X 2 [m/s]
S S
w wake fraction [-]

nPS revolutions port side propeller [s-1]
nSB revolutions starboard propeller [s-1]
D diameter [m]
From the interpolated value of the wake ( Va ) the final wake follows from:
Va n D 1
w =1- [-]
5.2947 VS
Va n D
Note that the dimensions of the term are not m/s but (m/s)2 (denominator only),
5.2947
but it is unknown which physical quantities are put in the constant 5.2947.
With the corrected wake and the relative velocity at the main propeller the hydrodynamic
pitch angle is determined and consequently the thrust and consumed power (see Section
2.1).
The hull forces which originate from the main propellers (without rudders) are expressed as
fractions of the thrust of each main propeller. In case there is only one main propeller its
thrust is equally divided over two equivalent propellers.
The fractions are found by interpolation in the HULCOEF.DAT database. The contents of this
database are derived from modeltests as reported in Ref. [5]. These modeltests were done
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[PROPULSION]
with the same model of a supply vessel as used in the Passieve manoeuvreerhulpmiddelen
project, but without the rudders.
The interpolation arguments are the same as with the PRHDAT.DAT database, except for the
rudder angles.
In the HULCOEF.DAT database the directions of the relative velocity range from 00 thru 3600,
with a step of 450 and the velocity ratios from 0 thru 2.5. The RPM combinations include also
combinations with zero RPMs.
Furthermore, thrust deduction fractions are derived for each main propeller separately. In
case of positive thrust the fraction is 0.04. In case of negative thrust the fraction depends on
the block coefficient and the number of main propellers:
single screw: t = 0.058 + 0.188 CB [-]

twin screw: t = 0.058 + 0.121 CB [-]
5.3 Tunnel thruster hull interaction
The total thrust of a tunnel thruster is split-up in an impeller force (open water thrust, without
tunnel and hull) and a hull induced force (due to the pressure differences at the hull sides).
The ratio of these forces is either given by the user or calculated with a detailed tunnel model.
This model is based on modeltests (Ref. [8]) and was first implemented in the BOTHRUS
program. It accounts for the tunnel grid properties, length, height from keel, drive position,
entrance orientation and entrance fairing.
The limitations of the tunnel model are:

1
Ltunnel D Ltunnel ;
3
vertical distance keel to shaft D;
entrance corner radius < 0.2 D;
angle between entrance plane and local waterline < 300;
angle between entrance plane and local frame < 300.
When for example the force ratio is 4 the impeller force is 80% of the total thrust and the hull
force is 20%. If the thruster-hull interactions are switched off with the input flag
ApplyThrusterHullInteract the hull induced force is set to 0. So, with the above ratio example
the remaining total thrust will be 80%.
This switch can be set for each vessel separately.
Dit hoort bij main propeller stern tunnel interactions, dus nog verplaatsen:
The interaction effects of the main propellers are accounted for by:
a correction of the impeller force, dependent on the relative vessel velocity, the main
propellers RPM combination (both ahead, one ahead and one astern, both stopped,
one stopped) and the thrust of the main propellers and stern tunnel thruster;
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a correction of the hull forces, this is dependent on the same properties as mentioned
above for the impeller force correction.
In case there is only one main propeller a dummy second propeller is created with the same
properties as the existing one. When there is more than one stern tunnel the sum of their
thrusts is used. Also, the average of their diameters is used for the calculation of the jet
velocity.
The correction factors are found by 2-dimensional linear interpolation in the modeltest
databases with the jet velocities of main propellers and stern tunnel as arguments. The
databases contain the results of modeltests with only one vessel type: a supplier with two
main propellers and one stern tunnel (no rudders), see Figures 4 and 5 in Ref. [5].
6 Rudders
6.1 Rudder forces
The model of the rudder forces is composed of theoretical-empirical relations, based on

