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257-271
The effect of propeller coupling on the torsional and longitudinal vibration of marine propulsion shafting is
studied. Recent research on the nature and computation of propeller added mass and damping is reviewed.
It is now possible to estimate the inertia coupling and velocity coupling characteristics which couple the
torsional and longitudinal vibration of a marine propeller. Regression equations suitable for estimating the
torsional and longitudinal added mass and damping of 4-, 5-, 6-, and 7-bladed Wageningen B-Series propel-
lers are presented in the Appendix. The torsional and longitudinal modeling of a typical marine propulsion
plant is reviewed. The numerical techniques and computer programs used in solving the free vibration prob-
lem for natural frequencies and mode shapes and the forced vibration problem for vibratory response are
introduced. Results for a realistic numerical example are presented to compare the natural frequencies,
mode shapes, and vibratory response which are obtained when the propeller coupling is neglected with
those obtained with the propeller coupling included. In general, the natural frequencies are shown to
change by less than 2 percent. The modes shapes can show significant change. Vibratory response can
be either increased or decreased. Some cases show that neglecting the propeller coupling can result in
more than a 50 percent underprediction of the vibratory response. The coupling effects are greatest when
a torsional natural frequency obtained with the propeller coupling neglected and a longitudinal natural fre-
quency obtained with the propeller coupling neglected converge.
proportional to the acceleration and the velocity of the propeller In this paper, the effect of propeller coupling on the torsional
which will couple the longitudinal and torsional motion. and longitudinal vibration of a typical marine propulsion system
Neglecting the damping force and moment proportional to the is considered.
velocity, the hydrodynamic force and moment proportional to
the acceleration will produce the following coupled equations of
Propeller coupling characteristics
motion:
[m mclM Po 0][x]
mc dllOl + k0 o = °
As noted in the preceding, the characteristics of the marine
propeller couple the torsional and longitudinal motion. These
characteristics have been the subject of recent research. In The
The inertia coupling me gives a hydrodynamic tbrce proportional Netherlands, Hylarides and van Gent [9] have recently used
to 0 and a hydrodynamic moment proportional to 2. Substituting .unsteady lifting-surface theory to obtain the propeller added-
x = R e X e i°~t and 0 = R e O e i°~t and their derivatives into these mass and damping properties. In the United States, Parsons and
equations yields the system of linear equations Vorus [10] have used unsteady lifting-line theory to obtain these
I(k--moo)
-m 22) -mc 2 l[xl
(kO -- J¢~2)1 [OJ = 0
propeller characteristics. Vassilopoulos and Triantafyllou [11]
have reported work at Massachusetts Institute of Technology
to obtain the propeller characteristics using unsteady lifting-
This system will have a nontrivial solution (X ~ 0, 0 ~ 0) if the surface theory. These results can be used to estimate the coupling
d e t e r m i n a n t of the coefficient matrix is zero. This requirement properties of a marine propeller.
yields the characteristic equation It will be useful to review some of the results of our recent work
[m lIxl
(kx -- m o z 2 ) ( k o -- J w 2) -- m c 2 W 4 = 0 here. If the propeller shown in Fig. 3 is operating behind a ship
and vibrating in all six degrees of freedom, the equations of mo-
which can be rearranged using equations (1) and (2) to become tion of the rigid-body propeller can be written as:
0,) 4 (1 -- ~ j ] W 2(W02 + Wx 2) + Wx 2W02 = 0 (3)
d 0
If we define a coupling parameter a as, m =M~=fe+ f h + f~ (6)
Jd y
/7/e 2
- (4) 0 tn
rnJ Jd LOzA
equation (3) has roots which yield the u n d a m p e d natural
frequencies where fe is a vector of excitation forces and moments due to the
operation of the propeller in the circumferentially varying wake
OJ= [(OJO2+ Wx2) -F ~(OJO2
2(1+ -Wx2)2--
a) n(1-- a)Wx2W02] (5) field, fh is a vector of additional hydrodynamic forces and mo-
ments due to the vibration of the propeller in a wake field which
If there is no coupling, c~ = 0 and equation (5) yields the uncou- can be assumed to be uniform, and fs is a vector of restoring
pled results COxand w0 as required. forces and moments exerted on the propeller by the shaft. The
One of the principal effects of coupling is a change in the un- polar mass moment of inertia is J ; the diametral mass moment
d a m p e d natural frequencies as given in equation (5). For pro- of inertia (about y or z) is Jd.
