CHAPTER 1 INTRODUCTION

The Voith Schneider propeller (VSP), also known as a cycloidal drive is a specialized marine propulsion system. It is highly maneuverable, being able to change the direction of its thrust almost instantaneously. It is widely used on tugs and ferries. From a circular plate, rotating around a vertical axis, a circular array of vertical blades (in the shape of hydrofoils) protrudes out of the bottom of the ship. Each blade can rotate itself around a vertical axis. The internal gear changes the angle of attack of the blades in sync with the rotation of the plate, so that each blade can provide thrust in any direction. It is seen that a dolphin is able to achieve a dynamic lift with the force required to change the direction of movement by the to and fro motion of the tail. In flow theory this is considered as unstationary method of propulsion. Thus it is seen that to and fro motion of a dolphin is capable of producing a force along to and perpendicular to the direction of motion of its tail. To achieve to and fro motion of the propeller blades, the individual blade is made to rotate about its own axis, as all the blades rotate about the propeller axis.

Figure 1.1 A tug using VSP system

A point taken on the surface of the propeller is observed to take a cycloidal path. This is due to the rotary movement of the propeller is dragged along a straight line path. This type of motion, called cycloidal motion is the basis of Voith Schneider Propeller (VSP). The Voith Schneider Propeller is a unique propulsion system allowing the control of thrust precisely and quickly in magnitude and direction. With the use of these propellers in tugs, it is able to move ahead, astern (backwards), sideways and even turn about its axis by the control of the blade movement and without the help of any rudder.

Figure 1.2 A Voith Schneider Propeller unit

1.1 Objective
The objective of this seminar is to briefly explain the innovative idea behind the Voith Schneider Propulsion system. This seminar tries to explain why and how the VSP system works. This seminar also highlights the advantages of a vessel using VSP system to other conventional vessels.

1.2 Report Overview

This seminar deals with the cycloidal propulsion system used in water tractors. The first chapter is the introduction. In the second chapter, the marine propeller is defined. Certain terms used while discussing a propeller is covered in the third chapter. Various types of marine propellers are discussed in the fourth chapter. The constructional details, main components and operating concepts are covered in the fifth chapter. Particulars of a VSP unit are mentioned in the sixth chapter. Comparison of conventional tugs to VSP tugs are made in the seventh chapter. The eighth chapter mentions the advantages and disadvantages of VSP unit. Applications of VSP are mentioned in the ninth chapter. The seminar is concluded in the tenth chapter. The different reference materials that helped in preparing this seminar is also mentioned at the very end.

CHAPTER 2 MARINE PROPULSION

2.1. Propeller

Figure 2.1 A conventional propeller

A propeller is a type of fan which transmits power by converting rotational motion into thrust. It consists of two or more blades about a central shaft and operates like a rotating screw. A pressure difference between the forward and rear surfaces of the airfoil-shaped blade is produced and water accelerated behind the blade. Propeller dynamics can be modeled by both Bernoulli's principle and Newton's third law.

A propeller is the most common propulsion on ships, imparting momentum to a fluid which causes a force to act on the ship. The drawback of conventional propeller is that it can be used only for the solely designed purpose. For example, a vessel designed for speed purpose is found ineffective and inefficient in towing purpose. Since the design of propellers with different purposes are different. Some vessels like fishing boats, tugs etc are in need of both speed and thrust will be required according to its operating conditions. A propeller that turns clockwise to produce forward thrust, when viewed from aft, is called right-handed. One that turns anticlockwise is said to be lefthanded. Larger vessels often have twin screws to reduce heeling torque, counter-rotating propellers, the starboard screw is usually right-handed and the port left-handed, this is called outward turning. The opposite case is called inward turning. Another possibility is contra-rotating propellers, where two propellers rotate in opposing directions on a single shaft.

CHAPTER 3 TERMS USED TO DISCUSS A PROPELLER

There are many factors to be taken into account in selecting a propeller, from the practical to the very theoretical. The thing to remember is that there is no known formula which will automatically give the ideal propeller size for a given boat. One can merely approximate. The only true test is trial and error method. The major terms used when discussing a propeller are: 1. diameter 2. pitch 3. slip 4. pitch ratio

Diameter is twice the distance from the centerline of the propeller hub to tips of the blade, or the diameter of the circle scribed by the tips of the blade.

