[Objective] Designing ship propellers is a comprehensive engineering task that synergistically considers hydrodynamics, cavitation, vibration, and noise performance. To address the limitations of current design guidance cases and existing open design software, an integrated software called OpenProp+ was developed. This application is designed to facilitate advancements in marine propeller design by incorporating theoretical formulas for noncavitation noise, empirical formulas for cavitation noise estimation, and the new Burrill diagram into the open-source software, OpenProp+. [Methods] The process of blade geometry design begins with determining the number of blades based on design requirements and empirical knowledge. The diameter is determined by the maximum power density limit and the optimal speed that meets the main engine's speed constraint, while the rotational speed is established according to the relative optimal efficiency. The three essential parameters for 3D blade section optimization along the radial direction are accomplished, including determining chord length distribution, applying a highly skewed angle, and suitably increasing the maximum thickness of the blade section from 0.70R to 0.95R. Notably, the chord length distribution should differ between five-blade and seven-blade propellers. The optimal skew value for the critical blade lies between 50.0% and 70.0%, with an initial recommended value of 60.0%. Appropriately increasing the tip thickness and its rake enhances anti-cavitation performance. Following design and optimization, performance prediction involves utilizing theoretical formulas of the propeller's free sound field by National Advisory Committee for Aeronoutics (NACA) to predict the source level of the sound pressure spectrum under noncavitation conditions and to illustrate its longitudinal acoustic direction diagram at discrete line spectrums. Factors such as ship speed, propeller rotating speed, diameter, blade numbers, thrust, and torque contributions to sound pressure are integrated into these formulas. The new Burrill spectrum can subsequently be employed to ascertain the presence of cavitation, estimate its range if it does exist, and qualitatively measure its noise performance under specific operating conditions. Finally, the Brown empirical formula estimates the propeller cavitation noise spectrum, while the Fraser empirical formula and International Council for the Exploration of the Sea (ICES) standard are used to quantitatively evaluate noise performance levels.[Results] The effectiveness of the integrated design software, OpenProp+, was validated through the design and performance prediction of a low-noise five-blade propeller, which yielded positive feedback. Within the full operating range, the open water performance curve of the designed blade almost coincided with the measured values of the original blade. Even on the off-design operating condition farthest from the designed advance ratio, the deviation between the thrust coefficient and torque coefficient compared to their measured value was only 4.65%. Considering the true ship wake flow distribution, the design point efficiency decreased by about 4% and the anti-cavitation margin decreased by about 12%. This indicated that the design program could effectively design the blades and reasonably predict their hydrodynamic and cavitation performance. [Conclusions] OpenProp+ not only reliably predicts the open-water performance of existing propellers but also designs new propellers and accurately forecasts their open-water performance. It can determine the presence of cavitation, quantify its range if present, predict the noncavitation noise source level, and estimate the cavitation noise spectrum source level. Thus, OpenProp+ and the complete design chart incorporated in the software can directly aid in the engineering application of ship propeller design. © 2024 Press of Tsinghua University. All rights reserved.
