A Four-Quadrant Thrust Estimation Scheme Based on Chebyshev Fit and Experiment of Ship Model

Abstract

This paper proposes a thrust estimation scheme for marine propellers in four-quadrant operations. To calculate the thrust and torque coefficients of screw propeller in four-quadrant, a Chebyshev fit expression of the propeller properties in four-quadrant for surface vessel is given, and then it is changed into an ordinary polynomial expression. These expressions are suitable for calculating the value of the propeller thrust and convenient for studying the ship's maneuverability. On the basis of ship-propeller movement characteristics, the dynamical models of propeller in fourquadrant operations are given. The effectiveness of the proposed thrust estimation scheme is validated by experimental results derived from an electrically driven fixed pitch propeller, which provides a good reference for the vessel operations.

Enhancing A Reliable Ship Performance Evaluation in Dynamic Maneuvering Conditions – A Gap Analysis

“…A relatively good alternative approach in taking various wake and thrust deduction fractions into account for dynamic maneuvering was presented by Ye et al (2012) who developed a thrust estimation scheme for various ship operating conditions. The work assumed the fractions to vary in values based on ship speed and propeller RPM combinations.…”

“…For the mathematical model of ship standard maneuvers including crash stopping, Benvenuto Brizzolara, and Figari (2001) suggested the propulsion factors of wake and thrust deduction to be estimated from the Holtrop method (Holtrop, 1984;Holtrop and Mennen, 1982) + 𝑐 19 𝑐 20 (4) 𝑡 = 0.25014(𝐵/𝐿) 0.28956 (√𝐵𝑇/𝐷) 0.2624 /(1 − 𝐶 𝑃 + 0.0225𝑙𝑐𝑏) 0.01762 + 0.0015𝐶 𝑠𝑡𝑒𝑟𝑛 (5) Sung and Rhee (2005) who proposed a new prediction method for ship stopping ability of diesel ships fitted with FPP employed constant wake and thrust deduction fractions based on Taylor (1910) as expressed in Equation 6and Hideo and Oh (1971) formula given by 𝑡 = 0.905 × {0.17 + 0.2𝐶 𝐵 − 0.015(𝐿/𝐵) + 0.01(𝐵/𝑇 − 2.5)} (6) Artyszuk (2011) who previously proposed the determination of various thrust deduction fractions as a function of maneuvering time while assuming the wake fraction as constant (Artyszuk, 2003) employed default constant wake and thrust deduction fraction values respectively by 0.3 and 0.15 to evaluate propulsive and stopping performance of cellular container carriers. Zero propulsion factors (w,t = 0) which according to Harvald (1976) were also frequently used in some studies were partially applied by Sunarsih, Izzuddin, and Priyanto (2015) and Ye et al (2012). Both works assumed the wake fraction as a function of the ship's speed Vs while the thrust deduction fraction was the function of propeller loading n, although constant values were given for both properties as accordingly listed in Equation 7and Equation 8.…”

“…However, knowledge and data on the hull-propeller interaction properties in various maneuvering conditions are very limited (Ye et al, 2012;Sutulo and Soares, 2011;Artyszuk, 2003;Harvald, 1976). The work of Harvald (1977Harvald ( , 1967 as the pioneer (Artyszuk, 2003) since more than a half-century ago is still referred to by various researchers in the field and related areas up to now (Illes et al, 2021(Illes et al, , 2020Sunarsih, 2018;Trodden and Haroutunian, 2018;Sutulo and Soares, 2011).…”

Modeling, simulation and control of hybrid power systems for vessels.

“…The vessel propeller model in Project 7 [24], used when the powertrain is not integrated with the TPN simulator, consists of a thrust estimation for the marine propellers in four-quadrant and vessel velocity evaluation based mainly on the work by [70]. The model allows the determination of simplified vessel dynamics to study maneuverability.…”