Abstract
In this paper, we conducted numerical simulations to investigate single and two-phase flows around marine propellers in open-water conditions at different Reynolds number regimes. The simulations were carried out using a homogeneous compressible two-phase flow model with RANS and hybrid RANS/LES turbulence modeling approaches. Transition was accounted for in the model-scale simulations by employing an LCTM transition model. In model scale, also an anisotropic RANS model was utilized. We investigated two types of marine propellers: a conventional and a tip-loaded one. We compared the results of the simulations to experimental results in terms of global propeller performance and cavitation observations. The propeller cavitation, near-blade flow phenomena, and propeller wake flow characteristics were investigated in model- and full-scale conditions. A grid and time step sensitivity studies were carried out with respect to the propeller performance and cavitation characteristics. The model-scale propeller performance and the cavitation patterns were captured well with the numerical simulations, with little difference between the utilized turbulence models. The global propeller performance and the cavitation patterns were similar between the model- and full-scale simulations. A tendency of increased cavitation extent was observed as the Reynolds number increases. At the same time, greater dissipation of the cavitating tip vortex was noted in the full-scale conditions.
Highlights
Marine propeller cavitation can appear in a range of different forms, depending on the operating conditions of the propeller
The radius of 0.7 m in model scale was used for the computational domain for the tip loaded propeller (TLP), which was larger in cross-sectional area than in the experimental tank
We have numerically investigated single- and two-phase flows around marine propellers in open-water conditions at different Reynolds number regimes
Summary
Marine propeller cavitation can appear in a range of different forms, depending on the operating conditions of the propeller. The propeller performance characteristics can notably vary in non-cavitating conditions at different Reynolds number regimes [1,2]. The location of transition from laminar to turbulent flow, and the extent of the different flow zones, are quite sensitive to the Reynolds number regime in which the propeller operates. Conventional facilities can use higher RPMs, guaranteeing larger Reynolds numbers, i.e., turbulent flow conditions over the blades. This may avoid the use of artificial leading edge roughness usually utilized in depressurized tanks due to the low rotational speed that may be required for cavitation scaling.
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