TAILSHAFTS

PROPULSION DEVICES AND PROPELLER SHAFT
Various propellers and propulsion devices for

large and medium size ships are discussed
here.
The hydrodynamic design part is short. Main
attention is given to engine room design and
operation aspects.
Pentti Hkkinen chapter 2

Wrtsil New professionals 3. 7.11.2008
PROPULSION DEVICES AND PROPELLER SHAFT

The efficiency is obtained with large, slow turning propeller.
Diameter is restricted by:
Power demand
Clearance between tip and hull kW
Pressure pulses
Submerge in ballast conditions
(mainly for oil tankers)
Rev. speed of direct coupled low
speed engine (seldom)
In few merchant ships propeller
reaches below ship base line
(excpetion GTS Finnjet 0.5 m)
To the right traditional
thumb rule

3%
10 %
Propeller rev. speed rpm
Power demand 1 CARGO SHIP MAIN DIMENSIONS

CB
LPP / m
T/m
B/m
250
0.8
20
200
0.7
60
50
15
LPP / m
40
150
30
B/m
0.6
10
100
20
T/m
10
CB
0.5
50
10000
20000
30000
50000 dwt

MAN-B&W Engine Selection Guide.

Shaft power MW
35
Vessel
speed kn
30
25
20
16
15
15
14
10
13
5
2
2000
5000
10000
40000
80000 dwt


Shaft power kW
35
8.5
8.0
7.5
30
25
20
Propeller
diameter
m
7.0
6.5
6.0
5.5
5.0
4.5
15
10
5
2
50
60 70
80 90 100 110 130 150 190 rpm

SHAFTLINE
One or several intermediate shafts and one propeller shaft.
Generally horizontal line, sometimes rising to foreship direction.
Shafts in twin propeller ship are seldom parallel.
Shaft diameter calculated on class equation. Material and ice class
influence here.
Sterntube includes propeller shaft bearings. Practically always plain
bearings with either water or oil lubrication.
Seals at both sterntube ends. They allow relatively large shaft
movements. Tightness in confirmed when pressure difference between
inside and outside remains inside limits (about 0.4 bar).
Shaftline must be removable for inspection and replacement of seals
and bearings. Withdrawal either inside or outside.
Stern tube of a twin screw ship

Fore sterntube bearing
Bored (hollow) shaft

Bracket
Sterntube
Bulkhead
located inside
protective tube
Flangeless coupling
Aft seal
5
Aft stertube bearing

8

10
11
12
13
Engine room aft

compartment
Fore seal
14
15
16
17
18
19
20
21
22
23
24
Stern tube lubrication oil system

Expansion
line
Pumps of taking oil
sample from
sterntube and bilge
Connection to
cold water line
Header
tank
Pressure
line
Sterntube bearing
Oil
tank
Header tank
fill pumps

Transfer pump
to storage tank
Integrated oil system for stern tube and seals

Return lines separate for detection of water and metal residues. Aft seal can be connected
to 2 separate header tanks so that pressure difference over seal lips is approx. 0.3 bar.
Header tanks for bearing
Ventilation Ventilation
Compressed air supply
Pressure control
Aft seal
Bearing
Header tanks for fore seal

Header tanks for aft seal
Fore seal
Oil return
Lip seals, oil feeding and seal assembly

Wear down-meter
Fastening of
installed in oil chamber.
protection liner
Propeller boss
Screws for
lip carrier
Conus
O-ring Chromium liner

Oil is fed through bore

channel at top, returned
through bore channels
at bottom.
Propeller shaft Rubber seal Tension spring
Lip type aft seal

Compressed air feeding used to prevent ingress of sea water.

Combination of lip and face seal

Coast Guard-name refers generally to seal assembly where the
slightest oil leak to sea can be readily detected and prevented.

