MT 26

LIPS a a a a,

T 95-18

The Role of cavitation in the Design

of
Controllable Pitch Propellers

By:. T. y. Beak
Technical Manager
Lipi B.V.

Drunezi, 1995-05-08

Paper prepared for PROPCAV 95

CONTENTS:
1. Introduction
2 The design process

Characteristic design features of

propellers controllable pitch

Trends in vIbrations and noise

Conclusions
LIPS
1. Introductjo

In recent years the number of controllable

Compared to the number of fixed pitch pitch propellers
a steady growth, which can be derived propellers has shown
from official LRS
statistics (ret,. 1).
This regular growth is a reflection
of the reputation of
the controllable pitch propeller for its
reliability and reduced costs. inóreased
Apart from this nowadays there exist
engines, Which are reversible. Therebyonly a few four stroke
four stroke engine the controllable for ships with a
to be a natural choice. pitch propeller appears

Several reaso for the selection of

propellers are: controllable pitch
- good manoeuvring properties
- constant number of revolutions in view of
shaft generator the use of a
- the availability of full engine power for a vide
of ship speeds without overloading range
the engine (towing
conditions but also in heavy weather)
- the possibility to use multiple engines
per shaft.
The application of both fixed and
propellers can be found in a high controllable pitch
ship speed and high
densities (fig.. 1.1, ref. 2). power
The additional degree of freedom obtained
propeller pitch complicates the design by changing the
the wide range of inflow Conditions process. Basically
complicate to control cavitation. makes it more

Most shipdesigners have a hiétory in the

f ixed propellers, the appearance of application of
more
propellers requires an extension of this controllable pitch
paper is not written to Contribute to the knowledge. This
theoretical
development of the control of cavitation for
pitch propeller8 but concentrates on design controllable
design criteria and boundary Conditions. procedures,
LIPS
2. The design process

For propellers in general the highest

possïble level of
propeller efficiency must be achieved while
noise thus cavitation are kept at the lowest vibration and
level. possible

This leads to conflicting boundary conditions,

cavitation leads to a large blade area ratio, as less
lower efficiency and vice versa. but with

Therefore any propeller design should be

between several extremes resulting in a a subtile balance
comprojse
according to the experience of the propeller
the correct tools at his disposition, designer and
In order to overcoe the boundary liinitationg
possible Lips has developeã blade as muc1 as
large cavItation-fr sections that combine
operation with good structal
characteristics and low drag properties. The end result
an optimised design with higher efficiency. is
In addition the propeller design system as
developed by .Lps, consists of a series of used and
design and analysis modules as shown in fig.interactive
2.1.
Any design can only be initiated after the
have been selected. These design criteria design criteria
consist
information with respect to shiptype, mission of
possible limitations regarding propeller profile and
diamete.
efficiency. ship speed or any other manoeuvzinq
requirement Each of these criteria
relevant to the design
of controllable pitch propellers are discussed
below.
The shiptvpe generally is an important factor for
distribution and consequential variation in inflow.the wake
also determines the normal clearance at the Sut it
required maximum pressure pulses : propeller. The
the strength of the ship's structure.
-
are related to

The ission profile is vital

information for the desjg of
a controllable pitch propeller. The percentage of
which speed the vessel operates indicates the time at
importance of
generator is present it is important in which
constant number of revolutions is used.. in theconditions a
case of tugs
the trade-of f between relevant towing condItions
transit speed should be carefully Considered. and the

Even more complication exists in the. case

multiple engine
are connected to a single propeller. In that
case the
shipowner can operate the ship at lower
shipepeeds
or two engines at very different pitch settings. on one

J4anoeuvrjng requirements for twin screw ferries normally

lead to high requirements for the bollard ahead
astern thrust values for defined manoeuvring and bollard
instance during a sidevards crabbing condition. For
manoeuvre one
propeller generates forward thrust which is
the astern thrust of the other propeller.. compensated by

For terries operating at the Nordsea the power

used for the
crabbing manoeuvres is about 60% of the maximum power,
LIPS
These requirements for the manoeuvring dò
limitations in the propeller lead to
explained in the following. characteristics, which will be

For al]. the relevant sailing

Conditions vibration and noise
limits are present. In most cases the maximum power
condition will limit the maximum induced
on the hull structure as most newbuildingpressure amplitude
contacts include
vibration limits in those conditions. But also
relevant sailing condition should be regarded other
requirements of vibrations especially in view as to the
of comfort.
In the case of controllable pitch
imply that a louer limit in power propellers this can also
exista in order to avoid
pressure side cavitation at reduced pitch settings,
Above requirements are Considered general design
information, which are used in the design of
pitch propellers. controllable

The first step in the design process of the

CP propeller as
given in fig. 2.1 is the design of a propeller
of detailed propeller geometry). (generation

The propeller design module runs in an interative

a number of calculations, whereby a low blade areasequence
(efficiency) will be maintained as long
as possible. The
propeller design consists of three segments related to
power absorption, strength and cavitation properties
design condition. in

In the power absorption segment the mean pitch of

propeller is determined to accomodate the design the
and takes into account the specified radial pitch condition
distribution.

The strength calculation segment is based on beam

The radiaI, thickness distribution is determined theory.
account the fatigue load due to varying stress taking into
durtng a propeller revolution and the levels
fatigue properties of
the propeller material to be used. The resulting
thicknes
distribution will-meet the classification requirements.
The cavitation segment determines at each radial
combination of minimum chordlength and camber. station a
The
requirements as stipulated by the designer as to
side and pressure side cavitation together with suction
a built-in
criterium against harmful bubble cavitation are met.
The design of the blade section is done by
a variation of
camber to chord ratios. The cavitation inception
lines of
the blade sections, also called cavitation buckets,
are
shifted drastically dependent on the maximum camber to
chord ratio.

The lift of the section and thus the thrust of the

propeller is dependent on the power, the 'number
of
revolutions, the entrance speed, the wake and the 'pitöh
distribution. The optimum blade camber to chord ratio
in
many cases deviates from those laid down in series.
LIPS
A design module is always limited to
Therefore at this point the Propellerone or two conditions.
designer has to
consider if the designed propeller meets ail requirements.
Acceptance of the design depends on the
and on the quantity and reliablity of calculated resuits
information. the available

With the available blade geometry the

cavitation properjes
of the propeller working in its wakefield
are deterrnjne by
the cavitation analysis module for any given
shipepeed, number of propeller revólutjon, combination of
to be delivereti and absorbe thrust
otf-desig condition propeller eubmergece, this way also
can be considered. At fixed
angular
blade positions the loading on each blade is calcuiate.
the figure the analysis resulta regardjg In
suction
pressure side cavitation is given for all blade side an
and all angular positions considered. The sections
that the calculated method compares well experience shows
test results Therefore a reliable design with cavitation
without testing. can be made

Fig. 2.2. shows a comparison between the

calculated
cavitation pattern compared to a full scale
observation of
a controllaj,le pitch Propeller for a container
ship.
When the cavitation performance of the
the requirements for the respective propeller fulfills
operationai cOnditi
other design criteria have to be fulfilled.
These relate to
the pressure amplitudes and strength requirements.
pulses are calculated numerically with a Pressure
lifting line and lifting surface analysiscombination of
and compared with a maximum, allowed level. methods (ref. 3)
Fig. 2.3. shows
calculation as compared to Ï7 other institutes
to in the 18th ITTC in 1987. In certain as compared
cases
change design properties and lead for instance this should
increased skew distribution or increased blade to an
Obviously in the design of controllable pitch area ratib.
the loading of the hub has to be considered. propellers
the actuating forces,, the loading of parts This concerns
as blade bol-t8, blade of the hub such
controllable pitch propeller. Therefore the design of the
flange-andother-ìi-at.-s
blade and the hub are strongly related and can not of the
separated. be
Based on the calculated
pressure distribution in the wake a
finite element calculation is carried out
using fatigue properties of cast material. and evaluated

Optimisation of the propeller geometry in the final

of the design is done by iterative change of stage
the geometry
such as': (consider diameter and blade number fixed.)

- chordiength distributions
- pitch distribution
- maximum camber distribution
- skew distribution
- rake distribution
In order to investigate in what way the designer
the best possible compromise a number of items can obtain
considered fixed or constant. are
LIPS
For instance the propeller diameter
high shou]d be selected for
efficiency and clearance. During the
optimisations it is impractical to vary thismore detailed
also holds for the blade number, Which as well. This
for avoidance of resonance in the normally is selected
superstructUr
Additionally the type of blade section used
modified mean]jne and some fixed Naca thickness(a llaca 0.8
distribution) is assuine constant during the
iteration. As
a last simplification it is assumed that the blade
thickness used is sufficient to
in blade shapes. What is left is accommodate small changes
the chord distribution,
the pitch distribution, the axiint
the skew distribution. camber distribution and

In the regulaz- design process a selection

of both pitch
distributions and chordiengtj distributions is varje
order to find the proper cavitation behaviour in
wake distribution and operating conditions. The with given
camber is varied until a proper margin against blade
side cavitation is obtained. Here also pressure
other
Conditions have to be considered. As to the
operatjg
skew
distributions, large skew values are normally
those cases were the pressure pulses are playing applied i
role. For instance in the case of modern tankers a decisive
pressure pulses are so small due to the large tip the
that a moderate skew is clearance
sufficient. Decisive is the
efficiency in behind condition whereas the
minimum blade
area depends on the risk of erosive cavitation in the
ballast condition. For large container
the pressure pulses is a fixed limit. As vessels the level of
angle will be larger. it Should be noted a result the skew
should be properly balanced against the however that this
pitch distribution.
Figure 2.4. shows the calculated cavity volumes
propeller geometry but with increased skew for given
distribution.
It is known that an increased skew leads
to a larger
loading at the tip. This is reflected in
cavitation
behaviour and the predicted pressure puises. Whereas a
large skew angle reduces the pressure pulses
the smoother leading edge shape this effect as a result of
ispartiy
compensated by the increased tip loading. Therefore,
increased skew should be balanóed by proper tip
in order to achieve the combined effect Unloading
of low pressure
pulses and high. efficiency.

In figure 2.5. results are shown for systématic

in blade contour, pitch distribution and maximum variations
camber. Changes are arbitrarily selected but show blade
the
effectiveness in reduction of pressure puises at the
of efficiency. Based such a variation the cost
select the most promising option, e.g. thedesigner can
efficiency with the smallest increase in maximum
In this case the blade camber is the most pressure puises.
control of cavitation and pressure pulses. However, for the
effective
usual in this sort of optimization processes as
better
cavitation properties lead to a lower efficiency.
given a maximum pressure ampiitude the best Therefore
be obtained. efficiency can
LIPS
3. Characteristic desjqn features of controllable pitct
prone 1. 1ers

In section 2 the general chracteristj.cs of the design

process are explained. In this section characteristic
differences between controllable and fixed pitch propellers
are discussed.

For fixed pitch propellers the blade length and thickness

distribution at the hub can be freely optialsed. The
maximua thickness is determined from the strength
rerquirement whereas the chordìength should be long enough
to avoid bubble cavitation. Special care has to be given to
the faizing of the root fillets.
For controllable pitch propellers the situation is much
more complicated. The simple requirement to be able to
operate at negative pitch, limits the aaximu chord1engu,
especially at the root. Again the maximum thickness follows
from strength requirements.
The freedom jn choice of design parameters at the hub is
fairly limited to a local change in pitch and camber..

Apart from the hub the largest difference between fixed and
controllable pitch propellers is obviously the additions].
degree of freedom which is obtained by changing the pitch.
This has consequences for the local inflow angles and the
blade section shape. This deformation of the original
design geometry is defined as pitch deflection and biade
section distortion. Basically the effect is caused by the
fact that after significant reduction in the pitch the
cilindrica]. cross sections connect sections, which at the
original design pitch.were located at different radii. This
is further. illustrated in fig. 3.1.
Notj only the blade section shape changes from character.
Also the operating condition changes. For instance at
constant number of revolutions the local cavitation of the
section remains constant while the lift coefficient is
reduced. As a result operation closer to the pressure aide
cavitation is therefore unavoidable. This is also shown in
an open water diagram for a controllable pitch propeller
where the lower limit against_pressur&sje cavitation-has
been shown (fig. 3.2).

Normally pressure side cavitation is avoided in order to

avoid cavitation erosion. Pressure side cavitation is found
to be erosive which is relatid to the type of pressure
distribution on the blade. Especially the large pressure
gradient close to the leading edge causes a type of
implosion on the blade which is erosive.

This effect of pressure side cavitation has been known for

a very long time. In recent years, especially as a result
of the application of resiliently mounted engine noise and
vibration problems have arisen as a result of pressure side
cavitation. Examples of several of those cases have been
given by Lepeix (4]. Lepeix describes two problems, one on
a cruise vessel (Sovereign of tite Seas 10.2 MV, 4.9 ii
diameter).
LIPS
The normal operating number of
revolutions is 135 RPM. The
minimum number of revolutions was set at 125 RPM! This
value is to avoid any resonance of the engines
on their
elastic mountings.
As a result the mean pitch value at low speed vas. then
quite low. Moreover the limited excitation at full speed
was partly obtained by a Pronounced tip unloading with a
strong decrease of the pitch at the top of the blades. By
using. these propellers with a ow mean pitch complicated
flow phenomena occur when the main part of the blades
produces positive thrust and the. outer area of the blades
produced negative thrust.

Fig. 3.3 shows three pitch distributions (31 degrees), one

for the free running design
at 6 degrees pitch. The freecondition for zero thrust and
running pitch shows a normai
distribution and thereby radial load. At zero thrust the
outer negative thrust is compensated by the inner positive
thrust It is therefore understandable that at any
intermediate condition the pitch at the tip becomes.
negative. The importance of these intermediate. conditiòns
has been illustrated by the noise. and vibration problems,
which have been. encountered in practice. There has not been
a proper description of the cavitation phenomena in
technical literature.
In the following a first attempt is presented.
In the intermediate: pitch conditions of fig. 3 3 cavitation
observations in a large size cavitation tunnel with axial
and tangential simulated wake showed (f ig. 3.4);
- Large amount of vortex type pressure side cavitation
from 0.7 radius and upwards,.

- At the blade: tip a secondary tip vortex occurréd with

lower strength.

- Looking from aft the two vortices are not contracted

but the move outwards, such that effectively the tip
clearance between the vortex and the hull is reduced.
- The two vortices are counterrotating and therefo
show a strong interaction.. This interaction causes the
individual vortices tO become unstable.

The consequences of such behaviour is shown in fig. 3.5.

instead of clear blade rate frequencies, broad band
pressure pulses are generated at 3 to 6 times blade
frequency.
Por the normal design optimisation the avoidance of
unstable pressure side cavitation is of vital importance in
the condition which regularly occur in the sailing profile
f the ship.
Although it is possible to theoretically predict the
unstable behaviour of interacting tip vortices an
engineering approach has been developed which, gives a good
estimate of the Unstable pressure side cavitation.
Then the operational limits of the controllable pitch
propeller can be outlined as indicated in fig. 3.6. At high
number of revolutions a lower limit inpitch exist below
which the pressure side cavitation becomes Unstable.
LIPS
4. Trends in vibrations and noise

Proa the foregoing it is clear what the limitations are in

the use of controllable pitch propellers. At maximum (or
high) power the level of pressure amplitudes should be
correlated with the vibratrion limits at multiple blade
frequencies.
Not much more than five years ago the levels of blade rate
amplitudes vere in the order of 3 to 6 kpa. Nowadays, in
spite of the increase in power, by careful optimisation of
the propeller geometry, values of 1 to 2 kpa have been
reached. These values bave been measured on full scale
ships such as high powered cruise vessels (twin screw) and
container vessels (single screw).
It should further be remarked that in spite of the strong
reduction in blade rate components the higher order
components cannot be affected that much. The level of these
components depends on the wake, distribution rather than on
the propeller geometry.
During recent experiments with several designs for a high
powered container vessel it become apparent that blade rate
pressure ampiitùdes vary with about 30 percent. The levels
of 2nd and 3rd blade rate pressure amplitudes however
varied with only 10 perceñt in a now consistent way.
A second point should be clear from the observations made
in section 3. At low pitch settings the level of excitation
is not the problem. Rather it is the broad band character
of the excitation which creates local resonance and noise.

Prom the acoustical point of view the situation is even

more complicated.
The shipyards have adjusted the constructions of their new
ships to take advántage of the lower levels of pressure
amplitudes. In combination with more sophisticated design
tools (such as finite element techniques) the lower blade
rate pressure amplitudes lead to a lighter and weaker
structure.
From acoustical point of view it is then obvious that the
properties are worse than before. This is especially
troublesome as the control of noise is difficult as:

It is as yet not comion practice to use experiments t

predict noise levels from propellers.

Prediction methods either based on numerical or

statistical methods sometimes give quite different
results.

In fig. 4.1. two predictions are compared tot the noise

levels induced by the same propeller. The numerical method
is based on unsteady lifting surface theory modelling the
cavitation volume as a monopole. The statistical prediction
is based upon the method of de Bruijn et al [5] and
includes a correction of 10 dB to account for a low noise
design. Large deviations are present. in this case the
higher level is expected to be more realistiö given the
simplifications in the physical model The combination of
limitations in prediction methods and the trend of building
shipsmore critical frOm acoustical point of view makes it
necessary to develop a consistent design methodology from
acoustical point of view.
S..
0$ LIPS
The combinatjo of the limitations in
prediction methods and the building of propeller noise
ships, which are
acoustical more critical., makes it
consistent design methodology from necessary to dèvelop a
acoutical point of view.
LIPS
5. Conclusions
- The number of controllable pitch propellers compared
to fixed pitch propellers is still growing.
In the design several more complications ara present
then for fixed pitch propellers such as
* limited chord length in the root area.
* many off design conditions to be considered.
- Especially at Iou pitch settings the occurence of
instable pressure side cavitation should be avoided in
normai operating conditions.
- The cavitation phenomena in such conditions are
dynamic of character and creates broadband excitation.
- Blade rate pressure amplitudes at maximum power can be
controlled succesfully. Absolute low pressure
amplitudes are measured at full scale nowadays
(1 - 2 kpa).

The shipyards have take: n advantage of the lower

pressure puises by reducing the strength of the ship
structure. A negative consequence of this is that also
the acoustical properties become worse.
- The development of consistent acoustical design
approach is necessary to avoid future problems.
LIPS
Beferences:

J.S. Canton: "Propeller Service Experience".

7th Lips Propeller Symposium 1989.
H. v.d. Vorst: "High-speed Propellers or waterjets?
update for owners and designers". Un
Paper presented at the Cruise and Ferry
1995. Conference, London,

T. y. Beek, H. v.d. Vorst: "On the validation

unsteady lifting surface method for propeller of an
analysis". design
SNANE Propeller/Shafting '94 Symposium, Virginia
1994. Beach,

R. Lepeix: "Propeller induced excitations

large passenger vessels in transient and responses on
conditions".
INSDC '91, Proceedings Vol. I, Robe, 1991.

A. de Br-uijn, W. Moelker, F.G.J. Absil: "Prediction

for the acoustical source strength of propeller method
cavitation".
Proceedings ISSA '86 Symposium, The Rague.
 'p LIPS

2.5--
i i i II_:
SMALL PROPELLERS
a
A CONTROLLABLE PITCH
2.0- FIXED PITCH (LARGE) L
a
a
LA

.
L.
L
1.5 - L
L. àt.
A
L&$
a a
.* $.

A
L
L
.

a. L
aa
4A4

.
I
. .

. .
.

AA

&-. Â.
L.
0.5 . a
L a
a

. a

0.0 I IP t I I I I I I

o 10 20 30 40
SHIP SPEED EKNOTSJ

Fig. 1.1. Power density ( power divided by propeller disk area)

for fixed and controllable pitch propellers versus
j ship speed.
s.. LIPS
PROPELLER
SPECIAL/ST

IFWALJES/Thy J

Fig. 2.1. Propeller design process.

 LIPS

Fig. 212 Model scale (upper) and full scale (lower) observation
compared with calculations for a container ship with a
controllable pitch propeller.
 LIPS

0.5 x/R -as

ca vita/in g

Q03

---
OS xfR -05
non-ca vitciting

Fig. 2.3. Calculated pressure pulses for ITTC 87

propeller
compared to other predictions.
A - maximum calculated level
B - mean value, of 16 calculations
C - Lips calculation
D - minimum caculated level
E - experimental result
sp
LIPS

30 DEGR. SKEW
44 DEOR. SKEW
w DEGR. SKEW

7.0
0.5

6.0 0.4

w 5.0
o
o
4.0 0.1
>
w
0.0
3.0

0 2.0 -0.2

1.0
-0.3>
-0.4
0.0
-0.5
-60-40-20 0 20 40 60 80 100120140
ANGULAR 'POSITION (DEGREES)

Fig. 2.4. Ef fect of skew angle on calculated cavity volume and

cavity volume velocity.
 LIPS

Fig. 2.5. Effect of geometry changes on efficiency and pressure

pulses ( O - camber, O - pitch disribution,
A - chordlength distribution)
 ORIGINAL AND DEFORMED PROFILE
ON .90 RADIUS. DF! = -24.5 DEC

.1
ORIGINAL AND DEFORMED PROFILE
ON .70 RADIUS, DF! = -24.5 DEC

OR I G I NAL AND-DEFORMED--P-ROF I L E
ON .50 RADIUS. DFI = -24.5 DEG

Fig. 3.1. Effect of change of pitch on sections located on

 LIPS

LOADCOEFFICIENT KT

Fig. 3.2. Open water diagram of controllable pitch propeller

with operating lines and pressure aide oavitatjà
incept ton,
 pitch distribution at design pitch
Tip

0,8

positive thrust
0,6 - .

0,4

Hub pitch diameter ratio

0,2
0,96 i 1.06 1,1 . 1.15.. 1,2 1,25 1i3 1.35 1.4

pitch distribution at dead slow condition

Tip
negative thrust

0.8

0,6
positive thrust

0.4

positivé pitch
Hub negative pitch
0,2 t
-.150 -10O -60 0 .50 .100 .150 .200 .250 .300 .350 400

pitch distribution at zero pitch

condition
Tip I

-4 negative thrust
0,8

06
Positive thrust -__.,

04

negative pitäh positive pitch

Hub 0,2- -

600 -400 -300 200 100 Ó .100 .200 .300 .400 .500

Fig. 3.3. Pitch distribution of C? propeller at various

conditions.
'p LIPS

-s ò

Fig. 3.4. Cavitation observations at

settings (6 degrees). extremely low pitch
 LIPS

Fig. 3.5. Characteristic pressure aIplitudeg at extrinely

pitch settings (6 degrees). low
 LIPS

h?
"J,
Ship speed 14
Upper limit of suction side cavitation
A

ff1414
44
Lower limit of pressure side cavitation

AI

Lower limit for unstable pressure side cavitation

I I I rl!
Number of revolutions

Fig. 3.6. Example of recommended operational limits of a

controllable pitch propeller.
 LIPS NNNNNN

120
dB re 1O'm'/sec

100

60

60

40

f
i

4 iW
.-3---1.---J-_i
4 IS 700ìi4
1

20
$
100
Fie uncy (113-octaves) e

Fig. 4.1. Comparison öf a numerical prediction of the noise

level compared to a statistical.
A - statistical average
B - statistical average with lo .dB correction for low
noise design
C - numerical prediction based on Calculated
cavitation volume

j.
.ight

1 by
sain-
be

tion

Design aspects of efficient marine propellers

T. van Reek, R. Verbeek, Research & Development Department Lips B.V., Drunen, The Netherlands

I Introduction

For the design of fixed and controllábie pitch propellers efficiency is the main target. Dùe to
boundary conditions.the maximum attainable efficiency is Limited, For instance if the propeller could
operate without a ship the diameter is not limited and very high efficiencies can be reached. The
presence of the hull restricts the diameter and implies inhomogeneous inflow velocities. The finite
draught of the ship causes that cavitation behaviour and pressure fluctuations induced by the pro
peller on the ship's structure, are additional boundary conditions to be dealt with. AU these factors
by Itself have their influence on the efficiency of the propeller. Maximizing the efficiency, while
taking into account these boundary conditions, is difficùlt and the designer has to use sophisticated
design tools.
In this paper the basic parameters and their consequences for the efficiency are discussed. The
influence of propeller-hull interaction, number of blades, blade area ratio and propeller load are
described. The results of cavitation and pressure fluctuation requirements on the blade design are
discussed. Effectsof skew and its consequences for the blade stresses areshown.

2 The main parameter effecting the propeller efficiency

2.1 The efficiency of a single propeller without presence of the ship

The basic action of the propeller is to accelerate the flow through the propeller disk so that an
increase In momentum is generated and a thrust force results.
With the aid of simple momentum theory a formula can bederived for the efficiency under the
assumption that there is no friction and that there are no rotational losses:
2
(1)

where CT =
-p VD2
T - thrust
Ve - entrancevelocity
D - diameter
p - specific density
CT - thrust coefficient
For a given ship and shlpspeed the required thrust is known and therefore the efficiency of the
propeller increases with increasing propeller diameter (Fig. 1). For a more refined theory taking Into
account the propeller r tatlonal losses the following relation can be found [1 J:

CT=.
4(1 - noi) X2
I +(l noi)22 (2 0)-h ¡X2 + X2
2
(2)

Jahrbuch der Schlifbautechnischen Gesellschaft 77 (1983)

 106 Jahrbuch der Schtffbautechnlschen Gesellschaft 77(1983)

0.8

TI (CT)

0.7- - 0.L

u
-.-..---,----
1.0
Ui
0.8 0.5- .02
C
w
0.6 ¿i Friction u
0.L .0.1 w
B2
D
0 1 2 3 ( 5 0.2 OE 0.6 0.8 1.0
Thrust coefficient Advance ratio T
Fig. 1. ideal efficiency as function of thrust coefficient Fig. 2. Rotational and frictional losses as function
of the advance ratio

V i
with X J
vnD ir

1?ol ideal open water efficiency

n - rotational speed
The open water efficiency thus calculated Includes rotational losses for the propeller with Infinite
blade number without friction, but is only valid for one radial circulation distribution. The result is
lt plotted in Fig. 2 which clearly shows that the rotational losses increase with the advance ratio J.
So far the propeller efficiency Is a function of the CT and the J-value of the propeller. An estimate
of the influence of the viscous drag on the efficiency is given by:
I 2eX1
uloh?oI 1+2/3 e/X (3)

with
and = drag lift ratio of the propeller section profile.

