Journal of Ship Research, Vol. 23, No. 4, Dec. 1979, pp.

235-241

Calculation of Propeller-Excited Whirling Critical Speeds

Richard Woytowich 1

This paper presents a calculation method, suitable for manual calculation or use with a small, desk-top cal-
culator, for estimating the propeller-excited whirling critical speed of a shafting system. The method is
especially adaptable to use with a small programmable calculator• Based on a two-support model of the
propeller and tailshaft similar to that used in earlier whirling calculations, this method "brackets" the natural
frequency by first assuming the forward end of the tailshaft to be simply supported, then repeating the cal-
culation, assuming the forward end to be fixed. This gives an upper and lower limit on the natural frequen-
cy. The actual natural frequency is estimated by interpolation between these two values• The proposed
calculation method includes propeller gyroscopic and inertia effects, as well as shaft mass effects. En-
trained water may also be taken into account. Comparisons between the results of the proposed hand cal-
culation and the results of other well-known methods of whirling analysis are presented for a typical vessel
shafting system. Extensions of the proposed calculation to include the effects of the line shafting and the
sterntube bearing stiffness are also presented.

Introduction 1. The shaft will be assumed to be rotating at a known rate of f~

THE PHENOMENONof whirling vibration of propulsion shafting radians/seeond (rad/s). The (unknown) whirling natural fie-
has received considerable attention in recent years. However, queney will be ~ rad/s.
virtually all of the recently developed analytical methods for The N-bladed propeller will have a weight of W and a moment
predicting whirling critical speeds have been computer-oriented. of inertia Id about its diameter. (Note that Ia is usually taken as
As a result, workable manual calculation procedures of comparable half the polar moment of inertia of the propeller.)
accuracy have not been developed, even though the theoretical The shaft will be of uniform diameter, and will have a second
basis for such a procedure [1]2 has existed for some time. It is this moment of area (in bending) I, a modulus of elasticity E, and a
deficiency which we presently hope to remedy. mass per unit length #.
We will assume that the unbalance-excited critical speed of the The bearings will be considered infinitely stiff. The after
shaft lies well above the maximum shaft speed, as is typical of bearing will be considered a simple support at all times. The
present-day merchant ships. We may then concentrate on de- forward bearing will be considered first as a simple support, then
termining the propeller-excited critical speed, which usually occurs as a clamped-end support.
when the produet of the shaft rpm and the number of propeller The dimension b will be taken from the center of gravity of the
blades equals the whirling natural frequency of the. shaft propeller to a point within the after bearing, one shaft diameter
inboard from the bearing aft end.
system.
This brings out an interesting feature of this particular type of The dimension l is then taken from this point forward to the
vibration; namely, that at the critical speed the shaft will whirl center of the forward bearing.
The diameter of the shaft will be taken as the nominal tailshaft
• much faster than it rotates. The basic theory governing this sit-
uation is given in reference [1] and will not be repeated here. diameter between journals. Increases in diameter at the journals
It should be noted, however, that such a system will have two may be safely ignored, as may the taper of the tailshaft inside the
distinet natural frequencies, one in which the directions of whirl propeller hub.
and rotation are the same (forward whirl) and one in which they Any consistent set of units may be used. Typical units are
are opposite (reverse whirl). millimetres or inches for length, kilograms or pounds for weight
For an insight into the historical background of this type of or force, kg-mm-s2 or lb-in.-s 2 for Ia, and kg-s2/mm 2 or lb-s2/in. 2
for #. Units for the remaining quantities are easily.derived from
calculation, the reader is referred to [2] and [8], and especially to
the discussion of [2] by Lewis. It will be noted that the calculation the basic units.
procedure used here is substantially the same as that followed by For this system, we first determine four influence coefficients,
Lewis, except that a number of important improvements have defined as follows:
been made to simplify the calculations and increase the accuracy vql = deflection at propeller due to a unit force applied at the
of the results. The most important of these improvements is the propeller
ability to "braeket" the actual natural frequency. Previous hand cq2 = angular deflection at propeller in radians (for small angles,
calculations have generally been biased to given either a lower or we may use the slope at propeller, ram/ram or in./in.)
upper frequency limit. We will obtain both, and interpolate be- due to a unit force applied at the propeller
tween the two to obtain the best possible frequency estimate, for c~zl = deflection at propeller due to a unit moment applied at
both forward and reverse whirl. the propeller (by; Maxwell's reciprocity relationship,
O:12 = ¢X21)
D e v e l o p m e n t of c a l c u l a t i o n procedure c~z2 = angular deflection at propeller in radians (or, for small
Initially, we will take as our model the shaft system shown in Fig. angles, slope at propeller) due to a unit moment applied
at the propeller
1 Surveyor, Machinery Technical Staff, American Bureau of Shipping, These coefficients may be determined by double integration
New York, N.Y.
2 Numbers in brackets designate References at end of paper. of the shaft bending moment equation, for both a simply supported
Manuscript received at SNAME headquarters May 9, 1978, revised shaft and a shaft having the forward end clamped. The results
manuscript received August 9, 1978. are as follows:

DECEMBER 1979 0022-4502/79/2304-0235500.39/0 • .235

 Alternative
end
c o n d i t i o n s ~

l- ~

Fig. 1 Simplified model of tailshaft

Simple Support Fixed Forward End also be made at this point, along with corrections for the effect of
b~ b21 b3 b21 entrained water on the propeller inertia Id. As a rough approxi-
0"11 +-- + mation, both the mass and the inertia may be increased by 25
3El 3El 3EI 4El percent to account for this effect. The equation also includes a
b2 bl b2 bl consideration of the propeller gyroscopic effect, without any ad-
(~12 ( = 0"21) + + ditional effort on our part.
2EI 3EI 2EI 4EI Since we are looking for a propeller-excited critical speed, in
b + l b + -l
which the excitation forces (and the resulting whirl) occur at blade
(X22 rate, we may set
El 3EI E1 4EI
co = 4-N~
Before proceeding further, we note the following characteristics
of these influence numbers: That is to say, the whirling natural frequency co will be N times
1. In each case, the first term depends only on b, regardless of the shaft rotational speed 2, and may be in the same direction
the length or fixity of the forward part of the shaft, and is a measure (forward whirl) or in the opposite direction (reverse whirl).
of the flexibility of the shaft overhang. Returning to our previously defined dimensionless groups, we '
2. After finding any one influence coefficient, the remaining then have
coefficients may be found with a minimum of effort by taking
advantage of the similarities in form among the various terms. F = +NS
Based on the preceding influence coefficients, Den Hartog [1] or
derives and presents the following equation for the whirling natural
frequency of a disk on a rotating shaft, neglecting the mass of the F
S=+--
shafting: N
Substituting this relation back into the original fourth-degree
F4 £ 2SF3 + ~D(E - 1)1 D(E - 1~) - 0 frequency equation and simplifying, we obtain the following:
where
F = co ~/-~-11 m
Id 0"22 This is a quadratic in F 2, and may be solved by the quadratic
D = - formula. After simplifying, we obtain our first working expres-
m0"tl
sion, which is very much similar to Jasper's formula No. 1 [31
O'122
E-
Oq 10922 co~ = B q: x / - B ~ - 4A
S = ~i ~/~111-n 2allmA
where
Note that the foregoing groups of variables are dimension-
less.
Of the quantities just given, the only one not previously defined
is m, the propeller mass. To simplify later calculations, we may
add to the propeller mass one-third themass of the overhanging
shaft, thereby making the reasonable assumption (which may be B= 1~ = (O) + 1.0
checked by examining the influence numbers) that flexure of the
shaft overhang will be small compared with the overall propeller Note the subscript used with co, which indicates that this is, in fact,
deflection. Corrections for the mass of the entrained water may only a partial solution to the overall problem.