Face seal
Cedervall seal has

mating surfaces of cast
iron and ceramic
material.
They are pressed
together by compression
springs behind the
rotary member. Springs
permit some axial shaft
movement

Hydraulically installed flangeless shaft coupling

Thick liner with internal conus is forced around the thin liner with
external conus. The axial force is created hydraulically. After
relase of hydraulic pressure the torque is transmitted by friction.
Assembly screw
Oil feed
Lube oil feed
Internal liner
Hydraulic nut Cylinder ring Shaft ends External liner

Assembly support
Hydraulically tensioned and installed screws

Hydraulic pressure Tool stretching the screw Shaft or the piston
Hydraulic pressure
stretches the screw and
simultaneously reduces
the external diameter. In
this state the nut is
installed.
At relief of oil pressure the
screw is expanding and
compresses to the flange
bores. The hydraulic tool is
then removed.
Bore and screws machined
with
tight tolerances.
Nut
After the assembly has been completed
Sterntube bearing
No bearing metal lining in
the way of oil feed channels
N
P
A
R
F
5
2
20
45
Effective bearing length
A
200-299
300-399
400-499
500-699
700-900
B
min. 28
min. 30
min. 33
min. 36
min. 40
C
*
*
*
*
*
D
4
4
4
4
4
F
25
25
25
25
25
J
35
40
45
50
55
K M
N
10 80 95-240
10 80 170-340
10 80 245-440
10 110 290-515
10 140 410-785
O P
R
25 3 70-100
25 3 105-135
25 3 140-170
35 3 175-205
35 3 245-315
*) Aft bearing: 1,5 2 x A, Fore bearing: 0,5 0,8 x A
Normal supper bearing model
Bearing frame and

slide shells have
horizontal division at
shaft centre height.
Free oil circulation, ring

cathes some oil from
surface and allows it to
flow through hole at top.
Often the support of

slide shells has
spefical outside which
can accommodate
some alingment
deviations.
Seal rings at both ends.

Oil reservoir inside

pedestal with water
cooling coil.
Hydraulic propeller mounting method
Propeller
Hydraulic nut
Threaded
end
section
Protective
coverl
Oil supply
Cast iron liner baked

inside the propeller
special requirement in
case when torque
variation was high.
Chromium
protective
liner
Conical shaft end

in way of propeller
Lubrication oil supply
Blade pitch setting mechanisms

Slide mechanism requires higher axial
force than connecting rod mechanism
Axial force required to turn

the blade N/Nm
12
10
8
6
4
2
Normal operation range
60 40
Astern
20
20
40
60
Ahead
Blade pitch position (degrees)
Mechanisms
Connecting rod

Crank-pin
Slot-pin
Servo valve in the oil distribution box / in the hub

Servo valve
In the OD box
Piston movement
In
Indication
Rotating
shaft
Volume af piston back side always

connected to inner tube oil
Oil pump
pressure
Servo valve moves
together with the high
the hub
pressure pipe

Bore oil channels
Ahead
OD-box borders
High pressure oil inside the inner tube,

low pressure return oil around it
Ahead
Main cylinder inside the bullwheel
Oil feed pump
Inside the propeller hub only the cross

head (moved by push rod) and some
lubrication oil.

Main piston inside bullwheel

Servo valve and working piston
travel connected to the push rod.
KaMeWa type propeller hub

1.
Blade
2.
Fastening screws
3.
Sealing ring
4.
Support and turn ring
5.
Hub frame
6.
Piston
7.
Cylinder
8.
Protection cover
9.
Feed valve
10. Cross head

11. Pin
12. Slide
13. Turning pin
14.
Relief valve
15. Shaft flange
Oil Distribution (OD-box) unit on the shaft

Servo valve is moved bu the tubular shaft extending to
propeller hub. Mechanism requires a weakening cut in
the shaft. High pressure oil always inside inner tube.
16. Intermediate shaft
17. Valve stem
18. Aft wall
19. Servo motor
20. Low pressure seal
21. High pressure seal
22. Mobile lever
23. Push rod lever
24. Frame of OD unit
25. Stand by servo
26. Relief and safety valve
Gap and Sag values

Gap and Sag are used to bring mating flanges in correct (calculated)
position before fastening nuts. The shaft are rotated and dial gauge
reading during the full circle indicated the position.
m
Gap is positive when
opening in the lower
side is bigger that in the
upper side = n - m
Sag is positive when

propeller side (here left)
flange is in higher
position. = a
n
Alignment procedure, Gap and Sag values

Fastening of the flanges proceeds from propeller side to the
engine. Vertical position of each bearing is adjusted so that
calculated gap and sag values are obtained.
The shaft is slightly hanging between the bearings. The shaft is
never straight line. Optimal bearing position can be also outside
of the theoretical straight line.
Deviations in the figure below are exaggerated.
Alternative method is to measure the vertical load at each bearing

and compare with calculated values.
Alignment of the crank shaft

Crank shaft is rotated and the distance between crank webs measured in five
positions. This gives reliably the reading difference between top and bottom
position. Possible crankshaft bending due the engine frame deformation is
vertical direction (also transversal) is obtained.