modeltests with a supply vessel (Ref. [6] and [9]), and of pure empirical relations (Ref. [10]).
The lift and drag coefficients of the rudders are either given by the user or they are
calculated. When they are to be calculated there are two options: use a detailed or a simple
model. The simple rudder model is the model as used by the general Lagrange allocation.
When they are to be calculated and the inflow angle relative to the rudder is smaller than the
stall angle the lift, drag and moment coefficients are calculated with the theoretical relations,
otherwise they are determined by interpolation in the results of the modeltests. The stall
angle itself is also determined with the results of the modeltests.
After the calculation of the lift, drag and moment coefficients the local rudder forces are
converted to the vessel system of axes and corrected for the interactions with the hull and the
main propellers
First, the flow velocity and angle at the rudder position are calculated. The calculation method
depends on the main propeller.
If the main propeller doesn't rotate then:
Ur, sr f( Va, Vsr, r )
where: Va Vsr (1 w)
Vsr 2
X
(Y s X rud ) 2
s s

Y s X rud
s
arctan
r
X s
w wake fraction
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X vessel relative surge velocity in its local s.o.c.

s
Y s
vessel relative sway velocity in its local s.o.c.
s vessel turn rate
Xrud rudder longitudinal position relative to the vessel's C.o.G.
If the main propeller rotates the advance speed Va is found by interpolation in a database
with modeltest results. The flow at the rudder depends also on the main propeller diameter,
thrust and torque coefficients, and either its RPM or pitch, whichever is controllable:
U R, sr f( Va, Vsr, , , RPM or P )
with: Va = f( Vs, w, , RPM, D )

Y
s
vessel drift angle: arctan +
X
s
D 0 .4 K t
h K 23
q
D main propeller diameter

h rudder height
Kt main propeller thrust coefficient
Kq main propeller torque coefficient
RPM main propeller revolutions
P main propeller pitch
The actual inflow angle then becomes:
r sr +
where is the rudder angle. The next step is to calculate (if not given by the user) the lift,
drag and moment coefficients.
The detailed model (see Ref. [11]) is dependent on the inflow angle, whether it is smaller or
larger than the stall angle .
The stall angle is determined by interpolation in modeltest results and depends on the aspect
ratio and the thickness / mean chord ratio:
CL , CD , CM f (Ur , r, f , h , t , , , c b , c, , X cr , c f )
c c
where: f flap angle = 2

h rudder height
c rudder mean chord (average of upper cup and lower chord clow)
t rudder thickness
tan( )
t
c
Page 19 of 25
[PROPULSION]
tail angle parameter:
tangent angle of the rudder tail

sweep angle (angle between the quarter chord line and the vertical)
cb plan form correction factor
rudder taper (ratio lower chord / upper chord)
Xcr distance rudder axis - rudder leading edge
cf rudder flap chord
See the following figures for the definition of the various properties:
Xcr
cup
h
cf
quarter chord line
clow
Figure 6-A Rudder properties
Page 20 of 25
[PROPULSION]
L
C
t
Figure 6-B Rudder properties
Page 21 of 25
[PROPULSION]
The simple rudder model, as used by the general Lagrange allocation, consists of the
following formulas (in this model CM = 0):
2
CD 1.69 1.51CB sin2 Cdi cos4 Cdy sin
2
CL 1.69 1.51CB sin cos CLd Cdy sin Cdi sin2 cos2
where: rudder angle

CB block coefficient
Cdy = 2.3
2
Cdi = CLd
0.9 Aer
Aer
CLd = 6.13
Aer 2.25
h h
Aer = 2 when < 0.7
c T
2
h h h
= 2 - 15 - 0.7 when 0.7 < 0.9582
c T T
h h
= when 0.9582
c T
h rudder height
c rudder mean chord
T vessel draft
After this the lift and drag forces and the moment are calculated and converted to the vessel
local s.o.c. and added to the propulsion load, including a heel and trim moment:
RL Ur2 h c CL
RD Ur2 h c CD
RM Ur2 h c2 CM
Fxrud = RD cos( sr) + RL sin( sr)