0.8

0.7

°
:

w
0.5

alo ais 0.20 0.25 0.30

Ao/Ao
z
FIg. 3. Efficiency derived from B-series propeller
 Design aspecusof efficient marinepropellers 107

FIgure 2 shows that e has a distinct influence on the efficiency. More sophisticated calculations
can be made according lifting line or lifting surface theories. Then also the effect of a finite blade
number and the effect of the blade area ratio are taken Into account.
The approach has been completely theoretically thus far. For practical applications one often uses
experimental results of propeller series, for instance Wageningen B-series, where certain parameters
¿ such as propeller pitch and blade area ratio are systematically varied. With the aid of these measured
open water characteristics one can choose for given thrust and diameter the optimum number of
revolutions and determine the correspondIng efficiency. When these resultingefficlencies are plotted,
as a function of the blade area ratio per propeller blade (A0/A0/z), it appears that there is an opti-
n mum blade area ratio for a given thrust coefficient (FIg.3). This figure is within limits valid for all
o'n B-series propellers. The physical meaning behind this optimumcan be explainedby known character-
.2 -
istics of wings with a low aspect ratio. Each wing in a potential flow (no friction) has alift L and a
u drag D. This drag force is Induced by the circulation distribution around the wing:

.1
C0=k- (4)

where CD - induced dragcoefficient (D/(b . s 1/2 p V2))

CL - lilt coefficient (L/(b . l/2p V2))
b - mean chord ofthe wing
sspan of the wing
A - aspect ratio
k - factor depending on circulationdistributlon and wingplatform

0.6

nite
ut is 0.5

nate 10KO

(3)

'IW \
\\1
K:400j,m
125
85
R6.0-10

I
0.6
K:1SIJm

0.2
°°

0.1 R:60- i0
02

o
9 01. 0.6 08 10 01. 06 08 10
4) I 5) J-

Figs. 4 and 5. Propeller open-water efficiency as a function of blade roughness

108 Jahrbuch der SchUTbautechnlschen Gesellschaft 77 (1983)

A measure for the aspect ratio of a propeller blade is given by:

D2 z
(5)
AJÀO
A0/A01z D2

Thus for a given thrust (lift) and AeIA0 the aspect ratio increases with the number of blades.
In Fig. 3 both viscous friction due to the blade area ratio and induced drag depending on the
aspect ratio play a role. With constant aspect ratio an increase of the blade number causes an increase
in blade area and therefore the viscous friction. This decreases the efficiency. The lift coefficient CL is
proportional to T/Ae, and therefore the induced drag is proportional to

C01 (6)

For constant aspect ratio and constant thrust an increasing blade number decreases therefore the
induced drag. Apparently both effects compensate each other.
From these results it can be concluded that for a given number of blades the blade area ratio can
be chosen such that the efficiency is optimum. However, in normal design practice other constraints
have to be taken into account. To optimize the cavitation behaviour of the propeller with regard to
cavitation erosion and pressure fluctuations, the blade area ratio often must be larger than a certain
minimum. Therefore the point of optimum efficiency can not always be reached.
Another effect importan t for the efficiency of the propeller Is the roughness of the propeller
blade. The roughness of the blade surface is strongly depending on the quality of the grinding and on
the time spent in environmental conditions. Figure 4 shows some typical values for the centre line
average roughness (Ra) of propellers with different service condition.
New propeller Class I (ISO 484/1)< 6 pm Ra
Class S (ISO 484/1)< 3pm Ra
Propeller 12 to 24 months in service 20 pm Ra
Figure 4 typical values for propeller roughness.
At increasing roughness of the propeller blade the skin friction and therefore the drag of the blade
increases. This increment of the skin friction has been investigated by Schlichting (6 and Mkuradse
and Prandtl with the aid of sand roughness tests for plates.
This has resulted in the following empirical relation for the increase in drag coefficient of a blade
section
c
2 .1(1.89 + 1.62 log ¡ - 0.455 (log (7)

with R - local Reynolds number ()

c - chordlength
V - inflow velocity
s' - kinematic viscosity
kg - equivalent sand roughness
To estimate the effects of section drag upon the propeller characteristics the equivalent blade
section approach of Lerbs(4] may be used. The equivalent sand roughness has-tolei'elased to the
actual propeller roughness such that realistic changes in friction can be calculated. The usual method
for circumventing this is to measure the drag of the rough surface at laboratojy scale,compare it with
that predicted by equation (7) and thereby determine an equivalent sandgraln size. However, some
discrepancies exist, the Prandtl.Schllchting formula applies to surfaces having roughness elements
which are all geometrically similar (characterized by one parameter). This is not usually the case for
surfaces produced in an Industrial process, which have textures different from that of unIform sand.
The second reason follows from the fact that the first part of equation (7) does not involve the
Reynolds number. For industrial surfaces the variation of the roughness is such that this difference
should be taken into account. For a more theoretical treatment reference (5] can be useful.
To Illustrate the effect of roughness upon efficiency, results of measurements with a B5.75 type
propeller with different roughnesses are given in FIg. 5 13]. The results show that, at these Reynolds
 Design aspects of efficient.marine propellers 109

numbers, increasing k from 15 to SOpm Ra decreases the efficiency with about 5 percent. Although
this difference is expected to be smaller on full scale, the lossin efficiency will be large enough to pay
for a repolishing of the propeller blades.

2.2 Propeller hull Interaction

se In the preceding section the Influence of several parameters on the efficiency have beenexplained.
Is In reality the vicinity of the ship's hull changes the efficiency due to propeller-hull Interaction. The
analysis of the propulsion factors by means of the well.known thrust identity method gives values for
propeller-hull Interaction in behind condition. The total propulsive efficiency Is written as:
R
(8)
he
TV.
an with: 02irQn (9)

1t (10)
lin
Q0
er fl (Il)
ne All the factors involved have a clear physical meaning. The Taylor wake fraction w = i
--Ve

describes the decrease in entrance velocity at the propeller. The thrust deduction coefficient t account
for the increase in resistance due to the propeller suction. The relative rotative efficency '1R accounts
for the difference in torque between open water and behind condition. In practical cases '1H ranges
from 0.90 to 1.25 and sg 0.95 + 1.05.
Placing the propeller infinitely far from the ship both t and w become zero and 'j equals 1, there-
de fore
se
'ID = 'Io
de When bringing the propeller closer to the ship two things happen:
- the thrust coefficient of the propeller Increases due todeceleration ofthe:water, thus the open
(7) waterefficiency decreases
- the huflefficiency becomesiarger than one (in most cases).
The influence of 'IRi being a value close to unity is for the time being neglected.
To illustrate the influence of the factors w and t on the propulsive efficiency formula (1) for the
Ideal efficiency can be used:
2
(12)
I +./i +CT

de in which CT is the thrust coefficient in behind condition:

he T
od CT
- pV D2
.th
ne
its The last equatloncan be written as:
or
id. CT1 R 1

(I .w)2(] _t)CT,(l w)2(1 t)

1
(13)
he 2p V2.ED2
54
ce

pe in Fig. 6 the resulting total efficiency according to formula (13) is given for constant values of
.ds w and t. In Fig. 7 the total efficiency is given as a function of wake fraction for a given value of
 110 jahrbuch der Schiffbautechnischen Gesellschalt 77(1983)

1.1

1.0

0.9

0.8

08 w:0 (:0 0.7

w:O.2 (:0.1
g 0.7 / :0 :0.1
0.6
u / w:0.2 1:0.2 0.5
w:0 (:0.2 a,
0.6
F 0.3
0.5
0.2
L al
0.3
0 1 2 3 1. 5 6 7 8 0 0.1 0.2 0.3 0h
Thrust coeffiienl iCT:R/(1/2V F) Wokeiroclion

FIg. 6. Total eFficiency influenced by wake and thrust FIg. 7. Total efficiency, variation with wakerfraction
deduction (CT 3)

CT, ( 3) for a Fange of constant values of tH and corresponding t. lt Is not always favourable to
strive at a high hull efficiency as illustrated by the points marked A and B In the figure.
In the wake fraction three components can be distinguished:
- the potential wake due to potential flow,
.-. the viscous wake due to viscous flosv,
- the wave wake due to the orbital motion ofthe water particles.
Of these three the viscous wake is the largest and thus the most important.
Much effort is put into the prediction of w by describing the viscous wake . Harvald [21 for instance
used model tests to show the dependency ofthe wake fraction upon:
- the breadth to length ratio of the ship,
- the propeller diameter to shlpiength ratio (D/L),
- the fullness of the ship (C8),
- height above the keel to draught ratio (E/d),
- extreme variations of frame shape.
The results are shown In Fig. 8. The main relations can all be explained from the behaviour of the
viscous wake. For instance a short ship (SIL high) has a larger viscous wake than a long one. Also
when for a given ship the propeller is enlarged the propeller in relation to the boundary layer thick.
ness increases and the wake fraction decreases (see propeller diameter correction in Fig. 8).
The underlying assumption with the thrust identity method Is that the propeller thrust Is described
_by the KT.ÇUTy if theopen water diagram. From-the measured thrust the-KT '«
the wake fraction is computed with the aid of Fig. 9. Only if the KT-CurVe is approximated by a
straight line and the number of revolutions is identical behind and far from the ship, it can be shown
that a linear relation exists between the thrust deduction coefficient and the wake fraction. This is in
accordance with the well-known formuia as given by Taylor
t=O.5+0.7w. (14)
A very Important aspect of propeller-hull interaction is the dependency on the propeller diameter
in relation to the ship's length. A well-known procedure to reduce the fuel consumption of existing
ships is to reduce the shipspeed by several knots and to replace the existing propeller by a larger one.
This has been utilized for several large tankers as with these ships the tip clearance of the original
propeller Is large enough to allow for an increase in propeller diameter.
 De5ignaspects of efflclentmarine propellers Ill
0.50.

05
0.40

0.35

030
0;25
0.20
0.15
0.5 0.6
ce- 0.7

0.05

-0.05

38
0.02 0.03 0.04
D'I- 0.05 0.06 0.07

U-Frcme

V-Frame
to 0.5 0.6
CB- 0.7

0.05

-0.05

ce 0.? 0.3 0 0.5 0.6 0.7 Advanceraflo J

Fig..8. Diagram for thedetermination of thewake Fig. 9. The thrust Identity method.
coefflcien of single screw ships A)T R;.) = VJnD. B)T= R/(I - Q;.) = V5(l - w)nD

Under the assumption that the thrust decreases with the ship's velocity squared an Increasing
he diameterleads to a decrease in thrust coefficient:
so
T
k- CT =
pV D2

le
a The open water effldlerscy then increases according to equation (1). The variation of 1?D with the
diameter is then given by:
in ò0 7o 81H

l)
With the definitions according to (10) and (13) and assuming that a Is onlya function of CT this
er can be written as:
sg
e, aD òi70 ¡ 2 2 ôw I öt I òw at
al
?H CT
w)W5(1 t)
(16)
112 Jahrbuch der Schiffbautechnlschen Geseilschaft 77 (1983)

Fig. 10. Propeller design conditions; i homogeneous flow; Infinite draught; 2 = propeUer behind chip; Infinito
draught; 3 propeller behind chip; finite draught

From Harvalds diagram (FIg. 8) one can deduce that the value of ô w/ö D varies from - 3/L
to - 6/L, where L is the ship's length. The value of ô t/ò D is considered small.
This equation describes that the increase in the total efficiency due to the increase In open water
efficiency Is partly cancelled by the reduction in hull efficiency.

2.3 Effect of design crîtèria on propeller efficiency

In the preceding sections only overall effects are treated. For actual propeller design the local
inflow velocities In the wakefield and the cavitation behaviour have to be considered.
The final efficiency of the design will be lower than global considerations indicate. To show that
this difference originates from three principal different causes, the following design exercise Is made.
In Fig. 10 three situations are shown:
- propeller in homogeneous flow, infinite draught,
- propeller behind ship, infinite draught,
- propeller behind ship, finite draught.
If no restrictions are present the propeller operates in a homogeneous flow at infinite draught so
that no cavitation or any other related problems exist.
For given propeller diameter the blade area ratio can be chosen such that from Fig. 3 the effi-
ciency Is highest. lt is also evident that the diameter should be taken as large as possible, as can be

0.80

0.70

0.60

0.50

0.60

1 2 3
Design condition

Fig. Il. Influence of non.unlform flow and cavitation restrictions upon total efficiency. Design example for
Pe= 147O0kW;N87.5rpm;Z5;V5 18.4kn.
I = uniform flow; no cavitation; 2 non uniform flow; no cavitatIon; 3 = non uniform flow; cavitation
 Design aspects of efficient marine propellers 113

0.

0.
¡deal elf It ency
ì.
g o.'
0
0.
D
4 B. L-55 propeller serie5
site o.
I.
0.

0.
0 05 10 1.5 20 25 30 35 O 1.5 50 55 60
Thrusi coelticleni
ter Fig. 12. Emelency of actualdeslgns compared with B-series optimumand idealefficiency

shown by eq. (1). The presence of the ship as a second step in this process geometrically restricts the
diameter. Also the inflow velocities In front of the propeller are inhomogeneous. Now the propeller.
al
hull interaction plays a role. From section 2.2 ¡t will be clear that this has effect on the overall effi-
ciencyof the propeller The design is further complicated because fluctuating forcesin blade hub and
shaft are to be considered. The effects of cavitatIon can only then play a role when the finite draught
de.
of the ship Is takenintoaccount. Then duringone revolution a certain amount of cavitation can exist
which may lead to:
- cavitation erosion
- cavitation noise,
- pressure fluctuations on the ship's structure.
so The design must be such that noeroslon occurs and that cavitation, noise and pressure fluctuation
levels are acceptable. Erosion and noise can be controlled by controlling the type and the extent of
ffi-
the cavitation. The pressure fluctuations which are dominated by the cavitation, as will be shown in
be
the next section, can be controlled by changing the pitch and or skew distribution.
All forementloned restrictions on the propeller design decrease the efficiency of the propeller. This
is Illustrated by a specific design example (Fig. 11) where three different propeller designs are com-
pared. In this case the step from a homogeneous wakefield to a non-uniform wakefield costs 2 per-
cent efficiency. The increase in blade area ratio, necessary to avoid erosion and vibration problems,

£00

300

200

loo

-1 O I 2 3 L 5 6 7 ß a io il 12
Difference in eli ciency (i-ri-IOß
Fig. 13. Percentage difference in efficiency compared with 8-series optimum
 i

114 Jahrbuch der Schifibautechnischen GeseUschaft 77 (1983)

costs an additional 3 percent. It can be concluded that the ideal efficiency, as given by equation (1),
cannot be reached due to
- rotational losses,
- frictional tosses,
it
- non homogeneous inflow,
- losses due o cavitation and vibration requirements.
In Fig. 12 results of Lips' designs made during the last two years have been plotted and compared
with equation (I).
Also indicated is the result for optimum B4-55 propellers. Both non-uniform inflow and different
blade area ratio are the reason for the differences between B-series optimum and final design results.
To show the seriousness of this loss in Fig. 13 the differences are given as losses in horsepowers.

2.4 Method to improve propulsion efficiency of C.P. propeller equipped ships

The difference between fixed and controllable pitch propellers Is the freedom of pitch variation of
the latter. The degree of freedom can be used to optimize the fuel consumption of the engine. For a
certain sea state and shipspeed the thrust to propel the ship is constant. Several combinations of pro-
peller pitch and propeller speed can be selected to deliver this thrust.
A specially programmed micro processor can be used for automatic selection of the proper com-
bination of pitch and rpm such that the fuel consumption of the engine is minimal. A further advan-
tage of such a system is that adaption to changes in the motor characteristics and the ship's resistance,
due to fouling, is automatically achieved.
This process was simulated on a computer for a 30 000 tdw container ship. For a certain sea state
and thrust an additional 3% decrease in fuel consumption was achieved by the proper selection of
pitch and rpm. With the control system an optimum adaption of propeller, ship and engine character-
istics can be achieved. Changes in characteristics due to fouling etc. are automatically coped with and
the total propulsive efficiency is continuously optimized. The same system can also be used to
optimize other criteria such as noise.

3 Implications of cavitation and pressure fluctuation requirements on blade design

3.1 Introduction

The primary task for a propeller is to deliver a required thrust with a good efficiency. It has been
shown that, given the wakefield, the number of blades, the operational conditions and the loading
distribution on the propeller, the efficiency mainly depends on the blade area ratio. The choice of the
blade area ratio and the loading distribution however, Is limited by the requirement that a good
cavitation performance must be achieved and that the propeller induced pressure fluctuations are
kept within reasonable limits.
Basic requirements to achievè acceptable cavitation performance of the propeller are:
- Face-cavitation-should-be-aVOIded under all-condltions -

- Back cavitation la allowable provided that the extent and type will not lead to cavitation
erosion.
The way cavitation requirements are incorporated in the overall hydrodynamic design procedure is
described elswhere (see fi. [7]) and will not be repeated here.
The requirement that reasonable pressure fluctuations are to be met, influences the blade design
also. Part of the Induced pressures are due to the pulsating cavities on the propeller blades. Limita-
tions in allowable pressure fluctuations not only restrict the final blade area ratio in order to keep the
extent of the cavitation limited but also affects other design parameters as skew, tipoff-loading and
chordlength distribution. The effect of pressure fluctuations restrictions on the blade design will be
dealt with in more detall in the next sections. Attention will also be given on the strength aspects of
the propeller.
 Design aspectsofelflcient muinepropeIIers II5

3 .2 Propeller induced pressure fluctuations

The development ofhighly poweredships has led tohlghly loaded propeller blades. The bladescan
be designed in such a way that the propeller operates free of cavitation during most of its passage in
the wake. The variation in inflow velocity in the wake peak however, leads to a rapid increase and
decrease ofcavities on the propeller blades.
d This growth and collapse of the cavities gives rise to large fluctuations of the pressure in the fluid
surrounding the propeller. The fluctuating pressure field round the propeller leads to excitation forces
mt on the ship's hull which can act as an impoítant sotirce of noise and vibration Inboard the ship. For
tS.
environmental and structural reasons these forces must be kept to a minimum.
Threeeffects contribute to the propeller induced pressures.
- Pressuresinduced by the rotatingnon-cavltating,non-loaded propeller,
- pressuresinduced by the loading of the propeller,
- pressuresinduced by the rapid growth and collapse ofcavities on the blade.
The pressures induced by the thickness and loading effect have a more or Iesssinusoidal character
of with a piedominant blade frequent component. Phase differences over the aft body are large and the
a pressures are decreasing rapidly with Increasing distance from the propeller. The resulting excitation
o- forces.are therefore relatively low.
The characterIstics of the pressures induced by the pulsating cavities on the blade are different.
n. Not only blade frequent components are induced but also higher order componentscan reach
n- significant levels.
e, The decay of the pressures with increasing distance is less rapid, so a large part of the aft body
ofthe ship vlll be influenced;
te The phase differences over the aft body are small.
r- Though the pressure amplitüdes Induced by the pulsating cavities can have the same magnitude as
those Induced by the loading and thickness effects, the resulting excitation force due to cavitation
can reach several times the value of the excitation force resulting from the thickness and loading
effect. This is mainly due to the approximately constant phase angle of the cavity pressure signal
induced on the aft body. Therefore in thedesign of the propeller care has to be given that thecavita-
lion Induced pressures are kept within reasonable limits.
Several methods exist to predict the propeller induced pressure loads, reaching from simple ones
(see f.i. 18]), based on a statistical analysis of full scale and tank results to the more elaborate ones
(see f.i. 19]), requiring large amounts of computer time and only suitable for analysis purposes in the
finalstage of the propeller design.
A good compromise between the two Is the method developed by several authors ([10, Il, 12])
and based on the linearized cavity theory of Geursi [13, l4]and Geurst and Verbrugli [15].
In the calculation procedure the propeller load is represented by rotating pressure dipolesand the
non-loaded, non-cavitating propeller by rotating sources and sinks. The pulsating cavities are also
represented by rotating sources and sinks, though in this case the source strength will also depend on
re
time.
Only attention will be given to the contribution of the cavitation induced pressures. Detailed
information of the completecalculation procedure can be found in literature (see [12]).
The method is based on the calcUlation of the potential flow around the propeller. ignoring the
vorticity in the-infiowfleld-ofthe-propell -and:ässumlngthärall perturbation velocities are small in
comparison with the ship speed, V5, the equatIon of Bernoulli in any fieidpoint P can be written as

Pj = - + (17)
pV5 H

a- where P1 - induced fluctuating pressUre

te p - density
- potential
t - time
f V5 - shlp;speed
x - x.coordinate(see Fig. 14 for definition of àxis)
 116 Jahrbuch der Schiffbautechnlschen Gesellschaft 77 (1983)

z
Fig. 14. DefinitIon sketch

In equation (17) constant terms and higher order terms in the perturbation velocities are neglected
and the velocity in point P is assumed to be V5. When the sources and sinks representing the cavity
T:
rotate steadily with speed w, equation (17) can be written as

(18)

with w - rotational speed

- propeller position
Consider now a cavity on a blade section at radius r (see Fig. 15). From the thin section theory
one can derive an expression for the source density m representing the cavity thickness r.

(19)
m=Ui+-F
wIth U5 - local inflow velocity
x5 - local ordinate
r - cavity thickness
The cavity thickness distribution along the chord can be calculated when the local inflow velocity,
Incidence angle, the camber distribution of the blade section and the local cavitation number are
given (see 113, 14]). The potential associated with the source density is

_J... (20)
JJ
propeller
surface

where d - distance from point of blade to point P in free space

m - source density of the cavity
and the surface integral is taken over that part of the propeller where cavitation occurs.
The Induced pressure is given by (18):

PCSV =+!__fIl!!clA pV5 a (Çm (21)

a'yJJ d

Fig. 15. CavIty on binde element with radius r.

T - local cavity thickness
X3 - local cordinate
 Design aspects of efficient marine propellers 117

The expressions for evaluation of the propeUer Induced pressure require lengthy calculations and
are only suitable for processing on a digital computer. Such a program is implemented in the Lips
design procedure and gives satisfactory results in comparislon with full-scale and tank results (see
[16])andis therefore an useful tool in the design process.
To gain some insight in the induced pressures some simplifications will be made
Inserting equation (19) in (20) gives

I r
lu58x5íLòt
d
dxdr (22)

The distanced from a point on the blade toa field point, P, is a function of y, r, x5 and the coordl
nates of the field point. Replacing d by d* (.y, field point) where d* represents some average distance
from the propeller cavitiesto the field point, equation (22) can be written as:
I I 111 ôr ari dx5dr (23)
:ed
j'y
This equation can beevaluated to give
I dV
(8) (24)

where VC - volume of the cavities (function of the propeller position)

d" - average distance from the cavities to the field poInt
lnsertlng(24)in(18) results in an approximation for the induced pressure by the pulsating cavities:
'(y av av pwV5 a ¡1
a
¡ i
4d a72 a7 47r òxd*
4sr 87d* ( 25

lt can be shown thatthe derivatIves a/a7 (l/d)and aia (l/d) are proportional to(l/d*)S.
In the far field approximation ofequation (25) thIs redUces to
pw2 ôV
PC = (26)
4ird* a
w,
ire since the contribution ofthesecondterm In (25)becomessmall compared with the first term,
Equation (26)leads to the following consideration. In order to keep the pressure pulses originating
from the pulsating cavities to a minimum, the extent of the cavitation should be kept small and the
.0)
growth and collapse of the cavities on the propeller blade should be such that a low value of the
second derivative of the volume Is achieved. A strong tip-off loading can be applied tominimize the
extent of the cavitation. This goes however to the expense of the efficiency of the propeller and in
modern propeller design othersolutlons are used.
To diminish the contribution of the cavitation to the propeller induced pressures lt Is common
practice to modify the leading edge in such a way that cavitation on the blade (or rather the total
volume of the cavities) is gradually Increasing and decreasing in order to obtain low values of the
second derivative of the cavity volume. Since the leading edge contour depends on the chordlength
and skew distribution of the blade a careful weighed combination of these two is necessary to achieve
this goal.
The arithmetic involved in thedetennlnatlon of the propellerInduced pressures is rather complex.
In normal practice, the proper amount of skew is therefore selected after finalizing intermediate
designs. In an Iterative way it is thenpossible todetermine a combination of skew, chordlength, pitch
distribution etc., which without sacrifying too much efficiency, gives acceptable pressure levels. The
f
aid of sophisticated computer programs is inevitable and fully computerized design procedures are a
necessary requirement to optimize modem propeller designs.
In the design of highly loaded propeller blades often a large amount of skew is applied to get the
proper leading edge contour. The application of skew isoften successful and canhaveaconsiderable
infiúence on the level of the Induced pressures generated by the propeller. The design should how-
ever, be checked on strength aspects since in highly skewed blades stress (evels:dlffer from the stress
levelsin conventional blade designs
118 Jahrbuch der Schiftbautechnischen Gesellschaft 77 (1983)

3.3 Effect of skew and unequal blade spacing on propeller induced pressures

The leading edge contour of the propeller blade has a significant Influence on the pressure fluctua-
tions originating from the pulsating cavities. Alternative leading edge contours are arrived at by giving
the propeller a certain amount of skew, keeping the chord length distribution the same. Another
method is to modify the chordlength distribution and applying little skew. However, this is not
common practice since it will result in excessive blade area ratios. The loss in efficiency will then be
significant and the weight of the propeller increases, while in controllable pitch propellers zero pitch
passage will not be possible anymore, The application of skew therefore is favourable for several
reasons.
To show the effect of skew on propeller induced pressures some designs with different skew
distributions have been analysed keeping other geometrical quantities the same. The results of the
first and second blade harmonic pressure levels are shown In Fig. 16.
In the shown example the first harmonic reaches a maximum with moderate skew. This indicates
that the proper amount of skew must be applied ¡n order to decrease the propeller induced pressure
fluctuations. To which extent pressure amplitudes are allowable is not always clear from the begin-
ning. The response of the ship structure to the first and higher order blade frequent components in
the pressure signal is of importance.
For equally spaced blades the pressure signal of the propeller contains only multiple blade frequent
components. With the concept of unequal blade spacing it is possible to introduce other components
In the pressure signal with a lower amplitude. This has been calculated for a 4-bladed propeller as
shown In Fig. 17.
The blade spacing can be expressed as the angle a between blade 1 and 2. The resulting pressure
signal from the propeller now contains components with multiple twice shaft frequent components.

