A Study Into The Effect of Tip Clearance On The Performance of B-Series and Kaplan-Series Ducted Propellers

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The 7th International Conference on Marine Technology (SENTA 2022) IOP Publishing
IOP Conf. Series: Earth and Environmental Science 1166 (2023) 012038 doi:10.1088/1755-1315/1166/1/012038
A study into the effect of tip clearance on the performance of

b-series and kaplan-series ducted propellers
B A Adietya1, W D Aryawan1, I K A P Utama1

1
Department of Naval Architecture, Institut Teknologi Sepuluh Nopember, Surabaya,
60111, Indonesia
kutama@na.its.ac.id
Abstract. A study into the effect of tip clearance on ducted propellers was carried out.
Two series of propellers, namely B-series and Kaplan-series, were used. The gap
between tip of propeller and ducted was varied from 2mm to 5mm. The study was
conducted numerically using computational fluid dynamics (CFD) approach. The solver
is based on the Reynolds-Averaged Navier-Stokes (RANS) solutions and two
turbulence modelling, i.e. k-ꞷ SST by Menter and explicit algebraic stress model
(EASM), were applied in order to find out the optimum results. This paper objective to
discuss energy efficiency on ships by investigating variations of propeller tip clearances.
Overall results showed that EASM demonstrated better score (particularly in term of
thrust and efficiency) than the k-ꞷ SST. The highest thrust, torque and efficiency were
achieved at 3mm tip clearance for both series. Moreover, Kaplan-series showed better
results than the B-series propeller indicating that the use of ducted propeller using
Kaplan-series is more appropriate.
Keywords: tip clearance; ducted propeller; B-series; Kaplan-Series; turbulence

modelling; energy efficiency.
1. Introduction
Following the previous research on ducted propeller compared with the conventional propeller, ducted
propellers are very useful to provide advanced operability and higher bollard thrust to support marine
vessels (1). B-series propeller is much better as open propeller (both default and with PBCF), whereas
Kaplan series is excellent when fitted with ducted (2). An important factor influencing the accurate
prediction of ducted propeller performance is the tip clearance or gap. The blade tip clearance between
a blade and the duct has been the major source of many unfavourable flow phenomena. The influence
of the tip clearance of a rigid ducted propeller was investigated by the incompressible Navier-Stokes
equations with a Multiple Reference Frame (MRF) method (3). The existence of tip clearance has been
found to have a significant influence on the efficiency of the machinery (4).
Based on the above information, two types of propellers were investigated, namely the common B4-
70 and the Ka4-70 propellers. Both propellers have the same size and variation of tip clearance, i.e.,
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2mm, 3mm, 4mm, and 5mm. The type of ducted uses the 19A duct with diameter (D) = 300mm and a
pitch-diameter ratio (P/D) = 1.2. The investigation was carried out numerically using computational
fluid dynamics (CFD) technique together with the use of Reynolds-Averaged Navier-Stokes Equations
(RANSE) and two turbulence modelling, namely k-ꞷ SST from Menter (5) and Explicit Algebraic Stress
Model (EASM) (6).
2. Method
2.1. Geometry
Two types of propellers using ducted were shown in Figure 1 and the meshing of the two models were
shown in Figure 2. CFD simulation is used to evaluate the propeller performance and the measured in
terms included thrust coefficient (KT), torque coefficient (KQ), and propeller’s efficiency (η).
a) Propeller B4 – 70 (b) Propeller Ka4-70
Figure 1. Propeller with Nozzle 19 A
a) Propeller B4 – 70 b) Propeller Ka4-70

Figure 2. Meshing of the models
2.2. Numerical Analysis

The numerical simulation is carried out using continuity equation, Reynolds-Averaged Navier-Stokes
Equation (RANSE), and turbulence k-ꞷ SST and EASM to solve the turbulence phenomena. The
equations for those three are shown in Equations (1) to (4). Furthermore, the CFD setup and variation
of numerical test using CFD are provided in Tables 3 and 4, respectively.
𝜕𝑈𝑖
𝜕𝑋𝑖
=0 (1)
2
Where: ρ is fluid density, t is time, Uj is the flow velocity vector field.
𝜕𝑈𝑖 𝜕𝑈𝑗 𝜕𝑝 𝜕 −1 𝜕𝑈𝑖 𝜕𝑈𝑗

