MAR2010 - Presentation of Wake

Rod Sampson - School of Marine Science and Technology - 6th March 2008
Presentation of ships wake

Resistance & Propulsion (1)
MAR 2010
Flow around a propeller is affected by the

presence of a hull
Potential and viscous nature of the boundary layer

contribute to the development of the wake
Average speed of the water through the propeller

plane is usually different (less) than the hull speed
Wake - Overview
FP AP
Wake Gain - Velocity distribution
Wake Gain - Frictional wake component
Viscous ow causes retardation of the ow inside

a ships boundary layer
effect increases towards the stern causing a

forward velocity component
Boundary layer
Viscous wake
Potential wake
Velocity
Mean speed through B.L. is less
than the ship speed
Wake Gain - Wave making component
Total Wake
Total wake =
Potential
wake
Viscous
wake
Wavemaking
wake
+ +
Hence Advance speed (Va) is less than the ship speed (V)
Wake denition and wake fraction
Wake is dened as a fraction of ship speed or
advance velocity at the propeller plane
Froude wake fraction
Taylor wake fraction
w =
V V
A
V
a
w =
V V
A
V
V
a
=
V
1 +w
V
a
= V (1 w)
Wake fraction depends on length and fulness of the
ship and increases with hull roughness
A typical moderate speed cargo ship of Cb = 0.70
would expect w = 0.30
V
A
= V (1 w)
?
Wake & Wake Survey
Wake survey involves the detailed measurement of
the ow through the propeller disc with the model
towed at a corresponding speed
Area of interest
Text
Wake & Wake Survey
Early measurements used intrusive methods to
extract information on ow velocity
Pitot tubes
Hot wire anemometry
Tuft Strips
Pitot Wake
Pitot Wake
Propeller plane
Pitot comb
Rake can rotate
360 Degrees
Pitot Tube
Stagnation Pressure
Static Pressure
v =
2 (p
stagnation
p
static
)
2 hole tube - axial

5 hole tube - axial, vertical
& horizontal
Pitot rake
Wake & Wake Survey
Modern measurements use non obtrusive methods
Particle image velocimetry PIV
Laser doppler anemometry

Both systems are in use in the Department
Rod Sampson - School of Marine Science and Technology - 28th February 2008
LDA Wake

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03 Jul 2002
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Wake & Wake Survey
Wake measured in one of the above methods behind a
model is known as the Nominal wake
V
A
V
S
= (1 w
n
)
V
A
V
S
V
S
V
A
V
S
V
S
(1 w)
w = wake fraction =
1-w = wake =
V
A = wake velocity =
Wake Denitions
Wake at any radii
R
r
r
h
(1 w
n
)
(1 w
n
)
x
0
x =
r
R
mean value
TDC BDC
Wake & Wake Survey
(1 w
n
)
x
=
2
0
(1 w
n
)
r
d
2
0
rd
(1 w
n
)
x
=
2
0
(1 w
n
)
d
2
Radial Distribution of wake
(1 w
n
)
x
x =
r
R
average mean
nominal wake
Hub
x = 0
x = 1
(1 w
n
)
Tip
(1 w
n
)
x
R
r
r
h
If
Volumetric ow
The volumetric mean wake ow through the
propeller disc is dened as
V
S
(1 w
n
)
R
r
h
2r dr
R
r
h
V
S
(1 w
n
) 2r dr
must equal
dr

d
r
2r = ds
V
A
d
s
= volume
hub
Wake & Wake Survey
Then solving for
1 w
n
=
R
r
h
(1 w
n
)
r
r dr
R
r
h
r dr
x =
r
R
r = xR dr = Rdx
substituting:
Wake & Wake Survey
1 w
n
=
1
x
h
(1 w
n
)
x
x dx
1
x
h
x dx
1 w
n
=
1
x
h
(1 w
n
)
x
x dx
1
2
(1 x
2
h
)
Wake & Wake Survey
Nominal Wake is obtained as above based on
wake survey carried out in the model basin.
Effective wake which includes the effect of
propeller induced velocities is obtained from the
model self propulsion tests
Wake & Wake Survey
Mean nominal wake fraction at 15 knots wn = 0.526
From analysis of self propulsion tests the torque
identity wake fraction at 15.25 knots wq = 0.483
This wake fraction referred to as the effective wake
fraction is smaller than the nominal wake fraction due
to the effect of the hull ow (presence of propeller).
Wake & Wake Survey
Predicted ship model wake based on model tests
corresponding to:
Ns = 143.1 at 15.25 knots is wq = 0.42
Wake analysis from full scale ship trials wq = 0.38
Wake & Wake Survey
The differences are due to the ship being tested at
Froude number similarity and not the Reynolds number
similarity
Propeller Froude Number [Fn]
Application of the Froude number
Open water ~ similarity can be ignored (+depth)
Self propulsion test ~ similarity must be enforced
Cavitation tests ~ similarity can be ignored (no F.S.)
Wake & Wake Survey
The model tests are usually carried out in the towing
tank at low speeds whilst the ow around a ship in full
scale is fully turbulent
Propeller Froude Number [Fn]
J should be the same for the model and ship
propeller in all tests
V
s
n
s
D
s
=
V
m
n
m
D
m
Using the Advance coefcient relationship
n
m
=
V
m
V
s
=
D
s
D
m
n
s
=
1
2
n
s
Advance coefcient [ J ]
n
m
=
1
2
n
s
This relationship allows a rational approach to setting
model scale rpm for self propulsion tests
It is however prone to Rn scaling effects
Propeller Reynolds Number [Rn]
Reynolds number cannot be the same
for ship & model propeller
If Rn is large enough to ensure fully turbulent
ow this assumption is valid
i.e. R
n
> 10
6
R
n
=
V L
s
B
s
B
m
R
E
10
5
R
E
10
9
m
B
m
=

s
B
s
Representation of wake
Ships wake is given in either velocity component or
non-dimensionalised with ship speed to give wake
values. It can be represented as follows:
V
a
[ vs ] at each radii
V
t

V
r

(most common)
}
(combined Vr)
Wake Comparison
Wake representation - Axial
1 metre/sec tunnel speed
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
0.90
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360
Radial Position
A
x
i
a
l

V
e
l
o
c
i
t
y

(
m
/
s
)
0.20r
0.51r
0.68r
0.84r
0.92r
Wake representation - Axial
Wake representation - radial
Wake representation - tangential
Wake representation - radial & tangential
Wake representation - contour plot
Wake representation - 2D contour plot
Wake representation - 3D contour plot
End of Presentation

MAR2010 - Presentation of Wake

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Rod Sampson - School of Marine Science and Technology - 6th March 2008

Presentation of ships wake

Flow around a propeller is affected by the

Potential and viscous nature of the boundary layer

Average speed of the water through the propeller

Viscous ow causes retardation of the ow inside

effect increases towards the stern causing a

Hot wire anemometry

2 hole tube - axial

Particle image velocimetry PIV

Laser doppler anemometry

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