Big deviation indicated that engine frame

for some reason has been excessively
bent. Slight catback is normally beneficial.
Mechanical rudder propeller (Z-drive)
Vertical shaft has strong

support to accpet thrust
form all direction. Shaft
bearings are connected
to to a block, welded in
ship hull. Seals prevent
sea water ingress.

Mechanical rudder propeller (Z-drive)

Rudder propeller and main engine
often in inclined position.

Cardan hinges allow a lower main engine

position. Hinges should have equal angles.
Pitch control mechanism in Z-drive unit
Main piston,
here bowltype directly
connected
to cross
head.
Thrust bearing
Roller bearing
located close
to the bevel
gear wheels.
Servo valve
allows high
pressure oil to
fore or aft side
on main piston
Azipod electric azimuthing propeller

Slip rings
Hydraulic module
Runko-osa
Air channel
Air cooling
Hydraulic slewing
motor
Radial bearing and

shaft seals
Electric motor
Axial and radial

bearings
Azipod electric azimuthing propeller

Eralier reliability problems have been solved,
but ABB Azipod is now the only pod in the
market. High capital cost is the main drawback.
Shaft seal
mainentance in
drydock

Voith-Schneider propeller
Voith-Schneider is the only maker or vertical shaft propellers, so
called trochoid propeller. Two vertical shaft propellers are still a
popular solution for tugboats, even if expensive and heavy
construction. Low acoustic emission is asset in naval craft.

Voith-Schneider propeller thrust
The entire unit rotates around the

vertical axis. By moving the joint
end on link shaft, stepless thrust to
any direction can be created.

TAILSHAFTS

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TAILSHAFTS

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PROPULSION DEVICES AND PROPELLER SHAFT

Various propellers and propulsion devices for

Pentti Hkkinen chapter 2

PROPULSION DEVICES AND PROPELLER SHAFT

Pentti Hkkinen chapter 2

Propeller rev. speed rpm

Power demand 1 CARGO SHIP MAIN DIMENSIONS

Pentti Hkkinen chapter 2

MAN-B&W Engine Selection Guide.

Power demand 2 CARGO SHIP MAIN DIMENSIONS

Pentti Hkkinen chapter 2

MAN-B&W Engine Selection Guide.

Power demand 3 CARGO SHIP MAIN DIMENSIONS

80 90 100 110 130 150 190 rpm

Pentti Hkkinen chapter 2

MAN-B&W Engine Selection Guide.

Stern tube of a twin screw ship

Bored (hollow) shaft

Aft stertube bearing

Pentti Hkkinen chapter 2

Engine room aft

Stern tube lubrication oil system

Pentti Hkkinen chapter 2

Integrated oil system for stern tube and seals

Header tanks for fore seal

Lip seals, oil feeding and seal assembly

O-ring Chromium liner

Pentti Hkkinen chapter 2

Oil is fed through bore

Propeller shaft Rubber seal Tension spring

Lip type aft seal

Pentti Hkkinen chapter 2

Combination of lip and face seal

Pentti Hkkinen chapter 2

Cedervall seal has

Pentti Hkkinen chapter 2

Hydraulically installed flangeless shaft coupling

Lube oil feed

Hydraulic nut Cylinder ring Shaft ends External liner

Pentti Hkkinen chapter 2

Hydraulically tensioned and installed screws

After the assembly has been completed

Effective bearing length

*) Aft bearing: 1,5 2 x A, Fore bearing: 0,5 0,8 x A

Normal supper bearing model

Bearing frame and

Free oil circulation, ring

Often the support of

Seal rings at both ends.

Pentti Hkkinen chapter 2

Oil reservoir inside

Hydraulic propeller mounting method

Cast iron liner baked

Conical shaft end

Blade pitch setting mechanisms

Axial force required to turn

Normal operation range

Blade pitch position (degrees)

Pentti Hkkinen chapter 2

Servo valve in the oil distribution box / in the hub

Volume af piston back side always

Pentti Hkkinen chapter 2

Bore oil channels