RD-A53 677 WATERJET PROPULSION SYSTEM PERFORMANCE IN A MANNED 1/1TESTCRRFT IN CALM WATER(U) STEVENS INST OF TECH HOBOKENNJ DAVIDSON LAB D LUEDERS ET AL. MAR 85
UNCLRSSIFIED SIT-DL-85-9-2519 N888i4-83-C-0780 F/G 13/1@ NLE~hhhhEEmhhmhIElEliIE~lllllIl'-.lllll
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MICROCOPY RESOLUTION TEST CHARTNATIONAL BUREAU OF STANDARDS- 1963-A
TR-2519 S
REPOR SI-L8592
LNA ABOR EATRY
CALM WATER
D. Lueders
E. Numata
OF TE-'HNO O(IYPrepared forCode 112
David W. TaylorCASTL POII STT10NNaval Ship Research and Development Center
Under*
Cu..tract N0OO14-83-C-OT80
Thisaziurlo STAhMENr A(DL Project 5151/157)
Appmod kx pubbrl .103D~xV~bu*=c Unlimiled -
UNCLASSI FIFI)SECURITY CLASSIFICATION OF THIS PAGE (I4Nen Data FnIe'6d)
REPOT DCUMNTATON AGEREAD INSTRUCTIONSREPOT DCUMNTATON AGEBEFORE COMPLETING FORM
I.- REPORT NUMBER 2. GOVT ACCESSION No. 3. RECIPIENT'S CATALOG NUMBER
SIT-DL-85-9-2519 S YE~ EOT&PRO OEE
4. TITLE (and Subtitle) S YEO EOT&PRO OEE
FINALWaterjet Propulsion System Performance in a July-December 19814Manned Testcraft in Calm Water. 6. PERFORMING ORO. REPORT NUMBER
7. AUJTHOR(#) S. CONTRACT OR GRANT NUMEERC)
D. Lueders and E. NumataNOl -- C78
9. PERFORMING ORGANIZATION NAME AND ADDRESS 0.PROGRAM ELEME'sT. PROJECT. TASKrDavison abortoryAREA G WORK UNIT NUMBERS
Stevens Institute of TechnologyHoboken, New Jersey 07030 .
I. CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATE
Office of Naval Research March 1985800 North Quincy13NUBROPAEArlington, VA 22217 38
14. MONITORING AGENCY NAME & ADDRESS(il different from Controlling Office) I5. SECURITY CLASS. (ot this report) .-
David W. Taylor Naval Ship Research and UCASFEDevelopment Center, Code 1120 UCASFE
BethesdaMD 20034IS&. OECL ASSI F1CATION/ DOWNGIRADINGSCmEDULE
16. DISTRIBUTION STATEMENT (of this Report)
Approved for public release: Distribution unlimited
17. DISTRIBUTION STATEMENT (of the abstract entered In Block 20. If different traim Report)
ISI. SUPPLEMENTARY NOTES
19. KEY WORDS (Continue on revre aide it necessary and Identity by block number)
Waterjet PropulsionAmphibian
20. ABSTRACT (Continueaon reersea old@ It necaesary and Identity by block number)
An existing 14.5-ft manned testcraft was fitted with a fixed bow plate,fixed chine flaps, and adjustable transom flaps. Trials were conductedin a freshwater lake to evaluate the performance of its waterjet propulsionsystem which used a 14-in dia impeller. Propulsion shaft thrust, torque andrpm. waterjet velocity, testcraft speed and running trim were recorded for arang-. o.f rpm up to full throttle of the 330 hp gasoline engine. Zero speed"bollard pull" runs were included. Test variables included three impellers,three flush inlet sizes, and three waterjet nozzle sizes.
* DD 1JANm73 1473 EDITION OF INOV 69 13O2SOLEITE NLSSFE
SECuNiTY CLASSIFICATION Of THIS PAG9 (ften Data Entered)
-------------------------------------------------------------------------- .- - - - . .*. . . .