Fyrud = RD sin( sr) + RL cos( sr)
Mxrud = Fyrud Zrud
Myrud = Fxrud Zrud
Mzrud = RM
where the heel and trim arm Zrud is taken as the vertical distance between half the draft and
the shaft of the main propeller, see Fig. 3.
6.2 Main propeller rudder interaction
Page 22 of 25
[PROPULSION]
The main propeller rudder interaction is accounted for in three steps. The first step is the
correction of the wake at the main propellers due to the rudders as described in the previous
section.
The second step is to apply hull forces. There are two contributions to these hull forces. The
first contribution is calculated by taking fractions of the thrust of the main propellers. The
fractions are found by interpolation in the PRHDAT.DAT database. This database originates
also from the Passieve manoeuvreerhulpmiddelen project. The interpolation is done using
the following quantities:
the combination of RPMs of the main propellers (see Table 2);

the direction of the relative ship velocity S (see previous section);
the rudder angle (in case of two rudders the average angle);
the ratio of relative ship velocity and thrust jet velocity:
VS VS D
Qmain = = [-]
VJ 2 TPS + TSB
The second contribution to the hull forces is calculated by taking fractions of the rudder
forces. These fractions are found by interpolation in the RHDAT.DAT database, with the
Froude number, rudder inflow angle (incl. current and vessel motions) and rudder angle as
arguments.
However, this second contribution is only applied when the main propellers dont deliver
thrust.
Apart from a longitudinal hull force, there is also a transverse force and a yawing moment.
The latter two are set to zero in case both main propellers give positive or negative thrust
(Table 2: Ncomb = 2 or 5), the (average) rudder angle is zero and the direction of the relative
velocity is either 00 or 1800.
Finally, the third step is to correct the thrust and consumed power. The correction factors are
also found by interpolation in a database: RPDAT.DAT, also originating from the Passieve
manoeuvreerhulpmiddelen project.
The arguments to interpolate with are the same as with the PRHDAT.DAT database, except
that the used rudder angle is the actual angle and not the averaged one.
Note that the modeltests of the Passieve manoeuvreerhulpmiddelen project, the basis for all
main propeller rudder hull interaction calculations, were done with a model of a supply
vessel which had twin screws without nozzles and two rudders.
6.3 Rudder hull interaction
The rudder hull interactions depend on whether the main propeller RPMs are zero or not.
Page 23 of 25
[PROPULSION]
In case they are zero the induced hull forces are fractions of the rudder forces, where the
fractions are found by linear interpolation in the HRDAT.DAT database. Interpolation
arguments are:
Froude number, in which the velocity is the relative velocity at the rudder position;
relative flow angle at the rudder position;
rudder angle.
In case the main propeller RPMs are not zero the HPRDAT.DAT is used and the fractions
are found by linear interpolation with the following arguments:
main propeller(s) jet stream ratio Qmain, see previous section;

relative flow angle at the rudder position;
rudder angle.
In both cases the relative flow must be known. This is calculated with the method as given in
Appendix I of Ref. [6]. The basis for the method is the semi-empirical method of Hirano,
which describes the flow field around a main propeller with rudder, extended for twin screw
vessels and for current directions other than head currents (1500 2100).
The calculation of the relative flow at a rudder uses the following input:
relative current angle at the rudder position, incl. vessel velocities;

main propeller RPMs and pitch;
ratio propeller diameter : rudder height;
if the RPMs > 0: propeller thrust and torque coefficients.
The HRDAT.DAT and HPRDAT.DAT databases are created with results of model tests (Ref.
[9]), in which a spade rudder was used with an aspect ratio of 2.58, with and without a
propeller in front. Tests were done with a propeller with and without a nozzle: it appeared that
the nozzle had little influence on the rudder characteristics.
Page 24 of 25
[PROPULSION]
REFERENCES
1. The Wageningen propeller series.

G. Kuiper.
MARIN Publication 92-001, May 1992.
2. Beschrijving programma PROPINT.

U. Nienhuis
MARIN Report 45476-5-RD, Februari 1984.
CMO Project 83 B.2.5.
3. Analysis of thruster effectivity for dynamic positioning and low speed manoeuvring.
U. Nienhuis.
Phd. thesis, T.U. Delft, October 1992.
4 Beschrijving programma STERNT.