6000

- ¿000
E
z
.2000

"0 20 ¿0 60 80 100
Skew (%)
FIg. 16. Influence of skew on propeller Induced pressure fluctuations Fig. 17. Propeller with unequal blade spacing

50D0 ¿N
'Ii
¿000
BN

3000
's
z

ISA
2000

1000

O
00 10° 20° 30° ¿0° 50° 60° 700 80° 90°

FIg. 18. Pressure amplitudes as function of blade spacing. 2N: twice short (requent etc.
 Design aspects of efficient marine propellers 119

These are shown in Fig. 18. As can be seen from the ligure, for a 450
the first blade frequent
component is zero and replaced by 2N and 6N components. With the concept of unequal blade
tua- spacing it ispossible therefore to diminish certain components in the pressure signal.
ving A more favourable adaption of the pressure signal to the vibration characteristics of theship can
ther beachieved this way.
not
be
itch
eral 4 Strength aspects in relation to the application of skew on propeller blades

kew Application of skew has an effect on thestress levels and the stress distribution in propeller blades
the (see f.i. 117, 1:8)). Compared with a conventional design more torsional loads will act on the several
cross sectionsof the propeller blades and thecross sections wIll tend to warp. Since the root region of
ates the blde and the hub will resist this warping, additional, in certain cases significant, stresses vill
sure arise in the blade. These additional stresses will primarily be located at the lower radii of the blade.
gin- When the stresses in the blade are calculated with simple beam theory the predictions of place and
tsin magnitude of the stresses in the blades will turn out to be false. Skew results In higher stress levelsand
the maximum does not occur anymore at the maximum thickness of the blade sections, but moves
lent towards the trailing edge of the blade sectlons
ants To illustrate this effect some designs have been analysed. The operational conditions blade area
r as ratio, pitch distribution and so on were kept constant and only the skew and rake were altered.
The stresses in the blade are calculated with a finite élement program. The applied element mesh
sure is shown In Figs. 19,20 and 21. The resulting equivalent stresses at the suctioñ and pressure side of
nts. the sections at nR = 0.4 and nR =0.6 are shown in the Figs. 22, 23 and 24. Also Indicated in the
figures are the maximum stresses as calculated with simple beam theory. Figures 25, 26 and 27 show
contours of equalequivalent stress on the pressure:side of the propeller.

cing

Fig. 20. Element meshpropeuer B, skew 50%

Fig. i 9.Element mesh of propeller A, skew 25% Fig. 21. Element mesh propeller C. skew 75%
120 Jahrbuch der Schlffbautechnischen Gesellschaft 77 (1983)
C,
R/R 0.400 JR/Hr 0.400
----. SUCTION 510E. -SUCTION 510f.
PRESSURE SIDE. PRESSURE 810f.

a BEAM x BEAM

9j.o 2b.0 41!3.O s6.o o&.o I.o 26.0 46.0 a6.o ob.o 1O
QT.E NONOIIIENSIONAL CHORO IX) 1I NONOIIIENSIOURL CHORO IX)
D o
R/R 0.600 R/Rr 0.600
- SUCTION 610E. -SUCTION 510E.
w PRESSURE SIDE. w PRESSURE SLOE.

ru
Pl 1
a BEAM ru
S.-
N
x BEAM
'S

w w
U) (I)
U)
w --5--- U)
w X
t.. U,

9.o 26.0 46.0 s6.o e6.o too. bo 26.0 46.0 66.0 86.0 LOO.
0T.E I.E U)I.E NOHOLIIENSIONRI CHORO IX) L.E
NOHDIMENSIONAL CHORO IX)
Fig. 22. EquIvalent stresses propeller A Fig. 23. Equivalent stresses propeller B
R/R 0.400
- SUCTION SIDE.
PRESSURE S 10E.

a BEAM

z6 .0 40.0 s6.o o6.o

NONOINENSIDNAL CHORO IX)
D
R/R= 0.600
-SUCTION SIDE.
U? PRESSURE SLOE.

ru a BEAM
'.5

U)

z6.o 4&.O 66.0 86.0 LOO.

QT.E HONOINENSIONRL CHORO IX) I.E
Fig. 25. Equivalent stress contour at pressure side
FIg. 24. Equivalent stresses propeller C of propeller A, level 10 4.70 kW/cm2
 Design aspects of efficient marine propellers 121

FIg. 26. Equlvalentsiress cOntoúrat pressùre side

L
of propeller B, level 10 4.50 kN/cm2

Fig. 27. Equivalent stress contour atpressure side Fig. 28 Propeller blade with original andmodilled
of propeller C,:ievei 10 7.30 kNIcm2 trailing edge contour
o
- 0.300 [RiR 0.400
SUCTION SIDE. -SUCTION SIDE.
PRESSURE SIDE. PRESSURE SIDE.

I
_In s....
U,
UI
Id
II,
UI

MODIFIED MODIFIED
ocb.o z6.a 46.0 66.0 e6.0 26.0 46.0 sò.o e6.o
0r.E NONDII1ENSIONRL CHORD (Z) HONOIMENSIONAL CHORO (Z)
O
U,
J R/R 0.300 J R/R= 0.400
8UCTION 110E. '.. SUCTION SIDE.
PRESSURE SIDE. 's -. PRESSURE SIDE.
N
s'..-
ZU)

«9N
I-

ORIGINAL ORIGINAL

26.0 46.0 86.0

NONOIIIENSIONRL CHORO (X)
eh.o
'?° T?E
z6.o 46.0 66.0
NONOIIIENSIO1fflL CHORO (7.1
e6.o

Fig. 29. Stress distributions Fig. 30. Stress distributions

122 Jahrbuch der Schlffbautechnischen Gesellschaft 77 (1983)

R/It= 0.500 j RIR 0.600

SUCTION 510E. SUCTION 810E.
PRESSURE 510E. PRESSURE SIDE.

MODIFIED MODIFIED

0 26.0 46.0 66.0 66.0 100 0 .O 26.0 46.0 66.0 h.o too
QT.E NONOII1ENSIONAL CHORO (XI L NONOLMENSIONRI CHORO (Z)
C
u, 0.500 j R/R= 0.600
j R/R
SUCTION SIDE. SUCTION SIDE.

c.a
t P-...
PRESSURE 610E. PRESSURE SIDE.

-
ZU)

U) a

ORIGINAL ORIGINAL

- 26.0 46.0 s6.o e6.o 100.0 cb.o 26.0 46.0 s6.o o6.0 too.
-E NOHDIIIENSIONAL CHORD (X) L.0 T.E NONOIMENSIONAL CHORO (Z)
Fig. 31. Stress distributions Fig. 32. Stress distributions

It can be seen that for small skew the finite element model and simple beam theory both predict
the same stress level. However, ut the lower radii (nR = 0.4) wIth increasing skew, the stress distribu-
tion flattens (propeller B) and ultimately the maximum stress occurs at the trailing edge of the profile
section (propeller C). At higher radii this effect is less pronounced indicating that the additional stress
due to to warping Is decreasing.
The trailing edge contour of propeller C differs from those of propeller A and B. The trailing edge
contour has influence on the stress levels in the propeller blade.

FIg. 33. Equivalent stress contour at pressure side Fig. 34. Equivalent stress conlour at pressure side
original design, level 10 = 4.70 kN/cm2 modified design, level 10= 6.84 kN/cm2
 Design aspects of efficient marine piopellers 123

This is Illustrated with the following example. For a propeller as shown in FIg. 28, the trailing edge
was modified. The pItch distribution was kept the same and camber and thickness were modifledin
order to keep f/c and Ct2 constant.
Here f - camber of the section,
c - chordlength of the section,
and t - thickness of the section,
The Induced pressure fluctuations by both propellers were the same. The resulting stresses calcu-
lated with simple beam theory were the same for both propellers In equal design conditions. The
stress levels calculated with the finite element program show however that the modification has a
significant influence on the overall stress levels. The result of the calculation for the radii r/R =0.3,
0.4, 0.5 and 0.6 are shown In Figs. 29,30,31 and 32. Contours of equal equivalent stress are shown
in Figs. 33 and 34.
As can be seen from these figures, thestress pattern at the trailingedge is strongly Influenced.
With the last approach Itispossible todecrease the blade area ratio and so influence the efficiency
(see (19)) without increasing the Induced pressure fluctuatioji. Care has to be taken, however, to
ensure that the resulting design will have enough strength because modifications at the trailing edge
can havea significant influenceat the stresslevels in the propeller blade.

5 Conciutions

- Important parameters for the propeller efficiency are the thrust coefficient and the blade area
ratio per blade.
- Actual propeller efficiency is influenced by the inhomogeneous wakefield and limitations due to
cavitation and propeller induced pressure fluctuations.
- Increasing roughness of the propeller surface leads Loa significant decrease in propeller efficiency.
- Theproperamount of skew diminishes propeller induced pressure fluctuations.
- With unequal blade spacing unfavourable harmonic components in the propeller induced pressure
signal can be avoided.
- With skewed propellerscareful attention must be given to the strength of the propeller.
- Automatic control of pitch to sailing conditions leads to an increase in overall propulsive effi-
ciency.
dict
dbu-
oRle References
tress
i van Manen,i.D.: Resistanceandipropulslon Part B. NSMB Publication 132a.
edge 2 Harvaid, S.A.: %'/ake of merchant shlpsDoctor'sthesis, The Danlsh.technlcal press,C'openhagen, 1950.
3 Oostarveld, M. W. C. (ed.): 15th International Towing Tank Conference, Report of the propeller committee.
The Hague, 1978.
4 Lerbs, H. W.: On the effects of scale and roughness on (ree running propellers. J. Society of Naval Architects,
1951.
5 Grlgson,C. W. B.: Propeller roughness, its nature and its effects upon the drag coefficients of biadesand ship
power. The Naval Architect, 1982.
6 Schlichting. H.: Boundary-layer theory. London: sixthed. McGraw-Hill, 1968.
7 Wiegant, W. W.: Tolerances In propeller design andmanufacturing. Symposium on "Hydrodynamics of shIp and
offshore propulsionsystems" Oslo, I977
8 Holden. K. O.: Exci Ionforces.and-afterbody-vlbrations-jnducedby-maflne propeller b15ie cavitation. Norwe-
gian Maritime Research No. 1, 1979.
9 Breslin,J. P.; van Houten, R. J.; Kerwin, J. E.;Johnszon, C. A: Theoretical and experimental propeller induced
'0e hull pressures arising from Intermittent blade cavitation, loading and thickness. Paper presented at SNAME
Annual Meeting, November 1982.
10 Noordzlj. L.: Pressure field indUced by a cavitating propeller. I.S.P. Vol. 23, no. 260, 1976.
11 Kaplan, P.;Bentson, J.; Breslin, J. P.:Theoretical analysis of propeller radlatadpressure añd:blade forces dUe to
cavitation. RINA Symposium onpropel1e induced ship vibrations, becember 1979.
12 Tamborski, L.: A study on the fluctuating hull surface forces induced by n cavitating propeller. 4th Lips Pro-
04
peller Symposium, 1979.
¡3 Geurst, l.A.: Linearlzedtheory for partially cavltatedhydrofoiis. I.S.P., Vol.6, no.69, 1959.
14 Geurst, l.A.: Linearized theory for fuliy cavitatodkhyd,ofoiis. 'l.S.P., Vol.?, no. 65,1960.
ide 15 Gaurst, i. A.; Vcrbrugh, P.1.: A noteon camber effects of a partially cavllated hydrofoil. I.S. P., Voi. 6, no. 61,
1959.
124 Jahrbuch der Schlffbautechnlschen Gesellschaft 77(1983)

16 v:Oirschot, P.; Verbeek, R.; Vlegant, V. SV.: Prediction of hull pressure fluctuations for propeller design pur.
poses. Schiff & Hafen, Oct.1982.
17 Cummlng, R. A.; Morgan, W. B.; Boswell, R. i.: Highly skewed propellers. SNAME Annual Meeting, November
1972.
18 Sontvedt, T.: Propeller blade stresses, application of finite element methods. Computer and Structures, Vol.4,
1974.
19 Holden. K.; lCvinge, T.: On application of skew propellers to increase propulsive efficIency. 5th LIps Propeller
SymposIum, May 1983.

Design aspects of efficient marine propellers

Summary. The design of high efficient fixed and controllable pitch propellers is the main task for propeller
designers. The main parameters for the efficiency are analysed. Propeller load and the blade area ratio per blade are
shown to have a considerable influence.
In "behind condition" the propeller efficiency Is lower due to the nonuniforrn Inflow and higher blade area
ratios which results from cavitatIon and hull pressure limitations.
In the design cavitation erosIon must be avoided and propeller Induced vibrations should be minimized. The
propeller geometry optimization then often leads to the application of a certaIn amount of skew. Subsequent varia.
lions of skew In the design stage reveals that pressure fluctuatIons are reduced but that attention must be given to
the stress levels in the propeller blades.
 or Systems
Ing principIe and aprilication

t
Cose bv: Teus vanBéek

ella rs
Òds

wk 7 Cost driving factors and system

WARTSILA MT525 Marine TFJJDeIft

PropuIson Systems *thdOtiftôiWt4ft
. . .
 Steerable thrusters and pods
.

Content
I Introduction to marine propulsion systems
2 Ship types and propulsors
3 Fixed pitch propellers
4 Controllable pitch propellers
wk 3,4 Steerable thrusters and pods
wk 5 Waterjets
wk 6 Transverse thrusters
wk 7 Hydrauhc systems arid controls
wk 7 Class requirementsrudder interaction and
material aspects
wk 7 Cost driving factors and system integration
MT525 MalinePropUlsion
Systems

1. Steérab!e thrusters and pods:

rw
Duration:1.5 hour
Main goal: main working pincipleand design criteria
Content:
Why steerable thrusters and pods?
Ship types and applications
Hydrodynamic design aspects of thrusters
Mechanical design and working principle
Interaction thrusters
coanda effect
interaction effect

MT525 Marine Propulsion

Systems

1
Why apply steerable thrusters
Steeräble thruèters comply with maritime market demands for:

Generating full thrust over 360degrees steeringangle:

> Improved manoeuvrability
> Accurate Dynamic Positiorüng
)- Effectivebraking/ stopping power (90- 180 steering.angle)

o Creating compact propulsion arrangements

Additional benefits:

o Saving machinery space /increasing cargo y lume (short shafting,

nogearboxes)

o Saving cost of rudders stern tubes and :shaft brackets

MT 525 Marine1PropUIsIonSyStemS

Steerable thrusters types

Available thrusters:
o Modular thrUsters 800 7.000kW
Can-moUnted thrusters 800 7.000 kW
(modular thruster bolted in steSi moUnting can)
o Small retractable thrusters 800 - 2000 kW
Large retractable thrusters 2.000 - 7.000 kW
Containerised thrusters (modularand retractable)
up to TODO kW
o Underwater de-r ountable thruster Up to 7.000 kW

Design: very fiexibleand easily adaptable to L- and Z-drive

Application: ir a wide range of OffShore and Seagoing vessels.

MT 5251 Marine Propulsión Systems

2
Design requirements for thrusters
Semi submersible
high bollard pull requirements
safety and reliability aspects
dynamic positioning: most of the time Iowpoweroperation
Mission profile thruster with CPP:

MT 525 MarIne PropuislonSystems

Steerable thrusters types

Available thrusters:
e Weld-in thrusters 500 3.000 kW
Can-mounted thrusters (compact thru stet
welded in steel mounting can 500 - 3.000 kW

Design: standardised and only available as Z-drive

Application: Tugs, Supply Vessel, AH [Tug Supply Vessel, Oil

Recovery Vessel, Buoy Laying Vessel.

MT 525 Ma rifle Propulsion Systems

3
Design requirements for thrusters
Tug:
I high bollard pull requirement
El mission profile:

MT 525 MarIne Propulsion Systems

Thruster types

O In power range 800 - 7000 kW

U As L- or Z-drives Upper gearbox
U With CPPs or FPP's
O With open propeller or propeller in Steering gearboxFste

nozzle

' Propeller gearbox

Pntle
MT 525 Marine PropulsIon Systems

4
Thruster types

El Cast housing
O Input shaft
Rigid cast housing
El Beveled gear set
O Pinion shaft
El Seals
O Anti-friction bearings

Radial bearings at both sides" Pinion

MT 525 MarIne Propulsion Systems

Thruster types

II Cast housing
O Steering gear wheel Holng
U Steering pipe upper bearing
O Steering motors

Steering angle /
feed-badç box

Detall steeling motu /

Steering pipe'
Steering gear wheel with
steering pipe bearing

Pinion with lower bearílg

625 Manne Propulsion Systems

5
Thruster types

D Support pipe
U Steering pipe
Bottom woll
U Lower steering pipe bearing
Support pipe
O Steering pipe seal
Steenng pipe
(liner with ceramic coating)

Vertical floatifig drive

Detail lower end of e eering pipe shaft between upper
end propeller gearbox

Extra V-type seal

Triple lip seal/liner with ceramic enating
anne Propulsion Systems

Thruster types
U Cast housing
U Pinion shaft
D Propeller shaft
U Bevel gear set
D Bearings Pinion
O Propeller shaft seal Radial bearings

U Rope guard at both sidea

Rigid cast housing

Triple Viton lip seal.!

Crown wheel
liner with ceramic coatir

MT 525 anne Propulsion Systems

6
AppIication

I Mounting flange
I Water tight covers
Air valve 3xTubefoc
Holding pins hoisting wirer

I Thrust ring Seating for steering gearbox

Detail receptacte i

Watertight covers

3x Holding pl
Air valve

Mounting flang'
Thrust ring

- Propulsion Systems

Main input data I thruster selection

TO -'Io s- -
Type of vessel
Input power (kW) and input speed (RPM)
L or Z-drive
Thruster application:
)- MP = main propulsion
) OP = dynamic positioning
' MAN = manoeuvring
Propeller design I mission profile
> bollard thrust only
) free running only
)' free running combined with bollard thrust
Classification Society, ice class

Note: mission profile represents the average loading during one year of
operation
MT 525 Marine Propulsion Systems

7
Main input data / thruster selection
Size of LGB and UGB depends on inpUt torque by fo 6íng fotmula

) Input torque (kNm) lñpût.power (kWìx 9550 x ice factor

input speed (RPM) x service factor

Service factor depends onapplication and mission profiIe

TúgorDrilling rig: DP/ bollardpúllthrust only sf= i0
PrOdUct tanker MP/ free runhing only sfÖ,9

Note: each type of gearbox has a range ofstandard reduction ratios.

Principles
Lower gear redùction ratio allows higher input torque
Higher power or lowerinput speed needs bigger gearbox size

MT 526 Marine Propuislon Systems

Main input data i thruster selection

Depends on bending; moment from propeller thrust by f011owing formula:

>Bending moment (kNm) = Thrust (kN)x arm length (m)

Note: arm length is the distance from centre of propeller to lower

steering
pipe bearing

Priñciple: propeller in nozzlegenerates more thrust and higher bending

moment

MT 525 Marine PropulsionSystems

8
Main input data I thruster selection

Depends on steering moment illustrated by following formula:

> Steering moment (kNm) = c x:N2 (RPM2) x Prop. DIam.5 (m5)

Note: factor e depends on open propeller or propeller in nozzle

Principles:
Bigger propeller diameter and higher propeller speed generate
highet steering moment
Higher steering moment requires more steering motors and higher
pump capacity

MT 525 Mailne Propulsion Systems.

Main input data I thruster selection

Diesel motor drive:
Thruster input speed is equal to engine speed

E-motor drive:
Thruster input speed depends of frequency of board net:
o 50 Hz synchronous speeds 500 600 750 1000 1.500 RPM
o 60 Hz synchronous speeds: 600 - 720 - 900 - 1.200 - 1.800 RPM

Note: L-drive (only one gearbox) has lower input speed than Z-drive

Principles:
e Higher power needs lowerinput speed (gear wheel ratio / strength)
Thruster with FPP: needs an expensive variable speed E-drive drive
Thruster with CPP needs a simple constant speed E-drive

MT 525 Marine Propulsion Systems

9
 Main input data i thruster selèctüon
OpeWrOp&lLT ..; Z'i T JTTITTIi1i:
In principle applied In case of:
MP I free running designs (V> 13 knots)
o Light DP/ free running conditions

Propeller in, nozzle:

Isalways applied in case ofMÄN and DP /'bollard'thrustdesigns

Nozzle types:
o Standard nozzle is 'i 9A
o Special nozzle

Principles:
o Twin openpropellersfor MP: always contra rotating
o 'Twin propeller in nozzlefor MP can rotate same'direction

MT 525 Marine'Propulslon Systems

Thrister size i type dénomination

Asteerable thruster consists 'of'three main assemblies which are

'reflected in the thruster size /type denomination:

Upper gearbox' (only iñ case 'of Z-drive horizöntal 'inputshaft)

o Stem.!steeriflggearbox.(inboardpart', enabling steering ofthe

outboard part)'
or Stem box

o Lowergearbox (or propellèr gearbox)

MT'525MarInelP'ropIiISIOn Systems

lo
Vessel types with thrusters
iÇf
Harbour Tug, Escort Tug, TerminaiTug

Supply Vessel, AH Tug I Supply Vessel. Diving Support Vessel

Cable L.ayer, Oceanographic Research Vessel

Well intervention I Stimulation Vessel, Offshore Constr Vessel

SemiSub -Prilling Rig, Heavy Lift, PipeLayer

Drilling ship Heavy Lift ship, Pipe Laying ship

FPSO vessel

Product Tanker

MT 525Màrine PropulsionSystems

Ships with thrusters

MT 525 Marine Propulsion Systems

11
Ships with thrusters

MT 525 Mañne Propulsion Systems

Ships with thrusters

MT 525 Marine Propulsion Systems

12
 Design requirements

Reliability and durability

Modular approach
Widepower range
Different types and
applications of thrusters
Special custom-made
solutions
Worldwide service

MT 525:Ma,lne Propulsion Systems

Applications
Up to 7000 kW
As L- or Z-drives
i With FPP's or CPP's
With open propellers or with
nozzles

Example 3000 kW thruste

MT 525 Marine Propulsion Systems

13
Applications

From 2000 to 7000 kW

As L- or Z-drives
With FPP's or CPP!s ¡
nozzles
U With retraction by spindles

Note C

U Maintenance afloat of
propeller gearbox is possible
by using a so-called habitat Example 5500 kW thruster

MT525 Marine Propulslon.Systems

Applications

up to 2000 kW
U As L- or Z-drives
U With FPP% or CPP's in
nozzles
@ With retraction by cylinders

MT 525 MarinePropuIsIoflSyStemS

14
Applications
D Upto7000kW
D As L-drives
D With FPP's and CPP's in
nozzles
U As retrievable thrusters

Notes
[1Z-drives are very seldom
necessary in big offshore
vessels
U Thruster maintenance
possible without dry-docking
by lifting out the container Example 2200 kW thruetar

MT 525 MarIne Propulsion Systems

Applications

Upto7000kW
D As L-drives
D With FPP's or CPP's in nozzles

Notes
D Z-drives are very seldom
necessary in big offshore vessels
D Maintenance is possible without
dry-docking by lifting out the
container, or by using a so-called
habitat
Examp 3000 kW thruster

MT 525 Marine Propulsion Systems

15
Applications

LI Upto 7000 kW
Li As L- and Z-drives
LI With FPP's or CPP's in
nozzles

Note
LI Maintenance is possible
without dry-docking by
demounting the outboard
part Example 3000 kW thruster

MT 525 MarIne Propulsion Systems

Applications

Mounting procedui

MT 525 Marine Propulsion Systems

16
Specials
Existing equipment removed
6x Containerised thrusters

Updated equipment installed

6 x ES 3500 retractable thrusters of
4500 kW.

MT 525 Manne Propulsion Systems

Specials r

Step i

ll)ustration málnmounting steps

MT 525 Marine.Propulsion Systems

17
Influence of the hull

11 Influence of the hull depends on clearance and

hull shape
L The closefthe hull and bIôckaê in front
of the propulsphege :E:ue

18
Influneceof the hull
M

0.12

Stern drive tug: oil

.2 ow

Hull shape has 'o slope___

iiiuuiiii
F

o ¿ ¿\ --
003

an effect on the7
bollard pull: -a,00$
005 iiiuuìuuuu
uiuiuuiiu
especially the
slope of the aft
0.04

0.03
isiiiuuuiuui
10 11 12 13 14 15 16 17' 16 19 20 21 n 23 24 25

Hullindinationangie aft ship

vertí cals

Thrust MT 525Marine Propulsion Systems

rntiuence OT tne nun

typical values thrust deduction:

bollard: 0.06 (pull7% lowerthen thrust)
towing: 0.07 to 0.4
free running: 0.12 to 0.30

astern
thrust deduction is.2.5 time higher: 0.07*2.5= 0.17
II when thruster is rotated the astern BP.is 83/93=0,89 time. the
ahead value
becaüsethe slipstreamihits the hull!!

MT525Maìine Propulsion Systems

19
Design OT me propeller

Choiôes to'be made:

Open or in nozle
Given power ardRPM
I Select propellèr diaméter based on operating, profile
Number otbiades normally fourbiades (CPP) and four
(torsional vibrations) or five blades for FPP in view of
torsional vibratións
Fixed ör controllable pitch prppeller

MT525MarInePropUiSiO!I Systems

uesign OT me propeller

U Power and RPM:

normally based on requirements for from the operator
tug: size of containervessels in harbour r always 2 thrusters
semi sub forces required in heavy seaways number of thrusters may
vary between 4 to :8 (costs, reliability, room, flexibility)
i br us theselectionofthe gearboxisirnpqrtant
J the larger the torquethe larger, heavier and moreexpensive the
gearbox (torqueis limiting atlower RPM, power at rnax RPM)

Diameter:
J large diameter in view of bètter bollardpull
t Pitchnot too low in viéw of performance:
J thrustfpower = merit coeff I (kWIm2) (themerit coefficient is pitch
dependent),
t in nozzle tip speed is restncted due to cavitation erosion (this depends
on draught)
MI 525 MarIne Propulsion Systems

20
uesign OT me propeller

Merit depends on
P/D ratio
thrustikW=
meriti(kw/m**2)**.33

Oß J

/
WÇ1
Çe
1R M1sA,r QPTN

-
CH ß.MER
1tS UL IIUC' Jb PfOR4WE

Optimise bollard pull__

K1 Merit
coefficient
i_ K1pn2D4 (Kq)'
=
P- 27ZflKqPfl2D5
I I
Power
Ljr/4D2) density

T thrust, P Power, n rps, D diameter

Kt Kq

MT 525 Marine Propulsion Systems

21
uesign OT tue propeller

Cavitation;
I tip speeddepends on.the submergence
for harbour tug, tips speed should be below33mis
I fosemisubmersiblesthiSCafl go up to 36 m/s
detailed calculation dépends on RPMandsubmergence

blade design fòr harbour tugs 'is depended on operating

conditions
fortinstänce FPP full ahead RPM at negative ships speed occurs
for OP low power operations is quite normal (CPP rather flat
blades)

MT 525 MarIne Propulsion Systems

.ues.gn or tue propeuier

Design:ofCPP
Are there any astern Ñhrust'requirements? If so blades may be
more flatto get more astern thrust performance
Will the thruster be rotated'or.the pitch set to astern?
i bP less than 40% max thrustpitchastèrnotheiWiSe rotate thruster

@ Design of FP.P:
Choice of design point s crucial when can the full power be
absorbed.
In most cases the bollard pull condition is the design point
t Free running the large propeller will be lighter(given power
RPM is higher)

MT 525 MarIne Propu!sion Systems

22
 uesagn OT tne nozzue

if Why a nozzle?
if lñcreased bollard pull order 20 % compared to open propeller
if At high speed the nozzle starts to brake (resistance instead of
positive thrust)
g For high speed application or lightly loaded propellers a nozzle is
not attractive

if But is attractive for most thrusters!!!!

Nozzle types used are 19Aor our HR nozzle

if Working principle is based on extra acceleration of the flow due

to the nozzle lift into the propeller
if The nozzle itself generates about 50% of the thrust in bollard
conditions!!!!

MT 525 MarIne Propulsion Systems

Design OT me nozzie

if Nozzle has a fixed standard shape, normally a length of 50% of the

propeller diameter.

if Well knöwn nozzle types are:

19A nozzle

t 37 nozzle

MT 525 MarIne Propulsion Systems

23
 08

0? 80
P/O

I'4_L °
j
-F

05
S

ÎThj8?D,e.
----I(aI.-?0mlOA
/ 1

501n33 Y
---CRPsrI5
jZ'íj
0 .