pellers the coupling parameter ~ is small with values less than The additional hydrodynamic force fh will depend on x and
about 0.10. The amount that the coupling alters the u n d a m p e d 3t for a fully immersed propeller. It can be expressed in the
natural frequencies obtained for this simple model neglecting form
coupling is shown in Fig. 2. As suggested by McGoldrick, the fh = -- M a ~ - Cpx (7)
greatest change occurs when the uncoupled longitudinal and
torsional natural frequencies are close. When they are equal, where M , is the propeller added mass matrix and Cp is the
~o/w~ = 1, coupling with c~ = 0.10 causes one natural frequency propeller damping matrix. This expression can be used in
to decrease 12.8 percent and the second to increase 20.9 percent. equation (6) to yield the typical equations of motion
For many marine propulsion shafting systems, the uncoupled
(M + Ma)£ + Cp x - f~ = fe (8)
torsional natural frequency associated with the model shown in
Fig. 1 is about half the lowest longitudinal natural frequency. The minus signs are included in equation (7) so the added mass
With COo/O~x = 0.5, coupling with a = 0.10 will .cause the lowest and damping terms will occur with plus signs on the left side of
(predominantly torsional mode) natural frequency to decrease the equations of motion, equation (8), where they are normally
1.6 percent and will cause the second (predominantly longitudinal used.
mode) natural frequency to increase 7.1 percent. The coupling In our recent work [10, 12] we have shown theoretically that
can thus have a significant influence on the natural frequen- the added mass and damping matrices have the following general
cies. form
mI
The zeros indicate that the longitudinal coordinate (1) and tor- 0.8 =
~oO ti - 7
~x ~ a .15
sional coordinate (2) are not coupled by the propeller with the
lateral coordinates (3, 4, 5, 6). The terms off the main diagonal
produce the coordinate coupling. In this notation, coefficient m21 ? 0.15 i JO 1 }5 2 .:0 "~
is the inertia coupling between longitudinal and torsional motion.
Coefficient c21 is the velocity coupling between longitudinal and wO/~ x
torsional motion. The longitudinal added mass is rnll; the tor- Fig. 2 Variation of undamped natural frequencies with coupling c~
sional added mass moment of inertia is rn22. The longitudinal
propeller damping is cn; the torsional propeller damping is be used to derive some very practical results for a constant pitch
C22. propeller. Using equation (14) in equations (11) through (13) it
Our analysis of the propeller added mass and damping [10, 12] is easy to show that
yields the complex expressions
Fh 21 P m21 c21 P
Fhll
_
displacements x, y, z
fz 'z rotations @x' @y' @z
~ / forces fi
q ~ // m°ments qi
qx,@x
.....
LSC(m11") = D I T D 2 ( P ) + D 3 ( A R ) - I + D 4 ( A R ) -2 where 0j and 0i_1 are the twist magnitudes at the ends of a shaft
segment with spring constant kj. This results from a flexural
moment of the form
QJ = kj(Oj - Oj-ti
where AR is the propeller blade geometric aspect ratio. For
The relative damping shown in Fig. 4 produces a moment of the
Wageningen B-Series propellers the geometric aspect ratio is
form
related to the no. of blades Z and the expanded area ratio by
0.22087 Z QJ = gi(0J - 0j-l)
AR - - - (21)
Ae/Ao At resonance, this moment will dissipate the following energy per
For the longitudinal added mass, the final dimensional result is cycle
then given by Ej = gjTrw(Oj - O j _ l ) 2 (26)
roll = pD3m11'LSC'(m11 ') (22) Comparing equation (25) and equation (26), we get the same
The full set of regression equations for all six torsional and lon- dissipation of energy at resonance if the relative damping matrix
gitudinal added mass and damping coefficients for 4-, 5-, 6-, and has the form
7-bladed Wageningen B-Series propellers is given in the Ap-
pendix. GT = ~ KT (27)
Torsional model This yields a structural damping which is the same for all ele-
ments and is inversely proportional to the excitation frequency
To provide a specific example, we will consider a marine steam as is typically used [15].
