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TOTAL OF 10 PAGES ONLY MAY BE XEROXED
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. _F-EASIBILITY STUDY OF· JET PRO;pULSION FOR .
REMOTE OPERATED UNDERWATER VEHIC~ES
• •
BY.
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. --; . .; . . ' '
r:\~::sATiiYA NARAYAN :· B. En,. (Hou.) · ·. - .~ \':/ ---.. . . .: ' \ ' / ;. .
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' . Studies·in partial tulfilltnent or the ~........ \ .
requireme~ts l9l ,the d~ee or ·:·Master of EoSineering
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Faculty ·of Engineering and Applied Seienee ··
· Memorial University of Newfoundland
'- · July 1986 '
Ne~foundland •
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·, ~ - ~ ABSTRAC~
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This tbJ. is-~ feasibility -stu~y of jet prop\llsion-.for remote ope·r~ed -~e~i-\ . ~
eles (RO~'s). _e concept or using a tilting type nozzle for' improved maneuvera-\ . ' '
I . •/
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· bility is discuss , : Though the propulsion' effiei.ency of je~s ~ ~ess comp·ared tci -I I I .: '"-"' . - . . . ' '
1 that of t~e. _pr4( Iiers for the velocity ~anges. ~s~al~~ ene~~nter~d in· RO~ move- . _
' / ' _m··~: . th.e implelentation or jet propulsion-~- eo~idered in view or the advan-, .
, . tBges in improving \.aneuvering qualities. AlSo, the simplicity or the system and I . . . . \ . . , . - . . -
~,~; . I · • ·less oom·pi~iiy in pr~Ure com~ensation adds to its adv~nt~ges.This study, -eon·
G~· · ·. celftrat .. oii'th• ••• .e~~. or an ~ptimu~ .0 .... conftgur~;,o~ ror'ao~ •.
. ~ . , -" "- . '> ,~ . An experi"lf,t.al j -up was designed an'd rabrieated ror ;his inv~tigatio~. ' ' / . ' • .
. ~'/ Ten differ~nt 'pl,~xi-glass · nicai nozzles were-used for five different circular disk / .. ~---~ . .
0
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;. · shaped drag p~t-es-~- si~ula 'ng the drag or th~ ROV motion under water. Energy .·· .. . . "' ..... . ' . --------·- . .. -
' losses were- determin~.d b th ·experimentally and theoretically. Wall-effects
;~·;· . . · -· . . -an open water wav~ tank ~o~ tb!e same r.~nge, of speeds. It w~ fou~d ·that the
:.:: ' · · . . . ~ropulsion · ~l!ieieney is maximum or · one p.artie~lar n~zZle ov~r- a- wide_ ran~ or
t · flow rates encountered in the expert ents. Finally, a feasible design or a jet )no-r:.t, ,·
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~i.· and . tested ror commercial production. . ,., . ,.), \ . . ~
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·-ACKNOWLED.GEMENTS ' . .. "
. . · This thesis was completed at· the F. acuity or Engineering, Memorial Ul\iver~
. \ ~ . . ' - . .
sity ·or Newfoundland ani' pa~tially runded\by the· N~tional R~earch Council of . ~ . '
The author is gr~~tiy indebted to Dr~ H.L.· Kiein, Associate profes9or or
' o~~an Engineering for his 'excellent ~t~idance, u~ders'tanding, COOJM!r~tion~ ·co _. . ... , . . . . '
.. • J ~J> • • •
tinuous support· and caref~l review or the manuscript. T~ankS are d!-le to Dr. ' .
D.A. Aldrich, D~an 'or 9~~duate ~tudies, Dr. G.R .. Peters~ ~ean of Engineering, '~ • ~I
' • . !
and Dr. T.R. Chiri, Associate Dean or Engineering, for the facilities provided and . ' . .
to the various professors for their valuable.advice and suggestions. . . -
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Thanks are also due to the Technical staff at the ftuids Jab, instrumentation -~---- - . . .
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rab, workShop_ and draftsmen, wh·o made their servi~es readily "available' at' every . . ' . ' ..
stag~ ~f this project. Finally speciallbanks are due to many_ of' my fellow stu-· . .
~ents for their valua~le suggestions and advice during-the course· df this thesis. ·"
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- . --.. . ·TABLE OF CONTENTS
- ~TRACT ·j· ACKNOWLEDG~MEN
LIST OF. FIGURES , . - .. -LIST OF TABLES
. . LIST OF SYMBOLS
. CHAPTER. 1 INTRODYCT.IPN ' \
1.1 General -.- .
_ 1.2 Seofe ·o(t~e Investigation
1.3 Organisation of the the9is · .
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CHAPTER 2 STATE-OF-THE-ART AND LITERATURE REVIEW
2.1 General ~ -
. ' 2.2 State-of-Art 2.2.1 Inlet 2.2.2 ·Ducting
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2.2.3 # Wa~~r~Jet ·Pump .· . 2.2.4 .Nozzle . . ~ .
2.3 ·Advantages and Disadvant.ages of Jet ~ysteni 2.3.1 Advantages
. 2.3.2 Disadv&iltages · . .
- 2.4. Prilreip~ or Design . · · 2.~.1 T.hrust . ·
2.4.2 Energy Balance . . 2.4.3 _Overall EIJleiency -.
2.6. Objectives of Present ln~estlgation I -
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11 12
12 12 13 13
15
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CHAPTER 3 R'EVIE\V OF PERFOR __ , C&~ - pARAMETERS ... \ ~ I "
3.1 General
3.2 Definition of Performance P!rameters • • I
3.2.1 Overall Efficiency \ ~ -- 3.2.2- Thrust Coefficient .3.2.3- Figure of Merit · ·, 3.2.4 Velocity Ratio ~ . ~ . 3.~.5 Reynolds Number / \ __ _ @
3.3 · ~at~meters involved in En~rgY,\ Losses 3.3.1 Head Loss in the Nozzle \
- ' .. _ 3.3.2 Loss/Coefficient .. . ·1 · 3.4 D~termination of Tlieoretical Lo~es .
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3.5 Determination of Experimental LOsseS .
CHAPTER 4 ~~-TAL JGANi~TION ~ . . , I
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TEST-~ROCE~~ \
4.1 General \ ·'
4.2 Experimental Set-Up 4.2.1 Test Set-Up I · . 4.2.2 Thrust Plate Assembly ·
t 4.2.3 Thrust Measureme 1t Set-Up
4.2.4· Total Heacl.·Measur ment Set-Up .. 4.2.5 Mater'ia~
4.2.6 Nozz~es '
4.3 Instrumentation 4.3.i Thrust
.,
4.3.2 . ·Flow Rate . 4.3.3 Lin1~r Vel9city . 4.3.4 Total Head
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4.4 Test Procedure . · 4.4.1 D,:ta Recording · _ 4.~. ~p~iceable Problem ~~~c~mmendations
1 \
, 4.5 ~W.ater-lffght Joint' Fricti . n Calculation , I
4.6 W ail-E ect Comp~nsation,
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18 1b .
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21 21 22
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24 25 25 26 26 34
34 3~ 35 as · 35
38 .38 39
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CHAPTEf:-&. EXPERIMENTAL RESULTS AND DISCUSSION :
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5.1 General ~
· 5.2 Experimental Tank Res~l~ ...
5.3 Energy Losses in the Nozzle . 5.4 Wall Eft'ect Compensated Results .,
5~5 Discussions
· CHAPTER 6 FEASmLE ROV DESIGN WITH ·TJLTINQ. TYPE NOZZLEs- - .
6.1 General ' a . ·
. . _ 6.1.1 _Originali!y..or ·the ROV design
6.2 Feasible Rhv desip.' · 6.2.1· D~fp Requirements \ ,...6.2.2 RO~omponents
'6d ~~V ~rlplion : .
. 6.~ No~Jcol!.~gur~tion~ . -
6.5 ~xperiJllent~l Simulation
· 6.6 Use of ~xperimental results in ROV design
6.1 liydraulic System . · L . . '
CHAPTER 7. SUMMARY AND CONCLUSI~NS 1
. 7.1 Discussion
7.2 Suggestions for future work
BffiLIOGRAPHY AND LIST OF REFERENCES
APPENDIX A
·APPENDIAB ·- =
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43
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51
55
55
100
109 . 100
1Ql 101 ~1
. 106
108
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113
113
120
120
121
121
126
-132
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LIST OF fiGURES/ I
Fig. No. Title
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1 · Schematic of a RO.Y system
2
• 3
Schematic of Water-Jet Propulsion System for ROV's · .
Schematic Showing the C Reglon of Experimental · Investigation . / ·
~ Eievation-View.or the E~erimental Se~Up 4 . I .
5
6
1
8
g
10
11
12 __..
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-· 16
j · . . En~-View of the Exp~rimental Set-~
Water-Tight Rotaii~g J~int • ·· ~--~. f~~-. ;
I ' . . £ . . ' . .
Sectional Plano ,_Lev~r Arm Assembly --Drag Plates U ed in the Investigation
Nozzle Profi es Used in the ln~estigation
Photogra~ of ;he Set-!1J! With I~trumentatioo Th~t~.~tes. 'and FUll-Bridge Circuit
• I .
M~111ement of Pressu!e · ' . ' ~
otograp~JJtte\V all-Efl'ect Compensation
Propulsion Efficiency Vs Flow Rateror No-Drag Plate
· ... Propulsion Efficiehoy Vs Flow Rate for 20:.cm Drag .Plate --·
: . : • , ~
PrQpulsion Efficiency Vs Flow Rate f~r 24-cm Drag plate
... Page
... 6
7
16.
27
28 '
29
30
3~
·32
taa
36
37
·.u -44
45
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Fig. No.
17
18
10
-20
21
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.23
24
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26
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28
20
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Propulsion Efficiency Vs Flow Ra_~e fur2g,_~m D-rag 47 plate
. Propulsion Effi~iency Vs Flow Rate for 32-cm Drag • 48 plate . . ' -- . /; . Propulsion EtJicieQcy Vs Flow fl.ate for 36-cm Drag 40 plate -- '
H~ad Loss Vs Flow Ra,te for ~1, N2, ~3, N4 52.. · . . Head LQss Vs Flow Rate for N5, N6, NJ, NS, N9. 1 53
·NIO · . /
Loss Coefficient Vs Flow Rate for All Nozzles · --· .• Vehicle Velocity Vs. Flow Rate for No-Drag Plate. 56
(Compen~a~~~~ . . ·_ . 20.t Plate --~:·5· 7 _Vehicle Velocity Vs Flow }\a~e. for (Com P!3risated)
. Vehicle Velocity Vs Flow Rate r~cm P.late . (Compensated)
Vehicle Velocity Vs Flow Ratej for 28-cm Plate ( Comp~nsated) #
- : .-,
Vehicl~ Velocity Vs Flow 1
Rate for 3~-cm Plate ( C!>mpensated) ••
,-
Flow ·ro;-Vehicle ·Velocity Vs Rate 36-cm Plat~ (Compensated). 1
Propulsion Efficiency Vs Flow Rate for NDP (Cpmpensa~ed) • ' ,f> I
. Propulsion Efficiency Vs Elow Rate . for 2~cm . flate (Comp~ed) • ' ...
' \ Propulsion Efficiency Vs Flow Rate Cor '24-cm . Plate (Compensated) .
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50
60
61 I
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63
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• Title . ·P~e . Propulsion Efficiency Vs Flow Rate for~- 2S:cm. · 65 Plate (Cg}Ilpeo~ated)
-PropprSion- EfficiencY Vs Flow Rate tor 32-cm .._· ·As
_ Pla~e (Cqm·p~nsate~) •
Propulsion Efficiency Vs Flow Rate for 36-cm Plate (Compensated) ---
67
.. ~ Thrust Vs Flow Rate for All Nozzles . I .
68
Thrust Vs Vehicle Velocity for NDP 60
Thrust Vs Vehicle V~lo~ty for 20.cm Plat~ 70 ,•
Thrust Vs Vehicle Velocity for 2~cm Pfate 71
Thrust Vs Vehicle Velocity for 28-cm Plate 7.2
Tlirust Vs Vehicle Velocity for 32-cm Plate• , • I
73
Thrust V~ \!ehicle Yeloci~y for 3trcm Plate 74 . Thrust Coeffi~ient Vs Veiocity Ratio ' . ' 75
... Efficiency. Vs Velo~ity Ratio for NDP (Compen- • 76 ·sated)
: . ., Effic'ie'n~y ys Velocity Ratio-for 20-c~ .Pl~e (Co~- ( · 77 pensate<J) ____ . · ""- • _ __,..
. Efficiency Vs Velocity Ratio tor 24-cm Plate (Com-pensated)
Effici~ncy Vs Velocity Ratio· for .28-cm Pla\e (Com-pensated) -~·
Efficiency Vs 'velocity Ratio for 32-cm ~late ·(Com-pen~ated) ·
-----Efficiency Vs-Velocity Ratio for 36-cm Plate (Com-pensated} . /) · ·
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51
52
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· Title • I, ,' . . . :: '•' J
l .. Figure or Merit Vs Velocity .Ratio for NDP (Compe~!la.ted) · . . . • . .
.. l
Figure or. M_eri~ _Vs Velo~ity Ratio for 20-crn ~l-ate (Compensated) . ~
Figtlre of Meri~Vs Velocity Ratio for.24-cm Plate (Compensate~) ·
-Figure "of. rit Vs Velocity Ratio for 28-cm Plate · ,..JCo~pepsat ) ·. : ,
. . . . ,. -\ • .
Figure of erit Vs Velocity Ratio for 32-cm Plate (Com pens ted) • · . . •· . . .. :::. ..
5i .. F[gure or Merit Vs Velocity Ratio Cor 36-cm Platf' (Compensated) _ \
· 55 · ~ Eif.~iency Vs Reynold~ N"umber for NDP ( Compen-sated) . " . .
66
.. , 57
Efficiency Vs Reynolds Number for 2o-cm · Plate (Compensated) · · --
. . "'\ · '-Efficiency Vs -Reynolds Number Cor 24--cm Plate
· · (Compensated) . . .
58 · ·Efficiency Vs Re;ynold~ Number lor 28-cm Plate ~ (Compensated) _ - .,
. 5'9 / Efficiency Vs Reynolds Number Cor· 32-cm P.late . (Compensated) · . ,
Efficiency Vs Reynolds ·Number Cor 36-cm Plate
' I • '
(Compensated) ·.4
.61-· ··Plan-View of.the.RQVd>esigned . . . . . .. . ~2 • ,~Ievation~View of th.e ROY Designed
63 Front-View _or the ROY Designed
Page
83
-84
85
86
87
··88 .
89 ,
90
91
Q2
102 I
103
104
. \
'- ·
, .
t; ~- . ~ ,· .
I • >l..~ ,. .....
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o '
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.~.'.:!": ·:.: ~ ... . : • I • '
~F;g.No.
64
65
66
J 67
I 68 • I . I
6U
... . .. I i ' I . . - ·
I
-xi- . I
Title
Nozzle Arrangement
ovements and Nozzle Positions
Block ROY
. a gram of Hydr:a.~lic Contro1 System for . ~-·
I'
Block Di~gram of ffontrol System for ROV I
Block Diagram Showing Parameters Controlled . * . :
.....
-
Page
lOs--
IOU ·
116
1'' 118
- ·· uu -·
.
-· -- \
..
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. ·'
I
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' : ... ·? · . · .... · '
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: ·--=- ··· ~-·' . '
Table No.
I
' · -·
-1
2
3
4
•
....
·-.. -XII •
LIST OF TABLES
Title
Maximum Energy Loss
·Maximum Loss Coefficients
Minimum Loss Coefficients
Componen~ Y'/ eights or the RQV
\
~-
'
-- ..... .... \ .. · . ....
\ \
J
..
97
98
99
110
-
/ ·::;· \~
\
•• • • 1'1 • ,J _,..:t .. .
·:·~ - ~-\ - : ... ,r: ··.i
--I
-----
.. l . - . ·...r ... ', .
. -' • r 1 ~ J'_ • ., ,,..r/'
~ ...... ~~ ~ ... - . ; · .· .. - -
• ,,
A· 1
Cl
d ' .
I
9
--- - H p
- Hp -,
H,
HL
HR . . Hs
K
KT
L
Nl
!V2
N3
N4
N5
N6
N7
-..,_ , , . . -.- ;i ··, ---y_. ~·:·- - .- ~ ·_''•. \~---:- -7·'(' ' ' ':\'" ~;tf\f.Y' ·_ ::_,~~ .. ·
' ;r,J.';/j~l ,, . I~
\
Area or jet
Figure of Merit
- xiii -
LIST, OF SYMBOLS ,.
~~ ···;\
. - .
. . ,·
-~--
r ,.
·,
. • ' . ~ , . . "'· '
' ' ,;: ·· .
,, ·~ ..
Characteristic length (diameter) under consideration . ·
Friction .factor
Acceleration due to gravity
.Total heaCi at the inlet tO the tiozzle
Head developed bl,_!he pump
~iJead loss in the system · ~ · ·Ener'if· io~s in the nozzle
~ .
Total head recover.ed by inlet " - I
lj/
Static bead rise froni inlet tQ discharge
Loss coefficient
Thrust coefficient ..
Length_ of fhe nozzle
Nozzle 1 (exit d~~. 16 mm) ·
Nozzle 2 (exit dia. 22 mm) I
Nozzle 3 (exit dia. 30 mm)
. · NOzile ·4 (-exit dia. 36 mm) . ' .
