Journal ofSound

and Vibration (1990), 136(3), 361-372

ACTIVE

VIBRATION
A.
BAZ,

CONTROL
J. GILHEANY
AND

OF PROPELLER
P. STEIMEL

SHAFTS

Mechanical Engineering Department, The Catholic University Washington, D.C. 20064, U.S.A.

of America,

(Received 3 August 1988, and in revised form 22 May 1989)

The development of an active control system for suppressing the longitudinal vibrations of propeller shafts is described. The control system consists of a self-contained pneumatic servo-controller which is powered by compressed air. A theoretical model is presented which describes the interaction between the propeller shaft system and the active controller. The theoretical performance of the system is predicted under various design and operating conditions with and without the active controller. Theoretical predictions are compared with experimental results on a prototype controller for a shaft excited by a 0.15 m diameter three-bladed propeller. Results indicate that the active controller is capable of attenuating the longitudinal vibrations of the shaft by approximately 1-l dB over a frequency range of O-10 Hz. The simplicity and reliability of the active control system suggests its potential as an attractive alternative to currently available passive control systems. 1. INTRODUCTION Longitudinal vibrations of propeller shafts excited by thrust fluctuations of propellers are recognized to be a major source for excitation of ship hulls [l-3]. Such thrust

fluctuations are attributed primarily to the presence of the propeller in the non-uniform wake of the hull [4,5], the hydrodynamic pressures developed by a cavitating propeller [6] or the dynamic characteristics of the propeller itself [7]. Extensive efforts have been exerted to reduce such longitudinal vibrations in order to minimize hull excitation. Recently, these efforts have been focused toward meeting the current design trends which have resulted in propeller shafts that are long, hollow and operate at high rotational speeds. As a result, the dynamics of the propeller shaft become more complex as several modes of shaft vibrations can be dominant over the operating speed range. Passive vibration reducing systems have been utilized for many years as the only means for damping propeller shaft vibrations, as reported by Goodwin [8], Mano et al. [9] and Ojak [lo]. Emphasis in Goodwin s paper is placed on the resonance changer (RC) developed .by Michell Bearings Ltd in 1944. The RC uses a massive oil reservoir to absorb and counteract the propeller shaft vibration. In Mano s article, the passive damping is achieved by a conventional hydraulic damper, whereas in Ojak s study a classical tuned mass absorber is utilized. Common among all these passive damping systems is that their effectiveness is limited to a narrow frequency range about the frequency to which they are tuned. They are also massive and add considerable weight to the system. Furthermore, passive systems are by their very nature ineffective at very low excitation frequencies. Nevertheless, such passive systems are rather simple to operate and require no external energy for their operation. The above cited dynamic limitations of passive vibration reducers have led to the consideration of active control systems. Lewis and Allaire [ll] have suggested the use of actively controlled magnetic bearings to reduce the forces transmitted from the propeller shaft to the hull. Their theoretical results indicate that minimizing the transmitted forces
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0022460X/90/030361 + 12 $03.00/O @ 1990 Academic Press Limited

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would be accompanied by large shaft vibrations. Their proposed control system design, which remains to be tested, will not be simple to implement due to the inherent instabilities and non-linearities of magnetic bearings. Further, magnetic bearings are extremely expensive. The purpose of this study is to develop, model and validate through measurements on a prototype an active control system which is simple, reliable and which has favorable dynamic characteristics to achieve stable operation. The active controller is a selfcontained pneumatic servo-controller which is powered by high-pressure air.

2. ACTIVE CONTROL SYSTEM 2.1. PRINCIPLE OF OPERATION A schematic drawing of the self-contained active controller is shown in Figure 1. The propeller shaft A carries a propeller P at one end and is coupled to a servo-piston B at its other end. The servo-piston moves inside a servo-cylinder C and is mounted against the thrust block D. If the propeller shaft moves to the right under the action of fluctuating thrust forces, the shaft shoulder S pushes the three-way servo-valve R to the right. When the shaft displacement exceeds the overlap of the servo-valve, high pressure air begins to flow into the right chamber of the servo-cylinder. However, for shaft displacements lower than the valve overlap, the valve connects the right chamber to the ambient. At the same time, as the shoulder S releases the servo-valve L, it connects the left chamber of the servo-cylinder to the ambient. Under these conditions a differential pressure is developed across the servo-piston which tends to actively resist the shaft s motion to the right. Similar active resistance is generated when the shaft moves to the left as the servo-valves channel the compressed air to create control forces that counteract the exciting thrust forces.

