Note very carefully, that the pitch varies along with the blade section (or increasing
distance from the propeller centre), but the net average or the net pitch of the
propeller remains constant. Such a propeller is a fixed pitch propeller.
Now, lets go back to the concept of a screw. What if you could somehow change the
angle of inclination of the threads along the screw?
If you could, what would you actually be doing is changing the pitch angle and
subsequently, the pitch of the screw.This is exactly why the controllable pitch
propeller was developed by the industry. We will be dealing with the applications in
detail a little later. But for now, it is vital to know the fundamental working of
a Controllable Pitch Propeller (CPP).
The twist (to be referred as pitch from now on) of the root section of the blade is
always with respect to the angle it makes with the propeller hub. What if we can
change the angle of orientation of the root? And since all the other blade sections
had their previous pitch angle already, they attain a new pitch angle. In other words,
you are able to control the pitch of the entire propeller, by changing the orientation of
the root section on the hub. This is done by the means of a hydraulic cylinder.
When the required orientation or pitch of the propeller is obtained, the blades are
locked in that position. So the blades are not an integral part of (or not casted along
with) the propeller hub. They are mounted on spindles that have axes perpendicular
to the shaft axis.
The following points will discuss the applications and their relations with the
advantages and disadvantages of CPP and FPP systems:
The controllable pitch propellers can be used to run the ship in forward and
astern direction both, without the requirement to change the direction of
rotation of the engine. How? Well, the propeller works on the principle of lift
generated by each aerofoil section of the blade. What if we can change the
orientation of the blade, such that the direction of life force is opposite to what
it was during forward running of the ship? Thats exactly what is achieved by
changing the pitch angle of the blades, as shown in Figure 2.
A non-reversible engine can be used for both forward and astern operation of
the ship. Hence, the weight of the engine and propulsion machinery is
reduced considerably when compared to what is required in propulsion
systems equipped with fixed pitch propellers.
Since the pitch of the propeller determines the amount of thrust generated by
the propeller, a change in the pitch angle can bring about a change in the
speed of the ship. So, a controllable pitch propeller is useful in changing the
speed of the ship without changing the speed or rpm of the main engine. But
why are we focusing on this advantage? What happens if we need to reduce
the engine rpm to reduce the ships speed? Well, many ships have a shaft
driven diesel alternator system. So the rpm of the main engine shaft controls
the electric power production on board. In that case, if the speed was to be
reduced using a fixed pitch propeller, it would require a reduction in the shaft
rpm, which would result in reduction of power generated.
Due to the above reason, the speed of the ship can be handled from the
navigation bridge directly. In case of fixed pitch propellers, the marine
engineer needs to be intimidated in order to change the ships speed.
Therefore CPP technology is used for obtaining faster response of speed
change.
The efficiency of astern condition in case of fixed pitch propellers is less than
that of controllable pitch propeller in astern condition.
Controllable pitch propellers have a very high initial cost. And this cost
increases rapidly with increasing diameter of the propeller.
Due to pitch control mechanisms housed inside the hub, the length and the
diameter of the hub is also high as compared to the fixed pitch propeller
systems.
operating at constant power requirements. Such ships are tugs, trawlers, ferries, ice
breakers, and small scale warships that are equipped with gas turbines.
Over to you..