propulsion plant of a typical design. The system consists of a
compound unit with a high-pressure turbine, low-pressure tur-
bine, and a double-reduction gear driving a fixed-pitch propeller.
Longitudinal m o d e l
The physical system is shown in Fig. 4. The propeller speed at The longitudinal model for the marine steam propulsion sys-
full power is 106.5 rpm. The gear ratios are shown. The effect of tem of Fig. 4 is shown in Fig. 5. The thrust bearing for this par-
the gearing can be reflected in the system model by using an ticular system is aft of the reduction gear with a separate housing
equivalent system model [1] as shown in Fig. 4. Equivalent and foundation. The couplings between the first reduction gears
properties are introduced so the whole system can be viewed as and the low-speed pinions are assumed to be effective so the first
rotating at propeller rpm. Neglecting the damping, the discrete reduction gear setsand turbine rotors are not included in the gear
mass equations of motion are
o o o o 7 l-e-I
-kl (kl -[- k4 Jr k6) 0 -k 4 0 -k6 //02/
o o o IIO I
J0+ (k +k4) o o II° I = JO + KTO = fT (23)
o o o llO l
-k6 0 0 -ks (ks + k6)_.lL06__]
J" ,, J~
tail line couplings
106.5 rpm , 4 k3 ~ high pressure
shaft shaft
694 r~pm k4 ~ _ _ _ _ ~ turbine rotor
I I ~ ~
J2 ~ - - ~ j ~ 6227 rpm II
Jp kl ] ~ I gear
J4 84 g3 J3 83
where J1 = Jp + Ja = Jp + m22 kl = kl
where
J2 = Jg + 2n22J2 k3 = n22n42k3 '' M I = mp + m a = mp + m11 M 9 = Wg/386.4 in/s 2
J3 = n22n42J3 '' k4 = n22k4' M2 = M3 224 in. shaft I MI0 = wf/386.4 in/s 2
M4 = M 5 = M 6 327.3 in. shaft II k 9 = ktb
J4 = n22J4 ' + n22n42J4" k5 = n22n62k5"
M7 40 in. shaft I I I + 40 in shaft IV k10 = kf
J5 = n22n62Js" k6 = n22k6" M8 60 in. shaft IV
J6 = n22J6' + n22n62J6"
system model
system model
Fig. 5 Longitudinal model
Fig. 4 Torsional model
weight w~,. The thrust bearing and housing weight and 25 percent pled together by the propeller characteristics. The 16 coupled
of its foundation weight are included in w[. The thrust bearing equations of motion including equations (24) and (29) can be
spring constant ktb includes the flexibility of the thrust collar, written as
the moving parts and oil film of the bearing, and the thrust
bearing housing. The foundation spring constant k t includes the •
bending and shear flexibility of the foundation and the rotational [a2axl
flexibility of the innerbottom below the foundation [16]. In
general, k / c o u l d be a frequency-dependent stiffness obtained
from a finite-element analysis of the thrust bearing foundation
or
and adjacent ship structure.