U. Nienhuis, F. van Walree
MARIN Report 49156-6-RD, December 1985.
5 Interactie hekbuis-hoofdvoortstuwers: modelproeven.

U. Nienhuis
MARIN Report 49156-2-RD, March 1985.
6 Passieve manoeuvreerhulpmiddelen
Modelonderzoek aan romp-schroef-roer kombinatie.
F. van Walree
MARIN Report 49194-2-RD, May 1989.
7 Validation of the DP module of aNySim.

J.W. Serraris
M.Sc. thesis, T.U. Delft, 2007
8 Manoeuvreren met boegschroeven Modelproeven.

F. van Walree
MARIN Report 49182-1-RD, April 1986
9 Passieve manoeuvreerhulpmiddelen: open water proeven met roer.

U. Nienhuis
MARIN Report 49194-1-HT, June 1987
10 Passieve manoeuvreerhulpmiddelen: een literatuurstudie.

U. Nienhuis
MARIN Report 49156-1-RD, November 1984
11 Computer program RUDFOR. Theory and users manual.

F. van Walree, A. de Wit
1989 - 1993
Page 25 of 25

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Propulsion Rev43299 PDF

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[PROPULSION]

The Propulsion module contains 3 types of thrusters:

Furthermore, the module contains also rudders.

The following interactions can be disabled / enabled by the user:

Table 1 Controllable interactions

2. Thrust and torque

2.1 Propeller characteristics

Name Nr of AeAo P/D Variable pitch

Table 1 Available propellers

1st quadrant: RPMs > 0 advance speed > 0

in which: Va advance speed [m/s]

The thrust and torque follow from:

in which: water density [ton/m3]

The incoming velocity Vr is:

Vr = Va2 +(0.7 n D)2 [m/s]

The consumed power follows from the torque:

2.3 Advance speed

X longitudinal ship velocity in its local s.o.c. [m/s]

Y transverse ship velocity in its local s.o.c. [m/s]

S ship rate of turn [rad/s]

RT distance ship CoG thruster position [m]

VC current velocity at thruster draft [m/s]

Figure 1 Relative velocity at thruster

with: azimuth angle [rad]

see figure below:

Figure 2 Advance speed azimuthing thruster

2.4 Propulsion load

Figure 3 Arm of heel moment

TP,x = Tx,i [kN]

with: TP,x longitudinal propulsion force [kN]

3 Thruster current interaction

and the advance ratio:

4 Thruster thruster interaction

4.1 Azimuthing thruster azimuthing thruster interaction

A jetstream of an upstream azimuthing thruster is added to the advance speed of a

where: downwash sector [deg]

Figure 4 Thrust reduction vs. thruster distance Jet90

Figure 5 Thrust reduction vs. thruster distance Jet90_JJS

with: Va,up advance speed upstream thruster [m/s]

UJ = Va,up + {W or - Va,up sign( Va,up )} sign( Tup )

with: sign( ) function which returns the sign of the argument

with: Tup thrust upstream thruster [kN]

with: Vx,mean jetstream velocity at downstream thruster [m/s]

with: d distance between interacting thrusters [m]

with: Vup jetstream velocity at upstream thruster [m/s]

with: Tup maximum thrust upstream thruster [kN]

4.2 Main propeller stern tunnel thruster interaction

The interpolation arguments are:

5 Thruster hull interaction

5.1 Azimuthing thruster hull interaction

5.2 Main propeller hull interaction

with: CV velocity correction = f( SR) [-]

and finally the wake:

Urud cos rud

w = 2 CB5 (1 CB) + 0.1 [-]

Table 3 RPM combinations for rudder interactions

w wake fraction [-]

single screw: t = 0.058 + 0.188 CB [-]

5.3 Tunnel thruster hull interaction

The limitations of the tunnel model are:

6.1 Rudder forces

The model of the rudder forces is composed of theoretical-empirical relations, based on

Ur, sr f( Va, Vsr, r )