STEVENS INSTITUTE OF TECHNOLOGYDAVIDSON LABORATORY
Castle Point Station, Hoboken, New Jersey 07030
Report SIT-DL-85-9-251 9
WATERJ ET PROPULSION SYSTEM PERFORMANCEIN A MANNED TESTCRAFT IN
CALM WATER
by
D. Lueders
and
E. Numata
Prepared rorCode 112S
David W. TaylorNaval Ship Research and Development Center
Under
Contract NOOO1 4-83-C-0780(DL Project 5151 /157)
Daniel -SavitskyDirector
7N. -7 7= --
TABLE OF CONTENTS
INTRODUCTION .................................................... 1
TESTCRAFT AND TEST PROCEDURE ....................................1
TEST PROGRAM ................................................... 3- -
DATA RED CTI N .. ... ... .... ... ... .... ... ... .... ... ..
DTAS REDUCTIO.................................................. 6
CONCLUDING REMARKS ..............................................8
REFERENCES ...................................................... 9
APPENDIX ATESTCRAFT DESCRIPTION .......................................... 10
APPENDIX BINSTRUMENTATION DETAILS ........................................ 12
EXPLANATORY NOTES FOR TABLES ...................................14
WATERJET VELOCITIES ............................................ 15
TABL S .. ... .... .... ... .... ... .... .... ... .... .... .. 6 t___3
TABLRES .........................................................16 thru 35
DTIC
COPYINSPECTED C 1
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INTRODUCTION
The U.S. Marine Corps is supporting an effort to increase the 0
efficiency of waterjet propulsion units in their amphibious vehicles.
During the past two years Davidson Laboratory and John K. Roper Associates .,-
have been engaged in design, construction and evaluation trials of an axial -"-
flow pump capable of vehicle speeds up to 25 miles per hour. 0
Construction of a manned testcraft and its waterjet system was
completed in July 1983 and a performance trial was conducted during August
1983. Reference 1 describes the testcraft and waterjet system, presents
results of the trials, and identifies aspects of performance to be S
investigated in the next trial.
The testcraft was modified and additional instrumentation was
assembled during the winter and spring of 1984. Following two preliminary
trials during the spring season, final trials were conducted on 9 and 10
July 1984. This report includes a description of the modified testcraft and
its waterjet propulsion system; the instrumentation and the procedures used
in the trials; and a tabulation of test data. Analysis of trial results is
covered in a companion report, Reference 2.
This work was performed under Office of Naval Research Contract *- -
N00014-83-C-0780. Mr. Walter Zeitfuss of the U.S. Marine Corps Program - '
Office, Code 112 DTNSRDC, was technical monitor of the project.
TESTCRAFT AND TEST PROCEDURE
Figure I is a four-view sketch of the testcraft configuration for the
July 1984 trial. Changes in configuration since the August 1983 trial S
(Reference 1) included:
Addition of a fixed bow plate and fixed chine flaps toimprove hull performance.
Addition of controllable transom flaps to obtain optimumtrim at a given engine speed.
Removal of watertight enclosures around track wells and .
installation of aluminum plate bottom and side boundaries -on each track well. _
• " .".':..'-.....%--. --%-%.'..- ... '.-'....." .- '..-' w'..'..'.....'.. ..........................................- "..-.."....."."."..-.....-..-............2
-. • . +* .7;.- .+ . • . . .,. -. .. , . * , ,- . --
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Appendix A contains descriptions of the testcraft and its operating
equipment.
Analysis of the August 1983 trial data (Reference 1) suggested that
any future trial should include instrumentation to obtain the following
data:
• Jet velocity traverses should be conducted over the fullrange of shaft rpm.
Bollard push should be measured by a load cell forcomparison with jet thrust derived from jet velocitymeasurements.