In a longitudinal analysis, the mass of the shafting must be M ' ~ ' + Cx' + G:~' + K x ' = f (32)
considered. Accurate results can be obtained for the lowest nat-
ural frequency of interest here if the distributed shaft mass is The only coupling will be the propeller inertia coupling m21 and
modeled by Seven discrete masses as shown in Fig. 5. These the propeller velocity coupling c21 so the coupling matrices will
masses are defined to preserve the total mass and center of be
gravity of the shafting. Consistent massless springs are then de- Me: 6 × 10 matrix with only mcu = m21 nonzero
fined between the discrete masses M1 through M9 to account for Cc: 6 × 10 matrix with only c c l l = c21 nonzero
the shafting flexibility. Neglecting the damping, the discrete mass Gc = 0, 6 × 10 matrix
equations of motion are Kc = 0, 6 × 10 matrix
M~ + Kxx =fx (28) The nonzero elements of the coupling matrices will cause tor-
where sional vibration to be excited by longitudinal vibration and lon-
gitudinal vibration to be excited by torsional vibration. The
-kl -kl 0 0 0 propeller will simultaneously experience a vibratory torque and
-kl (kl + k2) -k2 0 0 vibratory thrust at the blade rate frequency and its harmonics
0 -k2 (k2 + k3) -k3 0 so both longitudinal and torsional vibration will be excited di-
0 0 -k3 (k3 + kt) -k4 rectly by the right-hand side of equation (32).
0 0 0 -k4 (k4 + k5)
Kx = 0 0 0 0 -k5
0 0 0 0 0
Free vibration solution
0 0 0 0 0
0 0 0 0 0 The natural frequencies and mode shapes in systems with low
-0 0 0 0 0 damping are usually obtained with the damping neglected. The
excitation is also neglected, giving the following undamped free
0 0 0 0 0
vibration problems from equations (24), (29), and (32), respec-
0 0 0 0 0 tively:
0 0 0 0 0
0 0 0 0 0 torsion: J~ + KTO = 0 (33)
-ks 0 0 0 0
(k5 + k6) -k6 0 0 0 longitudinal: M~ + Kxx = 0 (34)
-k6 (k6 + k7 + k9) -k7 0 -k9 coupled: M'~' + Kx' = 0 (35)
0 -k7 (k7 + ks) - k s 0
0 0 -ks ks 0 Assuming harmonic motion with 0 = ReOe i~t, x = R e X e i~t, and
0 -k9 0 0 ( k g + k~0)- x' = R e X ' e i'~t, these yield the matrix eigenvalue problems:
The mass matrix M is a diagonal matrix with main diagonal el- torsion: w2JO = KTO (36)
ements mii = Mi. Element M1 includes the propeller added mass longitudinal: ~2MX = KxX (37)
m 11. The vector fx includes the excitation forces. The vibratory
thrust on the propeller, element fx 1, is the only nonzero element. coupled: w2M'X ' = K X ' (38)
The equations of motion can now be written as follows with the
addition of absolute and relative damping matrices: Standard computer methods exist for obtaining the eigenvalues
(w2) and the eigenvectors or mode shapes for these problems.
Mf~ + Cx :~ + Gx/; + Kx x = fx (29) We have developed the TORS.AXL. computer program to
solve the matrix eigenvalue problems given in equations (36),
The longitudinal absolute damping matrix Cx is a diagonal ma- (37), and (38). It is not the purpose of this paper to detail these
trix with the propeller hydrodynamic longitudinal damping cx ~
methods, but a brief review will be included for completeness.
= Cll the only nonzero element. The longitudinal relative The torsional and longitudinal problems are solved using the
damping matrix Gx includes the internal or hysteretic structural
same methods. Both J and M are diagonal matrices. Stiffness
damping in the shafting and structure and other miscellaneous
matrices KT, Kx, and K are symmetrical matrices. Using a simple
damping. Using the same approach as in the torsional case, the transformation of the type
relative damping matrix can be taken as
0 = J1/20, where j~[2= ~ i i (39)
Gx = 2~w Kx (30)
or
where j3 is the percentage of the flexural potential energy dissi- 0 = J-1/20 (40)
pated per cycle of vibration.