Figure 1. Schematic drawing of the active control system.

Thus, thrust-induced motion of the shaft is sensed by the servo-valves and the compressed gas is channeled by the servo-valves to the servo-cylinder to oppose the said motion, resulting in active suppression of longitudinal vibrations of the shaft. A unique feature of the described active control system is that the shaft vibration can be controlled without the need for any electronic sensors or control circuits.

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2.2.

MATHEMATICAL

MODEL

The object of the model is to describe the interaction between the propeller shaft system and the pneumatic active controller as influenced by various design and operating conditions. 2.2.1. Propeller shaft system The propeller shaft system is considered a single total mass M,. The stiffness and combined into a single equivalent stiffness of nomenclature is given in the Appendix). then its equation of motion can be written (M,+M,)j;+C,~+(K,+K,)x=

as a lumped parameter system consisting of damping of the shaft and its supports are and damping K, and C,, respectively (a list If the shaft is subjected to a thrust force T,, as T,-(P,-P,)S--Fsign(i). (1)

The propeller thrust for an N-blade propeller of diameter D rotating at n rps is given by Cl21 T,=[K,+K>sin(N2rrnt)]pD4n2, (2)

where K,- and K $ are the static and fluctuating thrust coefficients, respectively. The propeller parameters M,, C,, Kr and K , can be obtained from manufacturer s data or can be measured experimentally, as will be described later. In equation (2), only the predominant periodic component of the thrust is considered. This component occurs at the blade rate frequency [N(27rrm)]. Higher harmonics occur, but they are neglected due to their relatively small magnitude; for example, see reference [l]. 2.2.2. Control system The characteristics of the control system are governed by the characteristics servo-valve and cylinder.

of the

Servo-cylinder. With the perfect gas law assumed, the continuity equations for the air flowing into and out of the servo-cylinder chambers are: ti, = (I+ V, + P,Ai)/RT, and
nijlZ=(lj2VVZ+P2Ai)/RTs, (394)

where the subscripts 1 and 2 refer to the right and left chamber of the servo-cylinder, respectively. The mass flow rates ti, and fiz are determined from the servo-valve flow equations. Servo-valves. The pressure flow characteristics of a servo-valve that has an upstream pressure of P,, and a downstream pressure of Pd are given by [13] ti = CdWYC,RUT;1/2r /Y(I_ r(Y- )/Y) /2
ti = c~wYc~P,T;~

for r > r,,,

(5) (6)

for r < r,,,

where Y is the width of the valve port. The constants c, and c2 are given by cl = (2yl[R(y) ~)~. l)l)"', ~~=(~/R[(y+1)/2]~~- (798)

Equations (5) and (6) are used to determine the mass flow rates tii and ti, through the right and left servo-valves based on the upstream and downstream pressures as well as the travel direction of the propeller shaft as given in Table 1 where x,, is the overlap of the servo-valves. A block diagram of the active control system showing schematically the interaction between the servo-valves, servo-cylinder and the propeller shaft is given in Figure 2.

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TABLE

Pressure across the servo-valves

Valve Shaft travel direction x>Oand x<Oand x<x,, Right servo-valve p,, P , Y P,, Left servo-valve
pd

x>xo
x>xo

P, P, P, P,

P" PI P,, R,

x0-x x-x, X0 x0

PZ P* PZ P,

P" PU P, PZ

x<x,

x0 x0 -x0-x -x-x0

ml
Servo-valve m2 Servo-cylinder Propeller shaft -

Figure 2. Block diagram of the active control system.

Figure 3. Photograph of a prototype of the active control system. TABLE 2

Geometric, flow and dynamic characteristics

Parameter c.5 (Ns/m) 2.31 +j Value 0.22 & 4.4 1.9 V1.2 (cm31 3.87
Ohio

of prototype

&%) 200 cdwt (4 2E-3

&%I 200 5 0.063

Value Parameter

+ Clippard Instrument Lab., Inc., Cincinnati,

(Valve No. MJV-3).

