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

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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;

Ships 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

Controlable pitch propellers

Hampir semua propeller di buat

dari pengecoran tunggal

Eumumnya mempunyai efisien, biaya

dan kesederhanaan disbanding tipe
yang lainnya

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

Overlapping propeller

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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

engines are used here for their
low size to power ratio

Having two engines also offers a

level of redundancy. They can be
operated simultaneously or
individually because of the clutch.

The gear box will compensate for

the high speed of the engines and
allow the propeller to turn a more
efficient slower speed

This setup is very common on

medium size specialized vessels,
such as Stand By Vessels (AHST)
Research, cable ships and such

Deep sea vessels

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The engine is
generally a slow
speed two stroke
engine, such as a
B&W or Sulzer. It
is directly
connected to the
propeller shaft.
This set up is
simple, efficient
and "easy" to
operate and
maintain.

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Coastal vessels

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One four stroke

medium speed
Diesel engines which
is geared and can be
run without turning
the shafting because
of the clutch.

The CPP offers a

responsive level of
control and reverse!
The set up is straight
forward and easy to
maintain.

This set up is
common on larger
fishing boats, coastal
freighter, some

medium size tugs

(~4000 hp).

Small boats
The Diesel engine can be a
two stroke or a four stroke. It
is almost always a high speed
engine which requires the
marine gear
The gear has a built in clutch,
actually two clutches, one for
forward and one to obtain
reverse.
The gearbox also has the
thrust bearing built in.
The fix pitch propeller is
attached to the end of the
shaft.
This is typical set up of small
vessels.Yacht, tugs, fishing boats,
small ferries etc.
It is very common to see this

in vessels having less than 2000

hp.

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Icebreakers
Cruise ships

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The engines are

usually four stroke
medium speed
engines, this is
because of their
bigger size to power
ratio

The propulsion is
done via electrical
motors which are
built into pods
controlled by cycloconverters

They require large horse

power but often
encounter shock loading
from hitting big pieces of
ice and such. Diesel
engines do not
appreciate shock
loading.

The motors are

controlled by two cycloconverter. Cycloconverters are a web
page unto themselves,
but basically,allow the
electric motors to turn,
forward or reverse, at
any given power (speed)
required

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Double ender ferries

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They carry large

quantities of vehicles and
passengers on short runs
in calm waters
The shafts are quite long,
as they must go to both
ends of the ship down
the centerline; and they
clutched as well, to allow
both engines to drive one
shafts or both.
With a CPP system as
well, and two rudders,
this type of vessel is very
responsive.

Naval vessels
and tankers

Naval vessels
and other
military ships
have other
priorities than
fuel

The power
feeds into the
gear box
reducing the
rpm, then into
a propeller

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