Pitch is the angle the blade makes in relationship to the centerline of the hub and is normally expressed as the distance in inches; the blade would advance in one revolution, if the propeller were a screw working in a solid substance.

Slip is the difference between the theoretical distance and the actual distance covered in a given period of time. This relationship is usually expressed in percentage.

Pitch ratio expresses the relationship between the diameter and the pitch of the propeller. It is the ratio between pitch and the diameter.

3.1 Number of propeller blades

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Three bladed propellers are more efficient over a wide range of applications than any other propellers. In theory, the propeller with the least number of blades (i.e. two) is the most efficient. Diameter and technical difficulties in most cases make a greater number of blades necessary. An old water front rule for thumb for all propeller selection is: Tow boats big wheel, small pitch. Speed boats little wheel, big pitch. All other applications can be shaded between these two statements of extremes.

CHAPTER 4 VARIOUS TYPES OF PROPELLERS

4.1 Controllable pitch propeller

Figure 4.1 controllable pitch propeller

An alternative design is the controllable pitch propeller (CPP) or variable pitch propeller, where the blades are rotated normal to the drive shaft by additional machinery - usually hydraulics - at the hub and control linkages running down the shaft. The pitch of the propeller can be varied by additional machinery which is provided inside the hub of the propeller shaft. This allows the drive machinery to operate at a constant speed while the propeller loading is changed to match operating conditions. It also eliminates the need for a

reversing gear and allows for more rapid change to thrust, as the revolutions are constant. This type of propeller is most common on tugs, fishing trawlers etc where there can be enormous differences in propeller loading when towing compared to running free, a change which could cause conventional propellers to lock up as insufficient torque is generated. The downside of a CPP is the large hub which decreases the torque required. 4.1.1 Advantages This propeller has several advantages with ships. These advantages include: the least drag depending on the speed used, the ability to move the sea vessel backwards, and the ability to use the "vane"-stance, which gives the least water resistance when not using the propeller (e.g. when the sails are used instead).

4.2 Ducted propeller or Kort nozzle

Figure 4.2 a vessel using Kort nozzle propeller

A ducted propeller is a propeller fitted with a non-rotating nozzle. It is used to improve the efficiency of the propeller and are especially used on heavily loaded propellers or propellers with limited diameter. It was developed by Luigi Stipa (1931) and Ludwig Kort (1934). 4.2.1 Advantages Advantages are increased efficiency, better course stability and less vulnerability to debris. Downsides are reduced efficiency and course stability when sailing astern and increase of cavitation. Ducted propellers are also used to replace rudders

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4.3 Azimuth thruster

Figure 4.3 Azimuth thrusters used in a ship

An azimuth thruster is a configuration of ship propellers placed in pods that can be rotated in any horizontal direction, making a rudder unnecessary. These give ships better maneuverability than a fixed propeller and rudder system. Primary advantages are electrical efficiency, better use of ship space, and lower maintenance costs. Ships with azimuth thrusters do not need tugs to dock, though they still require tugs to maneuver in difficult places. The effectiveness of Azimuth thrusters can be explained by the following example: suppose I am holding a rubber ball in my hands and my intention is to throw it at a wall, say wall A. Now, there are two ways for me to throw the ball and reach its destination. One is throw the ball directly at the wall designated A. the other method is to throw the ball at a wall designated B, and upon hitting the wall B the ball ricochet off the wall B to hit its original target A. from this example, one can clearly understand and appreciate the superiority of Azimuth thrusters over normal propeller-rudder system.

4.4 L-drive
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Figure 4.4 L-drive propeller L-drive is a type of azimuth thruster in which the pod-mounted propellers are driven mechanically or electrically. Azimuth thruster pods can be rotated through a full 360 degrees, allowing for rapid changes in thrust direction and eliminating the need for a conventional rudder, thereby increasing the maneuverability of the vessel. This form of power transmission is called Ldrive because the rotary motion has to make one right angle turn, thus looking a bit like the letter "L". This name is used to make clear the arrangement of drive is different from Z-drive

4.4.1 Applications L drive is used in smaller launches, speed boats etc.

4.5 Z-drive
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Figure 4.5 schematic of a Z-drive propeller

Z-drive is a type of marine propulsion unit. Specifically, it is an azimuth thruster. The pod can rotate 360 degrees allowing for rapid changes in thrust direction and thus vessel direction. This eliminates the need for a conventional rudder. The Z-drive" is so coined because of the appearance (in cross-section) of the mechanical driveshaft or transmission configuration used to connect the mechanically-supplied driving energy to the Z-Drive azimuth thruster device. This form of power transmission is called a Z-drive because the rotary motion has to make two right angle turns, thus resembling the letter "Z". This name is used to differentiate the arrangement of drive to that of the L-drive. The Zdrive is unique in that it uses a mechanical device to drive the propellers rather than via electrical motor. 4.5.1 Applications This type of propulsions are used in small and medium sized cruise vessels, barges etc.

