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Propellers, Rudders and Bow Thrusters: Burak Acar
Propellers, Rudders and Bow Thrusters: Burak Acar
Propellers, Rudders and Bow Thrusters: Burak Acar
Thrusters
Burak Acar
Ship Drive Train and Power
Engine Reduction
Gear Strut Screw
Bearing Seals
THP
Engine
Strut
Reduction Screw
Gear Bearing Seals
THP
DHP
BHP
SHP
Engine
Strut
Reduction Screw
Bearing
Gear Seals
THP
BHP DHP
SHP
Engine
Strut
Reduction Screw
Gear Bearing Seals
THP
BHP
DHP
SHP
Engine
Strut
Reduction Screw
Gear Bearing Seals
THP
BHP DHP
SHP
Diameter
Hub
Blade Tip
Blade Root
Pitch Distance Variable Pitch
Pitch Angle Controllable Pitch
Fixed Pitch (Constant Speed)
Basic Nomenclature:
• Hub The hub of a propeller is the solid center disk that mates with the propeller shaft and to
which the blades are attached. Ideally the hub should be as small in diameter as possible to
obtain maximum thrust, however there is a tradeoff between size and strength. Too small a hub
ultimately will not be strong enough.
• Blades Twisted fins or foils that protrude from the propeller hub. The shape of the blades and the
speed at which they are driven dictates the torque a given propeller can deliver.
• Diameter The diameter (or radius) is a crucial geometric parameter in determining the
• amount of power that a propeller can absorb and deliver, and thus dictating the amount of
• thrust available for propulsion. With the exception of high speed (35 Knots+) vehicles
• the diameter is proportional to propeller efficiency (ie. Higher diameter equates to higher
• efficiency). In high speed vessels, however, larger diameter equates to high drag. For
• typical vessels a small increase in diameter translates into a dramatic increase in thrust
• and torque load on the engine shaft, thus the larger the diameter the slower the propeller
• will turn, limited by structural loading and engine rating.
Basic Nomenclature:
• Revolutions per Minute (RPMs) RPM is the number of full turns or
rotations of a propeller in one minute. RPM is often designated by
the variable N. High values of RPM are typically not efficient except
on high speed vessels. For vessels operating under 35Knots speed,
it is usual practice to reduce RPM, and increase diameter, to obtain
higher torque from a reasonably sized power plant. Achieving low
RPM from a typical engine usually requires a reduction gearbox.
• Controllable Pitch :
- The position of the blades relative to the hub can be
changed while the propeller is rotating.
- This will improve the control and ship handling.
- Expensive and difficult to design and build
Right and Left Hand Props
Leading Edge
Trailing Edge
Pressure Face
Propeller Walk
• Due to a difference in the pressure at
the top and bottom of the prop (due to
boundary layer), the lower part of the
prop works harder.
• This leads to a slight turning moment.
• Right hand props cause turns to port
when moving ahead.
Prop Walk Solutions
• Twin Screws
• Counter rotating propellers (one shaft)
• Tunnels/shrouds (nozzle)
Shrouded (nozzle) prop
Skewed Screw Propeller
Highly Skewed Propeller
Advantages
- Reduce interaction between
propeller and rudder wake.
- Reduce vibration and noise
Disadvantages
- Expensive
- Less efficient operating in
reverse
DDG51
Propeller Theory
Propeller Theory
• Speed of Advance Vwater= 0
P
Wake Region
VS VW
Q
Vwater= VS
• The ship drags the surrounding water so that the wake to
follow the ship with a wake speed (Vw) is generated in the
stern.
• The flow speed at the propeller is,
VA = VS − VW Speed of Advance
Propeller Cavitation
• Cavitation : Definition
Sheet Cavitation
semi-balanced: area fwd of stock does not extend to the full height of
the blade aft of the stock – upper portion may be considered
unbalanced and the lower portion, balanced
Area and shape of rudders
Modern double-plate,
semi-balanced rudder
in a single screw ship
BOW THRUSTERS
Rotatable Thrusters and
Propellers
Actuator Models
Actuator Models