Nozzle 5 (exit dia. 44 mm)
Nozzle 6 (exit dia. 48' mm)
Nozzle 7 (exi~ dia. 52.8 mm) ·
~ -
- ·- . '• .... .
\
~ -
•
-·-
/
/
---' .
·~ ·
-
' -
-----~ .. ,..
'•
.. ,, -~
... . ... ,-"::
' ··"' . ·;,_
I I 7:~ _, .. ,
. \ . \ -:·~-- ~~ - · ~-:; . • . . ... ·.• ~ ... --.. 1
~7.~ ·..;~.:· ~~ .. :f.. '• !''.. ... . ~· : .. - - ._ ... ~··· . ~:,:·. ~.~ ~ .... ,, ~... , .. . .
'l ' ~ ': ··. -
.. . . ';' .' ·:~·: 1" • - . . ~ •.·,· ). .
N8 Nozzle 8 (exit dia. 57 mm) I + .
Ng Nozzle g (exit dia. 61 mm)
NIO Nozzle 10 (exit dia. 64 mm) , , :...... .~-. ...;_ . .:.
·..,s: ' .: _,. } . • ~ ~ ' . ~-:' t ~ • • •• - .. ~ -' ./· '! . .c-.~· ; ~ .;-: .:.._~·-:.~~ · -
. .·~{. . .. - xiv - . ..
----
Experimental .resultS ~lor tb{nbzzle under consideration '\ I., J ~:·.-~ . .;_ •, ' :,.' • ,· ".---
\
. .
' ..
Theoretical results fo~:·tb·e nozzle under cons~deration ~ '. ... i:. , ~ I ·'
p
Q
--Re
T
v.
. :i;~-. · ' '•r.~ " ~-
Po~er input ~:
. L
Flow rate through the nozzle· . /
. .
. . ,. ( v. d J· Reynolds num~~~-~· ~
Thrust of the nozzle . . Velocity under consideration ·
V; Velocity of the jet
v. ~inear velocity of the vehicle
flo Overall efficiency-of the system
'1,;·- Propulsion efficiency or the _nozz.le
'lpamp ·Efficiency or the pump.
·-.. '\.
Overall efficiency neglecting the pump efficiency
p Mass de·nsity or w·ater " · . w Angular velocity or th~ v_ehicle
. . \
A~lute viscosity of water ------: ·- = . ---
· Kinematic viscosity or water . .
· -: fO· : · . "~ · .... ~!. ;, ...
- '- . ~ ~;-, ~ .
.l .......
•'
.-.
' .
. '.
. , . .. . .. ··· ... _ -· ' -
~·· ·.:-:- ,:.· ,.::... ) .. ;- ~ ·. . ..; r• : , , • '•'- ~,·
. . ' · ' . ;-, ...
--
•
--
-~ . ..
...
. ;
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. . . .-. ' , '·.1 r'• I o o• : • ~· ,' ;::t '•: ;:.j
. . r ' ' ·-- . A -/
· i·"', , . · :·· .. ... . · ·· . ·':"' '·.' ; ·,: ·:···T·-.. , .! ';_' ;-;••••- '•_')I·( ft· .:; ·:•;';·~;ft\ '
: . . ..~ ·1·~ ...• ~ ;
·"'!"'-·
/ .. ,, ·-
CHKPTER .l .... ·:.:.·
INTRODUCTION '
1.1 GENERAL:
.,.. - The high cost or employing' commercial divers Cor underwater exploration I .
" . and ·inspection or pipe.lines·,platrorms..,..and oth~r marine installations, has led to .. . .
:. ~·?~f·.::f'if?;."'~t:~:~~~:-~ ~\ .·:~;~~he development or .remotely o})erated ~ und~rwater vehicles (ROV',a). -~though·: ,,~.-; .r:?{:::"j~<-i' ·!:-':;;;~2~:,~:~-~~.f;hese vehicles are_small and slow-moving, they reach <iepths far beyond diver's : ~ ..... ~:r-1~·r·,·;; .• :. ·· -.-r. .... :;:;.:;:· .. , .__ , . ' . . ,
.... capabilities (14). Generally, divers reach t~ depths like 1500 feet whereas, the . . . . . ' --· ~ \ ~
' ROV's go down anywhere between 6<¥»0 f.<? '20,000 fe~t d~pending oii ~he degree - ••• (J ,
or sophistication· o'r the vehicle (15), to perform· complex operation$ as underwater . ' '\ .
mining.
A number or systems· ·are available Cor ·underwater exploration. The major . ... systems include:
- Wet diving such as scuba, bouiice and saturation djving. I. ' "
. '· . .. . / - . One atmosphere manqed vehicles, with manipulators and camf!r_as, either tet
. ered .or autonomous.
·- Remot~IY,Petit~ vehicles (ROV's), with manipulators and/or cameras,. eit
tethered or untethered. ·.
or the above mentioned systems, remotely operate"d vehicles have ' .,_. . . . .
emerged. in the last five years as a dqmiiiant tool for obsery_ation and expl ratio~
. . . ' '
..
-
.. . ..
'. ,)
': i .;_...::: - ~ t
. ·~; r • .-·:;0< ·~· -~ . ·- .~
I .... . ·J;
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~· - .. ~ .. ) • -. · • .#" •• • '.· . ' - -·· ..
-:-' ,_r, • ·r·:~"; •.~~ · · : ., ~•,.~·:~ ·~!· ~"-~. 't . - / ., '
:;· .
. -·· ~' ·\·~·,. ... . · . . - . -. - . . . . . . . -• • ~- J • ~ ·.r ... -t, t c • ... • ~. ~ ;,;· ~. "".,·
. -,. ·:··---- .. ..
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( . ' • .
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t,~ .. ~ ::(. : . \[ : .: IJ. · .. ~~, .. ~- . ....... ~ . "' ;;·
" '•
.. -
. . - . - 2- ·'
of sub~~.,c~an ·resources ( 1D),[2l). The following propulsion ·sy~ems are presentl~ _in )
use:
~ropellers (~( driven by I ~ \ a) on'e atmosphere electric motor.
I
. .
b) pressure compensated, fluid· filled el~tric motors . •
c) pressure compensated hydraulic pumps and motors .
Water jets fascinated man for a long time as a means oi propulsion of sea · ·
crafts. 'However, it .is only durin~ the last two decade! that it has received seri~us ., . . ~
' . . . . co~sideration in-fts potentials and limitations as a means or propulsion. Water ·
a~
jets were studied by various authors for the prop~ion of surface mariJ}e crafts in .. r
• j •
such areas as the perfor<C(lance analysis [20), hydrodynamic· design princi~les [29] ,·
application tQ high speed ~essels jl),[2], componc!nt study [23) and, experimental • <
. . a_nd theoretical investi~ation (5L(7),[10),[11]. The state-of-th'e-art (3],[26): and its
practical considerations [7),(8),[9) were also dealt with in qther studies.
- . . . . There_ are circumstancr·un~er which ~a~er jets are _decid~ly prefe~red over.
propellers. These include: operation· in shallow wa~er; ·high speed ~r~fts, low noise . - . . ... levels, easy ~an~uverabi_ij~ and,, weed and ice infested areas. C~rrent .reasons for
water jet pmpulsion not. being ~dopted more .frequently are: low overall-efficiency,
'·
0
. . " : ..- " . .
high ci>st ~r . the unit, . weight.- and space penalties.· By pro~er matching 'or the -<,. · ' . ' . . .
. . water jet propulsion unit to a given application, higher efficiencies are feasible.
.' . . . . . ..
t
•j
' .. . ·- · . ~
. '· '.'·
...._ ..
.,.·
• , ,· ,·\~1-~~·.·.•.• ,,r~ .· •.· .. . ·.~~ :· "" ~· . .. · .. -';'~ ···l •. ~ · . .. ·. · . ..-•11 ··.). • ... : l
• o I ' ... ~:- .'~ ... ~-.. , .... : .. ' ' , . , ~o:;~:,._-'rM~ . :. : '. . ~ ' ..... ·.. . :- .:
~· :::~<:;:·-: ·--~~-: · .. ~::: ·_ ·· .·: ~ ·:'::;,;:t;·,:::_-........ ~'. : ~- . .. • . . · ' ! .. · : ..
.. . . . ~ · ..
.··~
l
. ·
·-·-
- 3-
' . 1.!! · SCOPE 0F THIS INVESTIGATION:·
. Though jets were used f9r propulsion of marine ·vehicles, its application to . .
ROV propulsion was not tried before. This ·study is an outcome or the previous
. lack or experimental results on and immediate interest in the Ceasibility of usi~·g a
' jet propulsion system for small, slow-moving ROY's which u n./,
its movements . . ........ . -
The experimental study hi this investigation is aimed at studyin~ the effcc;""-' . ' .
or different nozzle profiles on·· th~ p~opulsion perrorma~ce and 'rriving ~~- the
optimum nozzle. The· expe~imental set:-up is designed and ·rabricated, taking into • & J •• .. . ·-·
. . . . , ' acco~nt the purpose of ,this investigation. Ten different nozzles or various conical
I
•· "' . profiles are used and for each nozzle, the thrust, th! vehicle velocity and head at
. .inlet and exit are _.measur.e~ for djfferer;~t flow rates through the nozzle. Also_, for
each nozzle, these parameters are measur.ed for different drag plates simplating ' .·
the drag of the moving vehicle under water.
The~ wall effects or the experimental tank are compensated by towing the
-· modei in the wave tank; Als<( a design of a jet prop~lled ROY. with tilting t;pe
nozzles is _presented in this study.
'·
1.8 ORGANIZATION OF THE THESIS: ' •.·
In Chapt~r · 2 or thiS thesis, a review or th~· jet propuls\on system is
presenied,. An ex.pression is derived tor ·optimum efficiency_ or propulsion, neglect-
. ' .
. . . .,
- :. ~; ..
·•;t; . . ....
. <>
-----'.
I ' ~·
:: . .' .. .. . ..
'•' . • ' ;_ .
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.·.-'
.· '· •• .'. t
( ,
• < -
~;· .
' . . ~; . . ~ ... .
r· ;; . :: ~·-
•· .
iug the inlet head .recovery.. •
"~ various parameters and . an insight into the terms
[\.
the experimental organizatiOJl or the thesis. Details or
set-up, test procedures and instrumentation are presented in this
. -In Chapter 5,· the r~u!~s· ~r the experiments, the discussion and a com·.
--parison with the theor.etic!li solutions .are presented·. .. .
. . . ·In· Chapter 6, a feasible design or an nov with tilting type nozzles ·is put-
forth. ,J -Finally, the summary and conclusions or this investigation are presented in·
<.
Chapter 7.
.-
'------------ --\_ __ _
J (·
~
i .
i·:- .
r:•. f. • ... . . . ' ' ~ .
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•
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-· " •
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. .; . r ·-. ~ • .. :. . , ~·· ~ ,. . . ~> f
,. -·
)
·, .. ·, . ~ ~ I -~ 'a\,·~. •• "!, • • · ·~
-·
·' .3-! • .'· · ''(' ) !
:'.·_I ..... ',,·. l -. • • '· • • ~ :. ' . • ~
. I
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._.
~;: . ~.io-, ·.
~:-~ :
-
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,_! ; t · l :-;:~; ·• · ·-~·
'
' ,. -· ~ .' . ' - . \ "' '.< .- · - .- . - - ''J"r·"·~--- .• .. •s,·.' • ., . ~ . .. ~ . ......... ~' 1 l·,• .. _,..~ - ·'"...,. ~···~'' . \ ft""l'" ;h't .. ·. "" • . ' ' . .. ..... · ~ . ~ .• ~ ·'< .. '-\·~ ·:: . 1 ,·
. -- -- 5- .
cJPTERe
STATE-OF-T~E-ART AI.'j~RATURE REVIEW _
!!.1 GENERAL:
Only during the. last ~o deSdj jet p\opulsion was given considerable
imPortance and its application was p~ilarny towards .surr~~e vessels. With the
adve.nt of ROV's.Jrig.l),· jet ·system w~ lhought of as a me~~~ :r pr~pulsi~n - and /I \ . - -
·maneuverability~t~ brief d~_cription or t~e b~ic elem~nts ~nvolv~d in th~ j~t sy~--
tem is presented .. ~erits and. demerits of \jet system. are discussed. An explessio~ ~ deriv,ed for prop-ulsion efficiency neglect~ng th~ inlet head r-ecovery.
' f!.S STATE-OF-THE-ART:
Most wat~r-jet propulsion systems as emphasized in literature· f3),(26), have three . ""' . -
basic elements (.6g.2). These are, . • I •
-. (i) an intake du~t which i~ducts fluid fr{)m outside the ~raft,
(ii} a pUiiip for-transmitting en"ergy to this fluid,
(iii) an exhau~ duct .and,noz!le which guide the jet or 8uid.outsl4e .
· "-.. . - . -- ---
, I
-; .·.:"?_. ' ' ·:· f: : -~
. ~.:.
T I
.. '
. . · '
. ' ·
' . . ('~ :, t,. ":t . :~· _, ,,
. ' . l•: '.:,.lt~_:· , \ .~·-)_, , •·· ~-: I .
• . ~:- ·• ~~' : - : .. , r .. .. ,_' ·:
. : t ~ ...•• ,. ~~:- · .. :t , :·. •• -~~·-- ··'' . -, .. . ~- t-i.~- - ·,.,'t,t_',,;_l·:. ·"• \ " • '
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--• COtltJIOliT At lOti
HAND CONTIIOI.LEII
ftNICU
. '
Fig. 1 Schematic of a ROV system J30] .-· - ~ .
,·
DIPLOYMII" Ullrt
AI\MOAEO CAlLE
--
-.-
,
~,.,w -;•f :•: """'-:' ';'"' )!,~~
--
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--
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..· ... ·_ ......
~ i ... . · '-7.!·
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1 .,.-:;, :::,-:...,~-··-''.- r .. P : •, "' ' , ' ~ ~~ ~. '!'.": 4 ~
;<~~ ..) ..... , • .
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-·, -- \ ' ··-
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:; .. . ... .. ' ','\ ' .. ·;, ;· ·_;.. .
-7- . '
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...... . ..-:-.
)
r ' _....,. _____________________________ ,\
-
PUMP
FORWARD MOTION . ~CHAN.GE OF ~ ·MOMEN.TUM)
I
JET
------:------.=--- ----------. ________________________ ,.,.. _____ _
---'
Fig. 2 Schematic or Water-Jet Propulsion System for ROY's.
.~.c/ .. ) :J .~" ,.·, .! 1 .. .. , • • .. .. ,,..,:• ... . .. ',, <:-_: l j ' ~
' ' ' AI ' f r, ,•
I•< '' .• I ~,t' •' , _. .. ,: ,:, '. '\::. ,,:_1 ,~~:··· .. •·' ~-~ ··~ ~;_ .. .... , .. ,i . .... ·-.._ ... . . -,' 1~ . : c '
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···.:· ····'
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Evaluation C?r per(ormanc~ characteristics are to be carried out depending on the - _..
particular application 112) .. ,.
----:::--- ---£.~.1 INLET:
f
I ---The inlet or scoop_ location depends on the hull and water-jet propulsion sys-
tem configuration I5J, The maj~r design location considerations are in ke-eping the --vertical distances (whicli , produce elevation losses) short, keeping the inlet
immersed in water to prevent aera~ion, providing sufficient water flow to the
_- - pumps to produce the required thrust, and ;preventing or .. d~laying the inception
or cavitation.-Good inlet system design requires low internallosiies andhigh resis-:
,_ . tance ~o cavitation during the take-off mode and low external ·drag during_ c~pise· I '
(22J. The scoop must capture the Cree stream flow efficiently under .a.. range of
operating conditions between take-off and· cruise. -----Thenet efl'ect or cavitation, in- and around the'lnlet, is two fold:
(i) cavitati~n .can produce significant erosion or the inlet -material, . .
(ii) cavitation cas· degrade the pump performance due to e~ces~ive inlet/diffuser , I • .
bead loss and, ultimately, complete choking or the Oow which starvE!J. the pump. . .\
Definitive eyaluation or inlet performance [16) involves the determination of --. . . bow effi~ieJN.If -Qe: water can be 'captured', over what· range of velocities inlet
' , . cavitation 'Vill1lot significantly degrade this _capturing, and bow much the hull
•
..----
j dra5 is . affected by the P!'esence of the inlet. It is possible that some inlet designs
.. could be low in internal loss but have high external drag ~lrects. An -inlet with
'. -- --' ' .----
.· ... _.' . ·. -·-~ . . ' . .._. ~-~ ~ • I .o. I .a .- • - ... , ' •, ~~~ .,.
) ., .
,· ·
--
- . _. • ~4' , ~ ... , _,. ~-· ' • 1 r r•-= .• ~ . · ·: . -.· . ," · -~ '"':
. g- ... ;; I .
\
poor flow will experience--a_ Jarge energy or head loss. A wire mesh to :~"Cfe'en off .. • •
the debris is desirable in some applications.