0.3

012

Ui O
03 0 OSOSO? 2 3 & IO .20 .38

Figure. 24. Curves for optimum rpm of diffe-

rent propeller types,

Design of the nozzle

Bollard: conditiön Free sailing

MT 525 Marine Propulsion Systems

24
 Design of the nozzle
CornDarison 1iead

l1 -i-HR-none --
ID - - - -- 37 nozr
-t- Opti ma -n Dub
20
-.-Superior.nozzbe
+
I 20 j -.-19A-nø
//
-

10

DE

nl 10 Ion I DEDO

Cth (-J
Cth related to
MT 525 Marine Propulsion Systems prop only

25
 Design of the nozzle
su

su

'so

2
iso -
s..
I40 -.-------------- s-.--.
-4--HR -nozo
_._37-noule
--Optime,noIe
1.20
-e.. SuparIor-note
1.10 '
.-.-.19A-nuIo
H
ISO
Io iou i DO

MT525Marine Propulsion Systems

mTIuence ot g,earøox nousmg

on performance
Gearbox size depends on
gear ratió
Creates additional
resistance
A thruster has a lower
efficiency then
conventional propeller
(Order 5 % iedUction due to
hydrodynamic resistance)

NIT 525 Marine: Propulsion'Systems

26
inriuence 01 gearDox nousing
on erformance
PROSTAI 3.10

17-MAY-02
LOCAL MX. 1.195
LOCAL MN- .0000E.00
1.420
1 O0
1260
1.100
1.000
.9000
.9000
.7900,
.6000'
.5000
.4000
.3000
.2000
.19006+00
.00005.00

194 noIe
Vshtp - 1.6 knots sprop -7 mIs

MT 525 Mailne Propulsion Systems

nri.uence 0 gearbox nousung

on performance
-b.. PROSTAR 3.10

07-ALJ-02
LOCALMX. 1213
LOCALMN- .U000E'OO
1400
1.300
1.200
1.150
1.000
.9000
.5000
.7000
soto
.5000
.4000
.7000
.2000
.1000E,0O
.00005.00

Thruster model (nazl9A6)

Dprop - 3.400 m P - 5505 kW

MT 525 Marine Propulsion Systems

27
unTluence OT gearbox nousing
on .erformance
li
PROSTAR
07-AUG-02
ato

LOCAL MX. .7011

LOCAL MN- -1.820
80es
.0080
.4000
.2000
.0000E. 00
-.2000
-4000
U --.8000
8000
-i.000
-1200
-1400
-1.800
-1.600
-2.000

Thruster model (n00 iBAS)

Dprop - .400 nl. P - 5500 kW

MT 525 MarIne Propulsion Systems

iniuence OT gearoox nousing

on performance OPEN WATER OIREACTERISTICS

Open water test including

housing
Compared to propeller wo
housing : .torque higher and
thrust lower

SPCCD COZtFJC!ES? 3

MT 525 MarIne Propulsion Systems

28
 uaese. aruven tnruster

PEON. FIEL STOP

j y

j ARPVJ1LINlT

FPP design: 50
OPERATION. iE1R'ONOR/L L
ÌL
bollard: full power/RPM PROPEL lIp ccs
free runn: limited power/full
RPM

MIN. FOP
OPERA ¡(AN OP
l0

lo .50 40 50 so 50 6 60 1110 110

MI 525 Marine Propulsion Systems

uieseu ariven tnruster

ir
'o
ERTW TEI'ER0RILY #LLLNCD
_' 4

CPP design:
bollard: full power/RPM
. ieiI/cLuca-I 'r
)PEEDRAIa '- ç
free runn: full power/full
RPM \' d
50

1I

MT 525 Marine propulsion Systems

29
 Diesel electric drive

L T55Maine P,puIsrn Systern

Electric driven thruster

Constanttorque up to rnaximim. RPM

H 'Overspeed possible, th helps tofind a better

compromise between bollard condition and' free unning

MT 525 MarineiPropulsion Systems

30
 MT525Marine Propulsion
Systems

Types of bearings
Two types of bearings:

Roller bearings: low friction bearings I anti friction bearings

Plain bearings

friction. plain bearings

roller bea rings

rpm

MT 525 Mai1neiPrôpuisIonSystéms

31
 Forces.
External forces:
I thrust
I propeller mass
Irternal forces:
radial
axial
tangential
I Reaction forces
I
i
radial
axial

I
I I
1'I
¡li.
ills
17/
lvii bib Marine rropuusuonystem WARTSJL&

Lifeti nie
L1 Oh-method :
lifetime fatigue calculation

Ute
108 reS

Average Ute

Rating Ute (90 % Survival)

o io 20 30 40 50 50 70 80 90 100
% Number of beavings t&led
MT 525 Marine Propulsion Systems

32
Lifetime

(r' \P
L 10h--
L1 Oh-method
60n
S\P

t C: basic dynamic load rating(given construction bearing) N

P: equivalent load (given loadings) N
p: life time exponent: 10/3 for roller bearings
3 for ball bearings
n: speed RPM
L life time in hours

MT 525Marine Propulsion Systems

Lifetime
L-10h
1000000
60n

I Increase parameter by 1O°h Effect on lifetime:

t load -27%

i load capacity 3 + 37%

speed *

MT 525 Marine Propulsion Systems

33
 Lifetime
loo

80

.360
o
a.40

20

50 50 100

time (%) tlme(%J

I Continuous full power I Specific load profile

I Lifetime increases 3 -
5 times
MT 525 Marine Propulsion Systems

Lifetime
I Life adjustment factors
I
'-na -
- *
23
*1
'-10h

a,: reliability factor

normally a1 = 1.0 (90%)

I higher reliability: a1 = 0.62 (95%)
a1 = 0.21 (99%)
I a23. factor for material and lubrication
I viscosity dependent
a23 approx. between 1.2 - 2.0

MT 525 Marine Propulsion Systems

34
Lifetime

Effects on lifetime:

Contamination
I Excessive wear

Water ingress
Oil film deteriorates

Temperature
higher temperature - lowerviscosity

MT 525 MailnePropulsionSystems

Lifetime (7)

ReqUired lifetime:

tug thrusters: ± 3.000 hours per year

óffshore thrusters: ± 25.000 hours full load

± 115.000 hoUrs operating profile

MI 526 MarineProputeionSystems

35
Beadngs
U Sphericàl roller bearing

two rowsofrôllers
L self aligring
L high load'carrying capacity

L Special type: EXPLORER

higher :loadcarrying
capacity

MT 525MarinePropúlsion Systems

MT 526 MarIne PropulsionSystems

36
 Bearings -. - - - - -
-

El Spherical roller thrust

bearing

Li axial loads (outer ring

loose)
Li self aligning
Li deflection +
misalignment
Ei pre-load required

MT 525 MarIne Propulsion Systems

Bearings
U Slewing bearing

t radial + axial forces

IItilting moment
t integrated slewing gear
t compact

MT 525 Marine Propulsion Systems

37
 Bearings
Hydro motor )'- Stem section
Reduction Azimuth feed-back unit
gearbox

Support pipe

Intermediate sha 525 Manne Propulsion Systems

Bearings

LI cylindrical roller
bearing

radial loads only

II axial displacement
E used for mounting
purposes

MT 525 Marine Propulsion Systems

38
Bearings

Taper roller bearing

LI radial + axial loads

II radial load generates
axiaL force
II axial load in one
direction

MI 525 Manne PropuIson Systems

high angular
misalignment
I high axial
displacement
LI high admissable loads

39
 'i4'
g' I/ihIllIiL

yf4r

Bearing adjustment
oversized bush

MT525Marine PropuIsIonSystems

40
Bearing damage

Main causes of bearing damage:

outer ring movement in housing: re-bush

water ingress

peak loading: split rollers

standstill damage

MT 525 ManePropUIsionSystems

Bevel Gears

smooth, curvedsurfaces

MT 525 MarinéProptiIsIon Systems

41
 Gears
U About: why and. where
Cost ratio gearset i gearbox
I Right-angle power transmission
U Theoretical design
I Pinion1 Ring gear, Housing
Spiral direction & Forces: reqtsonbearing arrangement
I Contact: contact sequences, contactiine movement
D Manufacturing
CUtting - Heat treatment - Finishing
Hardening deformation, geometric quality
Oxidation, purity etc.; material quality
U Power rating
FailUre modes
I Optimizationby calculation
MT 525 Marine Propulslorv Systems

Design (Housing)
U Pinion and Ring Gear shDes
integral
shrunk
bolted

Housing design
I Straddle-
mou nted
Pinion & Gear
I Bearings on
each side/one
side
MT 525 Marine PropulsionSysterns

42
Design (Forces)
Spiral direction - Cáüse Förces4These are mfíètFl
- Different bearing load (& life) - Preferred direction of
rotation

Defaults:
Pinion Left spiral
Gear Right spiral
Clockwise input
f'-
o Note bearing size

MT 525 MarInetPropuIsionSysterns

Gear design (Contact1

U Contact line movement
Contact is a (broad) line
Moving inward
I st: Gear tip - Pinion root
last: Pinion tip - gear root

NIT 525 Marine Propulsion Systems

43
Ow the pfl%Oflm°ves seen 1rOmt gear

propU%5t0! Systems
Contact Travel

:
Oútside tip ciröles, there can be no contact
:
The pòint of contact travels along the straight line
MT525iMarinePropulslonSystems

Gear Desian. (Contact-21

-. N io
in t',

3400 Wi' 30kW. 2700kW 2650kW 2500kw

D Contactzone of vanbus gear ratios,, same size crownwheel

(LGB)
13-teeth gear ratios are real, 1139is!for comparison'only
. Higher gear ratio has smaller pinion and transmits less power

U Cbmpare: area of contact zone and length of teeth ¡n contact

D 13:46and i139cornparison:
same .gear ratio and pinion size, less power due to less contact
I Contact matters
MT 525 Marine Propulsion Systems

45
Manufacturing: (Heat Treatment,
E Carburizing = to enrich: the steel
with carbon, 0.1.710 1%, to make
'it hardenable
8 But:: surface layeronly
Fi hence: case 'depth
E "Cook' incärbon shedding gas
(methane + natural gas)
E Takes several hours at high
temperature (app. 850 C)
o An overdosis carbon will create a
'trafficjam' for Carbon travel
o Carbon mustbe in solution, not
segregated 'in carbides
o Avoid burning the steel from the
surface inward

MT525 Marine PropulsionSystems

Power rating (Failure modes

-i -
n Torque rating: what the gears canendure
withoutfailure
Fi One usually refers to a power rating

fi Failure modes & Related Safety nuniber

I Fracturebybending - SF (fracture)
D provide massive root section
i Pitting bysub-sùrface stress - 'SH (Hertz)
D provide small curvature & càse depth
I Scufflng(wélding & tearing) by local high
temperature Ss (scuffing)
O provide oil,dopes & redùce slidingspeed
i Casecrushing
D provide case depth & blend case/core
transition
i wear
D provide clean oil
i etc. MT 525 MarinePropulsiOfl Systéms

46
Power rating (Calculation)
O For each failure mode:
I a torque limit can be Torque Rating
calculated
different parameters are
determining each limit
sureSetety. -- Pitting Safety

O Where parameters have

opposed effects, an optimum
exists for maximum power A
o example: spiral angle for
Iii .
fracture - pitting optimum
LI

30 32 34 Spiral Angle

MT 525 Marine Propulsion Systems

Operational requirements
O Lubrication Oil
correct viscosity grade
t EP-type (i.e. dopes)
t cooled to stay in condition
t mineral oil is commonest
t synthetic oil possible t'-

D expensive, but lasting

much longer
t bio-degradeable oils
D just in case
4-

O Acceleration
Inertia load can be 1'.
considerable (E-motor)
t Rule of thumb: 5-10 sec
to run up to full speed
MT 525 Marine Propulsion Systems

47
Thruster intetaction
£NTPAINED FLOW

'!lovELoCITY
CONE

FREE JET
.(HFFNITE FLUID)

MT 525 Marine Propulsion Systems

Thruster ifltetaction

JET IN PRESENCE OF PLANE SURFACE

MT 525 MarIne Propütsion'Systems

48
Thruster interaction
Shape of jet of water behind
a working thruster at zero
speed (bollard condition)

Line of
maximum speed

Line of zero
speed

MT 525 MarIne Propulsion Systems

Thruster interaction

Maximum jet speeds for

thruster in bollard pull VXMAX
condition VIMAX

Do I r---------
3 4 5 5 7 6 & 10
O 1 2
x,D

MT 525 Marine Propulsion Systems

49
 Thruster wake in free flow

Maximum speed (Um)

Uc(rn/) development
Urn(mis)

\
.-

Speed on shaft
centre line (Ua)
J
:3 5
X/D

MT 525 MarIne Propulsion Systems

The Coanda effect

* The effect has been discovered in 1930 by

a Rumanian aerodynamicist Henri-Marie
Coanda (1885 -1972)

I There is friction between water and a

surface. This causes for instance the
resistance of a ship when moving in the
water.
MT 525 MarIne PropulsIon Systems

50
 Th.e Coanda effect

MT 525MarinePropuIson Systems

The Coanda effect

Try this, and yoú will feel
(1 the spoon is strongly pulled
towards thewatèr flow

The water tofiotheswta

f The spoon ari exapte .

theCanda effect.

MT 525 Marine Propulsion Systems

51
Coanda effect
FORCE COMPONENT

/
AGAINST THRUST

ENTRAINMENT PREVENTED
BY SURFACE

CENrRIFUGEL FORCE
THRUST BALANCED BY PRESSURE FORCE

r
JET IN PRESENCE OF CURVED SURFACE

MT625!Marine Propulsion Systems

Interactî:on with flat

Outer boundary of jethits the
plate aireadyaround x/O i

52
 Interaction with free surface
SURFACE DISTURBANCE FROM DUCT TRAILING. EDGE
£
ROTOR DIAMETER
I D 10 .12 14 16 II SO

. I I I I I
- - S

DEFTH TO AXIS -
ROTOR DIAMETER -

d
S

DEPTH
TO SURFACE DISTURBANCE
AXIS 4.4.

DUCT T.E. J

MT 525Marine PropuIsIonSysterns

.I.n-teractioñ with barae- -shaped hulO

Sharp bilge
No Coanda
LJJ
effect
Small jet
deflection

- MILD IlidlI lU rIUpUISIIIII bIUiIlb

53
 linteraction with barge- shaped hull
Largebilge radius:
With increasing
distance bet*een
thri.iter and bilge
Coanda effect
-stronger
Jet deflection
larger

-j
MI25Níarinë lropUIsoñ!SyStemS

Interaction with barge- shaped hull

Bi!ge shape has no
relevance for thruster
performance if
thruster is close to
the bi!ge

.LLLJ
MT 525 MarIne Propulsion Système

54
 Interaction with barge- shaped hull
(from bilge)

- Close to For higher

bilge almost thrusterangles,
no effect of furtheraway
bilge shape frombilge and
°° andt is larger bilge radii
about O. t increases up to
15%

004

ao4

r 40
¿ -10 0 20
a'
Thrust deductibn on singte hil
MT 525 Márlfle Propulslofl!Systems

Interaction with barge- shaped hull

C(N1RE VERI.
1HPUZtR P0(1.

A.P

MT 525 Marine Propulsion Systems

55
interaction, with bàrge- shaped hull'
R C Sharp 'bIlge
(from bHge) I
I
RC
R f007
08
R 0,20 Large bilge
radiùs
ç,
g
0.6 08

O4

0.2

IO Ô SO 60 - 0 20 ¿0

1.

Forcé on opposite hul!. of tWin hull semi sub as a

fraction of thruSt9rms

Mutual interaction
--,"----',
of:,'thrusters
Effèct'of

Under a flat
plate
lt
T'O 3ra values of aft thruster
To and Qoare values of front thwster

Interaction effects in open water persist over a larger

distance than under aflat.plate
MT526Marine PropuIsionSystems

56
 Mutual interaction of thrusters
Efeo ¡ on hter bÏÌ.

0.6
/
X3D
X=6D
L-'
661

6---' - =4D _--

___-' X=2D
'2I

Open Under a flat

water

T, Dare values of aft thruster

pláte
J
To end Dr, ere values of front thruster

Interaction dissappears beyond 20.-30 degrees,

unless mutual distance is very small (<3_ 4D).

MT 525 Marine Propulsion Systems

Mutual interaction of thrusters

lIT
%i
1.0 l'o
-----z:::
,
:15
.
r16 0.8

0.6
;::
0.6 C-1"-'---'e--._.__«
' 2
D
.?í
0.4 r, 0.4

0.2 0.2

o a -.
-OE05 O 0.05 0.1 0.15 0.2 -0.05 0 0.05 0.1 015 0.2
J

Effect of (low) speed is very small, especially for larger

mutual distances, so forDP speed influence on interaction
can practically be neglect1525
Marine Propulsion Systems

57
Thruster interaction - -

Thruster - hull interaction

Coanda effect increases with

I Decreasing velocity in the jet, for instance dueto
I Large distanceof thruster to the side of the hull
Large azimuthañgle (this increases distancethe,jèt has to travel to the side
of the hu!l)
Large bilge radius

Coanda effect can cause up to 15% thrust deduction for a single

hull.

Thrust deduction for twin hull semistib can amount up to 75%

MT 525 MarIne Propulsion Systems

Thruster interaction

Thruster thruster interaction

Can reduce effective thrust ofapair of thrustërsby 35%

! Can be noticed more than 20 times the thrUster diameter

Can be avoided by rotating thethrustèrsoverabóut30dégreeS

MT 525Marifle PropulSion Systems

58
Thruster interaction:
th,ust ,eductlon In the down Oseam of the other thrusters

26%

i 26%

10%

0%
o 10 12 IB 30 30 24 28 28 30

MT 525 Marine Propúlslon Systems

Thruster interaction
Interaction bètveefl two thrusters

85.0

60.0

75:
70.0

-
C
65:0

60.0

55:0

50.0.

45:0

40.0
o
L2 3 4
0% thrust loss
10% thrust loss
-20% thrust loss,
- 30%thfust loss

5 6 8 9 10
x,D

MT 525 MarinePropulsionSystems

59
Thrsute.r interaction
T

1.o

Non-working Working.

0,5 thruster thruster

o L
F

0 5 10 15 20 25 510 30

MT525 MarinePropulslon'Systems

60
 Content (outlook to othe.r
subjects)
Content
wk 1 Introduction to marine propulsion systems
wk i Ship types and propulsors
wk 1,2 Fixed pitch propellers
wk 2 Controllable pitch propellers
wk 3 Steerable thrusters and pods
wk 4 Watedets
wk 5 Transverse thrusters
wk 5 Hydraulic systems and controls
wk 6 Class requirernents,rudder interaction and
material aspeáts
wk 7 Cost driving.factors and system integration
MT525 Marine Propulsion
Systems

1. Controllable pitch propellers

Duration:i.5 hour
Main: goal main working principle and design.criteria
Content:
Why CPP's?
Mechanical desigh and working principle
Interaction with the engine
combinatorcurves
cavitation limits
stopping: windmilling and interaction
Design aspects òf CP propellers
off design conditions

MT525 Marine Propulsion

Systems

i
Why CPP propellers

E. CPP propellers are applied to enhance:

manoevring (stopping steering TS)
improve overall efficiency (ise of shaft generator)
I utilise.mutiple engines per shaft
I normally in combination with four stroke engines
fourstroke engines haveno possibiltiy any more to reverse
rotation!!! (not a technical problem)

MT 525:Marine Propulsion Systems

Main functions j:fl CPP

Two main functiôns:
transmit thrust and torque
change the pitch
This requires a mechanism where the pitôh is
change via a hydraulic servo system or (old
fashioned via a push pUll rod system)
The blades have to be suspended. in the hub
contruction the bearing is the most critical
desing issue (bearing limits aso)

MT 525Marine Propulsion Systems

2
 a

)'Igtrò. pn'.*iprIaq. UoILrLypC

MT 525 Marine Propulsion Systems

J.28lor
7RD
r-

C72to

-iSton
R -i4Otn
P-2B ton
C
R2.12ton'

C-,2ton
R1 t on
h4e se,n lced5 h f. high,r ft,re It

MT 525 Marine Propulsion Systems

3
MT 525 Marine Propulsion Systems

Fi I.

MT 525 MarIne Propulsion Systems

4
 oi7outhoard rn the hub ¿bi rhe Iatwf iinereasin9
the vrh9ngrnoientufthOproPellér
MT 525 MarinePropulslonSysterns

Biode ottathment
Pin -siot meehonsm
n Blade SUSP!flSWfl
r
J
i /
/ r
Blodefoot sealing

/¡/ Hub-shaft attochment

//I /RoIry hh-pressurc oil traiskr
1g'! i

-;j;.; ri Fd
2

çyjy,

1;p,
F1gu, 10. Th
J
six prM1 n.ILr,hlifty àb/riirI Hw t ntlith piteM propIieç.
MT 525 Marine PropulslonSystems

5
 p_ ?.erW,d P,mn A1m 2&34, likd ?pwnbcr IPZ
a h w(in in Elm ptpEEElmiJUb

cn,.TKoLLAEu PtC( pnpPE!*l.Em

'rr'LWH - R

6
 CPP system includes: controls hydraulics
.afting and propeller
1'

MI 525 Marine Propulsion Systems

Pitch. mechanism

--
____)

z
li, *-pn n.
MT 525 Marine Propulsion Systems

7
 PIg Po

QPr ceso

e * : e 9 - 1 4
PITCH AW3LE PITCH ANGLE
rie tI. *itII 'boeai4 thtmet o t.tlltblo I1t, Ou? tt t # uIr.
L k*et 1LL*LC

MT 525 MarinePropulsion Systems

:Màifl pitch mechanisms

-

ckisMs (JSEO N cnLAeLE. PItCH PROPELLERS

F5 SJ LaA *i*______*_**_**__*\
-. -

TYPE

REAUZATN
!Y
NA1E CR4Rc-RO Pa-CLIEDSWT. CRANK-SLOT cïctn

sRsnø tee.tcn' seNce

-F -- M-ES oco M

_(4\ A
MT 525 Marine Propulsion Systems

8
Overall system
CTAflT FW PLJ

FOLLOW UF
UATTh
1L
PTctf

AVAVl
UE0X
=

/ 1ERN 0°-BOX.
f i1UZE L1
21

2.1 $IiLdilgranI &C.PJ'.

MT 525 Marine Propulsion Systems

Stength aspects
Proî1lrit1lt1'l1I nnu thrr trO1ltTnOnt

11Ii!eoll proflit
Vriou
Deugi von nditiom
(nominif) (iX)

iLatic load fotos class rinforoe-

Shuck
meDi for blades

Dynamic eqiiivalsnl
safl*y factor stronger
hub
liîehme

MT 525 Marine Propulsion Systems

 W(GI Lo&O

Figurc 2.1cc ioa onpmpe4kr biscia.

MT 525 Marine Propulsion Systems

Pyramidical strength

CSIiAt,4R LLOO E

!) ¡
f, // Y5W PW I&ÍETER tER
7(I

'W -'
rn
O4 AT LEi EQ
¿j ATflC LA1 F ST44 L5A5A Ett SPtE AX
O5A Z25 OA
r/ kJ OEcA

4. Snulh r.,rkoi dì

MT 525 Marine Propulsion Systems

lo
No pyramidical strength

Figùw:5; Duña to haftin caud by ouidiitg

MT 525 Marine Propulsion Systems

p
REn (AMCIWj
HUB th TCR, 'I1_?)1k
-
JAØ-
5tN3f
SED
-
L*US

' oper
1/ A. PE TC LGfC
0035

Pr Sliiw cou drntiin -

MT 525 Marine Propulsion Systems

11
 Reliability diagram

Figum 18 Rth/!ì dier»m ola hhIparailI.

,th)naat coor,otlbJe pftc propoThv sysrvrn

MT 525 Marine Propu!sion Systems

Design. improvements
RELIABILITY PERFORMANCE REUABIL4TY AND COST

Elirninite Improve Sìrnplity

weak pouts capUbility design

A *
L

V
stage 2nd stogG 3d staoe
I&tlaI design- 1

Improvód lnproved improved

design 3esgn desìgn

Figiir 4, The rhee za&e af paar ¡alliai ,lae,n snarnernnnt

MT 525 Marine Propulsion Systems

12
OD box

,4
F/pure W. Amngeawnt with Inp?nsatfr?g rings br oiJ
tt' forge dtamozer th.th
MT 525 Marmo Propulsion Systems

13
Why a small hub ¡s needed

3D

MT 525 MarinePropulsion Systhms

FF versus CPP

ç,

a (C).

100

.Figur a Prope11ereffic1encyvithvariabte RPM- (A, B) and

wLthçc,nstant RPM (C).

MT 525 Marine Propulsion Systems

14
 5Ç rj'
i t -DflßEpm1utpW
tp, pr'rJcr ot1' Çttfl dtr

MT 525 Marine Propulsion Systems

Spindle torque
-07 C
c»d

-05-
-O-4-- \ -T::- f=4o-2 c- '°
J-oN¿ o
:'--
-

z rp
- o,,- -.,- A

o #0-2 4
-04 -a-Z C)

-o,,-- ()QJ
- ,
-0-2- Mz r.P#

caused by hydrodynl1miC
Fia. 9Spindle noment coefficieitoutline,
íorce syinmctricd blade no rake

MT 525 Marine Propulsion Systems

15
Spindle torque

Fzc. I OInfluence of centrifuga) aaio?i on ¡pindie moment

coefficient

MT525Marine Propulsion Systems

Spindle torque

-o&
-05-
r- /
94 "
j'ç._.._._
----- \ e---'-
,-

::
-

-O-4 -o-e o o
fe i

\
FrG. 11Influence 0/friction on pindIe moment coefficient
MT 525 Marine Propulsion Systems

16
Redu e KJ9VI ana s Inale y rque

IM'T 15

LI

RT_t
R_.. -__R_
pflCN

MT 525 MarIne Propulsion Systems

Profile DF1I0NAL ADDF CREI) DFLE

90 RADIUS. D))
deformation 0 -245 DEC

-
ARO DEFDRtIfD PROHIE
DII 75 RADIUS. DF) -14.5 DCC
On a cylindrical
section the blade
profile changes such
that the highest blade
spindle torque is at
zero pitch
ORIGINAL AND CEFORNED PROFILC
CN NC RD)US. 0)1 -21.5 DEC

MT 525

17
Spindle torque overview

Bladespindle torque isnormally the highest atzero pitch

Can limit the size of the hub affectsthe basic design of the hub
e Should be tuned toihydratilic system
Characteristics (dynamic characteristic) depend on blade design
Skew reduce blade spindle torque
C Notethat blade spindle torque per blade rotation is not constant

MT 525 MarinePropUlsionSystems

Some modern hub designs

T

Check for position of hydraulic cilinder

Check for attachment of the blades
Check for the attach ment to the shaft
Check the outside contour (high speed adapted or
not)
Check for the number of parts
Check for service friendliness
Check for blade foot sealing

MT 525 Marine Propulsion Systems

18
MT 525 Marine Propulsion Systems

19
MT 525 Marine Propulsion Systems

20
MT 525 Manne Propulsion Systems

MT 525 Marine Propulsion Systems

21
Some modern hub designs
Two basic designs
All based on actuating in the hub
Piston either between the blades and hub in one
piece
Piston aft requires separate bolted on hub cover
(cost, reliability)
Two important strength criteria:
maximum bearing pressure
maximum actuating forces

MT 525 Marine Propulsion Systems

22
Corn binators
bThïtion
A combinator curve is a pre-set combination
of engine/propeller speed and propeller pitch,
in order to have an optimum operation of a
CP-propeller installation

The combinator function is induded in the

Propulsion Control System

! Engine speed and propeller pitch are

controlled by one lever on the bridge
MT ß25 Marivp P1çpulsion Systems
-
. Deoendina on instaiiatinn several combinator

Co:mbinator
FIG. 4.3. TYPICAL CPP "COMBINATOR"
PITCH,
RPM

.. + 100%J

RPM function FULL

AhEAD
Pitch function

RATE-LIMITED LEVER D MAND

FULL LEVERDEMANI
ASTERN RAIE

RATE-LIMITED
VER DEMAND

ancmw

PITO! DEMAND RPM DEMAND

MT 525 MarIne Propulsion Systems

23
Combinators
ñ Necessary kn6ÑFédgë:
i' propeller open water curve and characteristics
a propeller performance diagram
ti propeller cavitation limits
EI engine load curves
El controls and hydraulics
a effect of environmental conditions
EI desiçin aspects of combinators
El

Combinator
[i Vessel operation profile
U lt is crucial to have the operation profile
defined as early as possible in a project
U This is the only way to make a proper
combinator curve design
U Also, potential problem areas may then be
found and solved in an early stage.

