장봉준 교수

A reliable steady/transient hydro-elastic analysis is developed for flexible (composite) marine propeller blade design which deforms according to its environmental load (ship speed, revolution speed, wake distribution, etc.) Hydro-elastic analysis based on CFD and FEM has been widely used in the engineering field because of its accurate results however it takes large computation time to apply early propeller design stage. Therefore the analysis based on a boundary element method-Finite Element M

A ship's screw-propeller produces thrust by rotation and, at the same time, generates rotational flow behind the propeller. This rotational flow has no contribution to the generation of thrust, but instead produces energy loss. By recovering part of the lost energy in the rotational flow, therefore, it is possible to improve the propulsion efficiency. The contra-rotating propeller (CRP) system is the representing example of such devices. Unfortunately, however, neither a design method nor a full

In this paper, cavitation patterns of model tests were compared with those of full-scale measurement for a propeller of crude oil carrier which was suffered from erosions on suction side of blade tip region. Cavitation tests were performed at design and ballast draft using model and full scale nominal wakes. A model ship and wire mesh method was used for the simulation of wake patterns of model nominal wakes. For the prediction of full-scale wake patterns, a RANS solver(Fluent 6.3) was used and

As the scale factor of model propellers utilized in cavitation test is about 40, it is difficult to find out practical countermeasures against the small area erosions on the blade tip region throughout model erosion tests. In this study, a partial propeller blade model was used for the observation of cavitation pattern for the eroded propeller. A partial propeller blade model was manufactured from 0.7R to tip with expanded profile and with adjustable device of angle of attack. Reynold's number o

In order to obtain sufficient towing force, tug boats are usually equipped with high powered engines and special thrusters such as azimuth thrusters. The hydraulic design of a ducted azimuth thruster was carried out for a 2 MW-class tug boat by using CFD. Here, the azimuth thruster consists of a fixed-pitch screw propeller, a duct, a gear casing and a strut. To design the duct propeller, the effects of design parameters of a screw propeller and a nozzle on thruster performance were evaluated. Th