.. ~.!.f DUC'{ING: ' • -
In a water-jet pro~ulsion system, a certain amount or. ducting must be
instain!d' (22~ to move the water)om the hull inlet to the pump and from the ---:- . I ' :
pump to · the ~haust no~zle.'J\e function or the duct is . to deliver. the correct . , . : ·L' - -: - . quant_ity o( ~ater to .the entrance oftbe impell~cie~tly (with minimum pres-
' . sure loss). and with reasonably: u~irorm velocity <listr!bution, and to exhaust the
/
water efficiently. The efficien,py o( the ducting. system dep'ends- on the length or - ~ · -
the pipe, number and· type of transitions; ~nd pipe roughness.; - --:
•
In general, a duct system s~o~ld be light-weigh~ (including the. ~eight or . - . • I •
water), have low vibration levels and low hydrodynamic loss. The lightness-and .... -- .
vibration. levels depend on the mttterial property. The' hydmdyna~i~ losses-, . .. .
inclu e friction losses a.t inte!nal ducting walls, F~ing losses (pressure loss and ·, . . .
fricti ' ~ loss) in areas of 'tran~itions such as enlargements, contractions, etc;, and /, . .
i . .·
veloci y profile~ .at sections approaching the impellers and ·stator vanes. ~ .
---e.e.s WATER-JET PUMP: --· __ ,
·' . The ain·ction of the pump. in a . w'!-te{.jet system ·is to accelerate .the s~r-
rou~di~g fluid medium or· inereas~ the energy of ftow, thereby Rroducing tlir~at. . .
A pump with high . mass . flow rate and low head p_erformance is·. a major
t
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, .... , . . ..:.-: .. ~.,, ~ .. .;; ' .
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. ;
... }0 ..
..... .,
req~ireme~t for efficie-nt operation. However, a high-speed pump w~ll keep the ~
. 0 • . '
· jf ..... duct size £-nd W!!i¢ht or the wat~rjt}t system small . . w . .
. The types or :p~mps utilised by vs.rio~s propulsion syst·em designers include:
· (i) centrirugal (rad~al o·ow) - high ~ead ~)d low sp~cific speed, · · ...
(ii) mixed ftow '(inclined flow) - medium head and medium specific speed, -' ·
•• (iii) axial ftow (propeller)· low head and h!gh specific speed .
\-. ·In ROV applications, a single st'age axial/mixed ftow pump or suitable cap a-
• . I
/ ' city is used to minimize the size and weight or the vehicle. and .increaS~ the pay-
load capacity. . ;:....- .. j
e.e.4 NOZZLE:
Nozz!es play · a vital - ~ii'-In jet propulsion as a thrust unjt by coqverting • · <I •
"' •
potential energy into kinetic energy:. .. .A good design of a n~zzl~ 'depending on 'i~ I . . ·- ,..__ .. ·--
~~plication (2,4), ~ill increase the prop~~ion' efficien·cy .of the je~ consider~bly. ' . . \. . ... .
The first. ~pect b t~ determin~ the optim~m ~rea ratio -ror the d~ired sp~d and / '
then streamlining the ·nozzle to ·have a minimum loss. In certain cases, a variable • t
area nozzle _is fourid to be useful for a larg·e range or speeds from ta~e-ofl' to
• eru_~e·: iJenee-testi~g of a nozzle Cor a . particular· applicati~n is. considered essen· • ;· • • 7 • . . .
.. tial. · '
-· '
.. . •·
I
" ' . - ·,
-~,:.~.- . ····.· ";. I I :. .~ .....
I I, ,·I 0 , • 1~' ·.;,. : ,• • '. • .
.... 11·
' ' . : . {' ...... ~ ..
f.9 ADVANTAGES AND DISA:DVANTAGES OF JET SYSTEM:
f.9.1 ADVANTAGES: . . •
\
-- (1) For ROV applica~ions with a jet system, less pressure compensation is
. '
required. Only the electric pump-motor needs to be pressure compensated.
(2) The jet ·system _is much simpler thaD' the propeller~system~ . . (~ DireCt steering- a~d ~aneuvering cQntrol from the propulsor is· possible.
\ ' -
(4) for weed·· and ice infested ar~as and Cor places or 'debris, a. jet system is the
I>
only al~nati~e. . •
(&) With a waterjet, it is possible to 'eliminate external underwater appendages. .. '
(6) A wider choice or location or the propulsion machinery than is normally . I . . * . ro~d. . . .· . . . .
"' , (7) Elimination or complex transmission machinery where right-angle drives are
required, such as in hydrofoil 'crart s.tr~t propeller applications.
(8) Possible alleviation or underwater radiated propeller cavitation noise through • ' l .
. '
more control over cavitation, and removal or the propeller from .the main body or .
water.
r
. ' t • , I , • ._
~-~--........ -
-·
(Q) Detrimental effects <>f propeller vibration may possibly be alleviated due to · · ' . ' '
. . . - .
conirol ?.r ~impe!ler inftow charact~risfcs over ~hat or an open propeller.
(10) For towing (removal or debris from underwater), the waterjets can produc_e . .. -- ~
. .. - ~~~ter tow.-rope pulls than an open .propell~r; ho~ever, a Kort nozzle, i< this f .. • • J ' I '
regard, . will be more effi'cient.
(
. ·. ' . ; . . . -~ ~ ·' . : .. -
I
' . ~
. .. ... 1" ' I
·.· ~~"'
~ . !
' t~f • :· .. ~-.~ •• ,"""~ '":•' ~: I p '-t 0 o '·~ ~ o '"' .,.., ~ . ' • ' ' ' . :f.~~-7 ~. r, .
- ----
\ .. -·,· .. . . ....
- 12. ,
e.s.e DISADVANTAGES: .. ..
(1) In general, a waterjet system will not be as efficient as a propeller system, i.e., \
more hoi'Sepower will be required to p~rCorm a particular function with a waterjet
.- systelll· . · .
... (2) The possibility- or CM'itation at the inlet syste!D can adversely . affect perC or•
mance. This means that there are several sourtes or cavitation to be considered. . '
. (3) lmpellet access compar~d with conv~n~ional propeller ·designs is poor, making . -inspection, repaar, or removal or debris difficult. ·
e.4 PRINCIPLES OF DESIGN
.e.4.1 THRUST:
From momentum principles, the thrust or a waterjet is given by ·'
. .· 2'[ v, ] T = p Q ( V;;- V, ) = p A i V; 1 - ( V; ) . ,, •
where,
Q = ftowrate =A· v. J J
T == thrust produced , - ·-p = density or the ftui4
Ai .= · area of tlie jet
. !{f == velocity of the jet . ·.
~. = velocity of the vehicle
~ • - '. i • < ~ ' ) ~ 'o I
- .'• .
•' ' '1 i ' :+' .·;I ' ~ ·.. . . ~ I o ~ '
( l)
. a • ·
• ' ..: o • •r ):'1:.~ I
,. .
('
-.
' ' l ~.t . . ;
?'' : . ·_ .. ~ -'
. i'
' : .
•
. . ' . ' . . , .. ... . . ~ .. \ " \ . .
- 13-. . 2.4. 2 ENERGY BALANCE:
. . • :; " .1.:--·,.-.... • # 4- .· .1_
' ' .
. ·~ .. \
. . . . · .. \ ; . ,.
The energy balance is obtained by writiwg Bernoulli's equation for a stream- . I
line passing through the pump .,__
• .y.2 ......
HR + Hp - H1 - Hs - ..:...1,_ 2g
. ~ •
where,
' . Hp = head <,leveloped by the pu.mp
Vi2 . ~ energy losses in the system = K 2'g" i >
Hn . ~yna~ic head ;ecovered at inlet = 0 .(n0g~g~le lor slow speed) ........ 0 ' , ,
. '· .• .
Hs = 0 (since inlet and discharge are at the same level)
K .= loss coefficient
-g -:- acceleration due to gravity
i._
Thus (2) reduces to
Hp
Hence'
y .2 y.2 K--L=--L
2g 2g
y.2 Hp- (I+K) ;g
' e . .f.S OVERAL~ EFFICIENCY;_ ·"' ...
The overall efficiency of the water jet system is defined aa
. TV, ': 11o·.-= pgQHp 'lp•mp
I ,
I •
-- .. ·, . ·-
· ~-
·~(
(2)
--~ -· .. •
.--
(2a)
. ~.-
\ ' ' • . . . • J
-
;"'' · -
... (2b)
. ' (3)
.,. -~-" -- i i-4'
. . :;f - , .l
_. __ ' 1A-•:\',
~ \ . _. ·-.... ·~·~~J
" ·. ' --~ ...
. t
·~
, .
. ··
. \
-~
·,· ... .=~\. ' .. (. ' t; . . .. #>
' '"'!!< ' , :. l· ~ ~ r
..
~
•. , .,,.. • • : • . j. ... ~ . •. .. . .. ' ... . .. . , ' .. ' ' ~ • ' r
~--
- 14-
where, - --'lo = overall efficiency or the; system .. 'lpump - eff~ciency or the pump
Substituting for 'T' and 'H' from equation {1) And (2b) ~~ectively, we get ...
v, .., 'lo
2 (1- y:-) v, ) -q= (4) - (1 t K) v1 •'I pump
l '
where, \ ....
q = over~ll 'effici~nc~ or the system neglecting the pump -~Oiciency •
Differentiatin-g Oq~~tjoo (~) .rith respe~t· to ( -~·. ) and equating it to zerO, j!ives . . )
f v, 1 (~) - -v. 2 )
... Substituting this value or V,/Vi into equation (!I), th€! optimum efficiency
...
becomes L ---
' 1 'loptimu~ - -2":""(1-+---:K~) • (6)
(neglecting t~e effect of inlet ·head recovery}. This shows that the optimum ~· --. .:
efficiency can be only about 50% 'if head recovery at inlet is neglected. Also, the .,. •
lower the ioss coefficient K, the higher the efficiency or propulsion will be .
. ' q'
•
- -~. ···-·;·l' ~ 'f • ·' ' . ~ · .s . . ).:.._::!~~
' ·., . I
I
' • 'I ' • ~ . ,,. ,, ·.· .. • / ; '~~:~ 4 ' ,,:T· • o I • ' , • ' < - , o
' '
)
\
r· . . :.-. . ,. ' \
~.. • " p • ' . ; • • • .~ ' .. ~ · ..... : "' ' . ', .. . ""~-; ~ .
- 15.
e.s OBJECTIVES OF PRESENT INVESTIGATION:
(i) To find the optimum nozzle configuration for slow moving ROY applica-
tions.
(ii) To provide experimental results Q!l jet propulsion or small, slow- moving
, ROY's, the velocities not exceeding 4 knots (Fig.3).
(iii) To arrive a\ the energy loss in the nozzle by e~perimental and_.analytical . .'
means.
. . 1.
(iv) To provide a feasi~le design of _a jet .-propelled ROY with- tilting 'type
nozzles which could. be used for commerci~l production. ·-·: .... .,. -' . .
~-
• ·' t
-~· ,_ r . '
- · ·-,.
.. ... ~ .. \ ... ·.·
·' . ·, :•
..... -... ': ... ·: .. •·'
I . !
. . · ... . : ~ ! , , • • . • • : . • •• ' ' ..
., • •, ~ .• .. ·-, !... ~. · .. 7~. ,·.:.,~.t~~.~.;, .t .l. ~-
;.'~£ ... 4.·:·. .I
)'.
1 : .
V·
;.!I
_-, ._, 7
' ; ·
· .. ·
< -.
i ..
.. ·.:
... :· . . . . . ~
. .·
- 16-
-, '
t f (Vy)
V_EHICL~. VE~OCITY (Vy) 'KNOTS----.
. ,.~·~.j
·.~f'\}'
.• -.1:" ~ : , ... .. · ~ { _4':-··
·-
·• .
. .
.·
., ..
Fig.~ Schematic Showing the Region ol Experimental Investigation • I ..
. ' ·,. # /
'
,.,:._- _. f,. ·' . ?... ._ .. ~-i. . ·. _: •. -'" ,'.;' ·. /~
. -.r. I .. . t ; - •· l... .
.. :. ·.{.:·." .. . · '\' __ .... - . ~~-.::.~.:; -~ ·.t~ ..... . ,·.-. : . - --
- i~ '-,J { \ :; .- t : ~ i l \ .,' , , ; • .• ; ) • I \1 I \_ to~,..."· "-~ ~ ..... ~ • •· '\} ~ r •. •.tiL• • J ' I
. . ' . ,·
1· · \,•,._. ·.'·{;, ,_;. -><-' . . .. ' -
~·.~~·~,. ,' '•':' ,• • · ~·· ., ~ .: r,' \ :•.,... ••;":R .t' : •' .• . . . . . . \~ ·- :..~:-~ .. ~·-: :.::; · :·~~ .,...--.t· ... ~:· "'·":::r;._t-:,r .. "" ~,. .. ~ ·:. ~··"· .. Y, --~. · .. _.~r~, : .... _. ~~~ ··~J·.>t · .--~-:1·:·~·~\ .. ~ i ~.~ o I · .. ~; ..
- ri-
CHAPTER 9
REVIEW OF PERFORMANCE PARAMETERS
'
9.1 GENERAL:
The objective or this chapter is to show an insight into the various perror-
mance paramete,rs related to t.his investigation. Also the terms involved are . - . . p'~
' . . . . .
expiained ~nd defibed. A support.ing documentation for the imergy losses in the . \ ~. , "~ . I . . .
I '
nozzle is provided. " . . -· \
. I ~
9.1! DEFINITIONS OF PERFORMANCE PARAMETERS:
• . . " 9.1!.1 OVERALL EFFICIENCY: - '
The overall effi~iency or the waterjet sys_tem is defined as
Tv. '10 = pgQHp 'lpump (7)
, .. wher~,
'lo = O~er.all.eflici~ncy of the jet system
T = Thrust produce~
" V. = Vehide. velocil;. \. " • . -···
• p = Mass d~nsity of the ftuid (water) = 1000Kgfm 3
.. · r f •
I''
.c.··-. ' ! .:;_ +, ~ ·- , _' ._ - • :' :· . ... . . ·· . . ·J·'* ;I t._',_:·1:,
.i"T.;. ! ~ ~ . ....
' ~ ·''
,, ' .
·:.,\·. ~~ .. ·;/ t : .,: .. ·. ' ·· ~: ' . .-;
. ·
,. .
·. •'
.. .. .. .
I· '
:.· .. · ~·-· ·',.~~ ... .. ::..- · .. I '.1 1 "' • ~, r ' ""' ,
- 18-
g = Acceleration due to gravity = 9.81 m / s 2
Q =Flow rate .. . Hp = Head developed by the ~'!.IJlP--
---'
'I pump = efficie~· of the pump = 85%( assum_ed)
However in the experiment, since the head developed was measured at the .... _.,_ ... ~"'
entry to .the nozzle, a term called propulsion efli~_iency or the nozzle 'lp is intro
duced. Hence, ,
Tv. 'lP - pgQH, 'lpump • (8) ;
where, .. . .
..,.;J . H . p
f i . .
- Her,d dev~loped at the entry to the nozzle. ...
- '
A term ij, which defines the overall e!ficiency neglee.ting the _p.ump ·efficiency, . ' ..
is taken Cor ideal. case· considering that the pump has 100% efficiency. This term 4.
is . not used for as performance parameter in this work. t
a.e.e THRUST COEFFICIENT; \
The ·performance characteristi~s or water jetS should be presented in dimension-. - ~
less quantities. Thrust coefficient is one.such parameter which is the ratio or the . ' . . .
~· -- ~
actual thrust mea!ured to the· thrust which would be produced for the flo~
through the nozzl~. It is · defin~ as
( 'J .' \
(9)
.. . I '
•
I
j. l -.: • ' ; , ·~~:. •:.. '.~·~ .. :. , .: l ' • • : · . .. ·~· ;. .. '.tr~_: ·. · ,;;;~ · ....
•
., . '
. ' l
. • '
. < I'·
'
l
·.·, '/,
· .. ·.
. •
... ;:..;..,..... . .,
. \ .. -~ . :-· . ·. ::··: ,_,-, ···r· --~ ·.-~ ·.·_: . -... :' ~ : .~ . · :·, .. ·)·~--!·:··-· . . .. ·.··, ~: •. : .. .. ::·-.·:.<:. ;·. ·:·,··-:-..... ·>:.-.
. ' • < .
- 19- .:_, . . . '·~~
where,
K T = Thru~ coefficient
p = Mass density <?lthe fluid
A · - Exit area or the nozzle J
Vj - Velocity or the jet
I ,.
9.£.9 FIGURE OF MERIT:
/
-··
Figure or.:.merit is another non-dime_nsional performance parameter, obtained I .
bf co~biniiig : the thrust/~orsepower· apd the jet velocity as represented b~ .
v:r;. ~jis is ilidependen!_ or· ir; and th~ pumP 'rpm a~.d .Jor a given
- -configuration; is essentially independent or the absolute value or the thrust pro-
- ' • ~ .
duced. IC geometrical changes are made in the model, s·u.ch as the variations in
4
the· jet area, the static performance iS compared on the basis or_ 'the figure or t • .,. • • -·
... ' ./» merit. The optimum configuration-will produce the maximum vahfe or figure or
I
-- . merit regardless or the magnitude or the thrust produced. The · figure or mer~ Js
f . •
defined by the equat~on ~- · \.
-·
where,
-- c •. = Figure or merit
p - Power input ..
c,=!j->1#)· ; , (10)
~
' (
\ ~
.. '
• •
. .
.·,
'':..·.• .. ,. ·~~.~.:-,'-. :": ·. ·;~· :.; .... ....... .. . . ~ . ~ ., ·_. \
I ~ , - t ~~ .. ' • • • •, : 1 ' • ' F
' .. ~~ : ~ . - . -.. .. - - - ~ -- :f\~ .. . · ... · . .. :._ · ... . •,_.-.. ~ . . ~' '-' ,;, . . ·:. .' ·.. . ~
•'• · ·~ • f',~ :."'..:t ... -.. .,•,.,:.:.....·~· ·:-; ·)··:, . •'' •"" '.i..·; .. • ;.'1,'l'.·: -: ~ ·~ :;• : ~··~. ' ~;.""".~-,~ . •.~~ l r ,•, ;,•,• • •;-. . _ •, :,:-. • ; •• : . ··.·· ·!•~-; I • ," 0: "j..,", ,·.
f'~ .,. • , • ' I ' _.;.;.. ..:.......-
~:·~· ::;-· > '
~~
·-' ,, ,. '
' .. : ·.