236 JOURNAL OF SHIP RESEARCH

 The remaining quantities are as previously defined. shafting system whirling behavior, which should be comparable
Now that we have the natural frequency of our model system, ip accuracy to that obtained from a digital computer program.
neglecting only the mass of the shafting between the bearings, we For a quicker estimate, it is often sufficient to determine only
may refer to any standard text on vibrations to help complete the an upper or lower limit for whirling. This may be done as fol-
calculations. First, we apply standard formulas to determine the lows:
(lateral) natural frequency of the shafting alone, neglecting the (a) For an upper limit on the critical speed, perform calcula-
rotational inertia of the shaft, but including the mass of the shaft. tions for a shaft with fixed end in forward whirl only.
We have (b) For a lower limit on the critical speed, perform calculations
KEI for a simply supported shaft in reverse whirl only.
0)22 - -
#l 4 This simplification should reduce the time required for the
calculation to one hour or less with an ordinary pocket calculator.
where Further reductions in calculation time may be achieved by rear-
K = 97.4 for a simply supported shaft ranging the computations for more efficient use of the calcu-
lator.
= 287.2 for a shaft with clamped forward end
= shaft mass per unit length, lb-s2/in. 2 or kg-s2/mm 2 It is possible also to write a program for performing these cal-
culations on a programmable calculator. Such a program, con-
E, I and I are as previously defined. sisting of 295 steps, has been written for the Olivetti P652 calculator
Note that ~0 is subscripted here as well. This relation is inde- currently in use at the American Bureau of Shipping (ABS). For
pendent of the direction of whirl. use on smaller-capacity machines, it is possible to break down the
Finally, we apply Dunkerley's equation to obtain the combined overall program into stages. For example, the calculations for
system natural frequency from these two partial system natural determining the six influence coefficients require approximately
frequencies. Thus 90 steps, while the calculation of any one of the four values of o~1
is accomplished in a subroutine consisting of approximately 50
1 1 1
steps. Of course, programs of this length are best suited to cal-
0:2 -
culators equipped with magnetic card program storage.
This completes development of the basic calculations. Before pro- A summary of the calculations described in the foregoing is
ceeding further, it should be noted that a number of such calcu- included as Appendix 1.
lations are necessary to fully describe a shafting system. Thus
1. The value ~2 should be calculated for each of the following C o n s i d e r a t i o n of line s h a f t i n g
cases:
(a) simple support, forward whirl Using the formula previously given for calculating the natural
(b) simple support, reverse whirl frequency of the shaft alone, we may also determine the natural
(e) fixed forward end, forward whirl frequency of each separate span of line shafting, assuming simple
(d) fixed forward end, reverse whirl support at the bearings. We neglect the effects of any shafting
2, The value c~.~should be calculated for both of these cases: forward or aft of the span under consideration. However, where
(a) simple support the forwardmost shaft span is connected by an integral flange to
(b) fixed forward end the reduction gear, we may consider this end to be clamped. We
Note once again that the c0~values are independent of the direction may then make the following observations:
of whirl. 1. In order to avoid participation of the line shafting in pro-
3. The combined system natural frequency should be obtained peller-excited whirling vibrations, the natural frequency of each
by Dunkerley's equation for each of the four cases listed in Cal- span should be well above the natural frequency of the propel-
culation 1. Be careful to use the c0~ value which was calculated ler/tailshaft combination. This principle may be employed in
for the same end conditions as the o~ value in each case. determining the spacing of the line shaft bearings. Note that the
4. We will then have the following four natural frequency assumption of a fixed forward end for the shaft span adjacent to
values for the overall system: the reduction gear will permit this span to be somewhat longer than
• (a) simple support, forward whirl would otherwise be the case. This provision will help reduce the
(b) simple support, reverse whirl likelihood of alignment difficulties.
(c) fixed for.ward end, forward whirl 2. The natural frequency of the shaft span just ahead of the
(d) fixed forward end, reverse whirl tailshaft may be used to help assess the fixity of the forward end
Note that the calculated values are in radians per second. We may of the tailshaft, thereby refining the original natural frequency
now convert them and find the critical rpm's: estimates for the tailshaft/propeller combination. If the line shaft
and the tailshaft/propeller natural frequencies are very close, then
Vibrations per minute = 9.55 x co the fixity of the tailshaft forward end will be lower than 50 percent.
Vibrations per minute If the line shaft natural frequency is much higher than the tail-
Critical shaft rpm = shaft/propeller natural frequency, then the fixity of the tailshaft
N forward end may be more than 50 percent. The actual numerical
Note also that N may be replaced throughout the calculation by relation of these quantities remains to be established. However,
2N to investigate a problem involving twice-blade-rate excitation, the following two limiting conditions will aid in this assessment:
or by any other multiple of N as required. (i) If the line shaft natural frequency is exactly equal to that of the
Our four natural frequency values may best be used to bracket tailshaft/propeller combination, then the two shafts will vibrate
the.actual natural frequencies. The actual natural frequency for together at the critical speed. The line shaft will therefore exert
either forward or reverse whirl may be expected to lie between that little or no end moment on the tailshaft, so that the fixity of the
obtained for a simply supported shaft and that obtained for a shaft tailshaft forward end will be virtually zero. (ii) If the line shaft
having the forward end fixed. Lacking an estimate of the actual natural frequency is extremely high, perhaps several orders of
fixity of the forward end, the arithmetic mean of the two values magnitude higher than that of the tailshaft/propeller combination,
may be used to estimate the actual natural frequency with a fair then the line shaft will be found to be very stiff compared with the
degree of accuracy. tailshaft. The line shaft will therefore exert a very large end
Approximately two hours' total work with an ordinary pocket moment on the tailshaft, so that the fixity of the tailshaft forward
calculator is required to obtain this complete description of the end will approach 100 percent.