CHAPTER 5
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VOITH SCHNEIDER PROPULSION SYSTEM

5.1 Constructional Details
The VSP is a vertical axis propeller, i.e. the shaft to the propeller disc is vertical and the plane of the propeller disc is horizontal. The propeller blades are project from the circular rotor casing about 1/3 rd length from forward and rotor casing is made flush with the ships bottom. The individual blades can rotate about their own axis. Water tightness of all these joints is made by oil seals. The in-built reduction gear and other working mechanisms of the propeller are mounted on top of the rotor casing. This unit is placed within the ships engine room. Only the propeller blades are seen from the ships hull which projects vertically downwards outside the hull and into the water. The blades are interconnected by means of linkages inside the rotor casing. The different linkages from all individual blade shafts are commonly linked to a point called steering center. This steering center can be moved from the center of the propeller disc within a smaller circular area. The movement of the steering centre plays a pivotal role in the thrust generation of propellers. 1. The Voith Schneider Propeller is arranged in the fore body, with free inflow and outflow in all directions. The thrust forces act ahead of the pivot point of the vessel. 2. The hull should ideally serve only as a support for the propulsion system and towing gear. For this reason it is desirable to obtain the smallest dimensions necessary for the task to be performed. 3. Fitted underneath the propeller is a nozzle plate whose nozzle effect increases the propeller thrust. It also protects the propeller against grounding and supports the vessel in the dock. 4. The tug is controlled from the bridge. The control stand is located at the wheel house. One or more control stands may be connected in tandem according to the design of the vessel. It is usually connected
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mechanically to the propellers by a control rod system. This ensures hat the captain has direct control over the vessel.

5.2 Main Components

5.2.1 Propeller In the Voith-Schneider Propeller (VSP), the blades projecting at right angles from the rotor rotate around a vertical axis. An oscillating movement of each individual blade around its own axis is superimposed to this uniform rotor movement, each of this movement has its own cause. First is the swiveling or oscillating movement of the blades. The second is the rotation of the rotor. Compared to a screw propeller, where the propulsion action is relatively easy to comprehend, the propulsion method of the Voith-Schneider propeller may appear somewhat unusual. As a matter of fact the origin of the propeller thrust is far less easily illustrated than in screw propeller. The illustration is made easier when the path of a VSP blade is drawn omitting those blade positions where no or only very little thrust is generated. As the figure shows, essentially the to and fro motion of the blade remains, consisting of a so called advance and return at the circumference of the blade circle.

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Figure 5.1 cycloid path traced by a VSP blade

The to and fro movement of VSP blades which is an unstationary means of propulsion in terms of fluid mechanics is a movement preferred by nature to generate propulsion. The fin movement of fish and the wing movement of birds are based on similar movements. While in the screw propeller each point of the screw surface moves along a cylindrical screw path, VSP blades describe a cycloidal path. For this reason, the VSP is also called cycloid propeller.

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5.2.2 Rotor

Figure 5.2 cross sectional view of a VSP unit

Rotor is that part of the propeller which is driven by the motor and rotates. In the rotor, the blades and blade bearings, and the blade actuating linkages is installed which also rotates. When the rotor is set in motion, the blades move tangentially around the propeller axis initially without producing thrust. Only when the rotor is turning and the blade actuating device is adjusted, the blades produce a thrust. 5.2.3 Stator Stator is the portion of the VSP which remains stationary, without movement. Stator is attached to the hull of the vessel. Stator consists of propeller housing, housing cover and the control rod support.

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5.2.4 Blade actuating mechanism

Figure 5.3 blade actuating mechanism in a VSP unit

This mechanism includes those assemblies within the propeller which perform the adjustment of blades in the rotor. The force of the blade adjustment is generated by the two servo motors. The servo motors are controlled by means of electrical directional control valves, which receive a digital control signal from the control. The servo motors are supplied with oil pressure by oil supply system.

