References :

Introduction to Marine Engineering

Marine Auxiliary Machinery
Maritime Engineering Reference Handbook
Marine engineering
Principal of Naval Engineering

Propeller & Sistem Perporosan

Sistem Permesinan
Dedi Budi Purwanto ST.,MT.
Introduction
 Sistem perporosan penggerak utama  peralatan yang diperlukan untuk mengubah
tenaga putar yang dihasilkan main engine kedalam daya dorong  kapal bergerak
 Sasaran :
 Menyalurkan tenaga dari main engine ke propeller
 Menyangga alat penggerak
 Menyalurkan gaya dorong yang dihasilkan oleh propulsor ke badan kapal
 Mampu menerima beban operasional sesaat (kec.tinggi saat maneuver)
 Bebas dari gangguan getaran
 Dapat di andalkan untuk seluruh daerah operasi kapal
 Sistem pemeliharaan yang rendah

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 Poros yang terletak di dalam kapal dinamakan line shafting sedangkan bagian poros
yang diluar badan kapal disebut wet shafting dirancang berbeda tergantung
lokasinya

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 Untuk mengontrol bocor/banjir di pasang watertight bulkhead di dalam kapal 
stuffing box dipasang menembus bulhead
 Bantalan berfungsi menyangga poros dalam keadaan kelurusan poros antara main
engine dengan propeller
 Line shaft bearing
 Steady bearing
 Spring bearing
 Stern tube bearing
 Strut bearing

 Gaya dorong propeller di salurkan ke badan kapal dengan sebuah thrust bearing, bila
main engine menggunakaan reduction gear dipasang didepan maupun dibelakang dari
slow speed gear

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Pertimbangan dalam Penyusunan
Lokasi motor induk

 Posisi ME ditetapkan pada saat tahap preliminary design

 Pemilihan main engine (rpm)  reduction gear??
 Jumlah main engine
 Sistem transmisi
 Konvensional
 Electric propulsion

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Lokasi propeller
 Lokasi propeller dihitung berdasar diameter propeller, clearance yang cukup antara
propeller dan baseline kapal, clearance yang cukup antara propeller dan badan kapal
dan pada bidang letak propeller
 Tipe gaya getaran yang
ditimbulkan opropeller
 Naik turunya tekanan pada
badan kapal karena naik
turunnya tekanan
hidrodinamik yang
disebabkan daun propeller
 Naik turunnya gaya pada
bantalan propeller dan poros
karena wake iregularty
(wake tak teratur)
 Naik turunnya gaya yang
ditransmisikan melewati
sistem perporosan terutama
disebabkan oleh wake
iregularty.

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Shaft rake
 Kemiringan pemasangan poros ( kearah vertical) diijinkan
 Untuk kapal dengan propeller 2 atau lebih (kearah vertical dan horizontal)
diijinkan

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Shaft with drawl
 Metode pelepasan poros  untuk pemeriksaan atau reparasi harus
dipertimbangkan saat membangun susunan poros

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Perancangan Poros
Material poros

 Material
 mild steel
 High – strength steel
 Untuk high power, tetapi untuk wet shafting memakai mild steel

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Bearing location
 Faktor yang menentukan lokasi jumlah bantalan poros;
 Ship’s structure & arrangement
 Equality of the line shaft bearing reaction
 Bearing unit load and L/P ratios
 Shafting flexibility
 Lateral vibration natural frequency

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Shaft Coupling

 Sambungan poros dengan poros lain memakai bolted flange coupling atau
removable coupling

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 Shaft axial movement

 Gerakan axial poros relative terhadap elemen yang fix pada badan kapal harus
dipertimbangkan  menetapkan clearance antara propeller-hub dengan stern frame,
antara rumah bantalan dengan elemen yang berputar.
 Faktor yang berpengaruh:
 Thrust bearing clearance
 Gaya dorong propeller
 Submerge pressure
 Hull hogging & sagging
 Perbeadaan temperature

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Bearing (Bantalan)
 Line shaft bearing  bantalan yang terletak didalam kapal  pelumasan minyak
 Thrust bearing
 Steady bearing / Spring bearing