equation (40) can be substituted into equation (36) and the result
can be premultiplied by j-1/2 to give
Coupled torsional/longitudinal model w2J-1/2J J - 1 / ~ = J - 1 / 2 K T J - 1 / 2 0
The torsional and longitudinal vibratory motion will be cou- ~20 = A 0 (41)
Table 3 Comparison of added mass and damping from PRAMAD and Appendix
c2 i / p n D 4 -. 1 2 0 6 5 7 -.117076 3.1
mode I 2 3 4
natural frequency rad/sec 12.130 15.583 57.414 89.687
resonant propeller rpm 19.3 24.8 91.4 142.7
i
1.000 1.000 1.000 1.000
0.314 -0.132 -14.368 -36.502
mode shapes 0.594 -0.595 1.556 1.607
0.593 -0.593 1.468 I 1.385
-0.223 0.045 0.460 i -16.836
-0.189 0.034 -1.097 i 122.232
mode 2 3 4 5
natural frequency rad/sec 15.576 57 • 387 64.125 89.687
resonant propeller rpm 24.8 91.3 102.1 142.7
uncoupled torsion:
uncoupled long'l:
x I in.
x2
.0410
.0406
.0412
.0407
I' .1668 .1349
.1655 .1338
x3 .0396 .0397 .1620 .1311
x4 .0376 .0377 .1547 .1253
x5 .0345 .0346 .1428 .1158
x6 .0310 .0312 .1294 .I051
x7 .0289 .0290 .1208 .0981
x8 .0290 .0291 .1212 .0985
x9 .0290 .0291 .1213 .0886
x10 .0155 .0156 .0653 .0531
coupled motion:
phase angles were used to calculate the amplitude of the vibratory which could be acceptable. A comparison of coupled mode 4 and
twist in the main shafting 101 - 021 in the following cases: the longitudinal mode 1 shows that by neglecting the propeller
coupling, the longitudinal vibration amplitudes would be un-
VIBRATORY T W I S T derpredicted by 48 percent at the propeller and thrust bearing.
CASE AMPLITUDE
This could have serious consequence and could be one reason why
Torsional mode 3 resonance 0.00477 rad the prototype ship experienced unexpected unacceptable lon-
without coupling
Coupled mode 3 resonance 0.00169 rad gitudinal vibration on initial trials. The coupling between the
Coupled mode 4 resonance 0.00268 rad torsional and longitudinal modes can have a significant effect on
the vibratory response.
The coupling reduces the torsional vibration in this case. The
M o d i f i e d case. This analysis is a repeat of the as-built analysis
predominantly torsional mode, coupled mode 3, has a twist am-
using an increased thrust bearing foundation stiffness kl0 = k/
plitude only 35 percent of that obtained neglecting coupling. The
= 30 000 000 lbf/in. This is a threefold increase in the foundation
predominantly longitudinal mode, coupled mode 4, actually
stiffness and represents the ship after the foundation was stif-
produces a higher twist amplitude in the main shafting, but this
fened to increase the lowest longitudinal natural frequency so
is only 56 percent of that obtained neglecting coupling. Including
t h a t it would not be in resonance with a blade rate excitation in
coupling in the analysis might eliminate a torsional overde-
sign. the operating range. The uncoupled torsional natural frequencies
and mode shapes are the same as shown for the as-built case in
The effect of coupling on the longitudinal vibration can be
Table 5. The natural frequencies and mode shapes from the
evaluated by considering the amplitudes in Table 6 at the pro-
TORS.AXL. program for the lowest mode of uncoupled longi-
peller and thrust bearing in the following cases:
tudinal vibration and the third, fourth, and fifth modes of the
THRUST
coupled torsional/longitudinal vibration are given in Table 7. The
PROPELLER BEARING uncoupled longitudinal mode shape is renormalized to permit
CASE AMPLITUDE AMPLITUDE a more direct comparison with coupled mode 4. The increased
Longitudinal mode ] resonance 167 mils 121 mils foundation stiffness raises the lowest natural frequency of un-
without coupling coupled longitudinal vibration to 72.94 rad/sec. With a full-power
Coupled mode 3 resonance 44 mils 31 mils rpm of 106.5, a resonance of this mode with a blade rate excitation
Coupled mode 4 resonance 318 mils 231 mils
would occur outside the operating range. With a larger difference
These values are high due to the 12 percent of steady thrust vi- between the uncoupled torsional third mode (w = 57.414 rad/sec)
b r a t o r y thrust amplitude. Resonance in the predominantly tor- and the uncoupled longitudinal first mode (w = 72.941 rad/sec)