PROPELLER

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System prototype. A photograph of a prototype of the active control system mounted on a shaft equipped with a 0.15 m diameter three-bladed propeller is presented in Figure 3. The main geometrical, flow and dynamic characteristics of the system are given in Table 2. The propeller parameters M, and C, are measured experimentally using procedures similar to those outlined by Brooks [ 141. Briefly, the damping coefficient C, is calculated from the logarithmic decrement obtained by monitoring the free vibration of the propeller shaft in air and in water. The added mass Ma is obtained from the change in the period of oscillation. The thrust coefficient KT is measured at zero advance ratio by monitoring the thrust developed at different propeller speeds. In this process, the deflection of the spring K, is calibrated to obtain the propeller thrust force. 3. SYSTEM PERFORMANCE
The performance of the active control system is evaluated by subjecting the propeller shaft to step and sinusoidal thrust forces of variable magnitudes and frequencies.
WITH STEP THRUST EXCITATION 3.1. PERFORMANCE Step thrust excitation of the propeller shaft is accomplished by suddenly engaging the stationary shaft to a motor running at a predetermined speed. The resulting thrust subjects the propeller shaft system to an axial step force that displaces it from its unloaded position, pushing it against the thrust block. Samples of the resulting time history of shaft displacement are shown in Figure 4 for different propeller speeds. The controller is powered by an air supply pressure of 1.68 atm for the displayed time responses. The shaft experiences a sudden displacement from its assumed extreme left position when the thrust force is applied at time A. The shaft displacement reaches an extreme value which is limited by the maximum physical travel of the servo-valves. The axial displacement of the shaft between its two extreme positions occurs with the controller deactivated. The controller

2
E i -ii .e n 2 s

0.003 O*OOl -

-O*OOl -0.003 -0.005A

(b)-

-o*oor

0.0

I
0.5 I.0

1.5

2.0

Z-5

3.0 Time (s)

Figure 4. Time history of propeller (a) 680, (b) 1120 and (c) 830 rpm.

shaft displacement

when subjected

to step thrust

loading

at speeds

of

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is activated at time B and the resulting response of the shaft depends on the magnitude of its thrust force relative to the servo-control force: i.e., the air supply pressure times the area of the servo-piston. If the thrust is less than the control force, the shaft experiences oscillatory behaviour as demonstrated by the large overshoot as shown in Figure 4(a). The controller adjusts the pressure inside the chambers of the servo-cylinder to completely counteract the propeller thrust force and the shaft returns to an equilibrium position determined by the valve overlap. If the thrust force is larger than the servo-control force, the control force is not adequate to counteract the thrust force and the shaft does not move from its extreme position, as is shown in Figure 4(b). However, if the thrust force and the servo-control force are optimally matched, the shaft returns to its final equilibrium position without overshoot, as is shown in Figure 4(c). Comparisons between the experimental results of Figure 4 and corresponding theoretical predictions of the time history of shaft displacement at propeller speeds of 680, 1120 and 830 rpm are presented in Figure 5. Review of these figures indicates that the theoretical model adequately predicts the performance of the control system. However, the theoretical model exhibits faster and underdamped response in comparison with performance of the experimental prototype. This can be attributed to friction in the sliding bearings and water seals which was not included in the theoretical model.

0.007 z

0.005

8 _o :: n 5 s $ = : ci

0.003

0.001

-0.001 0.0 0.5 I.0 I.5 2.0 2.5 3.0

0.007 7 E E 8 9 B e E; f tl = g a 0.001 0.005 _

(b)

(cl

0.003

-O.OOl_ 0.0

I 0.5

I I.0

I I.5

I 2.0

I 2.5

3.0 Time

0.0 (5)

I 0.5

I I.0

I 1.5

I 2.0

I 2.5

3.0

Figure 5. Comparison between theoretical (-) displacement when subject to step thrust loading

) time histories of propeller (and experimental at speeds of (a) 680, (b) 1120 and (c) 830 rpm.

shaft

A summary of the performance characteristics of the control system as a function of the air supply pressure and the propeller speed is presented in Figure 6. Contours of iso-percentage overshoot at different supply pressures and propeller speeds are shown in Figure 6(a). For a fixed supply pressure, the system performance is observed to be highly oscillatory and becomes unstable when the propeller speed is very low. Alternatively, at high propeller speeds the servo-system is not capable of producing a control force sufficient to counteract the thrust force. Between these two observed limits, the control system

PROPELLER

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1

-7

Weak servo

$j

Percenioge

overshooi

z n I :: B % 8 CT

680 (a)