MT 525 Manne Propulsion Systems

24
propeller performance
diagram:Open Water Tests
Opern Water diagram

Results from open water testsarepresented in a

diagram giving open water efficiency., and non-
dimensional coefficients for thrust KT, and torque K0
as a function of the advance coefficient J

Open water efficiency can be written as:

Usefuiwork

TVA
- Qn 2 Workdone by engine

MT 525 Marine PropuIson Systems

prope.ier performance
diagram: Open Water Tests
i b nItì&s(ne' -T;:

MT 525 Marine

25
propeller perTorrnan.ce
diag:ram:Open Water Tests
Questions
Show Kt and Kq are dimensionless
How do open water curves look for other
pitch settings
1 Which pointatbollard pull?
1 Which point trailing?

MT 525 Marine Propulsion Systems

best wayof
....
propeller
performance diagram
coefficients for a new propeller is to perfOrm both
resistance test and a model self-propulsion test with
stock propellers.

From these t and w can be calculated.

t difference between shi,p resistance and propeller

thrust
w difference. between propeller inflow and ship
speed

MT 525 Marine Propulsion Systems

26
propeller performance diagram
-
thrust required to propel the ship is equal to thrust
delivered by the propeller.

Open water is matched to resistance curve

20
I,

MT 525 Marine Propulsion Systems

propeiier performance
diagram: Open Water Tests

r Intersection given thrust:

KT= J= VA
D nD

K ¡J2 =
T
2 r-4 .(n2.D 2 ¡Va 2)
p n iJ

KT C.J
MT 525 Marine Propulsion Systems

27
 pi upiii
performance diagram
Due to acceeratédflow ythe propeUr, a ¡o
pressure area is formed in the sterni which causes
additional resistance (deduction in thtUSt)p0p11 thrust
T
Thrust deduction factor t
Suction force
s
5=tT

MT 525 Marine Propulsion Systems

Propeller cavitation limits

Likewise as with the engine the propeller

has also limits
these limits are related to 'noise and
vibration
at high power too high pressure pulses
induce vibration
at low powers unsteady pressure si'de
cavitation induces noise and vibration
MT 525 MarIne Propulsion Systems

28
Propeller cavitation limits

MT 525 MarinePropulsion Systems

Propeller cavitation limits

u .* i ,.
dìn.tnIIa 4* - !1
-
4*.0 ¿J_ne! T*44*

JJ*4%tta.

-n S 4g! tu a. sg a.
Pi* it. nJ4tt4,.in.J.. n n . s

29
Propeller cavitation timils

Unstable pressure side cavitation

Broad band excitation: noise and vibration
hindrance

MT 525 Marine Propulsion Systems

Propeller cavitation limits

S q...a
brp.r flbtt « &_tuI.t bttt .JutSttW4

r,,

-
t24 ÌIIL

MI-525 MarinePropuislon Systems

30
Combination With the engines
Power absorption diagram
fast ferry
Constant RPM vs.
Combinator mode
PTO
incnpt$oes coction aldo
cavitation manoeuvring
e engine response
1
I - Inception of'
e C cavitation
e...... suction side
.
e C
pressure- side

ifloeptiOn teen env

shaft 0 c1Mpflfle.PropUi&iofl Systems

Propeller cavitation limits

aboveprôpellers
% P11CM
71
V
69

67 C

65 t
c 63 t
81

DESIGN FOR 59
MINIMUM VIBRM1ON PicIrnc: NoIsy face capitation"
AND NOISE AT 57
1RIAL CONDmON
C
e
TYPICAL DESIGN 53
FOR SHAFT. GENERATOR FIXED RPM
OPERATION WITh 51
FIXED RPM
49

VERY FAVOURABLE 47 0,5

WAKE GIVE MORE -

"FLEXIBLE" PROPELI.ERS g
60 70 80 90 100%
Engine Power

MT 525 Marine Propulsion Systems

31
Propeller performance diagram
rFr arts: l1
power ,RPM, shipspeed

I for different values of the pitch a complete

power absorbtion diagram is found with pitch,
shipspeed, power, RPM

MT 525 Manne Propulsion Systems

Power .11i011 dOlIl

Final Propeller Den
ema on liwdelteth lelTetOtn, COL
110x11 1345011 liarOn

Ì
z

loe lili lIli 10 lia lx lx IC IC 150

OWICI epeedllpn

32
Propeller performance diagram
L QuestiOns
what is the point of best efficiency given ship
speed

how do you get to that point?

II Is the cUrve representative for acceleration?

II Is the curve representative for bollard condition?

II How can we use this curve in view of combinator

d iag rams?
MT 525 MarIne Propulsion Systems

Engine load curve

E Load limits due to:

O maximum torque related to maximum fuel
O at reduced RPM amount of air is playing a
role (turbo charger)
O the limits are stationairy conditions of the
engine
O for combinators we have to consider margin!!

NIT 525 Marine Propulsion Systems

33
Engine load curve
ExarpIe W20 engj
RATlDD1 TEIÇTiIARJLY ALLOyED

60

60

70
H MI
I4#L OUTPUT LIMIT

60
IDIAL
DOIBISTILS D)60VE
Real"
00
¡LI UTCH-IN W4' combinator curve
APII1
ID

ILq,I
30

20 IIi,w
iiwii II
ID

0
iiii___
20 00 60 20 60 70 60 60 1W
DZ

MT 525 Marine Propulsion Systems

Engine load curve

Combinator
curve

Nomina)
propeller curve

660

)vsa
o 660

Fig. 8. Opssattng Bisa tor CF-propeller

MT 525 Marine Propulsion Systems

34
 PS.mH? kW
2400
3200 _. w
30003200
3200
.Uw...........w..
wwwww.mw...FIi.j1.w..._.
Fue80pr
2000 F...
Blodc. L.ls2g

2800
2100
2000
,..a.
...aa . rr.
a..
2800 1600
wUw....w..w......w.r....awaw
__d__
waw
2400

00
1800
1700
1600
1500
r.w'aj
,,____ fl
a...,a ..._
..ra...r..
.'1,:.,,_ad ...
..'4a ..____
F411
F

3000
.a
e....
....I3aIV4a.,
!!I ..
1400
I800 1300

1803 1200 w...

-
....
r30. F 8n)
a00.r..1,l.wd..:.. r.
1100
rw
1400
UF4a,,wI... u....
w,a..
b

........r...a.
000
120Ç

1000
000 4
P...
600 - - !.u. .___
800
500 ......_....
602

400 300
..'Ja. .CJ
..r.a -
r
.._
.w....a.......
..-ww7.%,t..r. 4.0
400 600 080 1000 121)0 141)0 1600 1800 8000 604
1/4*)

MT 525 Manne Propulsion Systems

Engine load curve

EÑln&poer [kWl -
500
450
400
350
300
250
200
150
100

40 60 80 100 120 140 160 180

Propeller speed [RPM]
MT 525 Marine Propulsion Systems

35
Controls and hydraulics
Overall system consists of;
II bridge telegraph handle
position
controls cabinet required pitch
and RPM
D hydraulic power pack oil flow
D oil distribution box oil in/pitch feedback
D controllable pitch propeller response on pitch
given oil

MT 525 Manne Propulsion Systems

Controls and hydraulics

Pa Pb Qb Drain
i Q: Oil distnlbutioe

Counter Balanog Note linear motor is shown no eañmple.

Valves but rotationalmotor also is possible.
(Phopeller shaft)
leath : L

V' V2
Fh
-e---------.
Fc
Pl P2

Equlsaleatmass: M
z;
Cylinder Area: M
Cylinder Area: A2

Schematics of CP propeller
MT 525 Marine Propulsion Systems

36
Controls and hydraulic-s
FIG. 4.1. : MAIN E1EMENTS OF C-& D TYPE £PP.
PITCfl
PRESSURE CONTROL
SOUBCE

PUMP DRIVING POWER fipp OD-BOX

HEAT TRANSFER ( COOUNG)

J
FiltH SENSORS
7_-_ ,- Pc2 Pci

C,hn
T ¡
., A PILOT OPERAITI)
PI NON-RETURN VALVE.

AC1VADNG FORCES
- ,--------
4 UydrodynForce:Fb
4 Coulomb Fr.. Force Fc
Fh

ZERO
ASTERN /.EAD
III DLOIViIflhlE rruiuuSuOII oyRw!lls

Controls and hydraulics

-'--t.-t-
LEVER DEMAND
V

COMBINATOR
/

AU

u
LOAD. -

DCTIJATDR

- D.U)D PITCh-RATE
X P00)0 DEMAND

PROPULSION PLANT
,THRUST 4

MT 525 Marine Propulsion Systems

37
Controls and hydraulics
When in combinator control the following other
functions may be active:
load control this protect the engine from
being overlbaded
windrnilling- this protects the engine from
being underloaded at reduction of pitch
running p/down this takes care of the slow
increase or decrease of power when changing the
handle
load sharing makes sure that load of 2
engines per shaft is shared

MT 525.Marine Propulsion Systems

ControUs and hydraulics

MT 525Marine Propulsion Systems

38
Combinator Curves
Design prinèiplés 1
Design of an "optimum" combinator curve ¡s a
compromise. between engine- and propeller
related issues:

Load / torque limitations for the engine

Lowest specific fuel consumption for the engine
Highest propeller efflcieñcy
. Lowest pressure impulses and noise from
propeller cavitation
. Highest thrust response during rnanoeuvring
MT525Marine Propulsion Systems

Combinator Curves
Design principies 2
The combinator curve should be. positioned
with sorne margin under the load limit curve
for the engine
1t is recommended to have a separate
combinator curve for manöeuvring
High propeller speed in combination with low
propeller pitch should be avoided, as there is
a risk for pressure side cavitation. Also., the
propeller efficiency will b.e low in this
condition.
MI 525 MarIne Propulsion Systems

39
Combinator Curves

Optimum fuel line

Constant pitch line
Optimum propeller line

RPM rôpiilsion Systems

Combinator Curves

Effect of
environmental
condition 10%
resistance increase

F1 d 10% Fol
Propulsion Systems

40
Corn binator Cu ives

Effect of shallow
water
FFQDkW

1
SHJPSPED knts)

} 4. I 5d5rdpth Iodsi.
sion Systems

Combinator Curves

arANrE wo MfE

Typical ferry crossing

MT525:Marine Propulsion Systems

41
 --

ropulsionSystems

Modes of operation

I! Based on the mission profile:

t. freesailing
maneUvering
towing

environmental conditions like seastate

Ii shallow water
draft of the vessel
MT 525 Marine Propulsion Systems

42
 Modes of operation
1 Based on engine configuration:
II number of engines per shaft
number per propellers per ship

II for each possibility one can consider constant

RPM or variable RPM
li for manoevring consider the bollard ahead
and astern conditions and base the selection
of the pitch on those conditions
MT 525 Marine Propulsion Systems

Modes of operation
Example: twin propellers twin engine
tansit I : 2 engines, per shaft variable RPM
; transit ll 2 engines per shaft constant RPM
. Maneuvering I: 2 emgines per shaft constant RpM
Maneuvering II: 1 engine per shaft variable RPM.

limitations: engine power modes possible in

the controls system
in theory many modes (maybe 14 are possible) in
practice not all of them. are being used
restriction is wise as every mode need to be
tested during trials
MT 525Marine Propulsion Systems

43
Example

Review the power absorption diagram

E1 Indicate for 26 kn the point of best effciency
Indicate at 20 knots the point of best efficiency
Draw a proposal for a corn binator curve With
one engine
Draw a proposal for a combinator with 2 engines

MT 525 Marine Propulsion Systems

Example
I Review the power absorption diagram
including: the combinator line
E why is the pitch at 26 knots lower then
answered in previous slide?
:
Check the pitch and power difference
between 26 knots and hp 10
Draw the combinator curve HP versus pitch
and RPM

MT 525:Marine Propulsion Systems

44
 CT,lbLll.ill. Allll ill
p*tl .lTTaidi.w.m
FilIal plllp.IIllI Çfl
B.d modehela. iTfl bI T be
11lIT. lillA,, llora.

___A!A

itI
110
lT loe M'T 525 Ma1neProulsten Systems
prapebI CTliIi

Exari pie
Review the power absorption diagram
including the combinator line including
the cavitation limits
confirm the pitch at 26 knots
. The ship wants to cruise at 20 knots
what is your recommendation: one or
two eng in:es per shaft?

MT 525 Marine Propulsion Systems

45
 CtOI CIUYt In
Poflr .bwptlon d..gnm
Ebral Propeller De.gn
Bad ene.odeII.n.IISVA br T tao

In

IT 525 MalneProulsIn Systems

Example: win screw ferry

I Power absorption
I twin screw ferry
I part load I engine per
shaft
I FREE SAILING
AHEAD at VAR RPM
Wärtsilä Engine type
46C

R maximum RPM
Propulsion Systems

46
Example: twin screw ferry
Power absorption
twin. screw ferry
2 engines per haft
FREE SAILING
AHEAD at VAR RPM
WartiIa engine type
4'6C

% of maximum ''1OT
525 MarIne Propulsion Systems

Example: twin screw ferry

Power absorption
twin screw ferry
--H=-. - 2 engines per shaft
FREE SAILING
AHEAD at VAR RPM
:
Wartsila engine type
46C

hSbpdIpJ
MT 525 Marine.Propulslon Systems

47
Example: twin -screw ferry
Power absorption diagram
fast ferry

a-
L- Constant RPM- -

vs. Combinator
in.pU&n .tIon SIde
cavitation mode
FTO
t s

il manoeuvring
I
. a
II engine
s ----- response
a

frsoption Isco coy

1, Inception of
shaft 5 1lQrinePropuIsion Systems cavitation

'-u -' a
R IS FERRY
- - -FO FAIf/SHRFT
C7.t R!fl

:.
F'15T1WJIWurT]
p IU'!PI lrfl,Iai,1
! IWPITT
UNw1&w.i;lrIi. u1,IuIr.-w1
PIJ u1Iw1rrr1
Iiiij !Ir!!s1
rwIrwl!Ir!ru,wuf,
IT!rIIrww1

48
 COMBINED REMOE CONTROL
FOR R TS FERRY Z ENO/SH(3

--4---------J----------+. .L

I4UL PCITItPt reaIol..ft -1IrnnJ

-rn1irJ
j

wIr!1ItmnwIF4wIrcz1
- rJ.

Example: dredger

J Wide variation in operational profile

L Large variation due to pump loading
(significant part o

MT 525 Marine Propulsion Systems

49
Example: dredger
Power absorption
FSAH
twin screw dredger
. modes of operation
at const rpm

'o 70 r r ir lin
% of maximum R1M! 525 Marine Propulsion Systems

Exam pie: d red ger

Cavitation mceptlon Calculated pitchvs shlpspeed
Twin Screw Dredger
constaM rpm

Fran Said,g Airad

Incninn sandon si collation

i.s lanar .-......... - .____-$

Shlpapeed Iknotsi

MT 525 Marine Propulsion Systems

50
Example: dredger

356 154, - -

./
2560-
J40/' /ÌM /// /'
// /
--r

CE60tEflIlI
1560
I25l

ILE -
-------------------------
2- -1--
operIIiolloo --

56- -.- Ç

Ievrpoftío

shaft speed rpm]

MT 525 Marine Propulsion Systems

Example: dredger
SwiIchig off2SW 1kW] PTO po6r

55
28
84
FUEL.RAIL. 28
52
24
E
22
--.Load-Iimit95%
48
18

16
42
14

11:40:00 11:45:00 11:50:00

J

Tm. [bsm]

MT 525 Marine Propulsion Systems

51
Example:
.Ats-_T.. »-'---.,;
dredger
CONSTANT RPM FUEL-RACK PITCH-DEMAND
SET-POINT LIMIT FROM DT STEM

ET)ÒINT
GB4IG1AIION
ALa
-

ADAPI1W

OOVPJ(SJOR
(SIG) a.
i LOW SIGNAL snCtION

4,
FUEL.RACK
ACIUA1OR POW :SERVO-S,SIIGA

PROPULSION PLANT

THRUST PTO-POWER

Example: fast ferry

Fast ferry
2 CPP for normal cruising
one waterjet to be used as booster

MT 525 MarIne Propúlsion Systems

52
PS.mHP kW
2400

...... .__...'..4_
3200

...._
2300 Blodc Lhm
300020%
2800 2100
W1U
2040
2600 i000
2400 1800 a--..-.
V4j r.L..
__..... ...a...r. ....
Wa...rl u...
1706
23001640
SM
1040

s.
.___

.
2001)

1600
1400
_______._ . F .1

SPd
1300
6600 1200 'A UlU26M
1400

120Ç
1140

000
II ...g,p. 4lIS I. P

1000
600
.r___._._.
600 600 ....r. -
-
r__r .....
60
400 ....iI -P..
p..
400 260
f200
00 ..ø0.a...... I.I_
400 600 400 6000 1200 1480 1800 1600 2000

MT 525 Marine Propulsion Systems

54
 Powqtrpton oIlrd AheaJ

MT 525Marine Propul&on Systems

Porbarp*on dIagram eolrrd Asr

MT 525 Marine Propulsion Systems

55
MT 525 MarinePropülsion Systems

MT 525 Marine Propulson:Systems

56
 - ..I
U a__s
- a.-

SS
--a SS
V
-

MT 525 Marine Propulsion Systems

57
s s .
 Combinator Curve in
Power absOrption diagram
Fin& Propeller Design
50000
- --

.
- ar:I
D - r p rl UI1 -. . - .- ?rlr
..'z%lI_1 ----- 25000
119rpm 134rpm 14Opm

I
35

45000

:
constant ship speed: HP 10
: :
27
constant pitch : :

- rs,. I :

40000 : :
32 20000
back side
.

face side cavitation w.e.otøeo,

. ,
inòeption: : ; . a
31

35000

face cavitation inception : . -

With inóreased, isk:

30000
combinator curve

:
4 :
29
15000

I-
w -

"___.
o
à25000
C
J___.d ______

4fV
C
LU

20000
A'HP6
1000Ó

15000

0 Io
8kn

10000
_.I_;_

I
. -
5000

___.__-____ _-__ I-- . I

- - /.
5000 ---f;, P2
H I
- - - -Pl .

-.0-
( ¿ (L P-
&vLJ

o
loo 105 110 115 120 125 130 135
.
i 40 145 I 50
propeller speed [rpm]
 Ccmbínator Curve ¡n
Power absorption diagram
Final Propeller Design
Based on modcItests HSVA for T = 62fl m
25000
50000 119rpm .
134rm

45000

constant ship speed:.

constant pitch
r. I, te
40000

face side cavitation

-

inception :
. . .-
..e
-
'A
35000
face cavitation inception
with increased risk
kn
o/ 4
combihator curve
30000
-

.e'1J" 15000

#:
,//
W,,
.
L-a
I-
,
w
o
o-
,25000

LU

20000 10000

15000

10000

5000

5000
F'n1
O ,
//11L\) F2lI)-'
i 0 105 110 115
,
120 17c .---- .
i 35 140 145 150
propeller speed [rpm]
 Combinator Curve in
Power absorption diagram
Final Propeller Design
50000
u, mndcIfc+ WVA fnr T 25000
119rpm 134rpm 14Opm
: : 28kn

35
34
.
45000

constantshipspeed: . HP1O 3

constantpitch -. -- - __

40000 20000
back side
.__, ,;+',+;rr.

face side cavitation

inception: . p. 31

35000
face cavitation inception
with increased risk:

combinator curve , 29
30000 15000

o
o-

LU

o
I-
25000

20000

15000
A A Aii 10000 LU

10000 5000

5000 1P2L____.___ _________

.O
¿
(ö
/LbLV 1'2P
O O

100 105 110 115 120 125 130 i 35 140 I 45 i 50

propeller speed [rpm]
 Combinator Curve in
Power absorption diagram
Final Propeller Design
50000 ' 25000
119rpm 134rrn ;4orpm
28kn
- o

: 35

45000 :
34

iconstantshipspeed: :

HP1O 33
- :
27
constant pitch :
i

-
-:r,-.I,
40000
back side .
20000

-
face side cavitation
inception: -----31
35000
-
. face cavitation inception
- with increased risk:

- combihator curve - 29
30000
15000

A4\::
25000

20000
10000 LLJ

15000

10000
5000

5000

r_p
¿vL) (LÔP
115 120 125 130 i 35 I 40 i 45 i 50
propeller speed [rpm]
 Combinator Curve in
Power absörptiön diagram
Final Propeller Design
5000 F -- --
ll9rpm
' y j-. jp.
134rrn
II I
25000
- 140 pm
: 28kn
. a

-
35

4500
:
34

:
icoñstantshipspeed: :

H 33
.
- 27
constant pitch - . -----
.,__,I. .

4000
backside - :/ 20000

-
face side cavitatiöh
inception:
e

35000

- face cavitation inception

- with increased risk:

- combinatorcürve . ....
30000
15000

i-
w
o
w2 50 O O

D,
w

p
'I-
o
I- --

20000
10Ó00

q -
\ p.

::
15000 - ..
-
0
I
':::_ kn

--
- -
27
10000 --------------- HP4
, s
5000

I
.

/ I

T. / .

5000 ___,ul'_ 2
I
Pl.

O.
100 105 110 115
'

120
L'
125
i1i
130 35 i 40 i 45 150
propeller speed [rpm]
 Combinator CUrve in
Power absorption diagram
Final Propeller Design
5000 nfl rnrrII++c WIA frr T _ 25000
119rpm 134qm 140rpm
28kn

35

45000
:
34

onstîilshipspeed :
:

HP1O 33

constantpitch r .

40000
back side =-
.

= .
20000

facesid:cavitatiön

35000

facecavationinception

combinator curve
,,,/'
f
4
29
30000
15000

I-

i
25O00
a) l#/;;;;;IOO
w r
Jçn

o
p4.4r
20000 44 A6 2? o ---;- - - -4;
:

:
4lk4 10000

15000 ,ppP \
#
__0
18 kn t o

10000
5000

-
5000

-0
(ô
.

Pf
/'DîLV )'2f&P
O

i 00 105 110 115 120 125 130 135 140 145 I 50

propeller speed [rpml
 Combinator Curve in
Power absorption diagram
Final Propeller Design
50000
iiHI1 (114 u i.jv twj. - ._ .... 5000
.

ll9rpm 134rpm 14Opm

-
: : 28kn

- . 35
-
34
45000
:
33
iconstant ship speed: H c

27
- .

constant pitch :

- .,r,1Ie
20000
40000
==
-

face side cavitation

-
inòeption: . P -------

35000
- face cavitation inception _ . -

- with increased risk:

- combinator curve ,

30000 15000

w25000
C
C
LU
i .

./
o
I-

20000 10000

1500
-----_-_.. _

-----

- -
1
--__----. I _\._
i 000 -_ t 5000
.
I

. 'I

500 )
- / 'VP2
.

I
--.-.-.- -Pl
I
-'O :

rp3 ¿&vLJ (.ôP

.
/H'-IL\) /'2RlD
O

100 105 110 115 120 125 130 i 35 i 40 145 i 50

propeller speed [rpm]

 Combinator Curve in
Power absorption diagram
Fifl& Propeller Design
50000 mnrIIff I-1SVA fnr T 25000
i19rpm '134rrn14O.Pm
- .
35
-

45000 34

constantshipspeed: :

HP1O 33
- :
27
constant pitch :
!

-
.

40000 i 32 20000
-
backside =
-

-
face side cavltation
inception:
31

35000
- face cavitation inception .

- with increased risk:

- combinator curve 29
30000
15000

L-
a,

o
Q-
5OOO
C
C)

A4#::
C
w
o
p-

20000
10000

15000 27

I.

10000
5000

5000
0
--i- -

r_ps ¿-vLJ (LÔP

O
O
100 105 110 115 120 125 130 135 I 40 I 45 150
propeller speed (rpm]
 Córbinator CUrvò in
Power absorption diagra
Final Prbpeller Design
-

5000 )
:.
II!IJ.]ii
I,..- - .-_±I- --s Iii . - -
25000
KrITiii 1h1I1]1i

4500 -
34

constant ship speed: 33

I HP 10

-
....
4000 constantpitch
backside : -
IVAl1d --
20000
..
t%tI+#+Iflfl -
. -
7

face side cavktatiQn i

. 000.,,e...
I
. s -

inception:
7 - - -- -- D
35000 A__ / --

I"
- -

face cavitation inception -

UAJ
-

with increased risk: -

Vì

30000
combinator curve i --------
8
4 29
15000

I-
0

f/--.-
o 27
Q--
25000

HP6
20000 44 ---/ -.---;_,-.--- -

iO000

15000 ,PPr - -

10000
v I
-
4l 000

HP3

5000

rT
¿ t-L?LJ (LÔ )p;,
/41 k21)'
- -

1 00 105 110 -115 120 125 130 135 140 1.45 15Ö
-
propeller speed [rpm] .
 Combinator Curve in
Power absorption diagram
Final Propeller Design
50000 2cd ,n mI+c+c U M-
25000
119rpm 134rÇrn ;40 rpm
28 kn

I
.

45000 34

constantshipspeed: :
33
HP1O
27
constant.pitch .

-,.,,,I. .

40000 -

baák side
r'-,'
- - =
- - - 20000

face side cavitation

inception:
.
...e.e.e.
.

31

35000
face cavitation iñception
with increased risk: .

combinator curve -
29
.