' '
. i
: . f
-.. (' ·-·
..•
·.
...
--
'""'
--
·:..: \.,er , ·
' . "
-- - 20- -~~
· I
which reduces to ,.
--(lOa)
s.e.4 VELOC,ITY RATIO: --....
Velocity ratio is another non-dimensional parameter. which is us~d for com-. parison· or performance between the· nozzles.' It is normally psed !or the .plotting
~r performance curves. The value ..oLthe v.elocity ratio merely shows a ~elation-. ship between the velocity or the vehicl~ to t_he ve.i~city of "the jet and sin~e . it is ·a --·ratio, the performance of' .the nozzles· could .· be compar~d by. the use of this
. . . . ("' . , . . .. .
:pir~~he veiocity of the vehicle. is m~asur~ exp;imentally and .the~ ~elo-- c~ty. or th~ jet is obtaine~ ·by knowin~- t~e flow rate _·and t·h~ exi~ the noz-
zle from the relations~p Vj = A~ . . . . 7
. • J
. s.e.s REYNOLDS NUMBER:
--- ~ Reynolds number·iS a non-dimensional number which is a ratio of th~~ inerti~
forces to the visco·us forces. It is defined by
- · ·-I
.... where,
'
vi d, p .Rr-= ----
P
R, = Reynolds number ·at exit·or nozzle . ' .
(11)
--.... ,
·•
·· .
-..
. I '
. ~ ." 1-\ • · -·, · to.· ~;.:F· ..
..
I • . ·-· ~{\·
. ·-
... :.,.· ~ .: ' '
..
.... u ,. < : :~1- ·: ' f • • • • " ~.- · . : .. - ~ ,. .. . • .. ' ' q . ...:· .. :, • __ ... . -::·_· ·-,.~; ·~-~'(~:'"~l~'!: · ~~~~:· .. :: ' . \ ' : ~
d, = Exit diameter or the nozzle "I ' /
p = Mass density of water -;-iooo Kg fm 3 I 1
--
Jl = Absolute viscosity or water/at 15 Celsius = 1.13Q X Io-3 Kg I m -3
Taking v = Jl/ p, the reynolds number becomes
...
' '
(lla)-
where, , ....
v = ·~~inematic .viscosity of water at 15 Celsius = 1.139 X 10-5 m 2/s
. ~
9.9"PARAMEtERS INVOLVEDIN ENERGY LOSSES: ~ .
-~ . ...
· 9.tl.1 HEAD LOSS IN THE NOZZLE:
•
- The head loss in the nozzle af.e due to various factors like friction. The ~d
. . loss necessarily occurs when there is a flow through the nozzle, which converts ·
. . 1- . ~
.the potentia'i:nergy i~to the kinetic ener~. Th~ head loss due to friction is .given _. · . . . ~
• by the _'Darcy·Weisbacb' e~uation .. --L V 2 II
2 g d (i2)
. where, / ,
H L :- . Hea~ loss in the· bOiZle ,. ' i .
f = Fric~ion· rae.tor d'epe~on surface· roughness a_nd ·reynolds number ;
I .
(;. · • .
, .
. . ~· ' '
, .
· ..
) / .. •"
# '
--' ·,
'·· . . . ~· . \
._, ' · :~
~ . ;,~
.'·.' . :;.;i:;:,·~ :-: ... ~.! •n .. ':, ·•. l, .! - ~ ' . .
~ ~ .. \ .:.·:. ;: :, :· -.~ : -- .. , -~
· :. 1. · 1 · _s ; . ... . ~ _. :. . .. . '.\···,.· • I I ' ," '•J i ' _,;. ..
r· :.
, -1, • •
r .. " '.
I ,
i· ,_
/
.,
i.; .
: . . .
, _, ' •
~ -~ >- . ~ -[· :. ' ··L :.'··· . -··
1'. ,'.
., .. , :. ... t
·'"" ... -
·,· ;
. . .. . _ .. . _
,· ·./· -~-•. ~. ~· -.,..--.~·. 1 ::: ... "";• 4 .'!J r~ #: ·:~ . . ··"-_J:"' ,"' .·tl'~, ! -._1 · ... ... : ...... ~~ :.-:.-~ . · ~ ~~~::r~r;""'::~:
. L - Length of the nozzle
~ . .• , .~;o . -=~· .. -.. : '·· ,, · ~- . ""':""""Z2 -.
---
·.
·'- _. ~
'
v. = Velocity under consideration
d ::;:: diameter of the nozzle under consideration .)
9.9.1! LOSS COEFFICiENT: ' ' .
• ' • o; / o ' • , ,
... 'The 101s co~fficient is a non-dimensional parameter and is a ratio of · the ::· :
"' . . . energy loss to the velocity head at the exit or the nozzle. It is defined by
·-- -.. I I
I I
where, r... :,
/ ''• ---. · ....... I
K = Loss coefficient -- . HL = Energy loss in the nozzle ~ .
Vi~ /2 ~ - Velocity head at the exit of the nozzle
---- ~ 9.4 DETERMINATION OF TH£0RETICAL LOSSES:
. - --. ,
.·. ·- ' • ; l"'tr - ":o . .. •"
....... . .... (13)
The theoretical losses in the nozzle are determined by-using 'Darcy-
Weisbach' equation (12) by integration or cylindrical strips across t~e length of
-· ·- . ,. the no21tle. The .no~zle .is divided into strips and each strip is approximated to a . . " .
cyli~der by takins. the average diamet~r over the small length. The velocity is
' obtain~d by knowi~g the ftow rat~ _and the average_ diameter or tfe strip under-.
• . collsideration. AsSuming the
~ surface rou-ghness · (f=O.OOl) for t~e machining
• , _ -··
, .
-~)-~1 l .. / ·•· ___.....
-.... ' . ' • • •' ' ' • .,: I • . . --~:. :~~-....... ~-:~ . I
.. • . ' ;r • . ~ .,! • ''I; ~.·' .. • J : • ' -~ ' •
i~
\ - ...
. .. ,1·.:..: .
......
. P.
. ·
... ...
. -r ,_ __.;....-:-
~ .. l •
~·~\; : ' : '· ... ~ . it1 ....
-·~ .. :~ ·. ~ {• l ' ~ . ... .. '.r: ••
- 23-
, •
operation undertaken with polishing, and from the average dia~eter or the s~rip, ., I
the relative roughness E/ i is calculated. Also the rey~ number i~ calculat~d
for each strip and ~rom the moody's chart,-tbe ~ric-tion factor ten, a ~trip is round __ ..- .;
and then the 'Darcy-Weisbach' formula is applied for each strip to ·get the energy
loss for .ttie.strip. Finally, summation or these energy losses in these strips gives ... the overall energy loss in the nozzle under consideration.
' . ..
- -· . ~ -~ IJ
·. A eOin~ii\e~·program (program 1 in appendix A) is writt;:;o-&nt:ut the . . . .. rA -· ; ·
en ergo/ losses in the nozzle by integration or the losses in ~he strips. and .program 2 . . - . .
(in a'pelfdix A! gives th~. calculation or the loss c~efl'icients from tb'e theoretical
loss in the nozzle.
. '
. . 9.5 DETERMINATION OF EXPERIMENTAL LOSSES:
, The experimental Joss~ are determined b:y findin~ the total head at: the inl~t
and at the~ exit or the nozzle _and then taking· the ditrerenee between the total . . . he~d atthe inlet and the tot~l head at th~ exit, Pie~o- electric pressure transduc-
. . ers connected to · the pitot tube assembly are used t<f.ftnd the· total head accu-
.
. '
J • • '•
'
. . . ... .. . . -• .
"' . ~. " ... •
.... • 1>;;:
. -~
rately until repeatability is obtained. Program 4 (in ap~endix A) gives the calcu- ,.
lation (or \J!e. energy losses from the mellsured data ~btained from the piezo-. . : . '
electric pr.essure transducers .
.. \ •
. ' ' .
\ - •. t. .! ' \ ' ,Jr \ 't l '
. .
/
••
.. . ..
·\ 1
•
-:. . . . ~ I \
. ' .. '>I .
· I
. ' •
. .. ,• 0 ' ..
; • A
. . ... . ,),f
·s~ . .... . . - t '1
...
· . . . • : I
- " .
}
• .. · ::·.:· .. · · ··'.' 't
' ,. ·'· .. :~-· ~:-~·~ . ,,
.,
,.
,, · . -:--24-
CHAPT~R 4
' EXPERIMENTAL ORGANISATION AND TEST PROCEDURE
I ~ '-
• u .-. \\ • ' " J ./.l.GEN_ERAL:
. · ~- ' .. .Xhe experimental ;togr;a~ wt' designed with t~e objective o( investigating
. . , . . . .
• the·use or water-jet ,propulsion for ROY applications. The inftuence or the various
parameters relatin~he perro:mance is recognised and r~ported ill nterat~;. . (a),~)-,(21). 'f~e exp~rim~~al set-up· ·was -d~igned J~ig.lO) ~nd ~uccessfully used to
. I
det.er~ine the p~rfor~ance parameters. I - -
I •
! .. •
. ./.t EXPER-iMENTAL SETIUP: 1
•
4.e.1 TEST SET-UP; _
~ · ~
-\ Tbe test set-u.p .consists or a recta~gul.; tank or dimen~ions 183cm x_ 183cm X
· lQOcm (Figs.4 and 5). A high flow rate centrifugal pump and-two rotameters in . . , ' . ' . . ........ . .
parallel (calibrated for the experiqtent) are ·u!J_ed ·to m_e~ure the flow with two ' .
gate val.!es,...one..b~low each rotameter, tq_ vary the flow rate. A rotating water-· . . ... -
tlgh& joint l~a~~ at the bottom ·or the fixed vertical pipe_ (Fig.6), and a nozzle at . -
the back. end or ~he ·)ever arm are used: The .>um·p draws·_ wa.t~r rrom the tank
.. and . Jisebarges it, l~to - the ~arne tank through .the submefged nozzle, thereby
... .. ..-· I .
. ~ -_;. ,:1\. ··- ~ '.:o' -(:;' ··.:, :.: ... :·:. _.. _ __ · ~ ::- .. ~>~- ~ .. ~ ~;,t> . ,. ,:. ,':,." '' ~--•. ~-. ; ; .;_.·._- .: _:1. ... . • ...
' . , ~ ~ . ··:~~ ~
/
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( .
' . . . : .. ' I~,_;
'.,;:\:'.::•ii., '! .... ..
•
.,
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~ : ..
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.. -. - 25-
rotating the whole ley.er arm assembly about the rotating joint. In the front end
o'f. the lever arm, th.erP is a provision to put different drag plates to simulate the
drag of the vehicle· under water. There is a p.rovision for replac·ing the nozzle by·
means of a . screw assembly (Fig.7). There are two cylindrical ~uoyant floats ,
beneath the nozzle to compens,a.te for the weight of the lever arm to avoid uneven
weight transmitted 'to the rotating joint.
4.e.e THRUST PLATE ASSEMBLY:
-· •
The thrust plates are held from the top o~ the experimental tank b ' , .
pf a fixture and clamps. The fixture houses two ~earns running across the
of the tank. In one of the beams, t~o holes are drilled alligning the holes in . the
thrust plates to fix the thrust plates by means 'or bolts without any pfay.· Clamps I·
are used as an auxiliary means or support.
4:e.8 -THRUST MEASUREMENT $ET-UP: ( \ 1 I
\ ~
...
I
The thrust piate as\ mbly resembles a cantilever beam and the thrust bei~g . . .
.· : ·\.':...r.-r . !
..
,
applied to the end o! the antilem beam. Th~ deftection experienced by" the . . (f thru_st ~tat~ are sen~ed by str ·n gages mounted on. t~e surface of these plates; · ·
These gageS\ire "!iven a ~ater proof coating and con~ected by a .rull-bridge Cir-
cuit (Fig.~ that . there is minimum error due to tempera~u~ diiJ'erenc.e . . . 1 between these gages and~sensitivity is increased. The strain gages are. connected . ·
to ap amplifter and. in turn to a multimeter and an oscilloscope. The previous ' t
4 '· ' ·
.· _ _..
' '
~~ ~ ~r ;'' .... ,· · ·· . . '·. ~ ._· _. . ' . . ; . . . : .. ""'. ' - • ' ' I
.. ..,
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. \...
• .-. .
.. - 26-
calibration or the strain gages in .terms or lolld and strain-directly gives the unk
' _ 'nown thrust, knowing the strain developed. ---
'
4.£.4 TOTAL HEAD MEASUREMENT SET·UP:
( \
A pi~t-tube assembly (Fig.l2), is used for the meas~re(Rent ·or total bead at • ••
the inlet and exit .. oC the nozzle. A fixture slides over the nozzle and grips it when . ..- .
staiionary .. A rod wh~ch ·holds the pitot-tube assembly ·can be .mov~d along paral-
lel to the axis . or the nozzl~. This facility makes _ the measurement or the total
' head at tb~ inlet and exit or the nozzle along the c~ntre-line possible. The pitot-
tube assembly is connected to a pieza.electric pressure transducer, which in turn,
is connected to an amplifier, a multimeter and an oscilloscope. Previous calibra-- . tion or the pressure transducer in terms or the pressure and' ~olta~e di.reclr gives .
the unknown total head, knowing the voltage pro4uced. o)
4.t.S MATERIALS:
The rotati~g joint and the lever arm assembly are made ·or aluminium. The pipe . ' .
connections upto the fixed ver~ical pipe holding the rotating joinl are made. oC 2"
PVC pipes. The fixed vertical 2" pipe is .made or steel. The drag. plates and buoy-' . . . .
ant. Boats areinade:or wood (Fig.S) andiPVC, respectively~ Tlie nozzles are made • I . . f ' .· . . . . . .
or transpar~nt plexi-glass · becaus~ or its advantages to observe flow on cavitation, • ,
in. easy machinability, . an4 minimum surface roughness.
.. .
. I • ' 4'1 • •• ' ' , o\ : • - ~ •• I . . ~
.. . ~· :~~;1 . - ~ ~
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DRAG PLATE (NOZZLE. AT
THE REAR ) --••
~ sUPPORTS ..
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-~ -----1--~- ~--=~ _-_-
..... C.
· H•0.926m- · -__ 'T"' __ _
ROTAMETERS . c'2 Nos IN
PARALLEL)
GATE VA~VE
(2 Nos IN
PARALLEL) 1 DIVISION Oli FLOW
+---+t-it---PUMP SUCTION SIDE
' c • ~ .
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Fig. 4 Eleva~ion-View of the Experimental Set~Up
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v PRESSURE GAGE
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Fig. s End-View or·the Experimental ~.ei-Up
-· - ·~ \
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Ha0.926m
j 00
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tl:·· ·· -, .. l
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STAINLESS STEEL
. LINERS -......,_:::to..:;,.~~
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··-
·. Fi~ .. 6 Water-Tight Rotating Joi9t
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'0' RING
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t 'OF ROTATING JOINT •·
NOZZLE
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700 mm ,
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Fig. :7 Sectional .Plan_ or Lever Arm Assem~ly •
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01(36cm dia)i'J
02(32cm dia.)
03(28cm dia.) .., 04(24c'm dia)
DS(?<?cm dia.)_ ,.
.. .
MATERIAL 1 WOOD THlCKNESS 1 IS mm
. 0
Fig. 8 Drag Pla~es Used in ~he Inv~tigation ·"> ··
I :..•
.....
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...
) ·•
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• (DIMENSIONS IN mm )
' .
• ..
.. , Fig. g Nozzl~ Profiles Used in the Investigation -
·,
·' , .. •
• ' ', ---r--.. .
:, r,~-~\;·'<t-~·· .,~~: •·J;.·~ .. .. ~·-.::~. : ~; .. ~· ·::,. :f, · ... '; .:,..' ~-~;~':..·),: ''·~· ~,:.:. '.'· __ :, .: ~· :. <_,
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- 33-
Fig. 10 Photograph of the Set-Up With Instrumentation
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I 4.e.6 NOZZLES:
.._ -. --•
- 34-
;
Nozzles are fabricated from 75 mm diameter transparent -plexi-glass ·rod. Ten
different conical nozzle configurations including converging, straight, and diverg·
ing sec~ions (Fi.g:Q) were made and 'tested. In all cases, the inlet diameter or the
nozzle and Jenith. or the nozzle were fixed at 52.8 mm and. 80 mm, reSpectively. I . ~ ·.~~. .
. . The first 75 mm is - ~onical and the remainip.g 5 mm ~ a straight cylindrical sec··
iion. This· is done to-avoid the possible scattering of the jet and maximise the '" . ._.. . - . ..' . thrust.
' .-> I -4.9 INSTR UMENTA TlfJN:
.. ·-
• ~./
4.s.l THRUST: • ·'l
.. .. ..
• Temperature compensated strain gages are primarily used for the measurement or
' .
tbrus~. Two.clilfere~t thrust plates ~Scm X sCm X 0.6cm and 85cm X Sc~·x 1.2cm,
• 1 r •
. .
. '
.. ..