𝜕𝑡
+ 𝑈𝑗
𝜕𝑋𝑗
=
𝜕𝑋𝑖
+
𝜕𝑋𝑗
[𝑅𝑒𝑒𝑓𝑓 (
𝜕𝑋𝑗
+
𝜕𝑋𝑖
)] + 𝑆𝑖 (2)
Where Ui = (u, v, w) represented Reynolds average velocity components; x i = (x, y, z) signified the
independent coordinate direction; the term Si denoted the mean strain-rate tensor for a body force, the
piezometric pressure p, and the Reeff were effective Reynolds numbers.
The Menter’s SST model combines the advantages of the k-ω model to achieve an optimal model
formulation for a wide range of applications. For this, a blending function F1 is introduced which is
equal to one near the solid surface and equal to zero for the flow domain away from the wall. It activates
the k-ω wall region and the k-ε model for residual flow. By this approach, the attractive near-wall
performance of the k-ω model can be used for the free stream sensitivity.
𝛾 𝜕 𝜕𝜔 1 𝜕𝑘 𝜕𝜔 𝜕(𝜌𝜔) 𝜕(𝜌𝑢𝑗 𝜔)
𝑃 − 𝛽𝜌𝜔2 + [(𝜇 + 𝜎𝜔 𝜇𝑡 ) ] + 2(1 − 𝐹1 )2𝜌𝜔2 −( + )=0 (3)
𝑣𝑡 𝜕𝑥𝑗 𝜕𝑥𝑗 𝜔 𝜕𝑥𝑗 𝜕𝑥𝑗 𝜕𝑡 𝜕𝑥𝑗
In term of single-point closures, the Reynolds Stress Transport Model (RSTM) provides the
best representation of flow physics. However, the reduction of the tensor basis requires an enormous
mathematical effort. Originally most of the explicit algebraic stress model (EASM) are formulated using
a 10-term basis:
10
(𝜆)
𝑏𝑖𝑗 = ∑ 𝐺 (𝜆) 𝑇𝑖𝑗 (4)
𝜆=1
The outputs of the numerical estimation are thrust coefficient (K T), torque coefficient (K Q), and hull
efficiency (η0) and the formulations of those items are given on Equations (5), (6), and (7).
𝑇
𝐾𝑇 = (5)
𝜌𝐷 4 𝑛2
𝑄
𝐾𝑄 = (6)
𝜌𝐷 5 𝑛2
𝑇𝑉𝑎
𝜂0 = (7)
2𝜋𝑄𝑛
3. Results and Discussion
Table 1 and 2 showed the results of the B4-70 Propeller CFD calculations. There are four variations of
tip clearances, i.e., 2mm to 5mm.
Table 1. CFD Calculation for B4-70 Series using EASM

No Model Tip Clearance (mm) KT 10KQ o
1 A 2 0.125 0.301 0.53
2 B 3 0.151 0.344 0.56
3 C 4 0.145 0.330 0.56
4 D 5 0.140 0.319 0.56
3
Table 2. CFD Calculation for B4-70 Series using k-ꞷ SST

1 A 2 0.123 0.295 0.53
2 B 3 0.149 0.339 0.56
3 C 4 0.142 0.324 0.56
4 D 5 0.136 0.311 0.56
In the case B4-70 propeller (see Tables 1 and 2), both turbulence modelling (EASM and k-ꞷ SST)
showed that the tip clearance of 3mm possess the highest values of thrust, torque and efficiency. The
EASM had higher results than the k-ꞷ SST; the discrepancy between thrust and efficiency is less than
2%.
Table 3 and 4 demonstrated the results of the Ka4-70 CFD calculations. There are four variations of tip
clearances, i.e., 2mm to 5mm.
Table 3. CFD Calculation for Kaplan-Series using EASM

1 A 2 0.086 0.257 0.43
2 B 3 0.157 0.377 0.53
3 C 4 0.101 0.284 0.45
4 D 5 0.090 0.634 0.18
Table 4. CFD Calculation for Kaplan-Series using k-ꞷ SST

1 A 2 0.086 0.249 0.44
2 B 3 0.154 0.367 0.53
3 C 4 0.101 0.281 0.46
4 D 5 0.089 0.622 0.18
In the case of Ka4-70 propeller (see Table 3 and 4), the values of thrust, and torque using EASM are
higher than k-ꞷ SST with the difference values of thrust and efficiency are less than 2%. The highest
value occurs at 3mm tip clearance.
4
a) EASM b) k-ꞷ SST

Figure 3. B4-70 tip clearance 2mm
It can be seen in Figure 3 for B4-70 propeller, when the tip clearance is 2mm, that the stronger flow
behind the propeller is demonstrated by EASM (blue darker), whilst the k-ꞷ SST showed lighter blue.

Figure 4. Ka4-70 tip clearance 2mm
Figure 4 depicts the Ka4-70 propeller at a tip clearance of 2mm, revealing EASM's demonstration of
the stronger flow behind the propeller (blue darker, denser) in contrast to the k-ꞷ SST's lighter blue.
Nevertheless, the two-turbulence technique results in a flow of fluid that is comparable after the
propeller.

Figure 5 demonstrates for a B4-70 propeller that when the tip clearance is 3mm, the k-ω SST shows a
stronger and heavier flow behind the propeller, but the EASM shows a less dense flow behind the
propeller. This can be observed when the propeller has a tip clearance of 3mm. Furthermore, the flow
pattern of the k-ω SST approach seems smooth, but the EASM method exhibits a pattern of previous
fluid flow cycles.
5

Both turbulence methods produce fluid flow patterns that are visually identical after the propeller type,
as shown in Figure 6. However, When the tip clearance is 3mm on a Ka4-70 propeller, as shown in
Figure 6, EASM shows a stronger and heavier flow behind the propeller (darker blue) while k-ω SST
shows a lighter blue.