To meet the first recommendation, a horizontal rack holding 16 Prandtl tubes
was designed, constructed, and installed across the center of the waterjet
exit. The arrangement of the tubes and the rack support frame were such as
to accommodate the longitudinal location and diameter of each of two
nozzles, as well as a case with no nozzle, Figure 2. A differential
pressure sensor was assigned to each of the sixteen Prandtl tubes and a
complete velocity distribution across the waterjet was obtained for each
test run.
A mechanical-type load cell, anchored to a shoreside "bollard", was
connected by steel wire cable to a chain bridle attached to the testcraft
transom. Zero speed "bollard pull" tests were conducted for seven impeller-
nozzle-inlet combinations, in which a visual reading of the load cell dial
was compared to jet thrust derived from a Prandtl tube velocity
distribution.
Testcraft speed had been measured by a radar gun during the 1983
trial, but it required two test personnel at a fixed station. One person
aimed the gun and reported speed readings to a second person who had to
record the readings. This process was cumbersome and it was decided to use
a water velocity transducer whose output could be recorded automatically
with all other measurements. A total head tube was fixed to the leading
edge of the port rudder, well below the testcraft keel. Pressure change
relative to a static floating zero was recorded during each forward speed
run to permit calculation of testcraft velocity through the water.
Appendix B gives additional details of the above instrumentation, as
well as descriptions of data recording equipment and other data sensors.
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All tests were conducted on Lake Nubanusit near Hancock, New
Hampshire. The clear, deep, fresh water lake, with little boat traffic on
weekdays, permitted speed test runs of several hundred yards in length. The
testcraft driver was able to maintain radio communication with a shore
station. Paper tape printouts from the data logger were collected in the
cockpit, retrieved periodically by a chase boat and brought to the shore
station to be monitored. Static floating zero readings were recorded -.
periodically, and 24 channels of data were recorded at least twice during
each constant speed run.
TEST PROGRAM
Major variables in the waterjet system were:
* Three inlet opening lengths: 33, 23, 19.5 inches
* Three impeller projected area ratios: 1.0, 1.5, 2.25 e
* Three waterjet exit diameters: 14.12, 12.25, 10.5 inches
The matrix of the three major variables was as follows, where the
numbers in the matrix spaces are impeller area ratios.
Waterjet Inlet Entrance Length, inchesExit Dia.
Inches 33 23 19.5 - -
14.12 1 .5**2.25
12.25 1.0*1.5 1.5 1.52.25 0
10.5 1.01 .5*-2.25
* Bollard pull only _
** Speed runs only
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DATA REDUCTION
Paper tapes from the data logger listed output in the form of a
digital voltage for each of 24 data channels. These data were processed as
follows, using a TI Programmable 59 desk calculator with printer.
1. All voltages for each channel during one run were averaged 6and a calibration factor was applied to obtain an output
in engineering units. Results of this step were listed
directly for shaft rpm, shaft thrust, shaft torque, static
pressures in the inlet duct, and testcraft trim.
2. Average dynamic pressure PD from Step (1) for each Prandtl
tube was converted to a fluid velocity
v = 0.96 /pwhere the constant 0.96 was determined by experiment.
Each velocity was then input to a flow volume integration
program which computed a flow rate
Q= E V6 A
where 6 A is an annular area in the measurement plane
across which V acts. This integration was performed -
separately for port side and for starboard side
velocities, and an average of the two flow rates was then
printed. A program also calculated the average waterjet
velocity in the measurement plane
v Q/A
where A is the area of the waterjet exit, and then the
waterjet thrust
Tj = p Q (Vj - Vo )
where Vo is craft speed, and also the advance ratio at the
impeller casing
Jc (Q/Ac) / n Dc
where Ac and Dc are casing area and diameter respectively,
and n - shaft rpm/60
3. Results from Step (1) for shaft torque Qs, shaft thrust Ts
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and shaft speed rpm were then input to a program which
computed shaft horsepower
SHP =2flQs rPm/33000
and pump head
H =Ts pgAc
and pump efficiency
= pgQH /550 SHP0
LAO
J-
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TEST RESULTS
The results of data reduction are summarized in two series of tables.