I360 4 Weok servo 1190-

I I.66

(b) I I.61 Supply I I.95 pressure (ato) I 2.06 I 2.22

Figure 6. Effect of propeller speed and supply pressure on measured contours of (a) iso-percentage and (b) settling times of the active controller when subjected to step thrust loading.

overshoot

produces a high degree of overshoot for shaft speeds close to the instability limits and low percentages of overshoots at higher shaft speeds. Contours of iso-settling time shown in Figure 6(b) indicate that an optimum pressure exists for a given propeller speed for which the settling time is minimal. For example, a supply pressure of approximately I*7 atm is found to be optimal for a propeller speed of approximately 800 rpm. Smaller pressures will result in slower responses and high pressures will cause an oscillatory response which requires time to decay. 3.2. PERFORMANCE WITH SINUSOIDAL THRUST EXCITATION The performance of the control system is also determined when it is subjected to sinusoidal excitations at various frequencies. These excitations are imparted to the shaft via a single-acting pneumatic cylinder equipped with a return spring which is mounted in place of the propeller. The cylinder is energized by high-pressure air flowing through a three-way flow control valve. The valve is driven by a cam mechanism running at controlled speeds. The excitation cylinder has a cross-sectional area of O-0025 m2, a volume of 62.5 cm3 and its return spring has a stiffness of 1800 N/m. In Figure 7(a) is shown the time history of the shaft displacement with an excitation frequency of 2 Hz and with the controller deactivated. It can be seen that the shaft experiences a vibration with a peak-to-peak magnitude of about 0.004m. When the controller is activated, the magnitude of the vibration decreases to about 0.001 m, as is

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Time (s)

Figure 8. Time history of theoretical propeller shaft displacement when subjected to sinusoidal thrust excitation at a frequency of 2 Hz (a) without and (b) with the active controller.

shown in Figure 7(b). The corresponding theoretical predictions without and with the controller, respectively, are shown in Figures 8(a) and 8(b). It is important to point out that the response of the system to pure sinusoidal excitations results in the square output oscillations displayed in Figures 7 and 8. Such displacement profiles are attributed to the highly non-linear nature of the system resulting primarily from: the overlap in the servo-valves, the Coulomb friction in the servo-piston and the compressibility of the working medium. The measured time response of the shaft at excitation frequencies of 5, 10 and 20 Hz is shown in Figure 9. It is evident that the controller maintains its effectiveness in suppressing the shaft vibration to excitation frequencies up to 20 Hz. Beyond this limit a noticeable degradation in effectiveness is observed. A comparision between the experimental and theoretical frequency responses of the controller is shown in Figure 10. The figure shows the effect of varying the excitation frequency on the attenuation ratio, which is defined as the ratio between the vibration amplitude of the shaft with and without the controller. The comparison shows adequate correspondence between theory and experiment, particularly for excitation frequencies up to 5 Hz.
4. CONCLUSIONS

A theoretical and experimental study of an active vibration control system for propeller shafts has been presented in this paper. The theoretical model is used to predict the system performance under step and sinusoidal thrust excitations. Predicted performance is found to adequately model experimental results. The theoretical model exhibits slightly faster and underdamped response in comparison to experimental performance, These

Excitation frequency

5 Hz

Figure 9. Time history of propeller frequencies of 5, 10 and 20 Hz without

shaft displacement when subjected and with the active controller.

to sinusoidal

thrust

excitation

at

deviations are attributed to the fact that friction in bearings and seals is not included in the theoretical model. It is worth noting that the experimental prototype and the theoretical model rely in their operation on two three-way servo-valves. Such an embodiment is not necessarily the most favorable, but it was selected based on available hardware. A single three-position four-way valve with zero overlap would be a much better configuration for the servo-valve.

PROPELLER
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VIBRATION

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371

5E 9 0. 0 '0 L -5s .'0 z al -105 -15-20. A 0

??

??

??