sional coupled mode 3 produces longitudinal vibration levels in this case, the effects of the coupling would be expected to be
less than in the as-built case. Comparison of the coupled mode effects might be in a realistic example, the as-built model was
3 in Table 5 and the coupled mode 3 in Table 7 confirms this changed by reducing the thrust bearing foundation stiffness klO
expectation. The natural frequency is changed less by the cou- to 7 000 000 lbf/in, and increasing the propeller mass about 10
pling and the mode shape shows less coupling between the tor- percent to 386.60 lbf s2/in. The uncoupled torsional natural
sional and longitudinal motion. frequencies are the same as shown for the as-built case in Table
The TAC.RESP. program was used to obtain the vibratory 5. The natural frequencies and mode shapes from the TOR-
response of the modified case at the coupled mode 3 natural S.AXL. program for the uncoupled torsional third mode, the
frequency of 57.403 rad/sec. These results are given in Table 8 uncoupled longitudinal first mode, and the third and fourth
with those for the as-built coupled mode 3 resonance for com- coupled modes are shown in Table 9. The uncoupled longitudinal
parison. As expected, the effect of the coupling is less. Since the mode shape has been renormalized to permit a more direct
coupling reduces the torsional response for this mode, the vi- comparison with coupled mode 3. The uncoupled natural
bratory twist amplitudes in the main shafting 181 - 821 for the frequencies essentially coincide as a result of the modifications
various cases are to the thrust bearing foundation stiffness and the propeller mass.
When the coupling effects are included, the lower natural fre-
VIBRATORY
TWIST
quency is reduced to 57.223 rad/sec or a reduction of 0.3 percent.
CASE AMPLITUDE The higher natural frequency is increased to 58.344 rad/sec or
Torsional mode 3 resonance 0.00477 rad an increase of 1.7 percent. Both the coupled mode 3 and coupled
without coupling mode 4 appear to be a general combination of the uncoupled
Modified coupled mode 3 resonance 0.00338rad torsional mode 3 and the uncoupled longitudinal mode 1. The
As-built coupled mode 3 resonance 0.00169 rad coupling effects on the mode shapes are much larger than shown
The further separation of the natural frequencies in the modified for the as-built case in Table 5.
case reduces the coupling and thus the coupling reduces the twist The TAC.RESP. program was used to obtain the vibratory
in the main shafting by only 29 percent below that obtained ne- response of the worst-case design in resonance with the uncou-
glecting coupling. pled longitudinal natural frequency of 57.346 rad/sec and in
Worst case. The propeller coupling is expected to have the resonance with the coupled mode 3 and mode 4 natural
greatest influence when a torsional natural frequency obtained frequencies of 57.223 and 58.344 rad/sec, respectively. These
neglecting coupling and a longitudinal natural frequency ob- results are summarized in Table 10. The uncoupled torsional
tained neglecting coupling coincide. To determine how large these results are unchanged in the worst case so the results in the sec-
ond column of Table 6 apply to the worst case as well. The tor- case can be seen by considering the amplitudes in Table 10 for
sional amplitudes can be seen to be greatly increased by the the propeller and thrust bearing in the following cases:
coupling in the worst case. The amplitudes and phase angles were
THRUST
used to evaluate the amplitude of the vibratory twist in the main PROPELLER BEARING
shafting 101 - 021 in the following cases: CASE AMPLITUDE AMPLITUDE
VIBRATORY
Longitudinal mode 1 resonance 185 mils 141 mils
TWIST
without coupling
CASE AMPLITUDE
Coupled mode 3 resonance 173 mils 131 mils
Coupled mode 4 resonance 383 mils 293 mils
Torsional mode 3 resonance 0.00477 rad
without coupling Neglecting propeller coupling results in a 52 percent under-
Coupled mode 3 resonance 0.00884 rad prediction of the vibratory amplitude at the propeller and the
Coupled response at ~ = 57.800 rad/sec 0.01150 tad thrust bearing; the actual results are over twice as large as those
Coupled mode 4 resonance 0.00998 rad
found when the coupling is neglected.
