DESIGN & TORSIONAL VIBRATION
ANALYSIS OF CONTRA ROTATING
PROPELLER SHAFT
Murthy T D A
Department of Mechanical Engineering
Gayatri Vidya Parishad College of Mounica Rasagya Palla
Engineering (Autonomous) Department of Mechanical Engineering
Visakhapatnam, India Gayatri Vidya Parishad College of
Engineering (Autonomous)
Visakhapatnam, India
mounica.palla@gmail.com
Abstract— Improvement of the propulsive efficiency of
ships has always been one of the main objectives for naval
architects and marine engineers. Contra-Rotating propellers
are propulsor configurations offering higher efficiency
compared to conventional single propellers by recovering the
rotational energy in the propeller slipstream. The Contra-
Rotating propellers neutralize the circulations caused by the
single fixed propellers, which cause a bigger forward thrusting
force and increase the propulsion efficiency. The application of
this type of propulsive device to modern ships becomes even
more attractive, considering the recent developments in electric
propulsion and the increased emphasis on fuel economy. The
basic operational requirement for a marine propulsion shafting
system is to transmit the torque over the required range of
speeds. In the present work contra rotating propeller shaft is
designed to transmit a power of 335 KW at 1800 rpm.
Considering the needs of propulsion shafting system, the
diameters of the inner shaft and outer shaft are calculated by
taking the various forces acting on the system. The design is
done based on pure torsion and the shaft is modeled and
assembled in CATIA. Torsional vibration analysis is
performed for the shaft in ANSYS and for the validation of
Torsional vibration analysis, natural frequencies of inner shaft
are calculated by Ansys and they are validated by the Holzer’s
method.
Keywords—Contra Rotating Propeller, Torsional Vibration,
Ansys, Design, shaft design.
I. INTRODUCTION
The primary function of any marine engineering plant
is to convert the chemical energy of fuel into useful work
and to use that work in the propulsion of the ship. A
propulsion unit consists of the machinery, equipment and
controls that are mechanically, electrically, or hydraulically
connected to a propulsion shaft. The transmission system on
a ship transmits power from the engine to the propeller. It is
made up of shafts, bearings, and finally the propeller itself.
The thrust from the propeller is transferred to the ship
through the transmission system. A Simplified method for
torsional vibration calculation of marine power transmission
system is developed and also an estimation method for
calculation of natural torsional vibration mode of marine
power transmission system [1]. The influence of ship hull
deformation on the torsion vibration of ship propulsion
shafting by Adams/Vibration. The analysis results indicate
that there is a significant increase of torsional vibration of
ship propulsion shafting when ship hull deformation occurs
[2]. A laser torsional vibrometer is used to measure the
torsion vibration of a rotating shaft system under electrical
network impact, offering non-contact measurement of
torsional oscillation of rotating shafts, offering significant
XXX-X-XXXX-XXXX-X/XX/$XX.00 ©20XX IEEE
Dr. Ramakrishna S
Department of Mechanical Engineering
Gayatri Vidya Parishad College of
Engineering (Autonomous)
Visakhapatnam, India
sramakrishna@gvpce.ac.in
advantages over conventional techniques [3]. For a VLCC
propulsion system based on torsional vibration analysis
show that the calculated results are forbidden rotated zones
which are near to the vessel sailing speed, some necessary
measures must be taken to make the forbidden rotated zones
change in order that the vessel shafting system is to run
safely in the long term instead of main engine changes [4].
The torsional vibration analysis of a hybrid (tapered) shaft,
composed of multiple uniform and tapered shaft segments
and carrying multiple disks, is performed to show the
applicability of the technique [5]. Considering the needs of
propulsion shafting system, the diameter of intermediate
shaft, propeller shaft, journal bearings, flange couplings are
calculated taking into consideration, the various forces
acting on the system and some empirical relations from the
data book are considered in accordance with the bearing
loads and speed of the engine and the results are checked
with the Lloyd’s register of shipping rules, which are the
standard rules followed to maintained quality of the products
for better performance, reliability and durability [6]. The
objective of the present paper is to design the shaft which is
the primary transmission system and perform the Torsional
vibration analysis, for finding the natural frequencies of
inner shaft which is calculated by Ansys and thereby
validated by the Holzer’s method.
II. DESIGN OF PROPELLER SHAFT
A. Design of Propeller Shaft:
Power to be transmitted, P=450 HP=335.56 KW=335560 W
at 1800 rpm
Twisting Moment:
60 P 335.56× 103 × 60
Torque, T = = = 1780.20 N-m
2 πN 2 π ×1800
=1780.20×103N-mm
Design of shaft based on the theory of pure torsion, we have
T τ
=
J r
J = Polar moment of inertia
π 4
= d for a solid shaft of diameter d
32
π 4 4
= ( D −d ) for a hallow shaft of outer diameter D
32
and inner diameter d
Taking a factor of safety F.S = 4
 τ max 550 IV. TORSIONAL VIBRATION ANALYSIS OF THE SHAFT
Max operating shear stress= =
F .S 4 Torsional vibration is an oscillatory angular motion that
causes relative twisting in the rotating members of a system.
B. Design of outer shaft: This oscillatory twisting motion gets appended to the steady
We have, do = 0.846Do rotational motion of the shaft in a rotating or reciprocating
T τ machine. Systems in which some driving equipment drives a
= number of components, thus enabling them to rotate, are
J r often subjected to constant or periodic torsional vibration.
1780.2× 103 × 32 550× 2 This necessitates the analysis of the torsional characteristics
4 4
= of the system components. Torsional vibrations may result in
π [D o −(0.846 Do )] 4 × D o shafts from following forcing. Inertia forces of reciprocating
mechanisms (such as pistons in Internal Combustion
1780.2×10 3 ×32 550 ×2 engines) Impulsive loads occurring during a normal machine
= cycle (e.g. during operations of a punch press) Shock loads
π ×0.487 × D o4 4 × Do applied to electrical machineries (such as a generator line
fault followed by fault removal and automatic closure).
Torques related to gear tooth meshing frequencies, turbine
Do =51.349 mm blade passing frequencies, etc. For machines having massive
rotors and flexible shafts (where system natural frequencies
Since the propeller shaft is subjected to both bending of torsional vibrations may be close to, or within, the source
moment due to propeller weight and twisting moment frequency range during normal operation) torsional
diameter of propeller shaft Do = 25% extra then the designed vibrations constitute a potential design problem area. In such
by pure torsion. cases designers should ensure the accurate prediction of
Do = 1.25×51.349 = 64.186 ≈ 65 mm machine torsional frequencies and frequencies of any of the
do = 0.846 Do = 54.3mm ≈ 55 mm torsional load fluctuations should not coincide with torsional
natural frequencies. Hence, determination of torsional natural
Therefore, the dimensions of the outer shaft are frequencies of a dynamic system is very important.
Outer diameter= 65 mm
Torsinal Vibration Analysis of Propeller shaft by ANSYS
Inner diameter= 55 mm
APDL:
C. Design of inner shaft: Torsional vibration analysis is performed for contra
We have, d i = 0.667 Di rotating propeller shaft in Ansys APDL.
T τ 1) Elements used in Analysis
= 2) 1. BEAM188 for modelling of shaft.
J r
1780.2× 103 × 32 550 ×2
4 4
= 3) 2. MASS21 for applying propeller mass at the ends of
π [D i −( 0.667 D i )] 4 × D i the inner shaft and outer shaft.