 Outboard bearing  pelumasan dengan air atau minyak

 Stern tube bearing
 Strut bearing

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Line Shaft bearing

 The propeller thrust is transmitted to the hull by thrust bearing.The main

thrust bearing may be located either forward or aft of the slow speed gear
 Thrust bearing: absorbs the axial thrust transmitted by the propulsion shaft
from the propeller and delivers this thrust to the hull of the ship

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 Type Bearing
 Plain bearing
 Tilting pad bearing
 Roller bearing

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Outboard bearing

The two usual methods of supporting the propeller shaft in the stern tube are:

1. By a lignum vita bearing

2. By a white metal bearing

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Oil lubricated outboard bearing

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 Oil Lubricating

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Water lubricated outboard bearing

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 Bulkhead stuffing boxes are
installed where the shafting passes
through bulkheads. This is to
control flooding, in the event of a
casualty.

Sea water Lubricating

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Shaft Alignment
 Accurate alignment ( Bearings, mechanical seals, packing, and couplings)  vital to
the operating life of rotating equipment.
 The proper shaft-to-shaft distance must be maintained, particularly when a limited
end float coupling is being used

 Torsional effect, or machine torque, may also need to be considered when aligning
the equipment.

 It has been found that 50 to 70% of all vibration problems in machines are caused
by misalignment
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Types of Misalignment
 There are two basic types of misalignment:
parallel (or offset) and angular.
 Both types can be found in the vertical and
horizontal planes.
 Typically, a combination of offset and angular
misalignment is found in both directions.

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Indications of Misalignment
 Some of the indications of misalignment are:
 Excessive vibration
 Excessive bearing temperature
 Noise
 Bearing wear pattern
 Coupling wear

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Controlling shaft alignment

 The four most popular methods of controlling shaft alignment are:

 the gap and sag method
 optical or laser sighting
 jacking
 the strain gauge (bending moment) method.

 These methods can be used either singly or in combination.

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Gap and sag method

 The gap and sag method uses pre-calculated flange measurements to establish the
alignment, to be carried out whilst the flange couplings are disconnected.
 The advantages of this method include the simplicity of the measuring equipment
and the ease of control in both the horizontal and vertical directions.
 The disadvantages are limited accuracy and the lack of applicability in the service
condition.

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Optical sighting or laser sighting method
 The optical sighting or laser sighting method
Is more accurate than the gap and sag
method. It uses high-quality sighting
equipment and is generally used before the
shafts are installed and coupled up.

 Optical sighting is often

used to establish the
reference line and the
position of the engine
supports and for
determining how to bore
the stern tube.

 Alignment and verification

follows by means of the gap
and sag method and final
alignment control by the
jacking and/or strain gauge
method.
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Jacking method

 The jacking method lifts the shaft line clear of each bearing in turn by means of
a hydraulic jack and calibrated load cell. The shaft is lifted in steps, whilst
deflections are recorded on a dial gauge and plotted against the applied load.
 This method uses simple equipment and is employed when the shaft line is
coupled up, ready for operation.
 However, it is not suitable for the control of horizontal alignment and the yard
may need to arrange for special supports for the jacks. Finally, as the jacks have
to be positioned beside the bearings, adjustments have to be made to the
relevant calculations to evaluate the true bearing load.

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Strain gauge method
 The strain gauge method requires a combination of computation and strain
measurements.
 If a shaft line rests on a number of bearings, a theoretical distribution of bending
stress may be calculated.
 If the bending stresses, determined from the measured strains at an appropriate
number of stations, deviate from the theoretical, this is taken to be caused by an
alignment that differs from the theoretical straight-line case.
 Using the strain gauge method, both the horizontal and the vertical direction may
be controlled. Loads on normally inaccessible bearings can sometimes be
determined. Readings can easily be taken after the gauges are fitted, and the effects
of oil film formation and propeller thrust may be studied.
 The disadvantages are that the
method requires the skilled fitting
and operation of strain gauges and
suitable data acquisition and
analysis software and time is
required for calculations after
taking the strain readings.