30000
15000

-20000

15000

10000 -
- .,27
:1
A A°

.-

i
¡

s
-
-
2.

1.
10000

5000

5000
P2

--
¿
frvLJ (L{Ö PP

O
- . /LDAîLv /'2P
O
100 105 110 115 120 125 130 i 35 i 40 i 45 150
propeller speed [rpm]
 Combinator Curve in
Power absorption diagra
Final Propeller Design
50000 25000
119rpm - 134rpm 140rpm
28kn

: : :

45000
:
34

constant ship speed: 33

H10
constantpitch : : _________________

40000
20000
= == ,:
V

faceskl:cavftation :

35000

face cavitation inception J" :#

with increased risk:

combinator curve - ---- 5 kn .:°

f
' ---- __-_
- ;s
29
30000
15000

.:..
I-
_/__
o
D-
25000
C

C
w _o;;;#:;ncO
o 25
_,_v_ -
20000
Arr AIA
HP 6
??. in ------ - ; _ _
; :

10000

15000

P,
H

1.
l8kn

10000 l!lIId FP4

Q jçn ------- _ _____ -- -
"I
5000
___;___ _.--___ \

5000 P2

-0 ;

:
r?s ¿ç +?/LJ (ò
O
/11iLv //2i1D
100 105 110 115 120 125 130 i 35 i 40 i 45 i 50
propeller speed [rpm]
 Combinator Curve in
Power absorption diagram
Final PrOpeller Design
50000 25000
119rpm 134rm 140rpm
. .
28kn

45000 34
:

::;;T;;::sPee
40000 20000

facesidecavitation

35000

facecavftafloninception

7>"
- :

_-. 5kn .......

r

4
combinator curve 29

__P';:°°TTJ4
30000 A 15000

L.
G,

o
w25000
C)
w

o
I-
'/.jçn---------F.........
/ :/ :

V4p,/# Arr 4ll4

HP6
20000 ??.icn......
10000

15000

4d1:: 18kn I
10000
uupppQ J(n ................. 5000

HP3

5000

-.O

r? ¿
tI11J (L{ P

O
/Lb11L\) fr2P O
100 105 110 115 120 125 130 135 I 40 i 45 150
propeller speed [rpm]
 Combinator Curve in
Power absorption diagram
FinaJ Propeller Design
.

50000 : RasrI on modeIfsfs HSVA for T = 62O m 25000

-
119rpm 134rpm 14Opm

- .
35
-

34
45000

iconstantshipspeed: HP1O 33

.___
.

- .
27
constant.pitch :

40000 20000
backse .

= .

35000

30000 15000

f.

r:A::
25000

LU

20000
10000

15000

1.

10000
5000
QJcn

HP3

. 5000 P2

.
rp3 ¿&vLJ (ôiP'L
O
O
I 00 ' 105 110 115 120 125 130 135 140 145 15C
propeller speed [rpmj .
 Combinator Curve in
Power absorption diagram
Fin& Propeller Design
50000
119rpm --rn- - 134rn 140rpm
25000

28kn

. 35

45000 34

constantshipspeed: :
:
33
HP1O
:
27
constant pitch : -
- r r Ic .
40000 :
37 20000
back side =
face side cavitation
. -----31
35000
face cavitation inception
With increased risk:

combinator curve - 29
30000
15000

27

i ..--.
/_._:_ -- -- . - - . - - - -
20000
10000

15000

10000
; 5000

5000
P2 ---- \

II
O

p
¿
rvLJ ( ô p

100 105 110 115 120 125 130 135 i 40 145 150
propeller speed [rpm]
 Combinator Curve ¡n
PoWer absorption diagram
Final Propeller Design
50000 25000
i19pm ---- - 134rpm 140rpm
28kn
- .
35
34
45000

:
iconstantshipspeed: H10 33
:
27
constant pitch :
-

40000 :
37
-
back side == 20000

-
face side cavitation o.000.00u.
inception: . p ------------ 31
35000
face cavitation inception .

- with increased risk:

combinator curve 29
30000
15000

-IL-
a)

o
0)25000
O)
w

o
I-

20000 A A 10000

-
\ ::
15000

1.

;_f ---------

-.
10000
giFiP4
5000

----I--. - 'I
I

5000
L -Pl ,

'I
0 ¿vLJ (LtÔíe:P
O
O
100 105 110 115 120 125 130 i 35 I 40 145 i 50
propeller speed [rpm]
 Cornbnator Curve ¡n
Power absorption diagram
Final PrOpeller Design
50000 R2QtrI
- flfl mnr1Ifcfc HSVA-".-- ftr T. 25000
ii9pm 134rpm 140rpm
28kn
-
:

45000
34

iconstant ship speed: :

H 33
:
27
constant pitth .

:
-.ntiIai
I

40000 .-. .
:
39 20000.
back side . .

:
-

face side cavitation

inception: -
31

35000
- face cavitatioh inception
- with increased risk:

L combinator curve . . .
29
__

30000
15000

.
I-

o
25000
O)
w
4-
o
F-

-20000 -

10000

150Q0

10000

5000
--
}') I 5000

/!
-.
-0 '1

/1
r.p
.

::

.
O

lOO 105 110 115 120 125 130 i 35 i 40 145 i 50

propeller speed Érpm]
 Combinator Curve in.
Power absorption diagrarr
Final Propeller Design
ïI++c l%1A f,.
.

5000 J
W---- rn I I- J.._LI ti i - - -
-

25000
119rpm f
134rpm 140rpm
28kn
- e
-

4500 34

-
consttitshipspeed: - - - .
33
HP1O
.
- :
27
constant pitch .
; - .

:
-
tfl,ala.
4000C I. -- .-
-

-
back side
flna
-
-
= -
. 20000

face side çavitation -

35000

30000
1-5000

I-

o
Q--
25000
D)
w
o

20000

Al4,16l1fPPr.
10000

't'

-8kn
15000

i.

100Ó
000

5000
- '- O

r-p ¿
tvL) P-

100 105 110 115 120

-i. -'
125
I

13d
r
i 35 i 40 145 150
propeller SPeed [rprnj
 Combinator Cuive ¡n
Power absorption diagram
Fin& PropeiJer Design
5000 J
25000
-Iltij.ii-. - KI1siii 1IIi.]i1
- _1I
i
1.

4500 34

:::::::::sPeed: ,

AIT:2
4000
20000

facedecavitation ===_
3500 )

facecavftaUoninceptjon ,./
combinator curve --------
5kn
."$
: -

4
8 29
3000
15000

-I
.
I-

i:
w
o
o-

Ç./j7..
w2SOO
C
C)
C
w
o

AHP 6
-/ ,0
22 k

_VVT::#íYil4ø
20000 -
10000

15000

._
1.
8kn
\
10000
000

J
5000

"I'lI\
.
rps ¿frVLJ (LíQPf
/L'DA1t
O
O
i 110 115 120 125 130 I 35 i 40 i 45 150
propeller speed [rpm]
 TDH000000326
. Power absorption diagram
Final Propeller Design
Based qiimode1fsfq EISVA forT
1i9pm

constant ship speed:

constant pitch

loo 105 110 115 120 125 130 I 35 140 145 I 50

propeller speed [rpmJ
 TDH000000326
Power absorption. diagram
Final Propeller Design
Based» mndAftpsfs HSVA for T

coñstant ship speed

constant pitch
- ,, ,

loo 105 110 115 12O 125 13Ó

prOpeller speed [rpm]
 TDH000000326
Power absorption diagra
Final Propeller Design
Rsed on nv,diltpsts HSVA for T = R 20 m 25000
119 ypm
28 kn

constant ship speed:

constant pitch

20000

15000
X
I-I
G)
C

-C
0
G,

L.
Q)

o
o-
w
C
D)
C
10000 LU

000

o
loo 105 110 115 120 125 130 1 35 i 40 145 150
propeller speed [rpm]
 ÏbÑ000òóô3
Power absorption diagram
.

Final Propeller Design

5000 D . - Raced nn modeltesth HSVA
119rpm
T R2O m fr .
25000
134rm 14Opm
28kn

1J// ..........
4500 :.
5A
.

iconstantshjpspeed:

4000 )
p

A. --
20000

3500

I
3000
15000

w
C

0
L-
w
D-
L-
w
o
o-
G)
C
20000 a)
C
10000

15000

\l
-L
_0 l8kn

10000 v I
I H ..6kn................ 000

/ L.
-

I
.

5000

i__ - . .
L

:
I
o .

1 )O 105 110 O
115 120 125 130 13 140 145 150
propeller speed [rpm]
 tbÑööOoÓÔ:3th
Power absorption diagram
.

Final Propeller Design

5000 ) :. -. ., I!s - . . s- =. I ii 25000
119-pm 134rpm l4Oipm
: 28kn

i 35
-

4500 : .
34

33
ts]iTJ1Iflhi
4000 Ad --
20000

35000 .
J:
30000
15000

I-
G,

o
Q.
w2 500 0
C)
w f -

o
25

20000 2::.
10000

.!!..
I t11123
.

_pvITTI.f,:ØØ. ..
15000

:-
i8
i.

10000
J 000
QJçn

5000

"'i
O

1 105 110 115

PO
120 125 10 135 140 145 150
propeller speed [rpm]
 TDH000000326
Power absorption diagram
Final PropeHer Design
50000 Raspd on rnodeItjsq HSVA for T 2O m 25000
119rpm 134rpm 14Opm
28 kn

35
45000

constant ship speed:

constant pitch
- -,rrII.
40000
/ 20000

35000

30000
15000

25000
D)
w

20000
1000Ô
i
15000

10000

5000

o
f
I

100 105 110 115 o

120 125 130 i 35 140 145 150
propeller speed [rpm]
 :............ 1o (D
.t:°: 55.I....
.
I
.....
:
p
:
ee
. U
::
:
i!!
Jh1
to o.. e..
5
'o.
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:: .:: ,::: .:: ::I:
: : ' ' ' ' nm n n -
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::::
i(; ¡7T
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Content (outlook to other
subjects)
Content
wk I Introduction to marine propulsion systems
wk i Ship types and propulsors
wk 1,2 Fixed pitch propellers
wk 2 Controllable pitch propellers
wk 3 Steerable thrusters and pods
wk4Waterjets
wk 5 Transverse thrusters
wk 5H draulic systems and controis
wk6 Class requirements,rudder interaction and
material aspects
wk 7 Costdriving factors and system integration
MT525Marine Propulsion
Systems

3. Fixedpitch propellers
Duratìon1.Q hour
Main goal: main working principle and design criteria
Content:
Design requirements
Main paraméters on propeller efficiency
Propeller design aspects
Interaction with the engine
design point
stopping: robinson curves
Mechanical design
keyless hub
shaft forces off design
MT525 MarinePropulsion
Systems

i
Market Overview
Between 1997 and 2002 Miscellaneous
1%
over 1600 vessels Reefer
2%
Passenger
2% Offshore
1%
above 4000 grt were Liquefied Gas
4%
Ro-Ro
built with an FPP 6%
Container
26%

Chemical
6%

General Cargo
12%
Bulk Carrier
19%

Ta,iker
10%
MT 526 Marine Propulsion Systems

2
Application

FPP are used for::

containers 35%
TANKERS 41%
BULKCARRIERS 20%
DRY CARGO VESSELS 4%

MT 525 Marine Propulsion Systems

The design process

Design criteria depend on shiptype

Tankers and bulkcarriers

Container vessels

MT 525 Manne Propulsion Systems

3
tankers and buIkcarriers

' Requirement by owner:

no broken blades -dock costs
power/RPM correct -engine repairs
high effi;ciency -fUel costs
no vibration -complaints
. erosion -prop&ler damage

MT 525 Marine Propulsion Systems

tankers and bu Ikcarriers

;1 Requirement :by yard:

price
delivery time
efficiency -contract speed
B no vibration -contract
B other aspects -owner complaints

MT525 Marine Propulsion Systems

4
Design aspects for tankers and bulkcarriers

Efficiency
depends on choice of diameter
. match power and RPM
1 Cavitation behaviour
maimum power in ballast condition
no erosion
Pressure pulses
large clearance thus not critical

MT525Màrine Propulsion Systems

Design aspects for fast container ships

Efficiency
high speed thus large fuel consumption
Cavitation behaviour
high pöwer on limited propeller diameter
l Pressure pulses
low pressure pulses to avoid vibration
(largest risk !!)

MT 525 Marine Propulsion Systems

fast container ship.s

Requirements by yard
B price
delivery time
B high efficiency - contract speed
no vibration - contract
B other aspects - owner aspect

MT 525 MarinePropuislon Systems

fast container ships

I Requirements by owner
B no broken blades - dbck costs
B power/RPM correct - engine repairs
B high efficiency - fuel costs
B no vibration - cornla'ints
B erosion/damage - propeller repair

MT 525 Marl ne Propulsion Systems

6
The design process

Requirements for

efficiency shipspeed or fuel

costs
cavitation noise
L pressure pulses vibration

MT525Marine Propulsion Systems

Choice of propeller diameter

Select maximum possible in view of tip clearance

Match propéller diameter and RPM of main engine

MT 525MarinePropulsion Systems

7
Actuator disk

VVa
-4 4
VeVa/2
- --4---.
V

Vf Vf/2

Propeller disk

Figure Al, Definition of axial and

tangential velocities

MT 525 Marine PropuIson Systems

Deviations from ideal efficiency

Axial losses function of Ct or axial induced velobity squared
2
+

c=
D2 !PV2
42
Rotational losses function of Cq. or tangential velocity squared
U Frictional losses function of BAR and tipspeed squared
Finite blade number
U Non optimum design

MT 525 MarinePropulsion Systems

8
Efficiency of an ideal propulsor

Efficiency can be written as:

Where VA is the speed of advance and UAQ

the increase in speed

MT 525 Marine Propulsion Systems

In case the blade friction is zero

power supplied to the propeller is
difference between kinetic enthe
aft and ahead of the propeller, or:

P J 4p 2 it r (V ) x

x [v Va)2 + vt2] dr

4p 2 it r (V + ) V2 dr

which can be written as:

p
4 p 2 z rdr v +- ) x

x [2 VaV + sia2 + sit2]

MT 525 Marine Propulsion Systems

9
Equation A.3 can then be written as:
n

2nr(V +
Va
Va.Vdr
fp 2 n r (V + (Va.V
2 2

It can be concluded that the tangenti

losses are related to:
2 n r (V + Va Vt2
Et = p dr A., 6

and the axial losses related to:

Ea jR p 2n r (V + Va Va2
A.. 7
o

MT 525 Marine Propulsion Systems

the difference in momentum Ehen becomeE

T j p 2 n r (V + ) Va dr A.2

The efficiency of a propeller can .b

defined as the ratio of the effectiv

power delivered by the propeller dividt
by the power supplied to the propeller
Neglecting blade friction this is:
T. V
ni A. 3

where T.V = effective power delivere

by the propeller.
P = power supplied to the
propeller

lo
Given diameter and thrust
Find opt RPM
0.8

Kt/J2 r1ICT)

- QL

-Cu' 0.6-
u
tu
0.5-

Friction

0.2 0.L OE6 0.8 1.0

Advance 'tío J
Fig. 2. Rotational and frictioai tosses as function
of the advance ìrt jo
MT 525 MarIne Propulsion Systems

Ideal vs. true efficiency (impulse

theory)
A
11

100%

Axial losses -- -

50%

Friction losses

Rotational-losses

Propeller diameter D

MT 525Marine Propulsion Systems

11
 CTr1

CTr2
w- CT3
0.5 -----.-. CT=
CT5

0.10 0.15 0.20 0.25 0.30

Ae/Ao
7

Fie. 3. Efficiency derived from B-series propeller

MT 525 Marine Propulsion Systems

12
Propeller efficiency
axial rotational efficiency
Ct losses % losses % drag % %
0.5 16 7 16 61
1.5 H 23 6 14 57
3.5 32 5 13 50
6 41 7 Ii 41

Ct thrust loading coefficient

MT525 Marine Propulsion Systems

PERCNTA0E
IMPROVEMENT

OPENi ER RCIENcY
NCR EASE

N
TOTAL EFACIENOY (
INCREASE

90 70 50
PERINTAGE RPM
Increasing
propeller
AMETER diameter
leads to lOwer
hull efficiency

13
 Propulsive efficiency
Suction. force
Propeller thrust T
Thrust deduction factor t
Suction force S

More loading at the

ti. increases thrust
deduction
MT 525 Marine Propulsion Systems

Propulsive efficiency
PRDO7

Propeller efficiency 1iP = 'T"D = TVA/PD

Cru iseliner 0 70
Producttanker 0,50
Bollard pull 0,00

Propeller thrust T [kN:]

Ship speed Vs [m/si
Wake fraction vT
Advance speed VA = V5(lW1) [rn/si
Thrust power p = TVA

Brake power [k
Mechanical efficiency iM
Delivered power D B1M [kV

MT 525 Marine Propulsion Systems

14
 Propulsive efficiency
rotai efficiency lD = TVA/PD (l-t)/(l-WT) = 1H

Cruiseliner 0,7
Product tanker 0,7

High thrust, T High i1 Low suction force, i.e. low t =. High 11H
High advance speed,VA = High r1, Low advance speed, i.e. high WT High î
(High advance speed,VA Low T)

Effective power PERTS Vs[kW]

Ship resistance R1-[kN]
Ship speed V [mis]
Delivered power D.. P5i [kW]

Thrust deduction
Wake fraction WT
Hull efficiency = (l-t)/(l-WT)

MT 525 Marine Propulsion Systems

Examples
---,-
,--- ---
. ----
p opuisiuiitacIo saule sing
;.
an n sere merci a
.

=
j

flO V5 IT CT w r r p r5
[kn:sJ

1 2E 0 ?l0 o 57l 1 053 0 822 I 155 I 0501 o 977

1
2 23 2 790 0 553 I 012 1) 827 I_ 101 1 1132 0 940

3 .0 652 e 52 t f4 O 201 I 75 II 96I 0 981

1.1
20 5 O 7I9 032 I 29 0 204 I l83 o .970 0 9Z3
[
l 5 .0 679 0 628 Ir 123 0 3i' I 167 1 013 0 962f
6 23 0700 0 612 1 166 0200 I I1, i 10 O 39

r 26 o 676 11 531t 0 971 o 332 i%Or i ii j 10 912

= t 23 S Q621 10 .V. D 5S 0 303 I D1 i 943 o 803

9 53 0 721 Q 53 O 68 890e Ir 02.1. 0913 0 847

10 285 .0592 0 500 0510 0897 0970 I 1-026 O 8531
lvii bdb Manne Propuision systems

15
Effect of diameter on
efficiency
Take account of effect on hull efficiency
Gain in open Water is reduced due to smaller wake
fraction and less hull efficiency
Basically 0.5to 0.66 of the open Water improvement is
found in the total efficiency (based on experience with
model tests)

MT 525 Ma rifle Propulsion Systems

Aft ship configuration in relation to

propeller diameter
dedra.5M r

u.

11 1H1I

MT 525 Marine PropulsionSysterns

16
 Effect of diameter on wake and thrust deduction -

-:
0200 i....
4
t:. -
0150
4w
0.100
--
t
- .t
0.O50:: -
t - t
0.000 - -

8.4 8.6 8.8 9 9.2 9.4

Propeller diameter

MT 525 Marine Propulsion Systems

Effect of diameter on open water and total efficiency

0.800
t - .-
-

0750

0 701 * open water cil 94 RPM

- - ---propuIsiveefl94RPM

0651
-pr0peefficiebO2
4openwater cil 102 RPM

-
;- - - - 0.550
8.4 8.6 8.8 9 9.2 9.4

Propeller diameter
MT 525 Marine Propulsion Systems

17
Effect of diameter on pressure
puis

4pressure pulse 102 RPM

14m draught
e--pressure pulse 94 RPM
14m draught
-- pressure pulse 102 RPM
12m draught
.4pressure pulse 94RPM
12m draught

50
r 1_,.-
4.0 - --

3.0 .

2.0, 9.4 8.6

.

8.8
-,

9
-

9.2 9.4

MT 525 MarIne Propulsion Systems

Clearances
5G040103
Propeller clearances acc. to DnV
Single screw

A = nun. 0.l2xD
generally used 0.16. ..0.2xD

C = min.
0.2xD

MT 525 Marine Propulsion Systems

18
 Clearances
Propeller clearances acc. to DnV
Twin screw

MT525 Marine Propulsion Systems

Cavitation. Practical Considerations

fi Wake
fi The influence from the wake on the pressure impulses is
principaHy depending on:

Maximum wake peak

The wake gradients (how rapid the wake changes as a
function of blade positions)

There are generally large differences in wake between

different hull forms. Only minor modifications of the lines
may have a big impact on the wäke field

MT 525 MarIne Propulsion Systems

19
 Example of.chang.e in wake field from
modification of hull lines

2.

Max wake 0.7

w>10
':, 60V

/
,,/. ..
Ø44IJ.
tiiI ines
Modified hull

..:;K;7i
i*t,
I0

Original lines

MT 526 Marine.ProAiision ysw,ns

Cavitation - PractcaH Consüderations

5ECTION A T AP

MODIFICATION O
:H!ULL LINES
N
SECTION OlL
AHEAD OF AH-
/
MIDSHIP SECIION

* Dotted lines: Modified hull forni

MT525Marine Propulsion Systems

20
 Axial wake as a function of
blade position
Axial
Wake

0.8
Paper Carrier 17 ko. C Short Aft body
0.7
26 knots Container. C .aboot 0.50
Ro. w. 21 knots. C aboot 0.65
0.6 Ro. ro. 21 knots. C aboot OE65

0.5

0.4

0.3

0.2

0.1
I I I
Top 10 20 30 40 60 70 80
Position Degrees

MT 525 Marine Propulsion Systems

Cavitation - Practical Considerations

MbilI tel

I lnflEèöîff
skew, maximum
I wake field and tip
clearance on
I pressure impulses

--- s' iDi

ID ¡5

Mit.. tip-bw dnt.ab. S

e

dI.cIn
In
skew ongle
e

MT

21
Cavitation - Practical Considerations
Load.distributiori
By öhãngìñg pitch atblade ti theload tante
distributed
away from the hull and pressure impulses are reduced

- Cruise ship - load dis. - Elliptical load di

I
0,9
0,8
0,7
0,6
0,5
0,4
0,3
0,2

MT 525 Manne Propulsion Systems

Case study
UngIrr4viwrUcIt- . I 2.00in IY,.r. 6,06
Iiwnthhwaiexithn 32Xem :6.?
Tublu LI D.q1: (nu I,ùnì 10.67 n 4
Ipuliur Á&ÌO nambr htcìcne thu1tiun I)ÌpIcunnint 474(5 m .4'fAo 0,745
nu. dtutlbu(l,m Thrfbuttur dbttthuthm fIInastflurnn 08?6 JWLJ, 0.721 J
'.1002 (1343 5i 01t Nc IO elliplk*1 25
RPM 123
ltI(W ILSSU 1t n01 Nnua II, iptlnal 3t'
SOli' 1275U
P-1032 0350 iwan"0S Nn 16 nthpkal 3Ç
39n Thrue 106500kp
P-10,13 (tASO Iwaw02 Nci 16 cIlipOcal
P-J034 (1,530 N 0,O t0c, 16 ¿pt1c1 36' V, 15.7 Cti,

COmpwiwnl of pmpulstcm ici4nces eI to actu1 pro )lr.P.1002. et ctme apeerl thrust

Popl1er prcspulstoii opitwuter opets wate, open wete behind e,uudition beI111P. ondhton
t6t testr iCIt C.2V.LUflfle1' CUflrtOi/u
isk esw.tiintiOl tlIit..IUi*iblI WithOut with
roughnzri roohncss roughnts
is=7i0 n10 n''25 nS n=25
P-1031 .4- 33% - L2 + .2.6 . + O6 i- 4.2 4-2.2
P-1032 4- 2.4 + &4 44.8 4 LO + 4A 1- 1.6
P-1033 4- 5.2 + 2.2 + 4.3 e 7.1 + 45
Y-1034 SA 12.7 9111 t?J
+ 8

MT $25 Marine Propulsion Systems

22
Case st----

r?R 1-o
Iuc 2.5Pic islriutk,n.
MT 525 Marine Propulsion Systems

Cavitation behaviour

&4.

--

Ti ç4

t-1ure 4.inr f tO* 3ff

25 Marine Propulsic
PLn, l.3. Eien bE vfL fl9 45e.

23
Case study
i Ar
r

Jigure4 T Pr e'ampIidez or tb'hu11 Piceranii

NoI
A'."
FtuÑ1I 4 Ejtk
MT 525 Marine Propulsion Systems

- -'----. r -

- '-3. 34_ .,.f,, r

3
cttrt.
MT 525 Marine Propulsion Systems

24
 ei

= uauuuau
RURR

04 durn
au uuu
aurn i
au i

uummu i

auauauauauuuuaaauauu
muuauaauusauuaau
uuuauuauauuuauam
HALF 4I1 or fl. U (Z0

Figure 27. Relation between axial wake variation and half

angle of flowlineat 8 R.

MT 525 MarinePropulslonSystems

T+O.61 !V.D3 V S f
IA
O.SR+29
83
D.!. in which
(h+10).D2

Df = difficulty. in4ex
T. = thrustinkg
N number of revolutions per minute
D diameterinm..
= ship'sipeedinkn,
a0g R aile of flow :line at 0.8 R jn 12
o'clock position
h water column abOve propeller tip in ru.

MT525 Marine Propulsion Systems

25
Cavitation and pressure fluctuations

Ihe pressure field' induced by a cavitating sheet is:

pa2 82V
47cd* 827

In other words;
second derivative of the cavitation volume
dependent on tip clearance
MT 525 Marine Propuisionsystems

Statistical pressure pulse

predict ¡o n
Holdens method
Very practical*ay of reviéwihgpressure'puise levelson mainparameter in early
stage
Based on statistical analysis of measurements carried'outin the early 7Os
Statistics shoùid be verified on recent cases but basic formulation s straightforward

Limitation are fromold data set

l Basicset up ok, but to be correlated with new data sets

Cavitating pressure pulse= constant* effect of wake peak! sqrt cavitation number/
tipclearance

MT 525 Marine Propulsion Systems

26
with.J=

Chrd1en compared to
reference.

Blade area
compared
g.factoi reference

ç Slope Kt cure.