1 each housipg four strain gages are used (Fig.ll). The former plate is used for . ·r ,
thrusts less than 40 newtors, while _the latter for thrusts greate~_ thao 40 newtons. ' . ) --
The full-bridge circuit .with the- strain indicator is employ~ for th~ _thrust meas-· ,;_ L
urement. The strain gages _.are given a l!flter proof coating .. Previous ·-ealibration or .. • ...t,. . • .... -
thes"e gageU.D.teoils of load and strafn directly give the unknown thrust, knowing . . the induced strain. The frilion ~t the rotating joint is added to this observed
,,.t .. .
thrust to give the overall net thrust or the nozzle. f ' •
• .. . .
. . I-N
..
... . -: . ··;. _ ...
·.: \'• _f!tt' : ·"-·. ,.· (. t2 ... :~.!t~.h>: .. ;· \·-... ~·· ~ ... ~ <'1. .. t "'.: ·~_;·· : .. ~~ ..... ... · .~·.~-t ~;.!i:~ ... -·
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..
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J.'.' • 35-
The ftow rates are measured using th-e rotameters itr])8rallel. Thes·e are calibrated
in terms of volume How (cubic meters per second). The flow rates are varied by \ . ,., J gate. ·valves; one positioned below each rotameter .so as -lo have inde~dent
. J operation.
4.9.9 LINEAR VELOCITY:
/
,. '
' ., -- · The angular velocity is fiPst round by noting th~ time taken for. ~-definite number
" '
•
' . l
. , . ... '
or rotations by using a stop watc_h correct tO on.e-=hundredth or a second. Know· ,.. . . .. . '
' ·ing the radius (length) of the lever arm, the linear velocity is calculated using the ... - . ,
\ relation: .. \
·. . ~- . ~ Linear velocity = Angubr Velocity x radius o!_kyeJ ~nn
4.9.4 TOTAL HEAD:
The 'rotal bead at the inlet or the ;ozzle is measured using' a pitot tube assembly ""' . . . . . ~ - ·.
. .. ' ,., . ~nd piezo-electric pressure transducer (Fig.12)!- The electrical signal (output) of
·the transducer is amplified by an amplifier and then observed in a multimeter
and' oscillo~pe_(as vOlts). The ~revious Cl).lib;lOJl or the pressure transducer in . . : ' '1e.i. •
terms ~rl pres~ure ~nd vqltage dir~ctly give the unknown pr~ure (or the total , . .. .
head), knowing the v~l~~ge produced by the iran~duc~r.
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FULL BRIDGE CIRCUIT
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(4 GAGES ON
EACH PLATE)
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STRAIN r -----INDICATOR
[DIMENSION'S IN mm]
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t · Fig. 11 Thrbst PlateS and Full-Bridge Circuit
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TUBE __ ....__;--------'--- ../------' H•0.926m
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TIIANSOUCER -IIIIUSURE TIIANSDUCEit
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• 4.4 TEST PROCEDURE:
. The tank is'' filled with water to a. particular level which is maintained .. ··throughout the experimental study .. However, the nozzfe and the drag plate were . .
fixed before filling up the tank. The thrust plate is plated against.the Cront race . .
. o( the drag pla.te lor thrust ·.measureptents Cor different Bow rates. With. t~e same
.· arra.ngement, the total head is ftleasured at inlet and exit or the nozzle using a . . ~ , . . ' -.
pitot tube. For veloci~y . IJ'leasurements, the thrust plate is removed add th~
~~mbly is aliowed to rotate simulating the motion or the v~hic.le u~der water. •
-The wa.ll effects are then comp~nsated .
. \ ,
,4.4.1 DATA REC .. DJNG: . ·'J .. · •
I, •
All the ins·~ments are turned on 30 lltinutes b~lore each test to . allow a . '( .
r.
,;.
• . . . . '' " • . .I warm-up period. The caps of the piezq-el~tic pressure transducers are removed, '-
cleaned with cotton' swabs, dipped in tuner degreaser and rec~pped e~ch time ... . , l . • . ' .
~ey $~e . mounted ~hrough a brass h~lder. Grea.t ~are~ taken in mounting the \,
microdot connectors to the pressure tra.nsducers ~nd amplifierS as the slightest \ • . . • • •. . .; f. .
. . . . .
&mou,.t ~t .dirt or humidity near the connection,, or a twist in the· connector, pro-
duced a 4rifling.,~tput voltage: The· output or the cha.rge amplifier is fed to. the . .. . ' .. . . multimeter:&'n os~lloscope, and a .p~otter. The strain g~ges are.conn·P.Cted to th·e
strain indicator • . T~ ph!~electrie_ pre!sure transducers and the strain gages are . ' ' ... .
. " / '
calibrated·so t~a~~~ vol~'age measu~e~ents directly give. the thr~st .or the total
, he~.. ·. ;:? · . '\ .. ~ tla • . -
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. - 30-
With the thrust plate against the drag plate, for different flow rates as meas·
ured by a rotameter, .the strain indicator readings are noted down. Also with the
pi tot. tube ass~mbiy' the total head at the inlet· and exit oftte nozzle is in ensured ·~~ .. . . )
us\ng aJ;iezo-electric pressure transducer. " ~
· The angular velocity is m~asured by a stop watch correct to one-hundredth . ... .
or a second. I~ .oj~r tp check the repeatability of the results, ea~h parameter is\
measured at leas\ten times under similar conditions until reasonably consistent . '
values (within 10%) are obtained .
4.4.! NOTIC~ABLE PROBLEMS/ RECOMMENDATIONS:
In general, there was a very good consistency in_ the thrust and total head .
--measure&nents within the range of. 10% deviation. The average or the readings is
•
taken to· be the final value. Also the temperature of the water· used during the
experimental investigation was around 15 degrees celsius. ; ......._ __ . - . .
c~·rtain probl~[recommendations noticed include: ....... (i) .F~equent. removal and moun\ing·or the thrust plates and pitot·tube assembly
made it a must .t<? !ltick on to the small experimental tank. It •
' (ii) Also t~e .water-tight rota~ing joint netds to be removed and gr.~ased at the
.. . . start or th~ experiment so that the friction is almost the sam·e as when ealibra~cd.
- - . . \ (iii) The' use or a!l )\Q motor could be avoided if a DC motor was availab~e; tR~~! . - / . . .. results in steady rP,m throughout the course 9f the experiment irr'(Pective or the
• load Ouctuations.
(iv) The output or- the piezo-electric pressure transducers sometimes shoots up
"-· ..
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- . ' • 40.
r , . and much c~re is to be taken to get4epeatability and consistentvaJ.s .. S-o also
" with the strain. ~ages, where ftuctuatio.ns are quite unavoidable.
(v) T:e th,ust ~r the nozzle is to be applied gradually so that the strain readings
are not erroneous. " :V "
' 4 . 4.5 'WATER;_ TIGHT JOINT' FRICTION CALCULATION:
\~ . .
The friction of .. fhe'water-tight rotating joint is found experimentally. The • • • . t' I •
drag plates are removed from the end or the lever arm assembly and the assem-.. -. bly is left stationary. The flow through the n()zzle·is gradually increased. until the . '· , . '
leve~ arm assembly jus~ star~ to !]lOVe .at a. steady miniJ1lliiD sp.eed. F~m the
- : l ft9W rate, ·knowing the area of ~he jet (same as the exit area of the nozzle), the
thrust is calculated using the relation:
where,
t T = Thrust produced by the nozzle
p = Dertsity of .. th~uid (water)
-, -Aj .=· Area of the jet
, Vi = Velocity ot the jet ' ' •
. . •
T.his thrust should be equal to· the .rriaion at the ·joint. It is. observed tdat
~ -- - a . lor OC?w tate_ of 0.11 x 10_. m3/•, _ror )he jet area or ~.Ol x to·• m2, the-~sem·
-, ·
)
.bly m~~".!-'t a a~ady speed. Froni th,;.,e values,.~he r~i\ b round ,to~· 4 .. 12!1
;.r ' ~t ' ,.
Newtons. .. ·· ....-, ' ~ .
- J • · ;,- .
. , .. ~ ·: : j tf_ • ~-. ',!, · '-:..
. ~ ... ~~
--., .. ., . . ....--.
.~- ··.· .. . · -- . . ' J • ·~- . • • _::....-. • • • ••• - -' J -· - - ._ - '. : • - ' •• \ c.• · l' · -..... ,) • , : .. : ~ .. .. ~ ' '!:.
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I .• 41-
. ' .. ~ - \ • 4.6 WALL-EFFECT COMPENSATION:
·' .. • t
.., .. _-
Th~ wall effects arise due to the presence or the walls .,s.!ose to the jm. as the ·•
' '""" ·assembly _rptates in the tank .. Hence wall effects have to:be compensated to avoid . \ -' - .
the effects- or the closeness or the walls and itbe bac~ eddiesiwhirl) formed by the
jet. There was also noticeable 'stirring- effect' or apparatus to the finite r:nass or ' . ' ··.v - .
water1 ins!fle the tank (at higher speeds of t~e ~~~.el in ~~ tank) .. Th~ effect of _
• ~ f ' ... ' . this stirring is . to cause some unsteadiness in the motion or the model. The .
. unevenn_yss or th.is is r~duced by taking the velo~ity 'over· a large number of· rota-
tions or the model., However,· these were compensated when the issembly was ~~ . . : . . .
towed in the wave tank4 Thus, theory based on steady operation is justified. . _
. - . The compensation is dQne (Fig.l3) in the rollowin'g way: J'he arm .assembly
. . ! -
is put. in the wave tank and towed at different velocities. The drag is measured
using a Coree transducer. Friction "'or the rotating water-tiiht joint is added to the
... _ ~ " . drag to ·giv~ the total drag (the actual thrust or-··drag in the experimental tank).
The deviation or this total drag and ihe.ihrust produce<I, gives the compensation . . ~., . I . . _..,-. . - ' . ' "'\ ' ~
. • - .) for the wall effects and it is round to be within 30% for the range or speeds ............___ ' . encounteredJn this experimental investigati<;>n.
~ I . , ·
I
- •, - -· I
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,1 '
• ..... _
.·
• 4
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. '
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. • . ' ' ·• t . . "*- . ' I I :· r;J . · .. . . . ' ·· . . '· .. .. ... : . . . : . ,. ,. • -~: ~.. ..' 4
- 42-
Fig. 13 Photograph of the Wall-Effect Compensation
-
\
' ·
.. '
---
- 43-
" CHAPTER 5
~·· EXPERIMENTAL RESULTS AND D{SCUSSION
5.1 GENERAL:
I
· .. ' '
#
....
··.
.... ·~ .
Th~ chapter is organised into three major sections. The first part is a discus- • ·.
~-~"''"si~n or the performance parameters in the experimental tank, for various nozzles. J • . . . . .. . :; .··
In the .second part, · the energy l,osses are presented ·and com.pared with the I .
theoretical results. In the last part, the wall-effect compensated results are put-. ,... .
forth. The experimental work is limited to ·finding an optimum nozzle for a range_ 0 ..
. \ . or flow rates .and velocities encountered 1n real ptactice for ROV's. The general
\ . water-jet propulsion system for surface vessels have be~n studied in dept~ by
various authors [1J,[7J,[8J,[9J,[10),[28). . . . •
s.e EXPERIMENTAL TANK RESULTS:
. ~ I
)
r.rogra£!1 . 3\ and 6 (in a~pe~dix A.) gives the calculati2a or. the propulsion
efficiency and .thrust frotn• t~asured data. The results ~r,/.plotted for com·
par~~n: }t cu. be ~ee~at as t~e nozzl: exit diam.eter ls increased from 16 mm ~ )
to 64 mm. (r'l!'_ the same !nlet diameter _or 52.834 ~m),_!.he p.rop~lsio~ efficiency--..
increased upto .an exit. diameter or 44mm and later upon further increase in exit - . •.
I , ~ •
diamefer, the efficiency dropped.down (Figs~· l4 to 19}.
·~ ' . . . -' ., ... ·- ·· .... ·. ' . , ,: -' '
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t-
45- r-----~----------~~----------------------------
t 35
~ .-Q.
s:- 30 -> ~ z 25 1&.1 -
' u -· iL LL: . I&J 20
z o · Cl)
...J 15 ::::» 0.. 0 0: 0.. 10 ,.
(NO DRAG PLATE J .
s-. .. ~--
.. Q
0 0~ .. --~--~~--~--~~--~--~--~~--~----~--_J 4, 8 9 10
FLOWRATE (Q) xto-3m3ta --.· ,r
Fig. 14 Propulsion ,Bfficiency Vs Flow R.ate for No-Drag f late
. ,
.,
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' .... ~ ...... ·~·: · .::.. .- -. -~ f
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40~----------~--------------------------------------------,
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z 0 Cl)
2S
20
15
...J :::»,
.Q. 0 a: Q.
•
• ( 20cm PLATE)
, • •
- ·, \__
rig. 15 Propulsion Efficiency Vs.f'low Rate for ~em Drag Plate • . I
'/:·· .·. . -
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30
25 ---
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- ~ ( 24 em PLATE )
/
OL---~----~----L----L~~~--~~--_. ____ ._ __ ~~--~ 0
\ 2 • 4 5 6 8 9 .
' .
•
Fig. 16 Propulsion Efficiency Vs Flow Rate Cor 24-cm Drag Plate
>
r
10
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(28cm PLATE t · -
FLOWRATE (Q) x Jo-3 m3/s ____.
~ 17 Propulsion Efficiency Vs Flow Rate for 28-cm Drag plate
.. ,
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FLOW RATE ( Q ) x 10-3 m3/s ~ ., .,
~ : ' , I
Fig. 18 Propulsion Efficiency Vs Flow Rate for 32-cm prag plate , t .. ..
' ..... ....
. ... ~---~. '%~.~. -------·
l ot ....
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3d--------------------------------------------~--~_, f ~ -a. r:--
>-~ z w 0 &&.. &&.. w
z 0 • (/) • ...J ::l 0. 0 Q: 0.
( 36cni PLATE ) . •
FLOW RATE ( Q) x 10.-3 m3/s __.
\ •
Fig. 19 Propulsion Efficiency -Vs Flow Rate (or ~em Drag plate
• I •
f
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• ""-·. ' ... ' - . ').;_
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The highest propulsion efficienOf of 42% was reached,Jor the 'no-drag plate' con-
dition. Comparison of the efficiency curves Cor different nozzles with differ.ent
drag plates reveal the same t~pe of characteristic, showing that the natur~ of tlle . f
performance ~ almost a constant.
' The main _point to be ~~~/ed..h~~~i~ is the :a~iation of e~ciency. with vari- _
ation or exit diameters. Though the velocity o( .jet decreases . as the exit diameter
----., ,. is. incr:ased, there is ~ pe.ak vahi~ Cor efficiency. This -~an be visualised conz~r- .
ing the fact .that the efficiency is maximum when the velocity. or the vebic~ . . '
. ,.,·
· close ';" the velocity \h-;-jet. But when the exit diame~er is inere~ed ,;,~re, th~
vehicle velocity drops more rapidly th~ the jet velocity, thereby making-tMir-:- ·
difference more and consequently', leading to,the reduction in efficiency. • -- . ~
The fact that efficiency is maximum :when the velocity or vehicle is close to
...... ,_
- the jet · veJOeity is. applieabl~ to .high s~d applieati:ns where the U:,let head --~ecoveey ~~-be neglected. However, equation (5l has been derived for slow
• . .. _,
. speed appli~ations as in ROY's, neglecting the inlet ·head recoWry. That is the --· -- _.,. -
reason why the experimental values ~r efficiency are lesser than' 50% as .dictated . .'
- by equation (5). _Also, the pojnts whe~e the ~ropulsion efficiency is · rri~imum,, the . . .. - . ~,. . . . '
vebicl~ veloc~r: (ound closer tO th~.v~locity than at.-oth~J.~~ints.uvhich is
quite a -(ood compal'ison. ' _ _ / -.. · ',;. ... . . . r ·· ,,
''\ ,
_, . . ~ ... - -- --· ..
~ ' ) ., '., .. 0 I t :0. 0 • 0 ~ • 0 •' :
... :t , •t :- .._ t , , ,. \' - ,. ; . l o
...
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--· Improving the necessarily i'nvolves the lowering of· the · pump head
. . ate. Loweri~g the pump head needs the incorpoution of
1
an axial Do~ ·pump slow moving applicatioDJJ. ln_crense in How rate does not
mean an increase in zle size. More than one nozzle can be incorporated a~ \
suitable locati~ns in icle for easy maneuverability. . .
•
( . I
5.9ENERGYL E NOZZLE: '.--.. . .
the· energy losses de~r~a5e (FigS. 2'0 and· 2t) and the to$8 . coefficient ..iQcrease
' ' . ' . . -" g. 22) when the · exit' dia~eter is increased. fhis ·is due to
. ' gh the. losses increase wit~ ~he ~o~ rate a.-d~crease. with _ ,
.. higher numbered zles-, the velocity head ~t the exit (or the higher· numbered .
D9zzles is less, by making the loss coefficient to increase with higher nuni- •
bfr'ed n~zzles: ... ~>-........ um deviation is about 25% for ~d minir:Um ~ ;% 'or • ~ ' ..-.:
- ._' . ~ -~ urn ftQw rates enc.ountered for each of these cases.