Following Figure 7 shows, for the B4-70 propeller, that when the tip clearance is 4mm, there is a stronger
and denser flow behind the propeller, which is proven by EASM (blue that is darker), but the k-ω SST
revealed lighter blue. This can be observed when the propeller is given a tip clearance of 4mm.

6
It can be observed in Figure 8 that for the Ka4-70 propeller, when the tip clearance is 2mm, both the
EASM and the k-ꞷ SST turbulence models revealed a pattern of flow behind the propeller that was quite
comparable.

The using of tip clearance is 5mm, it is important to identify in Figure 9 for the B4-70 propeller that the
higher flow behind the propeller is proven by EASM (blue that is darker), although the k-ꞷ SST
exhibited less dark blue. This occurs when the tip clearance is 5mm.

Following that, the choice of tip clearance is 5mm, it is possible to observe in Figure 10 for the Ka4-70
propeller that the higher flow behind the propeller is exhibited by EASM (blue that is darker), but the
k- SST revealed lighter blue. This is the case when the tip clearance is 5mm.
4. Conclusion
A study into the effect of tip clearance or gap on ducted propeller has been conducted using B4-70 series
and Ka4-70 series of propellers. The work was carried out numerically using CFD technique together
with tip clearance from 2mm to 5mm, and the EASM turbulence model demonstrated better results than
the k-ꞷ SST model. Both propeller types indicated that the gap of 3mm was optimum in terms of thrust,
and torque. Furthermore, the Ka4-70 has better performance than the B4-70 as ducted propellers and the
EASM turbulence model is preferable to k-ꞷ SST model.
Acknowledgement
The authors wished to thank the Institut Teknologi Sepuluh Nopember for financing the research under
a research scheme called “Research for Doctoral Dissertation” under contract number:
1566/PKS/ITS/2022.
7
References
1. Funeno I. Influence of Hydrodynamic Interaction between Ducted Propellers and Struts on
Performance of Azimuth Thrusters. In: Fifth International Symposium on Marine Propulsors
SMP’17. 2017. Available from: https://www.marinepropulsors.com/proceedings/2017/THA2-
1.pdf
2. Adietya BA, Utama IKAP, Aryawan WD, Sutiyo. CFD Analysis into the Effect of using
Propeller Boss Cap Fins (PBCF) on Open and Ducted Propellers, Case Study with Propeller B-
Series and Kaplan-Series. CFD Letter. 2022 May 6;14(4):32–42. Available from:
https://doi.org/10.37934/cfdl.14.4.3242
3. Yongle D, Baowei S, Peng W. Numerical investigation of tip clearance effects on the
performance of ducted propeller. International Journal Naval Architecture and Ocean
Engineering . 2015;7(5):795–804. Available from: https://doi.org/10.1515/ijnaoe-2015-0056
4. Liu Y, Tan L, Wang B. A Review of Tip Clearance in Propeller, Pump and Turbine. Energies.
2018 Aug 22;11(9):2202. Available from: https://doi.org/10.3390/en11092202
5. Menter FR, Kuntz M, Langtry R. Ten Years of Industrial Experience with the SST Turbulence
Model. In: 4th Internal Syposium, Turbulence, Heat and Mass Transfer. New York, Wallingford:
Begell House; 2003. p. 625–32.
6. Gatski TB, Speziale CG. On explicit algebraic stress models for complex turbulent flows. Journal
of Fluid Mechanic . 2006/04/26. 1993;254:59–78. Available from:
https://doi.org/10.1017/S0022112093002034

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IOP Conference Series: Earth and Environmental Science

PAPER • OPEN ACCESS You may also like

View the article online for updates and enhancements.

This content was downloaded from IP address 45.112.147.50 on 23/10/2023 at 07:51

A study into the effect of tip clearance on the performance of

B A Adietya1, W D Aryawan1, I K A P Utama1

Keywords: tip clearance; ducted propeller; B-series; Kaplan-Series; turbulence

a) Propeller B4 – 70 (b) Propeller Ka4-70

Figure 1. Propeller with Nozzle 19 A

a) Propeller B4 – 70 b) Propeller Ka4-70

2.2. Numerical Analysis

Where: ρ is fluid density, t is time, Uj is the flow velocity vector field.

𝜕𝑈𝑖 𝜕𝑈𝑗 𝜕𝑝 𝜕 −1 𝜕𝑈𝑖 𝜕𝑈𝑗

3. Results and Discussion

Table 1. CFD Calculation for B4-70 Series using EASM

Table 2. CFD Calculation for B4-70 Series using k-ꞷ SST

Table 3. CFD Calculation for Kaplan-Series using EASM

Table 4. CFD Calculation for Kaplan-Series using k-ꞷ SST

a) EASM b) k-ꞷ SST

a) EASM b) k-ꞷ SST

a) EASM b) k-ꞷ SST

a) EASM b) k-ꞷ SST

a) EASM b) k-ꞷ SST

a) EASM b) k-ꞷ SST

a) EASM b) k-ꞷ SST

a) EASM b) k-ꞷ SST

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