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5.2.5 Servo motors Both servo motors (hydraulic cylinders) are installed at an angle of 90 relative to each other and bolted to the housing top. The cylinders have spherical bearings at both ends so that they can follow the movements of the servo motors. The servo motors produce the force required to adjust the blade actuating linkage to point N and to keep it in set position. The pressure of adjustment of servo motors is given by oil supply system. 5.2.6 Control rod The control rod is arranged in the longitudinal propeller axis and installed in the central ball. It is a large lever which transmits the adjustments of the two servo motors to the blade actuating linkages in the rotor. The bearing points of the control rod are spherical bearings and allow control rod adjustment in all directions. Three bearings are at the top, center and at the bottom. The control rod has a hole through its length. The hole admits the oil from the oil circuit into the rotor. 5.2.7 Blade actuating linkage The blade actuating linkage is installed in the propeller rotor and rotates around the propeller axis with it. It consists of a total of 4 identical linkages which have a common bearing in the bottom of ball of the control rod. If the control of the propeller is adjusted from O to N, each linkage moves around the common control point N and executes the swiveling motion of the blades.

5.2.8 Blade bearings

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Figure 5.4 Longitudinal section of propeller with blades and bearings

The VSP is equipped with 4 blades which installed vertically in the rotor. The part of the blade outside the rotor case and producing the thrust is named the leaf and the part inside the rotor case shaft. The shaft has radial bearings. In axial direction, it is guided both at the bearing race in the blade bearing cover and at the bottom bearing bush. The bearings have adequate lubrication by the cooling oil in the rotor body. Two shaft sealing rings are arranged in such a neither manner that neither oil can leak from nor seawater enters the rotor
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body. The actuating lever is firmly attached to the blade shaft and coupled to the blade actuating linkage. 5.2.9 Rotor casing

Figure 5.4 Rotor casing

The rotor casing is designed as a stiff disk which is connected to the driving sleeve via a bolt connection. Arranged on the blade orbit diameter depending on the design are 4 or 5 pockets in which the blades are supported. The blade actuating gear, which initiates the blade movement upon adjustment of the control rod, is also arranged in the rotor casing

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5.2.10 Corrosion Protection

Figure 5.5 sacrificial anodes

VSP are generally equipped with highly effective sacrificial anodes for corrosion protection. The sacrificial anodes are welded to the rotor bottom in the blade area at regular intervals. However, additional anodes should be installed in the ships hull.

5.3 Fundamental Working Concept

A fishs fin or a birds wing action not only produces a force in the direction of motion but simultaneously also produces a force normal to its direction. By superimposing the rotary movement of the propeller on a straight line perpendicular to the rotational axis (which represents the movement of the vessel), the blade of the Voith Schneider propeller follows a cycloid. The rolling radius of the cycloid is equal to * D/2 and forward motion of the propeller during one revolution is therefore *D*.

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To generate thrust the blade profile must be turned against the blade path by the angle by moving the steering centre from O to S. The ratio OS to D/2 = is the pitch ratio of a Voith Schneider propeller.

O- Propeller centre S- Steering centre Figure 5.6 fundamental working concept

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5.4 Operating Concept

The propeller blades perform an oscillating movement about their axis and a propeller jet is produced with thrust acting in the opposite direction. In idling condition, when no thrust is required the position of S is made such that it coincides with the centre of the circle O. the point S is called steering centre, where the links from all the blade shafts meet the blades remain tangential during revolution and therefore no thrust is developed.

Figure 5.7 Idling condition The leading edge of the blade is directed outwards in the first half circle and directed inwards in the next half of the circle. Thus in the first half, the water is thrown into the blade orbit, and in the next half, water is thrown away from the blade orbit, though in the same direction. In this way a water jet is produced, and as a result a reaction force is produced which provides with a propeller thrust.

Figure 5.8 Direction of thrust

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It is seen that, the thrust produced is at a direction normal to the line ON. It is also noted that the magnitude of thrust is directly proportional to the length of the line ON. Thus, a change in the position of the steering centre N brings forth a proportional change in the magnitude and direction of the thrust produced. The position of N is controlled by mechanical links and gears, which can be controlled from the steering position at the bridge.