A simple search reveals that the maximum twist occurs at an
excitation frequency of about 57.8 rad/sec. These results are also
included in Table 10. Neglecting the propeller coupling effects
Conclusions
results in a 59 percent uuderprediction of the amplitude of twist Acceptable methods now exist for obtaining estimates of the
in the main shafting; the coupled results are 2.41 times larger than propeller inertia coupling and velocity coupling characteristics
those found when the coupling is neglected. which couple the torsional and longitudinal vibration of marine
The effect of coupling on the longitudinal vibration in the worst propulsion shafting systems. Regression equations for estimating
the torsional and longitudinal added mass and damping of Wa-
geningen B-Series 4-, 5-, 6-, and 7-bladed propellers are included
Metric Conversion Table
in the Appendix. These can be used in early design. The PRA-
1 shp = 0.7457 kW MAD program can be used when a detailed propeller design is
1 ft = 0.3048 m available.
l in. = 25.4 mm
1 lbf/in. = 0.1129 N.m T h e propeller coupling does not have a major effect on the
1 rail = 0.0254 mm natural frequencies of the shafting system. In the example sys-
Acknowledgments
The following have contributed to the development of the
Appcndix
computer programs used here:
• The PRAMAD computer program was developed under the Torsional and longitudinal added mass and
Maritime Administration University Research Program Contract damping for Wageningen B-Series propellers
No. MA-3-79-SAC-B0012. Professor William S. Vorus of the
Department of Naval Architecture and Marine Engineering, The The following regression equations were obtained by regressing
University of Michigan, and Edward M. Richard, then a graduate lifting-line results obtained using the PRAMAD computer pro-~
student in the department, made major contributions in its de- gram [12]. The propellers were assumed to be operating at 75
velopment. percent of the lightly loaded advance coefficient; that is
• The initial version of the TAC.RESP. computer program
J = 0.75 Ja, where Ju yields KT = 0
was developed in the summer of 1980 by University of Michigan
graduate students LT Michael M. Ashdown, USCG, L T Michael The propellers were assumed to be vibrating at blade rate; that
A. Robinett, USCG, and LCDR Theodore J. Sampson, USCG. is
This program and the TORS.AXL. program were developed for
use in the graduate level marine engineering course NA531 Ma- oJ = 27¢nZ rad/sec
rine Propulsion P l a n t Vibrations.
where n is the propeller revolutions per second and Z is the
n u m b e r of blades. The approximate lifting-surface corrections
References were obtained by regressing results obtained by Hylarides and
1 Long,C. L., "Propellers, Shafting, and Shafting System Vibration van Gent [9] divided by comparable results obtained using the
Analysis," Marine Engineering, Chapter 11, SNAME, New York, PRAMAD program.
1971. For Wageningen B-Series propellers, the geometric aspect ratio
2 Technical and Research Code C5, "Acceptable Vibration of Ma-
rine Steam and Heavy-Duty Gas Turbine Main and Auxiliary Machinery AR is given by
Plants,' SNAME, Sept. 1976.
3 Rules for Building and Classing Steel Vessels, American Bureau 0.22087 Z
A R - - -
of Shipping, New York, 1981. Ae/Ao
4 McGoldrick, R. T., Ship Vibration, David Taylor Model Basin
Report 1451, Bethesda, Md., Dec. 1960. These estimates should be valid in the following ranges of vari-
5 Lewis,F. M. and Auslander, J., "Virtual Inertia of Propellers," ables:
Journal of Ship Research, Vol. 9, No. 1, March 1960, pp. 37-46.