Each table in the first series lists the primary results; each table in the
second series lists flow velocities across the nozzle exit which were
computed from Prandtl tube pressure measurements.
Zero speed bollard pull test results appear in tables on Pages 16
through 19; these include bollard pull readings from a mechanical load cell.
Forward speed test results, including craft speed calculated from a
total head tube, are listed on Pages 20 through 35.
In certain test runs, one or more of the waterjet dynamic pressure
measurements was either zero or a small negative number. The corresponding
flow velocity has been listed as zero with a question mark, since it was
difficult to justify a near-zero velocity at any of the Prandtl tube
locations in the waterjet flow cylinder. Such a reading was probably caused
by a Prandtl tube/pressure transducer malfunction. Notes on Pages 14 and 15
preceding the tables of results explain how these zero values were treated
in the integration of velocities to obtain waterjet flow rate.
Bollard pull measurements may be compared to waterjet thrust Tj as
computed from Prandtl tube measurements of velocity distribution. However,
it should be noted that waterjet flow across the Prandtl tube and tube rack,
which are clamped to the testcraft, resulted in a drag force on the
testcraft acting in the same direction as the bollard pull of the cable
holding the craft. This drag force, which varied as the nozzle exit
diameter, was estimated using a drag coefficient of 1.1; projected areas of
tubes and rack; and calculated jet velocity Vj. Jet thrust has been plotted
against the sum of bollard pull and measurement system drag, Figure 3.
Figure 3 shows generally good correlation between jet thrust Tj and
bollard pull corrected for measurement system drag, particularly for the
14.12 - inch and 12.25 - inch waterjet exit diameters. However, results for
the 10.5 - inch diameter nozzle show Tj is approximately 70 percent of
corrected bollard pull; whereas results for the other two diameters fall
within a band of 95 percent and 110 percent of corrected bollard pull.
While such a comparison is possible only in the zero speed bollard
condition, it is reasonable to assume that flow rate Q and jet thrust Tj for
14.12 - inch and 12.25 - inch waterjet exit diameters in the free-running
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testcraft should enjoy the same degree of confidence as demonstrated in the
zero speed tests. Similarly, free-running test results for the 10.5 -inch
diameter nozzle may be expected to understate values of Qand Tj.
70
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CONCLUDING REMARKS
This report has documented the configuration of testcraft and waterjet
propulsion system used in the July 1984 trials in New Hampshire, described
the instrumentation and procedures used in the trials, and tabulated all
reduced data. The tabulations have been reviewed and questionable results
have been identified. It is believed that these trial results are in the
form suitable for independent analysis.
Reference 2 is a companion report which presents an in-depth analysis
of most of the reduced data. Trial results have been compared to design
predictions of waterjet system performance, and system design procedures
have been modified as appropriate.
8
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WATERJET VELOCITIES
In any run for which one or more zero velocity readings are listed, .0
these readings have been included in the integration for flow rate, provided .
that the total annular area involved is equal to or less than 14 percent of '.. - -
the nozzle exit area. For example, on Page 21 the test run at 5.35 mph -: -*
shows zero velocities at 0.5-inch and 1.5-inch radius locations on the
starboard side. The total area is that for a circle of 2-inch radius or
0.0873 square feet. Since this is only 11 percent of the 12.25-inch
diameter nozzle area of 0.818 square feet, the zero velocities were included
in the flow rate integration.
However, if zero readings are associated with a total annular area
equal to or greater than 15 percent of the nozzle exit area, an integration
of the velocities over the remaining area would yield an unacceptable
underestimate of flow rate. In such cases, a question mark had been :0
inserted in place of a flow rate. If for example, a port side flow rate is
reported but question mark appears in place of the corresponding starboard
side rate, the average rate would be taken equal to the reported port side
flow rate. If both port and starboard rates are in question, no flow rate .
is listed and all quantities derived from flow rate are replaced by question
marks.