. .,. ./ A
• The reason ~ r the greater diff~rence in error between: the experimental and
> • ---- ... ~
the.theoreticale ergy loss ~urves frqm NlO to Nl is due to the r~c~ that th~ ~~r~ ·- . ' -§ . . . . .
bulence ~ higher for lower numbered nozzles aa··the exit diameter is smalle~ tor $ . l .. '
given ftow~ This vari-~tion. oC th~ degree of turbulen~e ~ight hav:' caused th~ ~
difference. ., . .
• , ''\. ·
• .. ·' . .. .
.. ,
--' / ·. • f
' . ' ," l . -· . '• . ··. : • • : -'.\ :• i. •. ' ' ·,.l '·.·:.·.·.· '.· . . : .. · ... _,·,: ·.· •· •. ·.· ' . f \ ,,• • • ' • ' • f • • • ' I _ ~ ~ ' • ._•, :.~ • '•'- I \ , • . , : • , .. ...:. ·. 1 _.;'
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0
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//; : ... ·"'- ~~ ,, . ·J l · ~ ~" . ,~
I • ~'· .Ji • ~A • •' I , ., _,f!lo "'"e
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! /' ., . ,' ' ~ -'I ·/· .t{ - . . I ~ " t," · .• · 0 .~ -I v · .. . ,Y ·•' - . ,v-~~-/. "y": ~-~,, ' ft#o~~· ~- - -.·· : _, , ,- .
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a 10
F:LOWRATE (Q'tl!o-3 m3/a---. •
J ' ·t . .. Fig. 20 Head Loss Vs Flo:w Rate for Nl, N3, N3~ N4
.;'
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, ·) I • I ..
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40
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: 20 0 _, 0 -r 15 w ~
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2 3 4 5
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FLOWRATE (Q) a I0-3m3/l .---.
•
_,Pig. 21 Head Loss Vs Flow Rate for NS, N6, N7, 8, N9, NIO ..
\! I
-· " • .+ ~ • • • •
9 10
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IC -~ -t-z I&J 0 .. I&J 0 0 .
..
, .
Fig. 22 LOss Goeficient Vs Flow Rate for All Noziles •
..
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- - - 5S·
. ---5.4 WALL-EFFECT COMPENSATED RESULTS:
• 'he_ results after· ~all effects have been compensated are shown in the figures
' -23 io sg. It can be se.en that _as the vehicle velocity becomes higher, t,he wall
effects tend to be more. The propulsion e~ciency ror 'no-dra.~ plo.te_' condition ' ~-~ \
was .almost the same, whereas for the otbet drag -plate conditious, the wall effect. \ •.. • ' compensation resulted in the increase of.th~ propulsion efficiency by about 10 to
J . "./ _ ,: .· • r . 25%, which is quite consi_derable.
.: -5.5 DISCUSSIONS:
---
, --. -~ Figures . 2a to 2~ give a11 idea ot the vehiele;elocities Cor different Oow rates.
The vebicl~ ,velocity is ~bserved to be ·maximum lor 'no-drag plate' condition, lq!
N2. Al••·jbas the highest vehiel~ velocity rot.,all d~g plates. . ~ •
' From Fig.2g, the maximum efficiency of 43% is obtained lor the maximum . . . flow rate or 0.1 x 10-3 m3/• Cor ~5 witho~~ drag plate. Also NS has ~ver~ll
good performance characteristics for range or flow rat~ from 2.5 x 11~ to 9.1 x
tQ-3 m3ja. Nl, N2, N3, N4, ... :N10 ha~ maxihtum efficienci~ ~r 16%, 22%, -- . - .. · . 29%, 35%. 43%, 4 ~. 41%, 38%, 31%, 26% respectively!· From Fig.30, the max·
g% is. obtrftned Cor the ·maximum ftow rate of 9.1 x ..... . imum efficiency
=
. . . with 20 em diameter drag plate. NS has overall good perf or· : - ' .
mance characteristic from 3.5 x 10~ tog,} x 10~ m 3/• . Nl, N2~ N3, N4, .~ .• NlO . ' .,-- . . ' - .. .-
have maximum efficiencies or 15%; 21%,28%, 33%, 39%,37%,38%, 36%, 20%, .
-and 25% respectively.
.._
1 :.--" ....... _
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• • • - - • ' ': ;. ' .-. • ' - '< ,' o: :, ;. .~.•. :·./·.:~ ·_ · ~ .. ,~ ~: . .-.~_. .:r~ , ,-1.(· : ; _;;,·.':·: · ·-· :. 1.-: . .. · ,;. . . ·.'~:;:.,, •• · ;. : -: .• {~ .• > .. · .. J ·. · n ' -· ·.:
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(NO DRAG PLATE ) WITH COMPENSATION
5' I 7 (Q) alO-~m~/1~
N( ·
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• • 10
J..
, Fig. 23 Vehicle Velocity Vs Flow Rate Cor No-Drag Plate (CoDipens~tJ) '
-..
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• . ~· . . _, ..... :., . i ' .. ·. · : ·. : . ~._·: ~~- ~'?---.... • ; 4
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VEHICLE VE~OCITY (Vv) m/1--.. ' , ·-
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Fig. ~0 Thruat Ve Vehlele Veloelty (or 32-em Plate . ,
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,.r VELOCIT-Y (Vv) mia __. .
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Fig. 43 Efficiency Vs Velocity Ratio for NDP (Compensated)
NJO N.9 N8 N? N6 NS Nl N3 N2 NJ
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Fig. 44 Efficiency Vs Velocity Ratio for 20-cm Plate (Compensated)
N/0 N9 N8 NJ N6' NS Nl N:J N2 NJ
I '-1 '-1 I
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- -· . Fig. 45 Eftieie~cy Vs Velocity Ratio Cor 24-cm 'Pla~e (CompeDS$~ed) 1 . .
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Efficiency-Vs Velocity Ratio for 32-cm Plate (COmp~nsated) ·.
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. ' tig. 48 Efficiency ys Velocity Ratio for 36-c~ 'Plate (Co~pensat~d)
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Fig. 50 Figure of ~erit Vs Velocity !latio for 20.cm Plate (Compensated}
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~Fig.· 51 .· Figure ~f .¥erit V
. '
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. . .: \ Veloci._y Ratio for 24-cm Plate'(Compensated)
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·: - --~ ' ' ( ' ' . Fig. 52 Figure or Meril Vs Velocity Ratio for 28-cm Plate (Cooip-ted)
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Fig. -53 Figure'~r Merit Vs Veloc.i!y Ratio for 32-cm Plat.e (Compensated)
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Fig: M, Figu~e of Merit Vs Veloe,ity .Ratio . . l '
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Fig. 56 Efficiency Vs Reynolds Number for 20..cm Plate (Compensated)
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Fig. 58 Efficiency Vs Reynolds Number for ~m_-PJaJ (Compens.ated)•
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1110000 s_ ___ _ •••• REYNDLOS NU"BER lRel •••• · .. ' .. '
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ig. ~g Efficiency Vs Reynolds Number for 32-cm Plate (Compensated) .. ..
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Efficiency Vs Reynolds Nu-:nber. for 36-cm Plate (C~mpensated)
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From Fig. 31, the maximum efficiency of 37% is obtained for maximum flow . - .
rate r 9.1 x 10-3 m 3 Is Cor. NS with 24 cin drag plate. N5 has overall-good per-.
r~r ance charact-eristics ·for range of flow rates from 3.5 · x 10~ to 9.1 x . . 3/s. N1, N2, N3, N4, .... Nl0 have m:Uimum efficiencies of 14%, tO%,
~6%, 3~%, 37%, 35%, 36%, 34~, 28~2'4% respectively. From Fig.32, the max
imum efficiency of 32% is obtained Jor. maxfmum flow rate of 9.1 X 10-3 m 3j B fo'r ,.
N5 with 28 em diameter drag plate. N5 bas overall go~d performance characteris-
tics lot the . range from 3.2 x· 10~3 to 9.1 x 10-3 m 31a. N1; N2, I'l3, N4, .... Nl0 t .
have mAximum efficiencies of 12%, 17%, 22%, 26%·, 32%, 30%, 3i%, 29%, 26%, ~ " .
. 21% resp;ctively. • / '
/ From Fig. 33, the maximum efficiency of 28% is obtained for max~mum How·
- ' ........
~ate of 9.1 x 10-3m 31s Cor N5 with 32 em· d~am~t_e~ drag plate. NS has overall - .
good· performance characteristic Cor the range from 3.2 X 10-3 to 9.1 X to-3 m 3 I 8.
Nl, N2, N3, N4, . ..-.. Nl0 have m~imum efficiencies·oC 10%, 14%, 19~, 23%, 28%,
26%, 27%, 25%, 21%, 18% resp~ __ ctivelr. From ~ig.34, tbe maximum efficie~cy of
25% ·is obtained Cor maximum· flow rate' or 9.1 x 10-3 m 3 Is for N5 with 36 em • . .
~
diameter drag plate. N5 bas overall good petformance characterlstics in the range --
'!rom "3.3 x 10-3 to 9.,1 x 10-3 m_3)s. ['II, N2, N3, N4, ..•. NIO have maximum . . '
efficiencies of 9%, · 13%, 17%, 21%, 25%, 23%, 24%, 23%, 19%, UJ% rkspec-
: I -tively. _ · --\
From Fig. 35f»N2 gives the maximum thrust or, 117 newtons compared to
·- other nozzles for the ftow rate of 6.7 x 10-3 m3/1. In addition, Nl, N3, N4, N5 I
has the maximum thrust or 81, 101, 75, 54 newtons Cor flow rate or 4.1 X 10~, 8~5
. '
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-- 95-
\ x to-3, 8.7 x 10-3, 0.1 x 10-3 m3Js respectively. Th.is is due to the fact that-the
flow gets choked for N1, N2, N3, N4, NS at these flow rates. Thrust is reduced
from N6 to N 10 as the exit diameter of the nozzle is incr~ased and the maximum I
flow rate is held constant. A friction of 4.128 Newtons must be compensated for
at the rotating wat~rtight joint before the thrust is measured. ---Figs. 36 .. ~'? 41, show th'e wall effect compensation for no drag plate, 20 em,
24 em, 28 ~ro",.· 32 em, 36 em dia~eter ~rag plates. Fo~ no drag plate the wall .....
effects are less. Wall . effects increase as thj! vehicle velocity increases and .the max-. •
imum encountered ~ .around 25% ~Of· the maximum speed of_ 1.6 m/s with 20 em - ' . ·-dra'g plati:-;rbe maximum' wall effects decrease as the size or the drag plat~ is
incr_eased from 25% '(max) to 10% (min). - .
Fig. 42 gives the thrust coefficient versus velocity ratio. It is seen that the
values fall within the tbeoretical range (dotted lines). Figs. 43 to 48 show how the
propulsion:efficieJ!CY varies with the·velocity ratio. Fi~. 4Q to 54 give a~ idea of ...
how the figure of merit varies with the velocity ratio. Figs. -55 to 60 give the
results · put i~ ~on-dimensionalised parameters i.e. Propulsion efficiency versus
Reynolds number.
These graphs indicate that as the_ ftow r~te is increased, the thrust and hence
the vehicle velocity is increased. Comparison or the efficiency curves rar diff.erent -- -. -
nozzles' with_ different drag plat~ reveal the same type or characteristic .
. 'rhe point to be· noted is .the vari~ilon of efliciebcy with th~ change in exit
diamete~: Though the velocity or jet decrls~ as the exit . diam~er. is i~creased, . . . . f . ,. ' th~re is a peak value Cor efficiency~ ~The ,efficiency is ~t a maximum- when the
. .. ·, . ! ' \, .. ,. .. . ,. ' ~
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.· ! ;~-:.
- Q6.
' ' velocity or the ye~icle 'is close to' the velocity or the jet. ~ ·.th'e . exit di:ameter is
inc~eased furth.er, t~e vehicle velocity drops more rapidly than t,he jet velocity, , / ' .. "' ...
• .
thereby incr~asing ·the difference and consequently b~adirig to a: .reduction in .. .
efficiency.
Improving the efficiency involves the lowering or the pump head and increas--.
ing the flow rate, which needs the incorporation or an axial flow pump.
The losses in th'e nozzle were found to decrease as th_!! exit diameter or the .. ' , ·~ . ..
no~if~·~as increased .(table 1). However, the \oss coe~~~~ots wer~ decreasin~ · as • ,J ... .....
the exit diameter was increas~d (table-2 and 3):·There is no correlation~·b-ctween . . . . - . .. ~ ..
~e l~sse~ occurlng in the .noz~le to the_ prop_ulsion efficiency obtained. The pro-"' .. . . ~ ~· - , .
pulsibn efficiency depends on the parameters like head developed by pump, the ·,
flow rate, the jet and vehicle velocities, and thrust produced. The loss coefficient
or the whole system will play a ~ole in determining the prop.ulsion efficiency since .
losses in the nozzle are only about 5 to 10% or the entire losses .
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N8
NO
~10
Flow_ nate ExptL Loss
Q X 10-3 m3/s HL E(m) '
<( . .
. ; . 4.3 0.354 '~· . ......
.; 0.260' ·. ; · .• . 6.8 . . ·.. ' .: . ~-. -... ,. • • • 'J ~ - : -~ • - ~~
8.5 . . . . ' . 0.125 ' 0
8.8 0.075
' Q.l 0.043
Q.l 0.034
'. Q.l 0.026
' Q.l 0.021
Q.l .0.018 . I
Q.1 0.014
'
. ... ·.
•
~
.. , ' • • ' \ t • '. •
'(/
•
Theoretical Loss .. HL r(m)
0.303
. 0.213 :•. ., ~~-
·: 1
0.110
0.063,. . '
0.036
0.020
0.026
0.018 . 0.016
. 0.013
Table 1 Experime~tal and Theoretical Energy Loss (Maximum)
· . . - " ,.
,
t
:
)
.. ·.
' \ . .. -
... . . ' . • • • J • ~ . ·'. -
. I
..
•"""; II,,
l: . '. • ' u . r >~ ' - -
._ti:~.::"l I \', ;' t •·:·· ·. ·: ,, . ..... -.. -;.; ,. ... :-::'" :.~~
... f I . '
Nozzle
type
/N1 -
\ N2
I \ ,
N3
' N4
Ns.
N6 .
N7
N8
. . NQ
-N10
.
. -~·: i· .
-- .-
. . ... . \1 ;'
.:
- gg.
' \.. .:.<
' ..
Flow Rate Exptl. -Loss Coefft. Theoretical Loss Coefft.
-Q xto-~ m 3/s -KE Xl0-2 Kr x to-2
- • ...ol!'h
-- ....,. 1.46 2 .36 1.61 .. . 2.08 2.38, .. '! r--. . 1.62
' --2.63 ~ ' 2.08 1:78
2~ . " "-
2.31 \ 2.01 " - -
2.Q2 3.22 2.51 '
- 3.21 3.41 2.75
' 3.21 3.70 3.04
3.80 3 .Ql 3.35 ..
,, ,. -3.80 ' · . 4.09 3.72
I ...
4.50 --"3.75 3.Ql ... •
. I
.. / I
. .. Table 2 Exptl. and Theoretical Loss Coefficients (Maximu ) . . --- ' -
: ,.
-. ' -
. . I
. . ' - · ·;
. . ~
. I
. .. ·.;.
. :
'
!. . . · ~}
. ·' l•1 , . ;;;. .
. ,•,, ... .. . . . . . .. ' ,. ; .. ' .. !:. ' . ~~ •
-. < ,_
' ":' . .
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.. _
:
·.
.. - -- .
...
(
'-!I
·.-
I ' 0 '
.. ' . j. ~ • • • .'·
- gg.
Nozzle Flow Rate Exptl. Loss Coeft't. •
type • Q xl0-3• m 3/8 KE'Xl0-2
. Nl • 4.1 .
1.66 --.
, I . r N2 6.8 1.72 i
I I
Na · 8.5 . 1.75 . . . . . ,, '
N4 8.8 1.9p
NS g,l 2.32
N6 /) g,-1 2.54
.. N7 g,} 2.90
NS g,l 3.22 ~ :
NO g,} 3.47
NlO • 9.1 3.50 -
, "
...
I
• • • 4 • - · • • - ... ' / ~~ < ·"s:. ' . . ,, : ~ . :. :
I -. ..
I . Theoretic~l 'Loss Coefft .. ~to
K ~ x•o-2 .T . ,
~ . . 1.40.
'
1:as -.
r . ·-.
. 1'.46 ~
.. " i.63
" . . ' 2 .01
--2.25
-2.61
2.81
3.34 . ~
3.56
Table 3 Exptl. ·a~d Tbeoreti!!al' Loss Co~fficients· (Minimum) :
I ( . ,- ' '
· . . .
... ,
: ,. ~ ,,_. ·-. ---,
,' .... _ .. ,· , ._., ·1...,-t;. .. •· ··
...... ···: . - . . ' \ • c
~. ·
• 100. ··.1,
-CHAPTER 6
FEA~mLE ROV·DESIGN WITH TIL1'ING TYPE NOZZLES
...
6.1 GENERAL: (
. •,
' ·r .
This chapter deals with· irhe feasible design of a J t propelled ROV with tilt- .
- i~g type nozzle. · 'fh~· vehicle is' designed ~eutr~lly ·hH;-. ~~U-J.-Wlg . . .
·--:._ ~ecked for st·ability. The. expe.rimen'tal results from the 32 ems· diameter drag ' + •
~ ~
··, _ .:~-, _p.late can be _u~ilised Cor thi~ ROY design. Detailed· drawin~ or -the vehicle are J
_.0
··' ; .
/ a
~ . .. , ~ ·-- · ./~. .... < .- ~ ' ~~- · ' .