Caíttiomnunbr..:

Cavitation - Practical Considerations

Mini ib io problems

Im prove wake-field Improve hull lines

Wake improving devices

Increase propeller-hull clearance

Avoid resonances Analyse local and global hull stiffness

Analyse excitation sources

Insulation Engine installations

Compartments

Optimize propeller Propeller speed

Skew & Rake
Load distribution
Blade area & Chord length distribution
Profile type & Thickness
Model tests
MT 525 MarIne Propulsion Systems

27
Engine and propeller
torque
PropelleriaW

ti (fixed pitch operation)

ti 'The powerabsorbed by the propeller is proportional'to the shaft speed

cubed - within the ships speed range in which the power is proportional
with the vessel speed cubed"

P2=LJJ
MT 525 MarinePropu!sionSystems

Engine and propeller

torque
ti Propeller law

ti In case the vessel resistance curve is steeper - or less steep than R =

const V2, the propeller law does notapply

II In spit of this, the propeller lawis widely used to estimate the relation
between engine power and propeller rpm at constant pitch

MT 525 MarinePropulsionSystems

28
Engine and. propeller
torque
E Fixed: pitch propellers

The torque and power absorbed by a FP-propeller will only depend on the
rpm and advancespeed (relative water speed intothe propeller disc)
For a given rpm the power absorbed will therefore depend on:
t ÎIThe loading, condition of thevessel
t Added resistan from weather and fouling of hull
Free running or towing/bollard pull conditions

MT 525 MarinePropuIsionSystems

Design point

E Definitions:
3 sea margin : % power increase given ship speed
l power margin: % difference between required power
and MCR
light running margin: how light is the propeller :for given
conditions (trial or service) and in most cases MCR

MT 525 Marine Propulsion Systems

29
 Lay out fields

los
SeIel!Con1rc8d
loo Mth,sm Cediese Rad,g

95

S
80

,75

70
i
so'
t
85
70
.

75 80
.

95
'.
90 95
-,
195 105 110
80
10 75 80 85 90 95 100 105
ship speed [ % service speed] enginelpropeiierrpm [% MCR rpm]

MT 525 MarinePropuIsIon Systems

Lay out fiel:ds

_lRatlng line
lultilling a
ships power
requirement
for a constant
speed
TA98C engines

all other
RTA engines

Engine speed
75' 80 85 90 95 100
Rl]

MT 525 Marine PropuisionSystems

30
Lay out fields
Engine power
1% FN CMCR (R
110
10%
loo engin. I
opeelienal
95 50gm
9Ô EM/OM
15% nos
nergln
80 'SM
76.5

70

50

40
65 90 95 100104 08
93.9 96.5 Eng ne epeed
See also under delinEano (% FN
Ono.O3IFIwOM

MT526;Marine.Propulsion Systems

Lay out fields Trials

Logarithmic scale 100

70S6.03,FIwdS
MT'525Marjne PropUlsion Systems

.31
Lay out fields PTO

LogarlthmIcBcaI loo
7036 F1 X466
MT 525'Marine Propulsion Systems

Engine. and propeller

torque
ahl:
engi
iO%
e limit curve
engine limit òurve

Propel!erlaw

%.n loo
MT 525MarinePropulslonSystems

32
Engine and propeller
torque
uIl Free
rung design
enginelimit curve

Bollard pull

free running

%n loo

MT525Ma,lne Propülsion Systems

Engine and propeller torque

:Prop&ler law at es rin:fling
BoIlardpulO design
100%

engine lirnitcurve

Bollard pull

/ freé running

o
%n 100

MT 525 Marine Propulsion Systems

33
Engine and propeUer torque
L POWer available frcceleration
100%
4:

enginelimit curve

IF Propeller law

o
%n 100
MT 525 Marine Propülsion Systems

Engine and propel 1er

torque

l FP-propellers for twin screw vessels are generally not

recommended.
With only one propeller running, the engine will be overloaded
And ifwe try to design the propellers so that running one engine
is possible, it will not be possible to utilize the full ipower with
both engines running

MT525 Marine Propulsion Systems

34
Stopping of the propeller
ri Control of RPM via fuel rack
ri Reduce RPM by reducing fuel rack
ri This will get problematic in conditions were the propeller is not
absorbing power
ri Too rapid reduction of RPM will generate negative torque which the
engine can not absorb
ri For that purpose Robinson curves are made interpolated from four
kwadrant measurements (function beta)
ri Robinson curve present the instantaneous torque or thrust given
shipspeed and RPM (given beta)
ri Horizontal always plot RPM so that easy comparison with engine
limits can be made
ri Apart engine load limits there may also be other limits such as
thrust bearing limits
MT 525 Marine Propulsion Systems

Robinson Curves

Ok, 4J1

/
//
5krots
1O-1mot------

2oknoth
25knc(S QIkNml /
I__15k
--5knots

-w
--lOknots
Ttsque hmltstion
--
/ /
__________________

-1 5 100 75

MT 525 Marine Propulsion Systems

35
 Theoretical Thrust Curves

Okn /
//
5knot
1Okno /
/

25kot
I2Oknot
TNJ
-i..
/
/'
//
Nominal T)nust
pr
////
25 1o1 1; o

MT 525 Marine Propulsion Systems

Kelyless connection
fil Shrink fit between shaft and hub
O nokey
O hydraulically operated, pressure increase results allow hub to be moved up
fl distance controls torque and safety factor
fil limits are: material of the hub
O temperature effect of fit due to fact that hub bronze elongation due to temperature is
larger than that of steel shaft
C only for smaller propellers other connections are applied

MT 525 Marine Propulsion Systems

36
Keyless connection
Hsdrsutc ring

Fig. 14 Section through a typical propeller boss showing the arrangement

for keyleas oil injection Stting to the shaft
Proc h,
MT 525 Marine Propulsion Systems

Keyless connection
U Keytessconnection -- -
More secure due to
accurate calculations
No weakening of hub and
shaft due to keyway
t Controlled hydraulic
mounting and dismounting
B No heat applied during
mounting process
U Fit to be checked

MT 525 Marine Propulsion Systems

37
 F kracht INI
wrijvingscoetticìent I-1
F normaalkracht INI
F-p-F
T stuwkraoht IkNl
lotate eakoppel IkNmI
gem. conusdiameter 1mm)
I eff. conuslengte Immi

= p, t t,L Pf, vlaktedruk IN/mm2l

r M- (i*Viv) Mm
VTV
motorkoppel IkNmI
'vibFatory torquavaLu'
ijskoppel IkNmI
L
1 -.

-r

Voor keur:
s-F S veUigheidsfnctor

Benodlgde vlaktedruk:
= M

Ç-4000= -1t-

- .Ç- 4Oo

MT 525 Marine Propulsion Systems

38
 Vlakteth-uk wordt verkregen door oppereen
rIT

opachuiflengte kemi
D.,-D4 .6. diameter varan-
daring naal immi
Relatles:

p.,---,
coniciteit 6
Spanningen:

M-V -,ç + ,!-+

MT 525 Marine PropulsionSystems

Maximum spanningen treden op bu:

Naaf - -' aan binnenzljde
As: hoi --> aan binnenzijde
massief - - aan buitenzijde

Volgens keur:
f R,
R, vloeigrens IN/mm2l

opm.: KEYLESS
Verschil in temperatuuruitzettingscoefficient
kn/m/ °CI tussen as- en naafmateriaal
AS NAAF
t" 3,424o O46. 4O

Naaf zet sterker uit bij hogere temperatureni

35°C --' p --' minimum over te brengen
koppel
0° C -- p f--' grootste materiaaispanningen
L arbitraire grenzen, door keur bepasid

39
KeyleasFilting
5.15,2(a) De.rign críwria. Thy factor of safeL against sup of the propeller hub on the tail
shaft taper at35°C (95°P) is ist be at lca5 2. underthe actinn of maximum continuous uhcad
ratedtorque plustorque due to torsional vibnuions. Scc6-l-I!53,7 for propellcrsrequiri.tg ice
strengthening. For oil injection method of lit, the coeffieleni of fricuion is to be taken no
greaser than 0.13 for browse/steel peopeller hubs on steel shafts, The ntstimt,m cquitaJent
uniaxtal stress (von Mises-Hencky etitetia) in the hub at 0°C (32°F) ienut.tn:cxcccd 70% of
tire minimum spîcificd yieldsiress or 02% proof stress nf the propeller material.
S1rc calculations nndftuing inssrùction arc to be submitted (soe4-3-311.5.4) and are to
include at leat:tl,e following;
theoretical contact surface area;
the maximum permissible pullup length at 0°C (3'°P) as limited by the maximum
perrnissibkuniuxial stress specified above;
the minitnum pullrup ltgth and contact pressure at 35'C (95°F) to susina afety factor
aainL slip of7_&
the proposed pullup length and contact pressure at fining temperature; and
the rated propeller ahead thrust.

MT525lVlarine PropulslonSystems

Theoretical Contact Surface Between Hub and Shaft

MT 525 Mârine:PropulsionSystems

40
5.1S.2(c) Eç'uaikrn.c. The taper on the tail shaft cone ¡g not to exceed I/IS. Although the
equations given below arc for ahead opetation, they may be considered to provide an
adequate safety margin for astern operation also

The minimum mating surface prcssurc ut 3SC (95°F), P, is to be:

= SO + N/mm (gf2 pj)

The rated propellerthrust, T, submitcd by the designer it to be uted in these. calculations, in

the event that this isnot submitted, one of the equations in 4-3-3/Table 3 may be used. tubject
to whichever yields the larger valuc ofPng.

MT 525Ma nne Propulsion Systems

Thc shear force ¿t inceef F,. Lc giunti by

N(kpfthîJ:

Cinnlaifl B is einen by:

-,?
The colTespundiclg (i.e.. dt nC (95F)( minimum pullup lcegth. s:

;i:» /ç {[-f- -'J1 mm ninn, in);

1),

The minimum pull-up loiglli 8,, at tenlperaturc. i, where: < 3C (QS'Fì is

8; n 6,, (- a)(35 fl tom (SI and MKS unitt)

8,- 8, i L_ (nn - aX9t -J) in (liS unilsj

The ecnsnçxsndingminimum urfacr pressure, P,. in:

Nínirn' (lgírmin, psi)

The masísnwn ptmissìbte nOting nurfuce pressure, F,.,, at O'C132°F) in:

0.7cr (K' -I)

N/toni' (kgllimn'. pail;

and the correnpondmg mashnoin pcsniicsible pull-up length. L, in:

mm (mm:in.)

41
42
MT525 Marine Propulsión Systems
Content (outlook to other suibjects)
Content
wk I Irtroduction to marine propulsion systems
wk I Ship types and propúlsors
wk 1,2 Fixed pitch propellers
wk 2 Controllable pitch propellers,
wk 3 Steerable. thrusters and pods
wk 4 Waterjets
wk 5 Transverse thrusters
wk SHydrau{ic systems and controls
wk. 6 Class requirements, rudder interaction and
material aspects
wk 7 Cost driving factors and system integration
MT525:Marifle Propúlsion
Systems

2. Ship type and.

propulsors
'Duration:O.5 hour
Main goal explain main design criteria of ships in
relation to their propulsion systems
Content:
Main transportation routes
Ship design aspects
Ship concepts
Main ship types and their requirements for the
propulsion system

MT525 Marine Propuision

Systems

i
MAIN REQUIREMENTS FOR PROPULSION
SYSTEMS

PRODUCT

FtflAr D(ET

MT 525 MarinePmpUIsionSystems

MAIiN REQUIREMENTS FOR

PROPULSiON SYSTEMS

THE APPROACH STARTS. WITH THE

REQUIREMENTS PER SHIP TYPE
ti THEN WITH THE MAIN REQUIREMENTS FOR THE
MAIN DRIVE
. THEN THE MAIN EQUIREMENTS FOR THE
PROPULSION SYSTEM

t THEN WE HAVE A PRODUCT MARKET

COMBINATION

MT 525 MarineiPropulsion Systems

Sea transportation of ¡ron ore

MT 525 MarIne Propulsion Systems

Sea transportation of grain

MT 525 Marine Propulsion Systems

4
 Ferry operator

lisps

V
Klalr.

MT525 Marine Propulsion

Systems

Ship Design Spiral

Design jrocess.iitrivé e';g. aidié dpeh i.
of the ship, and the weight depends on the main dimensions...
Mani Smensions and Owners rnqulrements
preliminary power
prediGion

Lrnes
Dan,

General arrangement end machinery Power

Strength Calniuiation strutrural arrangement

MT 525 Marine Propulsion Systems

5
Ship design process
l.Trade/Shiptype
Limitations due to field ofoperat!on
- Canals (max, draught/breadth)
- Rivers/harbours (max. draught/length)
Requirements from classifications societies
and governmental authorities
- Strength (light ship weight)
- Safety (load lines)
Deadweight (DWT) and ship speed (Vs)

MT 525Marine Propulsion Systems

Ship design process

Principal dimensions based on the previous
- Displacement, V or V
- Length L
- Breadth, B
- Draught, T
- Depth, D

Hull Lines
- Ship resistance
- Propulsive coefficients
- Wake field

MT 525 Marine Propulsion Systems

6
Ship design process
7. Other requirements
- Electricity (shaft generator).
- Noise/Vibrations
- Operating profi1

8 Propeller
- Diameter
- Propeller speed
- Propeller nozzle
- Skew back
- Number of blades
- Blade area ratio
- Load distribution
MT 525 Marine, Propulsion Systems

Ship desing process

9. Powering
- Main engine and auxiliary engine
- MCR (Sea Margin)
- Fuel type

MT 525 MarineProputslon Systems

7
 Outset of design
Tcta'
(cVWAA.

Total costs per DWT and nautical mile

Capital cost
ave! costs Operating costs
- Fuel - Crew
- Lube oil - Insurance
- Harbour - Administration
- Maintenance

MT 525 Marine Propulsion Systems

Ship Concepts
Reason for the existence of different concepts

Different cargoes...

have different transportation requirements...

which calls for different ship concepts

MT 525 Marine Propulsion Systems

8
Ship Concepts
narni
Lift Triangle

Aerostatic:
Works with an
air cushion...

Aerodynamic:
Works with wings...

Hydrostatic Lift - Hydrodynamic Lift

MT 525 Manne Propulsion Systems

Ship Concepts
Lift Triangle
r os&tlLA aift'
air cushion vehicle a swing ¡n ground craft

surface effect ship a

Hydrostatic Lift dynamic Lift

displacement ships planing monohuli x a hy . . li
smali waterpiane area twin huh a planing mufti hull X a foiicat

M 525 Marine Propulsion Systems

9
 S:h ¡p Concepts
Advanced shipconcepts only pay off for...
u Perishable cargo
u High-valuecargo
u Quickly-bored cargo

Thatis why about100% of theworlds merchant ships are

displacement ships...

MT 525 MarIne Propùlsion Systems

ShIpP ro pulsi on
What is ship propulsion?
Ship propulsion is..

Installing devices that can make a ship move...

or in other words...
Installing devices that can counteract the forces that stop aship from moving...
or in other words...
Installing devicesEthat can overcome a ships resistance...

k-.- -- -- __)
MT525Marine Propu!son Systems

lo
 Power Requirements
Power R uirement Characteristic

displacement ship
(third power curve)

o.
a,

Ship speed

MT 525 MarIne Propulsion Systems

Power Requirem ents

Limitation f r ship speed
u Notechnical llmltatlòn
Thus an economic mitation
displacementsh
u The economic limitation is
given by the value of the
(thir( power curie)

//
cargo...

Ship speed
I knot I nautical mile! hour
I nautical mile 1.852 kilometer
I knot = 1.852 kIlometer I hour
15 knots = 28 kIlometer! hour
25 knots = 46 kilometer! hour

15 knat Z5 knots
Ship speed
MT 525 Marine Propulsion Systems

11
 Power Requirements
Justification for advanced ship concepts

displacement ship
(third power curve

Ship speed

MT 525 MarIne Propulsion Systems

Propu I sion-Co nce pt-s

Direct drIve...

cPP

nadlums Indirect drive...

Gearbox

FPP

Diesel-electric drive...

MT 525 MarIne Propulsion Systems

12
 Ship Types
World fleet development Sowce: SL
.Tankér. BüIkffleÍs
:ContajñervesseIj n GeneralcargovesseIs
n Others
75
C
o
E
500

250

o
W
U)
C)
U)
U)
U)
C)
C)
O-
U) C)
C1
a)
C
C)
'e
Q)
II)
Q)
W
U)
P-
C)
U)
C)
C)
C)
C) C) U) C) O) C) C) C) C) C) C) C) C)

MT 5M8Th?°stems

S hip-Sizes
Various units to express ship size
Deadweight tonnage [dwt]

MT 525 Marine Propulsion Systems

13
 Ship Sizes
Deadweight&Payload
Archimedes... Weight of the displaced water... Displacement
rWeight of the steel structure... Steel weight
Lightweight I

Weight of the machinery... Machinery weight

Deadweight
Weight of the consumables... Fuel & stores weight
Payload

II
MT 525 Marine Propulsion Systems

Ship Sizes
Various units to express ship size TEU
Length = 20 feet
Deadweight tonnage [dwt] Width = 8 feet
Height = 8, 8.5 or 9.5 feet

L1JJ
Container capacity [TEU I
Gross tonnage[grt]
Passenger capacity L Pax]
Hold or tank volume [m3 or cuft J

MT 525 Marine Propulsion Systems

14
Ship Types
Major ship types
Tankers
BüIk carriers
n Contalnervessels
General cargo vessels
a 'Others(RO-RO vessels, Reefer vessels, Ferries, Cruiseships, etc.)

Fleet seqméntation 1999

10%

8%
42%

36%

MT 5251 Marine Propulsion Systems

Ship_types
huid

Tankers

Aframaxtanker -106.000 dwt

MT 525 Marine Propulsion Systems

15
Ship Types & Sizes
Tankers

<5000 dwt medium speed engines

5000 to 10000 dwt medium speed engines
10000 to 80000 dwt low speed engine
Aframax (80'OOO to 120'OOO dwt) low speed engines
SUezmax (120000 to 200000 dwt) low speed engines
Very Large Crude Carrier (VLCC) (> 200000 dwt) low speed engines

MT 525 MarIne Propulsion Systems

Ship_types
Tankers

Berge Stadi
MT 525 Marine Propulsion Systems

16
Ship Types

Magdala
MT 525 MarIne Propulsion Systems

Ship Types

Bunga Cendeawasih
MT 525 Marine Propulsion Systems

17
 Ship Types

ti
n=
Panamaxbulk carrier -74'OOO dwt

MT 525 MarInePropUIslonSystems

Ship1ypes& Sizes
Bulk carriers

a Handysize (10000 to 35000dwt) low speed engine FPP

a Handymax (35000 to 50000 dwt) low speed engine FPP
a Panamax(50000to8O'QOO dwt) low speed engine FPP
a Capesize (> 80000 dwt) low speed engine FPP

MT 525 MarinePropulsion Systems

18
 Ship Types
Bulk carriers

Pina Prima
MT 525 Manne Propulsion Systems

19
 Ship Types
Bulk carriers

Incetrans
MT 525 Marine Propulsion Systems

Sh.ip_I_ypes Cross section careo hold

Container vessels hatch covers

cell guides

I I
f =EE = --
-
Post-Panamai container vessel -6690 TEU
MT 525 Marine Propulsion Systems

20
 Ship Types & Sizes
Container vessels

Feeders low speed engines

Sub-Panamax (B <32.2 meters) low speed engines
Panamax (B = 32.2 meters) low speed engine
Post-Panamax (B > 32.2 meters) low speed engine

MT 525 Marine Propulsion Systems

Shi.p Types
PostpanajflaicofltaIflorvessel669ait1j

Container vessel

P&O Nedlloyd SouThampton - Suizer I2RTABBC

MT 525 MarIne Propulsion Systems

21
 Ship Types
Container vessels

Ever Dainty
MT 525 Marine Propulsion Systems

S hip-Types Cross section cargo hold

coYes ....

General cargo vessels

tween decks

General cargo vessel - 9OOO dwt

MT 525 Marine Propulsion Systems

22
 Ship Types & Sizes
General cargo vessels

<5000 dwt medium speed engines and gearbox

5000 to 10000 dwt medium speed engines and gearbox
I 0000 to 35000 dwt low speed engines and FPP

MT 525 Marine Propulsion Systems

S.hipTypes.

e-.

Aalsmeerg,aclfl
MT 525 Marine Propulsion Systems

23
 Ship Types
Others - RO-RO vessels
/

RO-RO vessel - 12500 dwt

MT 525 Marine Propulsion Systems

Ship-T-ypes
ORO.yessDodL.

Others - RO-RO vessels

_%_
- -

-1i
,u*'it"-. .-
-

Gmnde Ameñce
MT 525 Marine Propulsion Systems

24
 Ship Types hatehcoveN..
Cross section carne hold
insulation
Others - Reefer vessels

Reefer vesse? - 10500 dwt

MT 525 Marine Propulsion Systems

Ship Types
iresse15O00'4wt

Others - Reefer vessels

Brazilian Reefer - Suizer 6RTAS8

MT 525 Marine Propulsion Systems

25
Ship Types Cross section carno hold

Others - Ferries

wAr

MT 525 Marine Propulsion Systems

Superiasti - 4x Sulzer 12ZA40S

MT 525 Marine Propulsion Systems

26
 Ship Types Cross section carno hold

Others - Crulseships

OS5

e
Cruiseship - 13T000 grt

MT 525 MarIne Propulsion Systems

Ship Types
-
r
Others - Cruiseships ¡

4a _*
pt. s

Voyager of the Seas - 6x Wärtsllä 12V46C

MT 525 Manne Propulsion Systems

27
Ship Types

Carnival Fantasy - 4x Suizer I2ZA4OS + 2x Suizer 8ZA405

MT 525 Marine Propulsion Systems

Shipping
Different parties ¡nvoÏved in shipping
Shipper Person who has cargo that he wants to transport...
Cargo broker Helps persons who have cargo that they want to transport...
Ship broker Helps persons who have ship with which they want to transport cargo...
Ship owner Person who owns a ship...
u Ship manager Person who takes care that one could transport cargo with a ship...
u Ship operator Person who actually transports cargo with a ship...
Charterer Person who has hired a ship to transport cargo with it...

Different charter forms...

Bareboat charter Ship owner covers capital costs...
Time or trip charter Ship owner covers operating costs too...
Voyage charter Ship owner covers voyage costs too...

MT 525 Marine Propulsion Systems

28
 Charter Party
Responsibility
reboat flme&Thp Voyage VoyageUner

Investment cost
capital Costs
lntst
Manning Costs
Maintenance & Repairs
Operating Survey & Drydock Shipowner's Costs
Costs Stores, supplies & lube oil
H&M & P&l Insurance
Management

Bunkers
Hold Cleaning
Port Charges
canal Dues
Fairway Fees Charterers Costs
Voyage Pilotage
Costs Tug Costs
Voyage Insurance
Loading Costs
Unloading Costs

MT 525 Marine Propulsion Systems

Shipping.
Basic kinds of shipping
There are two basic kinds of shipping...
Bulk shipping The cargo decides where the ship goes...
Liner shipping The ship decides where the cargo goes...
Tramp shipping A mix form..

Oil, ore, grain, coal, etc.

Containers, pallets, bales, other unitized cargo, etc.

Project cargo

NIT 525 Marine Propulsion Systems

29
Stimulating questions
L Can you imagine that for some ship types
it does not matter so much what the fuel
consumption is
U Indicate some ship types for which
maneuvering is very important
L. Is astern operation important?

MT 525 Marine Propulsion Systems

MT 525 MarIne Propulsion Systems

30
 Marine Propulsion Systems
Content (outlook to other
subjects)
Content
ll J
wk i Introduction to marine propulsion systems
wk i Ship types and propulsors
wk 1,2 Fixed pitch propellers
wk 2 Controllable pitch propellers
wk 3 Steerable thrusters and pods
wk 4 Waterjets
wk 5 Transverse thrusters
wk 5 HydrauHc systems and controis
wk 6 Class requirements,rudder interaction and
material aspects
7 Cost driving factors and system integration
WARTSILA MT525 Marine Propulsion TU Deift
Systems

Why this course

U
I Marine propulsion systems are an important part of the ships cost
I This may amount to 5 % of the total ship
I The main operation of the vessels and the ship are determined by
the character of the main propulsion plant
I The reliability of the vessel is main determined by the reliability of
the propulsion plant (engine, propeller, .. Rudder)
I From economical point of view: due to the complexity production in
Europe still is possible. The main players in marine propulsion
systems still have their basis in Europe.
I
I Do you have other reasons?

MT 525 Marine Propulsion Systems

i
Main purpose
U To introduce the main working principle to fourth years student who
later will be active in shipyards, ship owners, consultants
surveyors or marine equipment supplier.
U Focus on first principle
U Start with main hydrodynamic function
U Include basic mechanical system and main strength parameters
U Cover system integration issues
U Cover reliability aspects (what can go wrong)

MT 525 MarinePropuistonSystems

Main targets
After the coUrse students are expected to
U Have basic knowledge onthe type and working principle of most
marine propulsion systems
U Understand the main working principles
U Understand how to integrate propulsion systems in a ship
U Know the main critical strengthparameters
U Know which questions to ask to make ¡t work
U Know how to review technical specifications or how to review them

MT 525 Marine Propulsion Systems

2
 1. lin:troduction to Marine
Propulsion Systems
Duration:O.5 hour
Main goal: main pürposeand explain historical
development and achievements
Content:
Some definitions
When did it all start
Maximum power available per propulsor
Basic considerations in the design of propulsor
system
Basic principles to generate thrUst

WÂRÏSILA. MT525:MarinePropulsion TU Deift

Systems

Historical development
The basic propellerinvented in 1835
Before that time sáils were used to push a ship
Increase of density(air to water) decreased the size of the propulsor
H Via rotation of a heUx thrust was generated in the water
H Via rotation thrust is generated

MT 525 Marine Propulsion Systems

3
Sorts of propulsors
How can thrust be generated:
t accelerate the water by pushing paddle wheel
t accelerate water by electric force field emhd
t boiling water plof plof
t accelerate by burning fuel ramjet
t generate thrust by moving up and down fishtail propulsion
t accelerate water via suction pump waterjet
t accelerate water via rotating wings propeller

MT 525 Marine Propulsion Systems

Paddlewheel

MT 525 Marine Propulsion Systems

4
Helix

NB! If you walkin

a circular stairway,
you move in a
heiixgeomety..

MT 525 Marine Propulsion Systems

Propellers utilise favourable

charactedllstics of blade section
lt From modeItests lift and drag coefficients areobtained

lt Measured lift = CL1/2pV2S

lt S =Wing area
Il Measured drag = CD%pV2S
lt VFIowspeed

o o O

C,

S: 0 .8 10 :4

F.c. L I -=

MI 525 Marine Propulsion Systems

6
Pressure upo:n a wing
secton
With camber and/or angle of attack of the wing
section,pressure d erential is achieved

decrease
of
pressure

increase
of pressure
pressure on face

pressüre disfflbutioñonwing section

MT525 Marine Propulsion Systems

Performance comparison
80 convcthmuil and Ithh pafreuinere
reiIsnn macellen
70

00 I-
50

40

30
I wrenrjct4
20 Note: efficiency of waterjetshas gone up considerably since 1978
(typical valuesWJ 0,7 SPPÛ,85 around 40.knots)
lo (AlLison, 1978)
I I J
00 20 40 60 80 lOO
ship med (knots)

fnigiji L7: AlpioxIoniaIwmoinut1Indeflicency psaurd3lTeeat pro-

palierS. lbL'ea 1IÛiI 1A11irenI97I..