Di=35.5 mm
Fig.4 Model of Outer shaft
Since the propeller shaft is subjected to both bending
moment due to propeller weight and twisting moment
diameter of propeller shaft D= 25% extra then the designed Fig.5 Model of Inner shaft
by pure torsion.
Fig.6 Model of Contra rotating Propeller shaft
Di= 1.25×35.5 = 44.375 ≈ 45 mm
Fig.7 Model of Inner shaft for analysis
d i= 0.667 Di = 29.59 mm ≈ 30mm
Theoretical Approach of Computing Torsional Natural
Therefore, the dimensions of the Inner shaft are frequencies
Outer diameter= 45 mm
Holzer’s method:
Inner diameter= 30 mm
Holzer's method of finding natural frequency of a multi-
III. MODELLNG OF SHAFT IN CATIA degree of freedom system. This method is an iterative
As per the dimensions Inner shaft and Outer shaft are method and can be used to determine any number of
separately modelled in CATIA using Part design and frequencies for a multi-dof system. In case of straight
Sketcher workbenches. All the modeled parts or components systems it’s basically the proper tabulation of equations of
motion governed by newton’s 2ndlaw. It’s a very versatile
are assembled in CATIA using Assembly design
technique and can be used for both branched and unbranched
workbench.
systems with and without damping. We consider here the a
typical semi- definite vibrating system as shown in fig below,
Fig.1 Model of Inner shaft the holzer’s method can be applied to such systems as
follows
Fig.2 Model of Outer shaft
By Newton’s second law,
Fig.3 Assembled Design
 J 1 Ӫ=−K t 1 (θ1−θ2 ) TABLE 3 Natural Frequencies

J 2 Ӫ=−K t 1 (θ2−θ1 )−K t 2 (θ3−θ2 ) S. No.