' .
presented. Also, a··control flow diagram is given. The hydraulic ~ystem presently
in use is described and compared , with the design . ...
6.1.1- ORIGINAliTY OF THE ROV DESIGN:
-. ·- ~ The proposed ROV design ~ame out of an innovative idea of using ·a jet pro-
•. f
, pulsion system for small,-slow-moving ROV'applications. The design presented is C) ,
100% original and Upto date, this type of propulsiC?D with tilting type nozzles ' "' ~ .
. - . hiWe not been tried for· ROV applications. The tilting type nozzles improve the
, , .
maneuverabili_ty Qf the vehicle. ·The .whole system be~omes simpler and compact. ·- -- -
The facf tb~t less ~umber .or components need to be pressure compensated, adds ·
to the advanta~e over the previous designs.
. . .. - .···· . .
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... ~ ... ~ · .. -. ~}. I ' ,( f~.,
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- 101-
a.e FEASIBLE ROY DESIGN:
6.!.1 DESIGN /lE!JUIREMENTS:
It is essential that the following requirements are satisfied:
(i) the centre or gravity (G) and the centre or buoyancy (B) are on the same v~rt-. ~
icalline. This is necessary to avoid any overturning couple.
' (ii) the centre of gravity (G) should be well below the centre of buoyancy (B) . . . .
. This is nec~ssary to' ensure. stability of the vehicle in all propulsion modes.
. a.e.e ROV COMPONENTS:
The des.cription of the components used in the ROV design is presented. The
materials chosen are to be light in weight, Tow in cost· and ~uitable r~·r ocean -- I
environment. _ . . . ~ -- _ . \ . . -
(~) ~otors:- There are two motors used in t~is design. One iS The main propulsion 1
;f", -
motor (three phaSe 440 Volts AC), with variable frequency for adjustable speeds,
The power required to drive the designed vehicle is 5 h.p.(maximum). second is a
st-epper motor (with double end shaft), for tilting the nozzles. This ha8"a. ca.pabil-
ity of 1.8 degree rotation p~r step. Both these motors are fluid filled pressure
' compensated el~tric motors .
(ii) P~f!lp: Au-axill~flow pump with high disch~e to produce the required thrust
~ usetl. 'T~e discharge can be vari~ with t~e speed or the propulsioQ....motor. A '
::~.~~j mesh.: al lhe iplel ol lhe pump Is esse~tial t~ screen otr the debris. .
) "I
I
. " •. . '
·' ·' .... . _... .. . . • - • I • • • ~ '_, ' ' • • • • ,. '
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4 . · .
•• . <
".
INTAKE
I 100
j
,.
- ------ -. BEARING 121 d&af
.. '
-!i'TEPPER MOTOR 180 diaJ
CEAR
Fig. 61 Plan-Viel¥ of the RPV Designed
..
. ...
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BEARINGS
I. GO
-f-1
. ·-
. ~
~·
-WEIGHTS
~;2 Elevation-View of tbe ROV Desigo"ed
.1- \ . \
\
·.
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..
r.
. ~---·- -:--· . ~ .... ·~-- ~ .. :_.· ~-~:\ ~~:-~ .... . ·--~-
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----
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Fig. 63 Front-View of the ROY Designed
--" r:·
ROY LAMP
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·--
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lOS
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---- ~ 9 \, : . ,; ~
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•
¥ ~'\ ' {::·~·r'; ' ':...~ ~ ~·. · .... l.~ ·:.~. ~ · ; ' ~ . . :: ... ~.
• • . ... • 106-. -.. ~ .. ' ; , ' .
(iii) Solenoid valves: Two pre~sure compensated solenoid valves are used: one for . •
each nozzle to permit differential Oo"" These valves could ~be of two types as • • . i
either open/close or gradual open lind ?'a~ual close. Here, gradual open and gr,J-,.;> . .. ~
dual close type is preferred. ,. \ if .
(iv) Hull/Structure: The ROY has an enclosed type or hull which reduces . the ~ - I
drag compared to the open frame- construction. Fibre-.rei~(orced Plastic is used . .
because of its strength and resistance to corrosion. For buoyancy, liquid foam (a
kind of syntactic foam) is used because or its ability to to reach great-deplbs \
(20,000 feet) and can be ~sed in any volume or shape. ~
(v) Sensors: The primary sensor for most ROV's is the TV camera. For illumina
tion, a light source is essential. For search of de~ris and r~o~ery appiica~~; a- . ..... .
sonar system is n~eded. Veh.ide statu~ monitors include a wide variety or sensors, I •
; ' . _l>ut three of the more inipor~ant ones are the compass, deptbometer1 ~nd the
~
altimeter. NDT equipment is needed if 4he ROY ;s to perform some non-. . .
destructive testing. Also, a strobe Oash is essential for easy location or the ROY· . ' . • while recovery. 'j .
-6.9 ROV DESCRIPTION: . ,
The ROV has a "rectangular-box" like appearance. wit.h dimensions or 500 X . - _. . 52~ X aoo mm 3 ha~ing smooth corner sections and weigbin.g about 40 K~. The . / , . I intake is located at the front end , in the centre and is cylindricalllaving an out ..
f' ~ • r
side diameter or 125 mm with slight .tapering or 6 • inward. The intake ~nd iS - .
connected to a high flow rate axial flow pump. There is a wire mesh at the. inlet ~ . .
. I ,
· .. . •'
·• . ·~ . . . ' .. ·~~· · 1: :. t ·. ... • • . . ::. . . ~ • . \ • ' ''!":. . '
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' . . . - 107- '
. . to the pump to a\·oid the intake of debris. The discharge is varied by the speed • • of the -drive motor (diameter 140 mm), by varying the frequency from board. The
ddv_e;~otor' is co~nected to -the pump by a large coupling -with provision to
absorb·-shocks. The .impeller diameter is about 140 mm. There are two outlet . . 4 •
discharge .sections or 45 mj~iameter from the pump and which in tUrn is con-
nected· to a 50 mm diameier ducting. The ducting is'separated at the ends and
-se~led 'bea~ings are employed; one at ,each end to facilitate the rotation or the
nozzles along wit~_the . go ·· elbow ducting. Nozzles are connected .at _th~ ~nd . of
· the elbow joint:' --. -A steppe~ motor of 80 mm diameter and. UlO mm ·in length is placed such ,
' - ' ... . that ~ts cent~:e of grav~ty .lies 128 mm above and on the same vertical line as the
centr~ or gravity of the ROV. The stepper inoto~ ~as a double end ~-haft and two
' .... . ;:.: ;· .. ~ ... ;;·2 J -, ~ ·
fibre. reinforced plastic spur g~ars (or PCD 128 mrh) are attachqd; one at each end "'-
or the shaft. There are two bearings ·between the gears and the stepper motor.
These spur gears mesh )Vith the gears of the same PCD and ·same number of ;"
r .
teeth mounted on the ducting. Two spheroidal ·valves, one for each ducting, are . .
- ;~aced in _tr~nt of the gears. These. are or the gradual open/close· type to facilitate / . ' '
' ~ '
/ easy maneu~ering or -th.e vehi~le. ..-
A balancing weight section or 120 mrn diameter and 60 mrri \ length is posi-
--~~ibned at the rear end or the ROV with its centreline at a height of 110 mm fro~ -- .
:. : the .base.' Als_o ~eights· a~e placed ~~ the · bottom or the ~:toy in li~~:e with th~ ., 'ROY'S' centre ~r gravity. These ensure proper/balancing and neutral b~oyancy for
the ROY~ Since the ROV is neutrally buoyant, a flexible air b~g (operated ip cas_!L
' i - '. ',. ~·
. ~ ; : ... ~:~: . :. . '
' . '.,. , >, • , • •' .o ' '~ • \ I
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r, . :; •' ~
-
-.
- I
, . . ,. . -
..... r · '" ; . ' . ., .. ·-- 108--
of power ~ilure) is pla~~d at the \top centre end of the ROV for recovery or the /
vehicle. The fro~t end .of the ROV (about 100 to 160 mm) is for equipment such\
as TV /Camera, NDT, SONAR, etc., All the electrical components such as the
main propulsion motor, the stepper motor and solenoid valves need to be pressure .
compensated by enclosing them in a oil container and ·exposing one end to the r ' •
ambient pressure by means or bellows.
6.4 NOZZLE CONFIGURATIONS: . : . t'
""- " . The configurations that ·could be used for ROV applications fall into two
/ categories:
(i) Stationary type '.
(ii) SwiveJ ·type
(i) Station~ry type: In this case the nozzles are held stationary with respect to the
·.noV body. Hence for each direction of motion of the ROV, there is a nozzle in
that direction. That is to say-for six motions (Fig._ 65 ), there should be s~ nozzles
• with suitable solenoid valves. This increases the weight and the ~rag of the ROV.
Rotations are possible by differential flow t_hrough a pair of .nozzles . ..
. (ii) Swivel type:. In this c~e, the or.zdes ar: swivelled with respect to the ROV
body. tence;;n}y one pair of ·nozzles is required. Also, this type ensures. motions
in all possible directions by swivelling the noz.zle to the required direction. For ,. . . rotations, as in the case of stationary 'type, differential flow throug~ the nozzles ,. would be required.
• • - .. ~ ~' ,· \ '/~.:._~.; ,' . . · . ·. . . . .. . ' ~ · .
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~--~ .. - 100- ~
z •
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.·.
y
·--
CW/CCW
.... I UP/DOWN •
• • FORWARD/ REVERSE
4 Ill FORWARD I REVERSE
0 D
ROTATION (0~0 CW/CCW ~ UP/DOWN
aD 4 • FORWARD I REVERSE
Fig. 65 ROV Movements and Nozzle 'Positions
· ' ::,,.~,~-,,·.. . ' ' . " 1, _.\ ·~. ~ .. :. \~ -~ .. ;'" .1.\~,.j_;· .. ~:~ .~_ .. ; _ ,:~ ~ - 't ... ... _.~· - .. • · • . \ . ;,._"\. ~..~. - . .. · : . ,.:
' ' ' " •' ,._I ' . ' .
..
. : ' .
' ... ~ II: l ' \
··, ..
- 110-
. Component
-. . Propulsion Motor
• Pump <0
Stepper Motor
Solenoid Valve(2} .
TV /Cam~ra., NDT equipments ,.
Rectifier AC /DC
Bearing(4}
Gear(4}
Flange Coupling
Nozzle Arra.ngement(2}
Other Accessories ·.-
\Veifht(Kg) . ....
15
3
5
2
5
2
0.25 ' .
0.25
, 0.20
0.50
5
• ' ._I • t ... .. ... ~ · ·:~· .·, ~P·~~
L
. i ·-. . ·,!.
~ .-::: . '
The total weight or the ROV is 40 Kg. The centre or gravity (G) is located on the '
same vertical line 70 mm below the c!ntre or Buoyancy (B) .
. ,.
. ./
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. . . . . ~. ;...
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-~ 111 -
.In comparisons of b'oth the~types, with reference to ROY applications. the .
swivel type is preferable due to:
' (i) Lower system wei~ht. ·
( ii) Movements in all possible directions is attainable.
( "') I • d ') . 1' . m mprove mant:uvermg qua 1t1es.
(iv) Less drag. J
" (v) System, is simpler. I )
.. However, the system with a swivel type needs a stepper motor for rotating the . . .
nozzle pair precisely to ~he requ_ired direction. This makes pressure compensation . . - :-'
of the stepper motor essential. •
6.5 EXPERiMENTAL SIMULATION:
The designed vehicle in forward .translation, simulates the experimental drag
.obtained by using the drag plates. This is .done by cQnsidering the vehicle to be
.. elliptical .box-shaped and 4quating the vehicle drag and the model disc drag, 0
knowing the coefficient of drag for both these cases. The actual drag considering y •
the cross section ·alone for both the ROV and the model·will be different (the disc
has a higher drag); However, since the drag coefficients are taken quite precisely, -- :
· we can equate these · two drag and find the size of the disc which has the same
·drag as the designed ROY~
I ,·
I . /'
.i .. ' , '" \ ' .:.•: ,' " , ' .. I • ' ' 1 ' 1 I~. ' I '
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II
. ... .. I : • (, ~-,~~ t •
- 112.
C0 v "" 0.525 {considering the ;ection to be elliptical - ~ox shaped; reFerence 27)
Drag of the model disc = !oD u pAM Vy 2 2
f V v is same for both simulation and design cases.
CD M ~-- 1.03 (considering circular disc drag plate for reynolds number greater
than 2 X 104; reference 27)
Using the drag formula for the model disc, the drag of the circular ~isc plate can ·
be found.·
Under simulated conditions, drag of . both cases should be the same.
Thus,
Hen~e,
CD v AM= Av
CDM
Since AM =.!. DM 2 and Av = 30 X 52 cm 2, ' 4
DM ~ 32 em dia,;.eter disc plate for forward translations
Du ~ 44 em diam_!~er disc.plt{e for vertical transl~ions ..
..
ThOugh there=might be some means of estimating wake induced drag, a .
direct estiination for the experimental set--up under inv~tigation is difficult. How· . , . .
~· ' ever, since the velocity is measurtr<r over a large number of revolutions, the effect
• . '/ .. 'f-\1 '<'H
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I . . '
' ' ~·
..
..
. ,
of wake will have been· imp1icitly co.nsidered in the 'measured velocity. Alter a · few "' ' •
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I
revolutions, the ·experimental observations demonstrated a steady st~te
behaviour. The unsteadiness due to the walls have however been compensated by .. towing the model in the wave tank and t~e compensated velocities are used in
the calculation or the propulsion eflicie.ry . •
6.6 EXPERIMENT~L RESULTS IN ROV DESIGN:
The experimental results obiaioed in this investi~~~ion giv~nsight into /
the jet . propulsion system Cor small, slow-movi1;1g ROV applicatio~s. F,i~tly, the j · magnitude or the propulsion efficiency (around 40%), that is obtained by usiJ · .
. jet .propulsion ror slow sPeed applications,: ·secondly, th.- enOr_gy losseS tb&t arV ' .
occuring in the nozzles Cor these range or flow rates reqqired to propeJ the ROY.
Finally, the experiments help to choose the best nozzle Cor a particular applica-
tion taking into account the flow rate and the drag or the ROY. Interchanging or
the n~zzles could be done with ease to obtain the best performance or the ROV .
. 6. 7 HYDRAULIC SYSTEM:
" ·The· system that iS currently in use is the hydraulic system. This is basical~y
an ~lec~ro-ht<fra'iili£ system having' inherent . advantages as reliability, ease or
maini4mance, and versatility in adaptation or underwater work tools. Normally, a
pressure compe~sated electric motor is used to drive a continuously running posi-" . .
tive displacement hydraulic pump at a· ee!tain spe~. System pressure is set at a
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- 114--·
definite level over ambient sea water pressure by high pr~sure relief valve. A
pressure reducing valve provides a less press~re supply for various. low power
requirement actuators (Fig.66).
..
A fully pressure eo'mpens~ted hydraulic system could be utilized. This I
includes a reservoir, with a. compensating bladder, within which all va.lving is
contained. This compensated syst~_m is also tied into the thruster shaft housings • ,, ,
to eliminate ~igh pressure seal and pressure housing requirements. With this, the
hydraulic. ,lgstem 'is capable or application to far greater depths without . '.;/ ' •:.;,·
modification. , • I
. Fig.67, shdws a.n electrical and control system used in the hydraulic system. . . I
. ft I . t~.
The iower c~nverter consists or a tapped three. phase transfor~er · set in or~er to
. . acc.9mmodate a. variety of line voltage and umbilical cable lengths, ~ ground
detector, appropriate circuit protectors and a motor starter. A fully pressure com-.. ~ ~
pens~ted submersible electric motor drives the hydraulic pump. · This motor is . . operated continuously with a. constant _loa~ and as a. result, voltage regulation
problems are nearly non-existent. ·other electrical. equipments are operated from
' transformers and regulated voltage supplies (AC/ DC).
B~t howev_er, due to more number or co~ponents to be pressure compen-
' sate~ in' th~ case or a hydraulic 'system, the design putrorth in this thesis is pre-... -ferred. Fig.68 gives= the block . di~gram or· a · computer control of an ROV. It is
r:: .
discretised into two areas, narhely the . compute~--on board and the ROV. The - -
complete hist<?ry or the vehicle at each position is well monitored with vehicle .. reed. back, and a good control of the vehicle is achieved. Fig.60 gives the-block
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7.1 DISCUSSION:·
-• 120- ~
CHAPTER 7
sdMMARY AND.,CONCLUSIONS .. ,
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The results of the research fe)lorted in thia thesis _ is a:n outcome of, p.revious ,. . I •
lack of experim-ental result;JP evaly(ate the feasibility ·or usip~ p. jet · propulsion · ., ,~ .... . . " .
system for small, sloY{-moving ROV's- (velociti~ not exceeding 4 k1iots), utilising
• ambient fluid for its movements. The experimental investigation·· is aimed l'nt
II -·~ . .
studying the effect of different conical nozzles on the propulsion performance and .
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i ' . arriving at the optimum _nozzle con'figurati~n.
' ~ . ' ' . Ten different nozzleS of v.arious conical profiles were used for· five different
circular shaped disk type ~rag plates simulating t~e drag· ?f an ROV ~o~ing . . .. .
under water. The energy loss in the nozzlg--,vJlS determined by experimental and .. . ..
analytical methods. A feasible design of a jet prope1led · ROV with tilt,ing type . '
model in an open w1ter wave tank~ I '
It was found that the nozzle having an exit diameter of 44 mm has a better - - ' . . -.
perrormao~e· Characteristic c~mpared to other oozzl\
Losses for nozzle having exit diameter of 64 mm were found to be minimum. . . .