I 2

I
5

I
IO
Frequency (Hz)

I
20

I
50 100

Figure

10. Comparison

between

theoretical

(0)

and experimental

(0)

frequency

responses of the active

controller. The effectiveness of the described active control system in suppressing the axial vibrations of propeller shafts is clearly demonstrated by the results of the investigation. The system is found to attenuate the amplitudes of thrust-induced vibration by approximately 11 dB for excitation frequencies up to 10 Hz. Performance is observed to deteriorate rapidly with increasing frequency above this range. The use of a hydraulic instead of a pneumatic controller is suggested as one means for extending the performance limits of the system to higher frequencies. The control system is observed to be insensitive to reasonable speed variations and also can resist constant thrust loads. In order to avoid the observed instabilities or weak servo characteristics, an additional control loop should be added which senses the propeller speed and adjusts the air pressure accordingly for optimal balance of the developed thrust load. This loop can be designed to operate completely passively without the need for any electronics. A flyweight speed governor can be used to control the preload setting on the supply pressure regulator in order to provide air pressure that matches the thrust of the propeller shaft at its rotating speed. Nevertheless, the described active control system provides an attractive alternative to the currently available passive control systems for control of propeller shaft vibrations.

ACKNOWLEDGMENT

This work was performed 60NANB6D0655.

under

National

Bureau

of

Standards

Grant

No.

REFERENCES 1. R. L. HARRINGTON 1980 Marine Engineering. New York: Society of Naval Architects and Marine Engineers. 2. F. H. TODD 1962 Ship Hull Vibration. London: Edward Arnold. 3. F. M. LEWIS 1963 Transactions of the Society of Naval Architects and Marine Engineers 71, 293-326. Propeller-vibration forces. 4. N. A. BROWN 1964 M.I.T., Department of Naval Architecture and Marine Engineering, Report No. 64-7. Periodic propeller forces in nonuniform flow. 5. J. P. BRESLIN 1975 Society of Naval Architects and Marine Engineers, Technical Research Bulletin No. l-34. Techniques for estimating vibratory forces generated by propellers. Symposium 6. H. LINDGREN and C. A. JOHNSSON 1977 Proceedings of PRADS-International on Practical Design in Shipbuilding, Tokyo, 343-350. On the influence of cavitation on propeller excited vibratory forces and some means of reducing its effects.

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8. 9. 10. 11.

12. 13. 14.

J. E. BROOKS 1979 Doctoral Dissertation, Mechanical Engineering Department, The Catholic inflow. Universiry of America. Vibrations of a marine propeller operating in a non-uniform A. J. H. GOODWIN 1960 Transactions of the Institution of Marine Engineers 72(2), 37-78. The design of a resonance changer to overcome excessive axial vibration of propeller shafting. M. MANO, Y. OCHI and K. FUJH 1977 ZHZ Engineering Review 10, 25-41. Prevention and remedy of ship vibration. W. OJAK 1984 Journal of Ship Research 28(2), 118-140. Vibration force reducer and a new approach to ship vibration. D. LEWIS and P. ALLAIRE 1986 ASLE-Reprint No. 86-AM-2A-2,41st Annual Meeting, Toronto. Control of oscillating transmitted force of axial-thrust bearing with a secondary magnetic bearing. P. MANDEL. 1969 Water, Air and Interface Vehicles. Cambridge, Mass.: M.I.T. Press. J. F. BLACKBURN, G. REETHOF and J. SHEARER 1960 Fluid Power Control. Cambridge, Mass.: M.I.T. Press. See pp. 214-234. J. E. BROOKS 1976 Bethesda: David Taylor Research Center Report No. 76-0079. Added mass of marine propellers in axial translation.

APPENDIX: A CS
cd Cl.2

NOMENCLATURE

D F KS KT Kf K, M, MS m1.2 N ;I2 P .u,d P I,2 R r r, sign (i) T, T,

t
V1.2 .. x, x, x Y w P

area of servo-piston lumped damping coefficient of propeller shaft system valve discharge coefficient constants propeller diameter frictional force between servo-piston and cylinder lumped stiffness of propeller shaft system static thrust coefficient fluctuation thrust coefficient stiffness coefficient of servo-valve added mass of propeller lumped mass of propeller shaft system mass flow through right and left servo-chambers, respectively number of propeller blades propeller rotational speed pressure in right and left servo-chambers, respectively pressure upstream and downstream of servo-valve rate of pressure change in right and left servo-chambers, respectively perfect gas constant downstream to upstream pressure ratio critical pressure ratio corresponding to choking, 0.528 for air sign of shaft velocity propeller thrust absolute air temperature time volume of right and left servo-chambers, respectively longitudinal displacement, velocity and acceleration of shaft, respectively ratio of specific heats at constant pressure and temperature valve area gradient density of water