Natural
frequency (Hz)
J 3 Ӫ=−K t 2 (θ3−θ 2) 1 7.58
2 7.69
The harmonic nature of vibration at principal modes allows 3 11.79
us to write, 4 16.75
5 21.77
θi=θi sinωt (2) 6 25.27
Substituting (2) in (1) 7 25.63
8 33.18
−ω 2 J 1 Ӫ=−K t 1 (θ1−θ 2) 9 35.67
10 37.90
−ω 2 J 2 Ӫ=−K t 1 (θ2−θ 1)−K t 2 (θ3−θ 2)
(3) The Table 4 shows comparison of natural frequencies
obtained from Ansys and Analytically by Holzer’s method
Natural frequency by Natural frequency by Error
Ansys (Hz) Holzer’s method (Hz) %
for the inner shaft.
296 293 1.0135 TABLE 4: Comparison of natural frequencies
470 482 2.5532

−ω 2 J 3 Ӫ=−K t 2 (θ3−θ 2) CONCLUSION

Adding the above equations, we get, (4) The paper presented is an approach to for the safe design of
the propeller shaft by finding the natural frequency of the
And for n rotor system, (5) shaft by both numerical and analytical methods. Results
Generalized for n rotor system to find angular displacement, showed that the natural frequencies by the torsional
ω2 vibration analysis of the shaft do not match with the
θ j=θ j−1− (6)
K t ( j−1) operating speed of the shaft which is 30Hz, hence making it
a safe design. Therefore, the approach described in the
The above derived equation is used for iteration assuming
an initial value of ω and θ. The values of ω for which (5) is present paper is initial and further studies are necessary to
satisfied are the natural frequencies and the values θi give the validate the method for other conditions by modifying the
mode shapes. design of the shaft for better output.
TABLE 1 Data of inner shaft for Holzer’s method ACKNOWLEDGMENT
Data of inner shaft for Holzer’s method: This work has been carried out with the support of faculty
S. No Torsional stiffness Dr. Ramakrishna S of Mechanical Engineering department,
Mass moment of inertia values
values
Gayatri Vidya Parishad College of Engineering. For his
1 J1=1.68e-5 Kg-m2 Kt1=2.73e5 N-m/rad excellent guidance, suggestion and encouragement in
2 J2=1.402e-4 Kg-m2 Kt2=0.327e5 N-m/rad coordinating throughout this work.
3 J3=1.454e-4 Kg-m2 Kt3=0.319e5 N-m/rad REFERENCES
4 J4=6.461e-5 Kg-m2 Kt4=0.7107e5 N-m/rad [1] Lech Murawski, Adam Charchalis, “Simplified method of torsional
vibration calculation of marine power transmission system”, Marine
Structures, 2014, Vol. no. 39, pp. 335–349.J. Clerk Maxwell, A
TABLE 2 Data of outer shaft for Holzer’s method Treatise on Electricity and Magnetism, 3rd ed., vol. 2. Oxford:
Clarendon, 1892, pp.68–73.
Data of outer shaft for Holzer’s method:
[2] Weizhong Tan, Cong Zhang, Zhe Tian, Xinping Yan, “Analysis of
S. No Torsional stiffness
Mass moment of inertia values torsional vibration of large-scale ship propulsion shafting”, ASME
values
34th International Conference on Ocean, Offshore and Arctic
1 J1=9.492e-4 Kg-m2 Kt1=7.227e5 N-m/rad Engineering, 2015.
[3] Ling Xiang, Shixi Yang, Chunbiao Gan, “Torsional vibration
2 J2=6.908e-4 Kg-m2 Kt2=0.8659e5 N-m/rad
measurements on rotating shaft system using laser doppler
3 J3=8.541e-5 Kg-m2 Kt3=0.8445e5 N-m/rad vibrometer”, Optics and Lasers in Engineering, 2012, Vol. no. 50, pp.
1596–1601.
[4] Yong Yang, Wenyong Tang, Jie Ma, “Optimal design for a VLCC
By using Holzer’s method the torsional natural propulsion system based on torsional vibration analysis”, Advanced in
frequencies are calculated for the contra rotating propeller Control Engineering and Information Science, 2011, Vol. no. 15, pp.
shaft. For validation, the torsional natural frequencies 5374–5383.
obtained for inner shaft by Ansys are compared with the [5] Jia-Jang Wu, “Torsional vibration analyses of a damped shafting
system using tapered shaft element”, Journal of Sound and Vibration,
torsional natural frequencies obtained for inner shaft by 2007, Vol. no. 306, pp. 946–954
holzers’s method.
[6] Venkatesh Boddapati, Sura Sanyasi Rao, Kakarla Sumanth,
Jayavarapu Manideep, “Design of marine propulsion shafting system
V. RESULTS AND DISCUSSION for 53000 dwt bulk carrier”, International Journal of Mechanical
Engineering and Robotic Research, 2015, Vol. no. 4, pp. 171–180.

Results of Torsional vibration Analysis of contra rotating

propeller shaft from Ansys,