MT 525Marine Propulsion Systems

7
Performance comparison
SEMI-SíJMERGEo SHROUDED
PROPEL'LER IRSCREW

\ERJET OPEN-
AIRSOR E W
\SUpER_CVfl-ATING:.
PROPELLER
TRNSCAVITAT1NG
PROPELLER
CONVENTIONAL
PROPELLER
t -I -

JO- 20 - 30 40-- -50 -60 70 50 9O 100

- VEHICLE SPEED Vo (kNòTS)

MT 525 Marine Propulsion Systems

Available power on
propulsors
I Maximum power resembles the learning curve in the development
I Besides the absolute power the power density and the tip speed are
important parameters for the difficulty of the design
I Parameters: power, RPM, diameter, ship speed, draught of the ship

I Maximum power is limited by:

what is needed from ship perspective (maximum ship size)
E what is possible for instance the maximum weight or production limits
maximum weight fixed pitch propeller 125 tons (but this is not a real
physical limit, more important is for instance the draught limitation of the
ship ft is intended for)

MT 525 Marine Propulsion Systems

8
 PrniwIirfl Devices
Various types of propellers

There are various types of propellers

Fixed-pitch propellers
Controllable-pitch prope
u Ducted propellers
Podded propellers

MT 525 Marine Propulsion Systems

Power [kW] Historical development of maximum power

applied per ship propulsor
_70000

60000

50000

40000

30000

20000

10000

0
1800 1820 1840 1860 1880 1900 1920 1940 1960 1880 2000 2020
Year

MT 525 Marine Propulsion Systems

9
Relevance of power density
1 Power density:

Power per disk area:

2,tQn T
D2 D2
4 4

MT 525 Marine Propulsion Systems

2.5 I I I u I I I I
I

SMALL PROPELLERS

= CONTROLLABLE PITCH
FIXED PITCH (LARGE)
:

I t I I I

IO 20 30 40
SHIP SPEED [KNOTSI
MT 525 Marine Propulsion Systems

lo
Consequences
$ Large variation especially ship speed (majority
<40 knots)
I Large variation ¡n power
I Little or now series effect
tailor made design approach
t design problem: how to make first time right design
t compare with airplane: even a fokker 50 has been built
200 times

MT 525 MarIne Propulsion Systems

11
 Controls

Transverse t
thruster

Steerable
thruster
CPI,
FPP
MT 52K1 Propulsion Systems

Propulsion Concepts
Direct drive'..

CPP

Indirect drive...

Gearbox

'PP

Diesel-electric drive...

MT 525 Marine Propulsion Systems

12
Questions
LI Why no FPP with gearbox driven engines?
L Why no FPP with more than one engine?

MT 525 Marine Propulsion Systems

Ship Types
SOuy: SL
Tankers Bulk came's
Container vessels General cargo vessels
R Others
750

E
500
w
= World fleet development
Is

250

w
Ib
w ww ci
-ai c.i
ci
ra, e
ai
in
a,
io
ci i
a,
io
ci
io
ci
ai ci ci ci ci Oi ci ai ci ci ci ci ai ai

MT 5Thstems

13
Stimulating questions

(3 When we refer to marine propulsion systems what are the system

boundaries

t] Why is it so difficult to verify the working of mps before the actual

seatrial?

D What do you consider the most difficult aspects of designing marine

propulsion systems?

MT 525 Marine Propulsion Systems

-'4

pr

MT 525 MarIne Propulsion Systems

14
. . . s
 5a. Pods

i Introduction to marine propulsion systems

2 ShIp types and propusors
3 Fixed pitch prope!lers
4 Controllable pitch propellers
5 Steerable thrusters
5aPods
wk 5 Wateriets
wk 5 Transverse thrusters
wk 7 Hydraucsysterns and coñtrs
wk 7 Class requirernents,rudder interaction and
materiäl: aspects
wk 7 Cost driving factors and system integration
M'r525'Marine Propulsion
Systems

5 a. Podded propusors
Duration: ihour
Main goal main working principle and design criteria
Content:
Why pods?
Historic develornent and applications
Mecharical design añd working principle
Hydrodynarnic design aspects and comparison
conventional propulsors.
Electric drive and E motor
Steering forces, maneUvering and crash stop

MT525Marifle Propulsion
Systems

i
Why pods

Make use of electric drives.

Large torque capability
Take advantage of pods type propulsors such
as propulsive efficiency and inflow
:
Electric motor is necessary given gear limits at
7000 kW

MT 525MarIne Propulsion Systems

History
Origin
U The wish to combine the thrustermaneuveriñg capabilities with the
high torque of electric drives for powershigherthan7500kW.

U 1990 Support Vessel "SeuIl" 1500 kW(Azipod prototype)

1993 Icebreaking Tanker 'Uikku' 11.4 MWAzipod prototype)
U 1998 Cruise vessel"Elation 2*14MW Azipod)
0 1999 Ultra Deep Water Semisubmersible Drilling Rig "Sedco
Express" 4"7 MW'(Mermaid)
0 2000 Chemical Tanker 'Prospero" 5.1 MW (SSP)
0 2000 Cruise vessel Millenniumn2*19.5 MW (Mermaid)
0 2001 Cruise vessel "Norwegian Dawn" 2*20 MW (Azipod)
0 2001 Ferry "Nils Holgersson" 2*11 MW(SSP)
0 2002 Cruise vesél "Seven Seas Voyager" 2'7 MW (DOLPHIN)
0 2004 Cruise vessel 'Queen Mary 2" 4*21 MW(Mermaid)
MT525Marine Propulsion Systems

2
Products

MT 525 Marine Propulsion Systems

Systems overview

MT 525 Martne Propulsion Systems

3
Systems ove ivi ew

l.dl.ean
ßrekingsfld

Fig J fl«w fPôd

MT 525 Marine PropuIson Systems

Principle

I Azipod, Mermaid, SSP and DOLPHIN are Podded Propulsors:

Principle

An electric motor with controllable and reversible rpm

is connected directly to the propeller
and is mounted in an underwater housing that can
rotate continuously over 360°

A podded propulsor is similar to a steerable or azimuthing

thruster, but usually for larger powers (7 MW and up)
MT 525 Marine Propulsion Systems

4
 Steering Unit
Slewing Bearing

Note: some systems

do not need external
cooling (power lt 7

Steering
Slewing bearing

1meroIter
stiir beîr

NIT 525 Manne Propulsion Systems

5
Forward Bearing

I Forward Bearing
Position

t Radial CARB
Bearing

I Bearing and
inboard seal can
be replaced
without removing
the rotor or
propeller shaft

MT 525 Marine Propulsion Systems

Aft Bearing Position

u 111L
I arin

t Thrust
beanngs

Shaft
earthening

I Rotor
p$itiOfl
pickUp

J Radial
beanng

MT 525 Marine Propuisioii Systems

6
Steering Mechanism

Li SAI hydraulic
motor
O Brevini reduction
gear *r

U Counter balance
block

MT 525 Marine Propulsion Systems

Assembly and Installation

7
Assembly and Installation

MT 525 Marine Propulsion Systems

Assembly and Insta!latîon

MT 525 Marine Propulsion Systems

8
Seal system ¡n operation

Modified venting
system

1biJ,
-to

L&.d ,n,
-
F. 4-

9
Seals

LJ Outboard Seal $ystem

MT 525 MarIne Propulsion Systems

lo
 Experience in practice

Problem with water ingress

Problem with lubricating and bearing loads
Problem with electrical components in the
pod (overheating)

MT525Marine Propulsion Systems

Propulsive efficiency
Efficiency

Ship Resistance (R) * Ship Speed (Ve)

Propulsive Power (ED)
- Propulsor Efficiency (i,) * Hull Efficiency (7H * R)

Podded Propulsion
t Resistance (R) is lower (no appendages)'
t Hull Efficiency (1H) is bettr, depending on 'hull form
t The Propulsor Efficiency (ii) includes the pod drag and is
slightly lower
Pod diametershould be as small as possible (close to 0.5 !!), this
requires special design electric motor
MT 525 MarinePropúIslon Systems

li
 Propulsive efficiency
S--«-,'«--S- S

Efficiency
EJ Conventional Twin Screw
(R+R appendages) s 1.1 O*PE
= 0.69*0.8810 = E

=
=
j}fl R

[i Podded Propulsion

R\.( 10*P
.
D *** 0.66*(0.88 to 0.93Y10
=163to1.7IPE
flq, flH flR
MT 525 Marine Propulsion Systems

Propeller inflow

Conventional
Wake Field

MT 525 Marine Propulsion Systems

12
 Propeller inflow

Podded propulsor

Almost uniform
Only disturbed by
the ships boundary
layer

MT 525 MarIne Propulsion Systems

Effect of pod orientation on pressure pulses

ConditIon 24 notn Pnqicllcr Inword wuIrig,
wog on
R

f-E--

PB
i it 4d

-.--- . -. .4 'C5.
Jri =
--
----------
.- . - .
- -'---=----a
. - . -- .R-p

Fg 8 Cwge ofPre&iwe Fuaua(wns ,irth FodJnc1inatsoa

MT 525 Marine Propulsion Systems

13
Design of pod and electric motor

I Normal electric motor diameter =length

I Pod motor length about 2 time diameter
I Small reduction in electrical efficiency

I Pod diameter is close to 0.5 this reduces the

open water efficiency 5 to 10 %
I Electromotor: D2NL
D diameter = constant
INRPM P
L length
P power MT 525 Marine Propulsion Systems

Design of pod and electric motor

t I

Pig. 2 JP1iattc.azsop1imurn:PO12confiiira1iöfl7
-.-P.n.m.Iu.
- ElM. II'
løn!MW=1.0. DLNIPWO.365. C 0.OIf othQ
-.-Ml' cr)
- LrrD,

E
5.0 E
4,'
-
2.0 .2
E.

046 .o,45. 0.00.0.00 :0.00.0.65 :0.70 076

motor diametor orer propeller dlametor
Fg Total powar w deSIgn spe& a iancaor ofDm Vp - Ropax

14
Design of pod and electric motor
- - H -

PgjrcIn..
e Base Cs,
DJDO 55 Q I.N$PwQ 65 CD O 015 etu0 713 --Mr onraty
_n,!Dn:
19BO0 5.0
.. -.Mo1ordenft
. 139700 4.5

oE
139400

139300 2.0 .

1.5
[ 130200
Motor doflOity 1.0
J .139lO0 I: br, hirge ,
(nut Iûuaibi)
0.0
¿.0 5.0 0.0 7.0
weight to power rano (kg/kW)

Fig 6 TotdpowLv- at dc.ignpccdasfuncz,on agh: opocr ratio for- Cargo

MT 525 MarIne Propulsion Systems

Design of pod and electric motor

Thb!e3 Pdáh ! -:
Ship type ROPX.:: CARGO TiulARAN'
Mothuiuimcter
.Wt1fl/P:òwet b(k1k .335 40-4.5 -:33:.:
0.35:
D.m/p 0.50-0.55 Di.. 03
HydrodyakParametrs
CDço 0.010- :O.010.
Pmpeiiffiden 0.75 075 :0.75.:

MT 525 Marine Propulsion Systems

15
Design of pod and eHectric motor

STRL1

C1TOR HOtJSNC
D= Cd ,}4p(v +)2s
O.5Va
Ve

Strut reduce rotation:

total torque increase
Drag of pod and strut:
total thrust reduces

MT525MäriflePropulsion Systems

Estimation of pod effect

Hoerners formula's
0.075
Friction ooefficient
- (1ogR _2)2

c =c1{3(I-J4.5 +21)IGondola, llength, ID diámeter

J

2Gr{1:2J +6C(J} Strut, t thickness, c chord

_0.05] lnterfererc drag

=[(J
MT525 Mariñé PropuI&onSystenis

16
Pod efficiency case study
- -.---- ---- n,-

I liTht -.
EgpuuurTlI
li
I.PUa H.n 1j,.r.Ia!1& i

a... -- - to to

Figi EcodyPlth, of bwk- camer mdeJ iuiij:cm)

MT 525 Mañne Propulsion Systems

Pod ;

- I- OE2 oS O3 96 ei
- Fi 5 - eropen-aJcr ehaço2ccnseco

púshth
o:.L:
Ol 06 09 iI2 -: G
:fo' U.! I!
I S' S'__ - "
:1.
\1
'

' .--.
'-'\t - -v
- '
o
< ,, _--. \-' \L l
-
UI

' TT e' Oi,'G3O4-&5 00. 0? L0J09 '

-
G
-
U.S 03M 9.5
.
00. 07 A0J0.9
- lig. 6- Cnar0erootics ofpoddedjsmì,cilcrs -

17
Tractor or Pusher

i Tractor
I rotation behind the propeller interacts with the strut
1 effect is largest at bollard condition

i Pusher
I drag of strut is speed dependent
t minor torque effect

i At low speed use pusher

i At high speed use tractor (better wake and inflow, but higher steering torque)

MT 525 Marine Propulsion Systems

Pod efficiency case study

L4 - OE(.

02- 0.3 04, 0.6 0.7 UOjOO --.- 0-0.1 020 0.403
FiE.?- Cmpurisun ufptptikr crd-. -;:pj s- &tinjwed c -atcrLctic. nfpaddcdrnodier.c

MT 525 Marine Propulsion Systems

18
 1.2

Poc ..

1.
. -_
'19_
.

- O

Jt
I-w .-1 O .._ Olt
___.O.0___O0_0______ t-iv
09L 0.8-

0.6-. 04
i
. .

....-i
--z
04 --Pushcrtypc '-Puhei Tvp
----TmctorTyp Ttacloi1p
0.2 02' 1_._._.
0.16 0.18 . 0.2 F (flfi.:. .

.Q' Fn
Fi 21 (a,-Le,n of Jatd) prvpzth ion Fig. 2-- Compoflzon ojcIote4pmpul!ion
rkfr,lS (MetJw4 i) coofwiwiir (Method il)

Table ¿ -Coir.puruon ofn widD!IP

OALJiethod i 1. 1TTC ISIS. CALMetirnrl,a .[fl 1978

Iw Pusher Tractor I Rwhr Tretor Puchor Tractcy F,rnhor Irotor
nlxprn)j.11Iì.5 1133 117.5 1132: 1l 114.2. 118.1 lias
EliP .28B7 2884 58ß( .2888.. 3.195 3194 . 3ZtJO 3200
1, 0.483 0.491 O.48S 0.48710.526-0.548 0.525- o.554
58741 g)9 rl 5073
Oi4P.( 5971 [ 5829 r: 5093 5771

MT 525 MarIne Propulsion Systems

Electrical systems
Synchronous motor
J alternating current in the stator winding
i rotor with permanent magnet or
t rotor with rotating exciter (small generator with rectifier generates power for rotor)

I Asynchronous motor
J squirrel cage motor

Cyclo convertor
t unlimited power level
I efficient
I many components
Synchro convertor
I unlimited power
I efficient
I Only with synchronous motor
I power factor part toad is poor
I PWM
I very efficient
I limited to 7-8 MW
MT 525 Marine Propulsion Systems

19
Cycioconverter
E nur ber of thyristors 36
Cycto.Converter: Typical
Average Torque Characteristic
1,4
1,2
i

E'! 0,8
'o 0,6
I-
0.4
< 0,2
O

0 02 0,4 0,6 08 1,2

Motor Frequency(i!secJ

WARTSILA

Cyctoconverte r
Tiihecyclo-converter exts of min 3 thyristorbridges, each'supplied
from propulsion switchboard

fl These bridges are required to alloW positive and negative current

into thewinding

Basic arrangement for drivesystèmsfeatûres 36 switching devices

(thyrstors) for full foùrquadrant operation

More commonly a propulsion motor has 2 sets of 3phasewindings,

each with its own network of 36 devices

Cycloconverter dr've system provides high torque at low shaft

speeds ---> Typically suitable for icebreakers
MT 526 MarinePropuIsIon!SySWmS

20
Singile Une diagram cydo-converter

MT525MarIne Propulsion Systems

Synch ro-ço:nverter

Designed with fewer thyristors than cycIoconverters

Power I Toique Characterietic of Synchro.Convrnler Drive

- - Pmot
- Mprop
-Mmot
00 0,2 0,4 0,6 0,8 1,0 1,2
Speed tp.u.1;

21
Synchro-converter
The syncbro-converter isassociated withAC .synchronousmotors

The converter arrangement isíiílly reversibleand alloWs motor

drive operation in the four'quadrants of the torque 'versus speed
diagram

n The input bridgé and line reactor inithe DC linkprovide currept

source for the outpuuinverterbridge

By controlling the switchingof the thristor pairs in the inverter,

controlled current at variàble frequency can be applied sequentially
to themotorwindings.

l Does not have the sameoverloadcharacteristicas the cyclo-

converter, but is perfèctly suitable for typicaipröpeller law
characteristics of matine propulsion

MT525MaÍine PropuIsionSyatems

mgie n'ne cuagrarn :syn:CnrO.

converter
'n tatUi

PROP1.LSI3N
STflCH3DARD

II

4 j
4!

MT 525Marine PropûlsionSystems

22
 Cyclo- versus Synchro-converter
O Comparison for propulsion drives 2x6.5 MW
U (12 pulse characteristic)

fJ

Cyclo-conv. Synchro-conv.

U Number of thyristors 72 24
O.Number of prop.transformers 12 4
O Number of prop.circuit breakers 4 4

O Length of converter panel (mm) 27600 15600

MT 525 Marine Propulsion Systems

Synchro-Converter Board

MT 525 Manne Propulsion Systems

23
Pods: modes of o:peraton
U - U5'5..d
U SAFETIES: - SOU
-
Automatic steering angle limità-
tion as function of measiredshil
speed and steering torque, both
infollöyv-up as 'in back-up
LUUU - Ulsi * SOI I'

EFFICIENCY AND COURSE

STABILrrY:
While in mode withrnaster
azimuthing lever, common
steeriñg wheel' and auto-pilot
asynchronous steering to' avoid Rocr*ibIs FTP'S
IJOS FJ .'55 AS poor
too high loss of ship-speed I MIT IÑ(r(U,'1).35) (ts000]
during turning 5512

MT 525 MarIne PropulsionSystems

MT 525 MarIne PropulsionSystems

24
 Pods: modes of operation
.1Lrrr I]i
I MANOEUVRING:
t Slow sailing in confined waters
on Joystick or manual
on azimuthing levers

MT 525 Mañne Propulsion Systems

Pods: modes of operation

_____
NI.. JiL .S.J - ___ ......5

I Crabbing maneuver towards or from berth at near zero

longitudinal speed by joystick or by azimuthing levers
50111103 10 '001

AlIO 111010G
000111E 1000101X01

.L.

Ml 525 Marine Propulsion Systems

25
Manoeuvring
I Crabbing with podded propulsors
Increase in transverse forces of 10%
V More efficient since both propellers are operating ahead'
Lesjijj jo \4JO j

MT 525 Marine Propulsion Systems

Jo.

üoM gob1lpkr.forJtip '!thpÙ

Iipsre 12. Sct.-vj, ti,(içi, dcjinlr!,ni for crahhi»t

MT 525 Marine Propulsion Systems

26
Pods improve turning circles
'fl*tlktl duame,er

D
g

O IO 20 30. 40 0 0 20 30 40
Soi n0k 1deJ SomO o'Io1
Figure 6. 1wlthg.cirv/010listircoJ3-Jnps rithpodJdp-opulsioa
1"dD 0-kdm.I.r In4edI dm..n

I 2 3 4 2 3
0J11.,. aneaIionI urnis

Hgun' . Twl7ing circle darz ofthtos equ?pp'd with podded or c wniioudpipu/oian unii.c
MT 525Marine.PropuIsionSystems

Forces at zero sa.eed J_I_044 O.-0444oj j P4d .UIthJer

OD
0.3

00
0.3
-0.3

GD IO)
DO -DO 0 -40 -Dl) 0)0 40 0 .40 .00
IS 0f4s SII PS 6IdI SII

-R
Figure lO. longilIDdftIal ll!1i) mId 1a1ial(i-ighi)firccon 11w thip

j1h,d,
t2

OU
00 40 0) .40 .00 00 0 .411 .0)0

PS DIdgI SII. I'S 0)j,Is- 08

Fio,c / 1. LIIn,'inIdinu/ (left) aod.lw000l/ rigln) (orco rießìcio'swo

MT 525 Marine Propulsion Systems

27
1mo requirements
Table 2 1M0 I,tanm SiundardsFor Ship Manotaorohth
?bitw Nmo Cnlrsia-
Turniog bÌlity 'rursiing Si::.W0h Mu- AøOnii<4.5L Not Revised.
: -- Tartarut DiAnICIrsS.ÙL
Luh1I Tumng -AbiLity 1O/1O. --- Zg-zg Tred Reach'r23L by Lb:
Msnouviii Tosi timo IbOi IO d%omou b
,nithui from the ciigmal
hosdinr ii CosUIiiMJ or lo
rsdd:r xmgLu - - -

(lu,cking iuid 1OVlO. Zl-Z2g (I) ¡iiul ovcrOlnioi willie u (I) Firi
alors Korpuig Abflily -Mani, WTI TuOi IO', fLf is bus Ihm O
oi Revised
W', if LJV is 30 we. tir .Ç2)..Smxmd o
moor -
aflOJe:
%5+LÌ(lJV) liogorci, if ' 25°, ¡L'uV is isst th:
I/V is IO sor or amie bui lOses, -.
bus fimo Mises. ° 4O,ifl.,yV.is ICi
2) Smd OVciF3Kitlr mugi: or nimmo '
suitor for Ilmo lirot
i,venituot umgis be maw dc rw If 1/Vs lo
thami1 or -mure bal Ido

(G atung' Noi Ri,visrd

ManorovrbgTnit

MT 525 Marine Propulsion Systems

28
Turning ability

wi' 3 - CuirpanNon ofnumarscal and awnnrncnral ufr of sunw mimo eu win/or ROP4A

nth Spnod Typ.i oíprvpulnon lUMder/VOD mi Advmcc The&icI Unthr

() (dw.j
Nom. Th Crft. Nirn,. TcF1 CÑ
ConNnhinnaI 35STBD 2_75 2.96 4.5 2.63 2.46 5.t)
28.0 Podi 35STBi3 2.31 2.47 4.5 1.97 1.85 5.0
GonimrmI 35 PORT 2.76 290 4.5 2.64 2.S2 5.0
1¼,ds 35 PORT 2.32 2.42 4c 1.98 1.89 5.0

MT 525 Marine Propulsion Systems

Forces at high speed

Steering forces and moments are very large on pulling

design
I Reason is oblique inflow of the propeller
I Distance of propeller to turning axis results in steering
moment

I Ship need to be reinforced to counteract steering

moments and forces

MT 525 Marine Propulsion Systems

29
 f

Steering forces

lopcflcTim.d cofficoiL

Thcodri cot uf Wo pod bolcong

t.4oI 100000ffloout OcoM ocii cocffcooco

dcx

ntOxxi thoy-oou

cctcocflucoO

gcxoflixio, OOtxYOoO:

kocoo Loc od1i&m

ok.cooüI f.00
MT 525 MarIne Propulsion Systems

30
Effect on pod on efficiency
Table 2- Pmpdlet hub gconiefry

Hub length TOto tifO (.] 03193

Hub diameter ratio d./D r- : 0.2568 open water left
kLub diameter rallo djD [-J 03636 pull propeller arrangement
Hub diameter ratio fore d«D [-i 0.264g pull .ptopcller arrangement
Hub diameter ratio ali ddD (-J 0.4102 poli propeller arrangement
Hub diameter rullo &/D [-] 0.3530 push propeller arrangement
Hub diameter ratio fore dat/O N] 0.4106 push propeller arrangement
Bub diameter ratio aft &..'D [-J 0.2899 push.propeller arrangement -

TableS-Pod hoy.ging main dala

Pmjteller arrangement pull propeller push propeller

Length rutio of the gondola IdO i-1 1.7557 1.7977
1cnal pod drive length uttio I/l) I-1 2.2159
Diameter ratio of the gondola d0fD NI 0.5000
Clearanee ratio between propeller
plane and steering axis b/D [-J : 0.8125 0.8352
Strut kneth ratio I...' 1.0247
Strut height ratio h/I) E-1 0.4545

MT 525 Marine Propulsion Systems

Effect on pod on efficiency

car itm'r rhamr:cri.cn,-c ln che dee cpz mr' ea -. nit. su'nriu an k U
., 10K0 'Ir Kery

E,L-iL Tf:,tTfl._____-
cj.349

g 0.1700 -0.02250.l47$i..00751:0.0155 0.3489.:.0S85 0.0371.. 0.1027. OE0tJ41 D.0037 0.0246

podded dnveÍCP 1375 push piupelleranungement
tb63ÔJ0 1727J-0.ti220 1) 15070t)QU9 0W45fOE348910593Sj0.U373J00l29I.0U0O1 I-000941 00537

MT 525 Marine Propulsion Systems

31
Pod efficiency case study
I
I
Ihpo1lt
- 1.k4ProfCr1 0J.U°.7-4
L------ pMd.dnsWfcp I70 P.0),IlNû,Z5

030 010 -020 030 000 000 030 OJO 000 030 LOLl -...L0 - 120
'1-1
FIg. 6- Open waiw characicrìslics ofpodded drives with push propeler CP ¡374 and CP 1375

MT 525 Marine Propulsion Systems

32
Effect on pod on efficiency
Frit iunn1n propcUcr
Û-90 cP1314 P FDl.I447.Z'4
---CPI37S I'dJl.II3O,Z'5

0.20

0.10

OiS)
0.00 0.10 0.20 11311 0.44) 0.041 060 1170 4080 0.4)0 04) 1.40 4,20

I
Fig. 4- Open waler charadenstk: ofthe free runolngpropdk'rs CR 1374 and CR J375

MT 525 Manne Propulsion Systems

Effect on pod on efficiency

r-
- CPI llfFndded D,6t PD1 4417 »4
i

JZTwD
80
1 UN OID 0.20 0.30 040 (13C 060 00 0.00 1190 14) 310 £111

i:Pg..5 -Opel! nolercharacle/Lç,ks .fptodded.ütiws with pii!! prupe1Ier CP 3374 and CF 1375

MT 525 Marine Propulsion Systems

33
 ød - - Td'1 i=.diá
--,-i
-

flrL ofÙ;rddt'dd-we wh pdipropeJiri. J 0.847

l'rg. 8- Forte ned rrromcrr rnejJtirrnu üftrepoddc dn nthpnr prrrpdler, J = 0850

34
 Steering forces

- bIo1 pmodkr -

Fig. I - Thiasi, turque. rauf norma!forcer rerzilringfm.n n propalier In oblique inflas.

F Momentum equation
due to steering entrance speed reduces
= V0 cos 5
side force is generated due momentum
difference perpendicular to shaft

MT 525 Manne Propulsion Systems

Effect of steering angle on side force

FylTp Side Force divided by thrust

70.00%
60.00%
50.00%
40.00%
30.00%
20.00%
10.00%
4 Fy/Tp

0.00%
-10 .00% U) 15- 25 45 80
20.00%
Steering angle

MT 525 Marine Propulsion Systems

35
Steering forces
Side forces and moments loathslewìng bearing
Largest forces occur at highest speed and largest steering angle
Note the propellergets heavier while steering

MT 525 Marine Propulsion Systems

36