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Reduction Gear
 Reduction gear is needed for medium and high speed engine proplusion drives, to
bring the propeller efficiency to a reasonable level.
 Reduction gear size is described with the distance between input and output shaft.
 Gear ratio is = driving shaft speed divided by driven shaft speed = inverse ratio of
their teeth number. Reduction gear ratio is always >1.
 Shaft generator drive is often connected to the reduction gear. In some cases shaft
generator drive is very complicated

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Propeller
 Pemilihan tipe  awal perancangan kapal
 Mayoritas propulsor yang digunakan dikapal  tipe Fixed pitch propeller
 Tipe propeller :
 Fixed- pitch propellers
 Controllable Pitch Propellers (C.P.P.)
 Propeller in Nozzle
 Contra-rotating propeller
 Contra rotating propeller

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 fixed pitch propeller
 Hampir semua propeller  di buat
dari pengecoran tunggal
 Eumumnya mempunyai efisien, biaya
dan kesederhanaan disbanding tipe
yang lainnya
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Controlable pitch propellers
 Mempunyai mekanisme didalam
hub yang dapat dikendalikan dari
jauh u tuk merubah pitch
propeller
 Pitch dapat diubah saat propeller
berputar
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Propeller in Nozle

 Pump jet
 Propeller diletakkan pada
nozzle
 Kort nozzle
 Mempunyai keuntungan
effisiensi dalam aplikasi beban
propeller tinggi  tug boat,
fishing vessel, large slow speed
ship
 Banyak digunakan pada tug boat
 bollard oull dan towing
bertambah 30~40 %

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Contra-rotating propeller

 Baling-baling jenis ini mempunyai dua-

coaxial propellers yang dipasang dalam satu
sumbu poros, secara tersusun satu didepan
yang lainnya dan berputar saling berlawanan
arah.

Overlapping propeller

 Konsep dari baling-baling ini adalah dua

propeller tidak dipasang/diikat secara
coaxially, tapi masing-masing propeller
memiliki sumbu poros pada sistem
perporosan yang terpisah

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Ship's propulsion layout
 All commercial ships have a common thread. Within the ship, there is a power plant and,
generally, a propeller which converts mechanical energy into motion in turn propelling the
ship through the water.

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 Specialized vessels
 Two four stroke, medium speed
Deep sea vessels engines are used here for their
low size to power ratio
 The engine is
generally a slow  Having two engines also offers a
speed two stroke level of redundancy. They can be
engine, such as a operated simultaneously or
B&W or Sulzer. It individually because of the clutch.
is directly  The gear box will compensate for
connected to the the high speed of the engines and
propeller shaft. allow the propeller to turn a more
 This set up is efficient slower speed
simple, efficient  This setup is very common on
and "easy" to medium size specialized vessels,
operate and such as Stand By Vessels (AHST)
maintain. Research, cable ships and such

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 Coastal vessels Small boats
 One four stroke  The Diesel engine can be a
medium speed two stroke or a four stroke. It
Diesel engines which is almost always a high speed
engine which requires the
is geared and can be marine gear
run without turning
 The gear has a built in clutch,
the shafting because
actually two clutches, one for
of the clutch. forward and one to obtain
 The CPP offers a reverse.
responsive level of  The gearbox also has the
control and reverse! thrust bearing built in.
The set up is straight  The fix pitch propeller is
forward and easy to attached to the end of the
maintain. shaft.
 This set up is  This is typical set up of small
common on larger vessels.Yacht, tugs, fishing boats,
fishing boats, coastal small ferries etc.
freighter, some  It is very common to see this
 medium size tugs in vessels having less than 2000
hp.
(~4000 hp).

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 Icebreakers
Cruise ships  They require large horse
 The engines are power but often
usually four stroke encounter shock loading
medium speed from hitting big pieces of
engines, this is ice and such. Diesel
because of their engines do not
bigger size to power appreciate shock
ratio loading.
 The propulsion is  The motors are
done via electrical controlled by two cyclo-
motors which are converter. Cyclo-
built into pods converters are a web
controlled by cyclo- page unto themselves,
converters but basically,allow the
electric motors to turn,
forward or reverse, at
any given power (speed)
required

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 Double ender ferries
 They carry large Naval vessels
quantities of vehicles and and tankers
passengers on short runs  Naval vessels
in calm waters and other
 The shafts are quite long, military ships
as they must go to both have other
ends of the ship down priorities than
the centerline; and they fuel
clutched as well, to allow  The power
both engines to drive one feeds into the
shafts or both. gear box
 With a CPP system as reducing the
well, and two rudders, rpm, then into
this type of vessel is very a propeller
responsive.

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