0
15.
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EXPLANATORY NOTES FOR TABLES
Column CaptionsIt
mph craft speed through water in statute miles per hour
rpm impeller shaft revolutions per minute
Ts impeller shaft thrust
Qs impeller shaft torque
Trim running trim relative to a static floating trim of approximately zerodeg.
psi static pressure change relative to atmospheric at 1500 ft above sea r#level.
Pull bollard pull during zero speed test
Q flow rate
Vj waterjet mean velocity
Tj waterjet thrust
Hp pump head
SHP impeller shaft horsepower
Np pump efficiency
Jc impeller advance coefficient in casing
14
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An inclinometer was installed parallel to the craft baseline to sense
change in trim from a static floating datum.
A Dillon mechanical load cell with a 5000 lb capacity and a dial
indicator resolvable to 50 lb, was used to measure bollard pull.
DATA LOGGER
The de voltage output of each of 24 transducers was passed through a
buffer to compensate for any zero offset and to provide a measure of time •
averaging of the signal. The signal was then input to a data logger (Doric
Digitrend 210) which digitized, stored, and then printed a digital output on
paper tape. A sequential printing of 24 channels took about 20 seconds.
The logger was usually programmed to start a sequential printout upon
pushbuttom command and then stop automatically after the 24th channel output
was printed. The vehicle driver started the data logger by pushing on a
button protruding from the front of the instrument box, Figure 1.
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APPENDIX B
INSTRUMENTATION DETAILS
ELECTRIC POWER
A 12 volt engine battery energized a ±15 volt power supply dedicated
to all instrumentation.
TORQUE THRUST DYNAMOMETER
A transmission-type dynamometer was designed and constructed by
Specialty Measurements, Inc. with ratings of 5000 lb of thrust, 600 ft-lb of
torque and maximum speed of 4000 rpm. Builder's calibrations were confirmed
by performing static thrust and torque loads in the Davidson Laboratory
instrument shop; shunt resistances were used as calibration signals during
the trials. A magnetic speed pickup was built into the dynamometer and its
frequency output was converted to a dc voltage.
OTHER TRANSDUCERS
A pressure transducer of the "wet-wet differential" type (Schaevitz
P-3000 Series) was coupled to a Prandtl tube to furnish a voltage output
proportional to the difference between static head and total head sensed by
the Prandtl tube. Sixteen Prandtl tube/transducer sets were used to obtain
up to 16 fluid velocity readings across the horizontal centerline plane of
impeller discharge flow; transducer ratings of 15 psi or 50 psi were used
depending on the Prandtl tube location.
Two 15 psi transducers were connected to static pressure taps in the
inlet duct ahead of the impeller. A total head tube, attached to the port
rudder and projecting ahead of the leading edge of the rudder, was connected
to a 15 psi transducer to sense craft speed. All pressure transducers were ' -
bench calibrated before the trials and check calibrations were performed
during the trial. Prandtl tube/transducer units were towed in a model basin
to check their inherent calibrations.
12
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Two wooden inserts were fabricated to reduce the opening of the flush
inlet from its designed length of 33 inches to lengths of 19-1/2 inches. and
23 inches respectively.
Three impellers were fabricated by Michigan Wheel, according to the
following specifications:
Diameter, D 14.o0 in.0
Pitch 14.00 in
Projected Area Ratios 1.00, 1.50, 2.25
Hub 2.80-in dia x 11.75-in length
Number of Blades 3
Blade Thickness 0.045D i
The propulsion assembly consisted of:
An 8 cylinder, vee block, Chris Craft engine (Model .45415) with a 1.5:1 gear reduction ratio. Rated powerwas 330 hp with a top engine rpm of 4200 rpm (2800propeller shaft rpm).