6 Wereldsma, R., "Experiments on Vibrating Propeller Models,"
International Shipbuilding Progress, Vol. 12, No. 130, June 1965, pp. Z = 4, 0.5 ~ P/D <~1.2, 0.4 ~<Ae/Ao <~0.88
227-234.
7 Wereldsma, R., "Design Stage Prediction Techniques for Ship Z = 5, 0.5 ~<P/D <~1.2, 0.4 ~<Ae/Ao <~ 1.10
Vibration," in Design and Economical Considerations on Shipbuilding
and Shipping, H. Veenman En Zonen, N. V., The Netherlands, 1969. Z = 6, 0.5 ~<P/D ~<1.2, 0.4 ~<Ae/Ao <~ 1.20
8 van der Linden, C. A. M., 't Hart, H. H., and Dolfin, E. R., "Tor-
sional-Axial Vibration of Ship's Propulsion System," International Z = 7, 0.5 ~<P/D <~ 1.2, 0.4 ~<Ae/Ao <~ 1.20
Shipbuilding Progress, Vol. 16, No. 173, Jan. 1969, pp. 16-26.
9 Hylarides, S. and van Gent, W., "Hydrodynamic Reactions to
Propeller Vibrations," Proceediugs, Conference on Operational Aspects L o n g i t u d i n a l a d d e d m a s s mr ~:
of Propulsion Shafting Systems, London, May 21-22, 1979, pp. 44-55.
10 Parsons, M. G. and Vorus, W. S., "Added Mass and Damping roll = p D 3 m u ' LSC(m11') (5i)
Estimates for Vibrating Propellers," Proceedings, Propellers '81 Sym-
posium, Virginia Beach, Va., May 26-27, 1981, pp. 273-302. where
11 Vassilopoulos, L. and Triantafyllou, M., "Prediction of Propeller
Hydrodynamic Coefficients Using Unsteady Lifting Surface Theory," D = propeller diameter (ft or m)
Proceedings, Propellers '81 Symposium, Virginia Beach, Va., May 26-27,
1981, pp. 253-272. p = water mass density (lbf s2/ft 4 or kg/m 3)
12 Parsons, M. G., Vorus, W. S., and Richard, E. M., "Added Mass
and Damping of Vibrating Propellers," The University of Michigan, and
+ 0I~4/A~/~
A, o, 000~14~(~)~ °°°~(;) -°.°~°4~/~1~,~o,
0~0~(A~)(;) ~orZ:4 + 0.0056027 (~)~- 0.017030 (~)(~), for Z = 7
oo~,~o~IAel2..]_ ooo~(~) ~
Torsional/longitudinal velocity coupling c21: oo~(~)(~) ~or~
C21 = pnD4c21'LSC(c21 ') (55)
22 = -0.027873 + 0.061760 Ae + 0.023242
where
c21'=0"13925-0"48179 (~e)
~oo - 0 . 1 4 1 7 5 (~) +0.27711/Ae/2 °°~°°~r~/~+
~,o~ °°°~°°4~(~)~
[no]
- 0.0094311 (~)~+ 0.17407 (~)(~), for Z = 4 - 0.011641 (A~oe)(P), forZ = 6
(~e)
c21' = 0.14558 - 0.44319 Aoo - 0.17025
(~) + 0.24558 ~e~
~Ao] c22' = -0.024043 + 0.051680 (A~-~)+ 0.018585 (P)
c21' = 0.14228 - 0.41189 (~oe) - 0.17770 (P) + 0.22644 (~oe)2 ooo~o~4~(~:)(~) ~or~
+ 0.026626 + 0.083269 for Z = 6 LSC(c221) = 0 . 8 2 7 6 1 - 0.41165(AR)-2 + 1.2196 (P) (AR) -1