Figure 5.9 maneuverability of a VSP tug

Figure 5.10 thrusts in different directions

CHAPTER 6
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PARTICULARS OF A VSP UNIT

The main particulars of a VSP tug W.T. VALLARPADAM now in operation at Cochin harbor is given below.

Tug
Length = 32 m Breadth = 10.65 m Depth = 4.74 m Draft = 5.5 m Bollard Pull = 45 tons

Speed = 12 knots (22 kmph)

Propeller
Blade Diameter = 2.8 m Propeller height = 4.2 m Input power = 1772 kW Rotor speed = 757 rpm Weight per VSP unit = 28600 kg

CHAPTER 7
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COMPARISON OF PROPULSION SYSTEMS

Ship handling tugs can be broadly classified according to their propulsion and steering systems into two 1. conventional tugs - using twin screw propellers 2. tractor tugs using cycloidal 360 degree steer propulsion system, i.e. Voith Schneider Propeller (VSP)

7.1 Conventional tugs: - [using screw propellers]

These tugs are equipped with one or two propellers with rudder behind the propellers. The propellers can be of fixed pitch and controllable pitch with or without nozzles. These tugs can deliver thrust along the centerline fore and aft only. When a change in thrust angle is desired she must change her hull orientation or apply a fractional component of total thrust with rudder action. An additional tug may be required to reduce this loss of time and low thrust level of non-aligned tugs. Obviously a tug capable of high thrust levels and rapid changes to any direction would be a welcome improvement for an efficient and safe handling.

7.2 Tractor tugs: - [using VSP]

In a tractor tug the propulsion machinery is mounted about one-third length from front part and consists of either cycloidal propellers or steerable propulsion unit(s). These tugs can immediately produce their thrust in any desired direction as per demand of the situation, which makes them so efficient. It has the extra ordinary maneuverability which has never been achieved in any other conventional system. These tugs can go forward and backward just the same without recourse of reversing the engines during the maneuvers. These tugs can also go sideward and their turning circle diameter is not more than their own length.

CHAPTER 8
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FEATURES OF VSP
8.1 Advantages
1. Maneuverability Controlling a tug using VSP is direct. The direction of ship movement is the

same as the direction of control transmitter movement on the bridge. The entire engine power can be employed for control with the utmost precision and sensitivity. Directional changes can be made quickly. 2. Safety The Voith water tractor concept averts the risk of capsizing, which is a constant dread with a conventional screw tug when operating on a towline. 3. Ship handling ability VSP can tow and push ships with its bow, aft and both sides. Conventional screw tugs cannot generate thrust sideways. Conventional screw tugs can push with its bow only, apart from towing.

8.2. Disadvantages
1. The working mechanism inside the propeller is quite complicated and hence the maintenance and servicing is expensive. 2. The vessels fitted with VSP require deeper draft for operation since the propulsion system is fitted vertically downwards, the depth of which is around two meters for a tug. 3. The vessel fitted with this propulsion system has a poor running speed compared to a screw tug. 4. The fuel efficiency is low.

CHAPTER 9
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APPLICATIONS OF VSP
Vessels which require excellent maneuverability such as tugs or water tractors, passenger vessels, ferries operating in heavy traffic region. Vessels which require high accuracy of dynamic positioning such as floating cranes, research and survey vessels, drill ships and buoy laying ships. Vessels involved in pollution control that is cleaning the water surface. This mode of propulsion does not churn the water surface as done by a screw propeller.

CHAPTER 10
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CONCLUSION
Nowadays the ship industry introduce very large vessels like ultra large crude carriers with capacity of 3 lac tons and more, which require very efficient tugs having great maneuverability to position them in the required place. Increased off-shore activities like oil drilling, buoy laying etc which are very sophisticated operations require tugs with high maneuverability and efficiency. So the Voith Schneider propeller, which is considered to be the perfect controllable pitch propeller, is the ideal propulsion system for all floating crafts needing frequent and precise maneuvers when safety is a big issue and money is not.

REFERENCE
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1. www.voith-marinetechnology.com 2. www.voith.com 3. www.cochinport.com 4. www.en.wikipedia.org

5. Operation manual of Voith Schneider propeller unit, obtained from

Cochin Port Trust.

6. PDF document of Voith Schneider propeller unit, obtained from Cochin

Port Trust.

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