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~.) .- 121-., 7.! SUGGESTIONS FOR FUTURE WORK:
. ' •
The design put forward in this thesis is, of late, a very new concept. It is
' recommended. tq.Jabricate -.And test the ROY _designed, from a hydrodynamic
point of _view to exploit'. its commerCial worthiness. Also, the control systems
aspe~ts o~he_,iOV_ should b_e·look-ed int~ a5 rega~~s to progra~ming, the proper,
directional cOntrol of .th~e ROV, J . . Hence · to c~ncl~de,!fet propulsion for ROY's is feasible in view or. better
t . .
maneuverability and control of.the vehicle.
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- 122-
BIBLIOGRAPHY AND LIST OF REFERENCES .-
(1) Arcand L. and Comolli C.R.," Waterjet Propulsion for High-speed Ships ",
AIAA/SNAME Advance Marine Ve9icles Meeting, May 1067 .
., (~ Barr R.A and Etter R.J.," Selection of Propulsion System for High Speed
Advanc~ Marine Vehicies ", Marine Technology, Vol.I2, no 1, pp ·33, Jan 1075. -· ·
(3) Brandaux J.H.," Aspects or Performance Evaluation··or. Waterjet Propulsion
Systems and a Critic.-Review or t~e State-of-Art '·'r4.IAA/SNAME Advance
Marine Vehicles Meeting, May Hl67.
(4) Bruce Fugitt R.," Design and Operation or Two Remotely M n
Vehicles '', IEEE 0ceans 75.
- (5) Chrisholm .M.A, Kentis D.H., and Reichert G.," Analysis Re ort of Waterjet
- - ~ ·
Inlet Hydrodynamics 11, Lockheed Missiles and Space Company Report ...
• LMSC/0313032, Dec 1Q74, FOUO.
I (6) Contractor D.N.," Design Study of Waterjet Propulsion Systems for Shallow
Draft Boats 11, Hydronautic~..!...II!E,orporated Technical Report 516-1, April ~065.
(7~ Contracto\ D.N.," Experim~ntallnV'estigation of a Waterjet Propulsion Sys-\ . . .
tern for Shallow .. \ Draft Boats ", Hydronautics·, lnco/porated Technical Report
51~2, May.t066 . . ' {
• \ - • " I
(8) .Contractor l>'.N.," Waterjet Propulsion ", Hydronautics, Incorporated. Techn· - .. . ·~ . ical Report, :July ~066. ... (0) Delao M.M.," Practical Considerations or Waterje~: Propulsi01~ ", SAE paper ~
I .
650630, August 1Q65 •
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. I
- 123-
(10) Eilers R.E., and Shrout -L.S.,u Waterjet Propulsion Thrust Measurement
Using a Reaction ElLo~ P, Boeing Marine Systems, May 1077.
(11) Gasiunas A., and Lewis W .P.," Hydraulic Jet Propulsion: A Theoretical and
Experimental Investigation into the Propulsion of Sea Craft by Waterjets "
Proceedings or the Ins:.itution or Engineers, 1063-64. t
(12) Hankley D.W.," Full Scale Propulsion Characteristics or Two Marine Water-•
jets Rated at 500 hp and 1050 hp ", NAVSEC NORDIV Report no 6660-6, Jan
I ~ ' "' r' """\.
~ # .. ~ s I • • •
,,
. ·) . (13) J~hnso·n- H.A.,'L ·Design Features and Test Results or an Unmanned Free
~Q71.
Swimming Submersible ",Naval Research laboratory, WashingtOn D.C., 1Q80.
{14) Jim MacFarlane," Remote Controlled Vehicle Development in Canada ", ·
• Technical paper or ,II International Subq:~arine Engineering '',Vancouver, 1Q82.
(15) Jim R. MacFarlane and D. ~e:tel.•:. s·ub~ersibles iii Underwater Mining ",
Engineering Dikest, February 1Q86.
(16) Johnson V.E., Jr. et al., " Design and Performance or Diffusers, Fixed-Ar~ Inlets and Variable-Area Inlets in Integrated Inlet-Diffuser Subsystems ",-
Hydmnautics, Incorporated Technical Report 7152-1, August 1Q72, FOUO. . . ...
(17) · Martin Delao," Some Experimental Results or a Low Speed Waterjet Propul-. .
aion System ", AIAA/YSN 2~d. Marine Systems an_d ASW Conference, August
I '
1966~ . · . : • . (18) Mc\e-th. J.B11" Reliability and Sar~ty considerations in the Design or the Sub-
. mersible Leo I ", IEEE Oceans 76.
.. "' a , .. ~, •
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' I J
' -~· .. " , .,. -· ..... - · ~ .. ·::., . · · -~. t ........... ~t.:. ··J· ~ ; . . . .... . - .. ~ - - .t. ·_ : ... •
. . . ~ .... ,. ' . :~· - · " - ~· : . i ;.: ..... . ! . .... ~ · .1-;,~ , . ·
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- • • ' .~ ,.. , ~ • \ 0 : A O 0 • =· . ~ '. :".;:: . u • •••• •• • • . .... · · ·~·. )·(~~·~ • ..
- 124-
(10) Miller H.A., Newman J.P)and Nunn G.," Recon II - An Unmanned Remote
Operated Work Vehicle ", IEEE Oceans 76.
(20) Miller E.R.," Waterjet· Propulsion · System Performance Analysis "
Hydronautics, Incorporated Technical Report, 1976.
(21) Mutsuo Ha~tori," A Micro-Computer Controlled Tethered Vehicle, JTV-1 ,",
' Japan Marine Science and Technology Center, IEEE 1Q81.
(22) Poquette G.M., and Etter R.J.," Waterjet Inlet/Duct Development Phase ·n,
XR-lB Correla_tion Tests ", Hydronautics, Incorporated Tech~ical Report 7244-2,
March 1973, Fouo,
(23) Sherman P.M., and Lincoln F.W., .. Ram Inlet Systems for Wat~rjet Propul
sors ", AIAA 2nd. Advance Marine VehiCles and Propulsion Meeting, May 1067 .
(24.) Theobald C.," The Effect or Nozzle Design on the Stability and Performance
of Turbulent Waterjets ", Fire Safety Journal, vol 4, pp 1-13, 1981.
• (25~ Torda T.P., and Kos -D.W./' AIPalysis or Jet Propulsion Cor Deep Submer-- . gence Vessels: Ideal Fluid Analysis and Boundary Layer Control ", SNAME,
spring meeting, May 1971.
(26) Traksel J. ,and Beck," Waterjet Propulsion For Marine Vehicles ", AIAA
paper no. 62-245, March 196&.
(27) Vennard J.K., and Street R.L., ., Elementary Fluid Mechanics ", 6th. edi-
tion, !~hn Wite111qd Sons, 1982. .. (28) · Wernli ·R.L:," Experience with an Unmanned Vehicle-Based Recovery Sys·
. tern ",Marine Technology, vol 20, no tr pp 71-77~ Jan 1983.
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- 125-
(2Q) Wislicknus G., .. Hydrodynamic Design Principles of Pumps and Ducting for .
W aterjet Propulsion ", NSRDC report aggo, June 1Q73.
1 (30) HYDROPRODUCTS, A Tetra Tech Company, Box 2528, San Diego, Calif or-
nia.
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APPENDIX A
COMPUTER PROGRAMS
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127
PROGRAM 1:
C* * * * • * * * * * * , ., * * * * * i ·, * * * * * * * * * * * • * * * * * * * * * * * * * * * * * * * • * * * * • • * * C THIS P~OGRAM COMPUTES THE ENERGY LOSS IN THE NOZZLE. C THE FRICTION FACTOR TAKEN IS COMPUTEO.AS PER THE C EQUATION IN THE PROGRAM . .. . r,• •• * ••• *. * •• * •• * •••• *. * *." * * *.'. * *. * *. '* * *•* *' * * * •••• * ••• ' * * *
20
30 40
REAL A(200) ~~ OPEN IUNIT=27, FILE=' FLOWO .DAT' I TYPE= 'OLD') OPEN . UNI1'=28,FILE='LOSS.DAT' ,TYPE='NEW').
·READ 27 ; *)M, (A(J),J=1,M) . R=SO.O )a N=1000 PI=3 .141592 Y1=26.416 . DO 50 J=l,M X=O.O HFl:::O.o · DO 10 I:::;l,N
•
X X+R/N • IF·(JX:GE.O) .AND .., (X.LE.75)) ' CO TO 20 IF\ X.GT. 75) .AND. (X. LE .80)) GO TO 30 IF ( ,.:;T. 80) GO TO 60 Y--0 .• 2455466*X+26.416 · . GO TO 40 Y=S.O D= (Y1+Y) *l.OE-3
. RE=4.~A(J) *1000.0/ (PI*D*1. ~9E-3)
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PRINT*, 'A(',J, ')='~A(J) - · PRINT ' ~ I 'RE=' ,RE . . --
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10 60
50
* F=0.02803163-0 .1464504E-6*RE+0.6957930E-12*RE* * 2 -0 .1108229E-17*RE**3 PRINT * , 'F= r 1 F HF=Cf* (R/Nl *l.OE-3*16 .or (A (J) **2)) 1 (2 .o•g. 81* (PI**2) • (D**S)) PRINT *, 'HF=' ,HF Yl=Y H=HF+HFl HFl=H COtfl'INUE PRINT * ,H WRITE (28, *)H CONTINUE STOP END -- :
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128
PROGRAM 2:
C*****************·****************************•************** C nus PROGRAM CALCULATES mE I( VALUES FROM TilE C THEORETICAL LOSS . C************************************************************
REAL A(lOO) ~B(100) . • OPEN !UNIT=32~FILE='LOSSl.DAT'~TYPE='OLO') OPEN UNIT=33~FILE:'FLOWO . DAT'~TYPE='OLD') OPEN UNIT=34~FILE='L.DAT'~TYPE='NEW') A=~4.0E-03 G=9.81 READ (32 I ·~N.I (A (I) I I=l, N) R~ (33:i* Nl (B.(I) I I=i~N) 00 10 1=1~ V=B(I) /A Y=V* ~ 2/ ( 2 . O*G) ·Z=Ali)/Y PRINT *~A(I)~Z WRITE ·(341 •) Z
10 CONTINUE .,. STOP
END ~
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.. 129 . .
PROGRAM 3:
C***********************•************************************
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C THIS PROGRAM CAL~TES THE EFFICIENCY C* ~ * * * * * * * * * * * * *• * * * * * ~ * * * * * * * * * * * * * * * * * * * *\* * * * * * * * * * * * * * * * * *
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REAL X (200), Y (200) , 2 (200) , W (200) , U (200) OPEN !'ONIT=21, FILE= ''tHRUST .OAT', TYPE='OLD') OPEN UNIT=2 2 • FILE= ''!'HEAD . DATI , 'TYPE= I OLD I ) OPEN UNIT=23, FILE= 'VO.DAT', TYPE= 'OLD') OPEN UNIT=24, FILE=. OVER. OAT', TYPE= I NEW I) PI = 3.141592 · READ 121, *!N . READ 22, * N ""' ,.. READ 23t*' M • \ . DO 10 I=l, ,
~EAD (23,*)X(I) ..-CONTINUE
DO 20 J=i,N READ (21,*) A,B,C,D,E
y1a=A Z J =B U J =D -CO INUE DO 30 K=l,N READ (22, *) W (K) CONTINuE QO 40 I=l, M/N DO 50 J=l,N IF (X ( (I-1) *N+J) .EQ .Q) GO TO 60 V=2 .O*PI*O. 7/X ( (I-l}*N+J) . P=Z (J) ..:y Q=V/Z (J) RN2=100 .0*U(J) *V/j9 .81*1000*Y(J) *W(J)) PRINT *, Y-(J), V,ZJ ) ,Q,U(J) ,RN2 WRITE (24,90) Y( ) , V,Z(J) ,Q,U(J) ,RN2 GO TO 10 PRINT *,Y(J) ,W,Z(J) ,Q,U(J) WRITE (24,90) Y(J), W,Z(J) ,Q,U(J) FORMAT . (SF14. 8) CONTINUE . • · CONTINUE CONTINUE STOP END
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130
PROGRAM 4: -c•••••••••••••··~··•••••••••~******************************** C THIS PROGRAM CALCULATES THE TOTAL PRESSURE FROM THE C PRESSURE TRANSDUCER READINGS. THE DIFFERiiNCE OF TOTAL C HEAD AT INLET AND EXIT GIVES THE LOSS EXPERIMENTALLY C*****************************~***********************·~··
'REAL X (200) , y (200), z (200), u (200), v (200) I w (200) , D (200) 1 ~ E (200), F (200) ~ G (200) ,H (200), 0 (200)
OPEN UNI't=2l,FILE='MPRI .OAT', TYJ?E='OLOi OPEN UN! T=25, FILE= '.MPRE . OAT •• '1'1PE= I OI..O I OPEN UNIT=22,FILE='VHEADI.DAT' ,TYPE='O 'l OPEN UNIT=26,FILE='VHEADE.DAT',TYPE='OLD' . OPEN UNIT=23,FILE='£XLOSS.OAT', TYPE='NEW' READ 21,*1N
10
'"' READ 25, * N ..,... READ 22, * N DO 10 I=J..., READ (21, *)A, B, C
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60 CONTINuE C READ (29,*)N,(A(I),I=l,N)
DO 20 J=l,N
20
70
READ (22, '*)D,E,F,G
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~EAD~n-~26,*)S,T , U,V HI =U 0 I =V CO INUE DO 30 K=l,N P20I~-XJK)+0.016)/0.049 P10I= Y K)+0.028)/Q.098 PSI= ( ) +0.041) /0.192' PTPI=(P20+P10+PS)/3 .0 PTMI=PTP*10.33/14.72 P20E=JDlK)+O.Ol6)/0.049 PlOE= E K)+0.028)/0.098 PSE=( J )"+0.041)/0.192 PTPE=(l'2b+Pl0+PS)f3.0 -PTME=PTP*10. 33/14 .. 72 ALOSS=PTMI -PTME AK=ALOSS/0 (K) \. PRINT* , ALoSS I Alf.
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PROGRAM 5:
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C***************************~******************************** C THIS PROORAM COMPUTES THE THEORETICAL 'IHRUST AND THE C MEASURED THRUST AND GIVES THE PERCENTAGE ERROR. C TT = THEORETICAL THRUST C OT = MEASURED THRUST C PE = -PERCENTAGE ·ERROR C**************************************~********'************
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REAL A(40), B (40) . OPEN !tJNI1'=21, tiLE ='FLOWO.DAT' I TYPE ='OLD')
. }OPEN UNIT=22, FILE ='S~IN.DAT' ,TYPE ='OLD') "·' OPEN UNI T=25 I tiLE = • THRUST. OAT I I TYPE = I NEW I )
Fa!O = 1000.0 . PI :::: 3.141592 .---
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- VJ=4.0*A(I\'/ (PI*D**2) TT = 4.0*RHO* (lt(I) **2) /(PI*D**2) . IF (A(I)-0.00294073)80,80,90 . OT = (1.086*B(I)-25.983)*9.81/1000.0 GO TO 100 r ·oT .= 4.659*B(I) -238.0) *9.81/1000.0 PE = (TT-OT)*100.0)/TT PRINT *,A(I),VJ,TT,OT,PE . WRITE (25,*)A(I) ,VJ,TT,OT,PE FORMAT SF14.8) . CONTI ~ STOP f END·
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APPENDIX 8 ,_ ..
SPECIFICATIONS AND CALIBRATIONS
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SPECIFICATIONS:
(i) STRAIN GAGES:
Material
Temperature ra~ge •
• Resistance ·
.Qage_fac"tor at _75 • F
Fatig,ue life
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~ Strain limits
(for 1.5 mm gage length)
Transverse sensitivity factor
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108 cycles at ± 1200pe-
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(ii)_ PRESSURE TRANSDUCERS~
Kistler Model 606A/S06L Qua:rtz Pressure Transducer · ' . . l-r· J Range full scale
Resolution
Maxiinurp pressure
Sensitivity (nominal)
Resonant freque11cy (no\ninal)
Rise time ..1'·
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Linearity (zero base~ best straight line)
C~pacitance (nomi~al) • •
Insulation resistance
ao~o psi (2l~Pa)
O.D05 psi {0.03 KP:r)
sapo psi {34'MPa) ..
5.5 pcbfpsi (0.8 pcb/Kfa)
130KHz .. . 3.0 microseconds
:±:1%
SO picofarids
1013 ohms
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Temperature range •
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.. CALIBRATION: ..
. . The following devices were calibrated before being used:
·- . . (i) the rotameter, to ensure the percenta.ge of Oow in terms or cubic metres
-per second. A· parallel 'system or rotameters were calibrated by noting th! tim~
taken tor pumping out a definite volume or water .
(ii) Jhe strain gages on the thrust plate, so that the thrust produced is
directly rtlated to the voltage. ~train gages Were .calibra_ted by applyipfct known ' _...# • I • ' ' ..
· .load and noting the strain produced by a.strain indicat_9r.
. !i. .. 'Y' th~,pressuie transducer, to read thO Pressure developed directly in terms
' '\lib~ vol~gO. Pr~Ure transducers were calibrated using . · piston activated oil
· pressure chamber.
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In all the~~ases, good care was taken and repeatibility observed.
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