* Port and starboard exhaust pipes at deck level at the aftend of the engine compartment. 0
* A 12 volt battery.
* A cooling water scoop at the forward end of the enginecompartment keel.
A flexible coupling between the engine shaft andtailshaft.
The driver's console included a steering wheel to control the
actuators for the two rudders; a control lever to change transom flap angle;
a throttle control lever; and a bank of dials displaying generator current,
engine water temperature, and engine rpm. Also, switches for bilge pumps
and a bilge ventilation blower. Rudders with 11 inch chord were pivoted
from the port and starboard transom corners, extending from deck level to 14
inches below the keel.
11".
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APPENDIX A
TESTCRAFT DESCRIPTION
The testoraft hull, Figure 1, was configured to represent a 0.55-scale
model of a proposed high-speed amphibian, "Tack Hammer". For convenience of
construction and assembly, the hull consisted of three units:
A bow section with a "bow plate" constructed of aluminumalloy plate attached to the hull bow with hinged tierods.
An engine compartment containing the engine assembly andthe driver's console.
A pump box containing the waterjet inlet,, pump impellerand casing, gasoline storage tank, rudders and rudderactuators transom flaps and flap actuators, and driver'scockpit.
A boat trailer, dedicated to the testcraft, permitted the testcraft to
be launched from any recreational boat marina ramp.
The waterjet system consisted of:
A flush inlet in the form of a 33 inch-long by 14.12 inchwidth rectangle.
A transition duct with a 17.06 inch height by 14.12 inchwidth rectangular inlet and a 14.12 inch circular outlet.
A 14.12 inch I.D. by 3 inch long cylinder in which werehoused four equally spaced radial struts supporting ashaft bearing housing. 9
A 14.12 inch I.D. cylindrical casing which housed a 14inch diameter impeller.
A nozzle with an inlet/discharge area ratio of 1.8/1;an alternate nozzle of the same length with an area ratio1.33/1; exit diameters were 10.5 inches and 12.25 inches,respectively.
The bearing support ring, struts and bearing housing were constructed
of aluminum alloy; the impeller was manganese bronze. Inlet, transition,
casing and nozzles were molded of fiberglass/polyester resin laminate.
10
............... ......... ...... . . . . . .
R-2519
REFERENCES
I. Numata, E., "Performance Trial of a Manned Waterjet Testcraft", Davidson I
Laboratory Report 2390, March 1984.
I
2. Roper, J.K. "Design Procedure for Low Speed Waterjets Suitable for
Application in Amphibious Vehicles", Davidson Laboratory Report 2518,
November 1984.
(0I
9I
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4. 'I
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Vel oc ityMeasurement
14+.12'' 1D Planel - - - -
.5"R Starboard Spacer Casing Strut
F- 35 R Side Rn3- 5"R Nzl
H ~ 4 5"R
6." 1 -
I 6.5"R
6. 5"R 1215I 1- 1 --
*6.o',R - V r-
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Side 25R
.511R
VelocityMeasurement
Plan
FIGURE 2 NOZZLE CONFIGURATIONS ANDVELOCITY MEASUREMENT GRID
* 37
.°a
.
R25 19
Exit,iaa. , I n io
6- 44.-12 2.23 .h 12. 25 1.50
£ 12.25 2.25Jet Thrust, lb 1- # .0
3500 10:.50 - 2.25
S_ _ &
3000 &-
2500
-_ -_ -- -- -- -
1500-
0
1000
500
0 500 1000 1500 2000 2500! 3000Corrected.Bollard Pull, lb A
FIGURE 3 WATERJET THRUST VERSUS BOLLARD PULL
* 38
* -~ - - -V.---
S
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INSTRUMENTATION
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DISTRIBUTION LIST
(Contract N00014-83-C-0780)
0
Copies
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