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Propulsion Generalites

Reduction gears are necessary to reduce the high revolutions per minute of the prime mover to a slower shaft rotation speed required for efficient screw propeller operation. A reduction gear is usually quite large and heavy in order to accomplish the speed reduction between the prime mover and propeller shaft and produce the torque necessary to spin the propeller. The amount of power delivered to the propeller will be less than shaft horsepower due to transmission losses in the shaft. Line shaft bearings support the weight of the propeller shaft between the reduction gear and stern tube.

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36 views2 pages

Propulsion Generalites

Reduction gears are necessary to reduce the high revolutions per minute of the prime mover to a slower shaft rotation speed required for efficient screw propeller operation. A reduction gear is usually quite large and heavy in order to accomplish the speed reduction between the prime mover and propeller shaft and produce the torque necessary to spin the propeller. The amount of power delivered to the propeller will be less than shaft horsepower due to transmission losses in the shaft. Line shaft bearings support the weight of the propeller shaft between the reduction gear and stern tube.

Uploaded by

Chemss Eddinne
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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Reduction gears are necessary to reduce the high revolutions per minute of the prime mover to a

much slower shaft rotation speed required for efficient screw propeller operation. In order to
accomplish the speed reduction between the prime mover and propeller shaft, and to produce
the torque necessary to spin the propeller, a reduction gear is usually quite large and heavy.

The amount of power delivered to the propeller will be less than shaft horsepower because of
transmission losses in the shaft. The thrust bearing takes the axial propeller thrust produced by
the rotation of the propeller shaft and transmits the linear force of the thrust to the ship, which in
turn produces translational motion of the ship. Line shaft bearings are used to support the
weight of the propeller shaft between the reduction gear and stern tube.

The powers can be physically measured at someplace in the ship. However, these powers are of
no use in the initial design stages of a ship’s hull. However, the naval architect must still
determine the amount of power actually required to propel the ship through the water. The
amount of power is determined through the concept of Effective Horsepower . Effective
horsepower is determined through model data obtained from towing tank experiments. In these
experiments, a hull model is towed through the water at a given speed while measuring the
amount of force resisting the hull’s movement through the water.

The propulsive efficiency is the ratio of effective horsepower to shaft horsepower, therefore
allowing the designer to make a direct determination of the shaft horsepower required to be
installed in the ship. Having established that the link between the power required to tow a ship
through the water and the power produced by the propeller is the hull efficiency, it is now
possible to determine the shaft or brake horsepower the ship will need.
Prof.

A ship’s calm water resistance is a function of many factors, including ship speed, hull form , and
water temperature. Total hull resistance increases as speed

As shown in previous sections, the power required to propel a ship through the water is the
product of total hull resistance and ship speed. Therefore the horsepower required can be
proportional up to ship speed. A ship’s fuel consumption curve is similar in shape to its
horsepower and total resistance curves.

As a ship moves through calm water, there are many factors that combine to form the total
resistance force acting on the hull.
Dimensionless Coefficients

Dimensionless coefficients allow the naval architect to compare model test data to full-scale ship
data, or to compare the performance of several ship types.

Viscous Resistance

As a ship moves through the water, the friction of the water acting over the entire wetted surface
of the hull causes a net force opposing the ship’s motion.

Wave Making Resistance

The second major component of hull resistance is the resistance due to wave making. As a ship
moves through the water it creates waves.

Air Resistance

Air resistance is the resistance caused by the flow of air over the ship with no wind present. This
component of resistance is affected by the shape of the ship above the waterline, the area of the
ship exposed to the air, and the ship’s speed through the water.

Geometric similarity is obtained when all characteristic dimensions of the model are directly
proportional to the ship’s dimensions.

From this it follows logically that the ratio of areas is equal to the scale factor squared and the
ratio of volumes is equal to the cube of the scale factor.

Dynamic similarity means that the velocities, accelerations (kinetic), and forces (dynamic)
associated with fluid flow around both the model and full-scale ship have scaled magnitudes and
identical directions at corresponding locations along the hull. The model must behave in exactly
the same manner as the full-scale ship.

The screw propeller is the device most commonly used to transmit the power produced by the
prime mover into the water and drives the ship.

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