DECEMBER 1979 237

 Conclusions and additional considerations ecu = deflection at propeller, in., (or mm), due to a 1-1b (or 1-kg)
force at propeller
It should be noted that our calculation procedure is general in
~e12 = slope at propeller, in./in., (or mm/mm), due to a 1-1b (or
nature, and has approximately the same scope of applicability as
the procedures given in references [2-4]. This permits meaningful 1-kg) force at propeller
= deflection at propeller, in., (or mm), due to a 1-in,-lb (or
cross-checking of the results of the various methods.
1 kg-mm) moment at propeller
The results obtained by the method developed in the preceding
~2,~ = slope at propeller, in./in., (or ram/ram), due to a 1-in.-lb
have been compared with the results obtained by Panagopulos's
(or 1 kg-mm) moment at propeller
formula and those obtained by applying the ABS computer pro-
gram PROPULSOR [4] for a number of vessels. In each case, the A table of these influence numbers is:
results, obtained by our proposed method have been in close
agreement with those obtained by computer. It should be noted Coefficient Simple Support Fixed Forward End
that the basic theory and underlying assumptions used in the b3 b21 b3 b21
PROPULSOR program are very similar to those used herein, al- oq l + +
8El 8El 3EI 4EI
though the PROPULSOR program was independently developed
and is capable of considering numerous other factors which are b2 bl b2 bl
beyond the scope of a hand calculation. cq2 +
gEI 8EI
A summary of the results of this comparison for a typical shaft
line is given in Appendix 2. ' b l b l
0~22 +
A proposed calculation procedure to account for the stiffness EI 3EI E1 4EI
of the propeller-end bearing is presented in Appendix 3.
where
Acknowledgments b = length of shaft overhang, in. or mm
l = length of shaft between bearings, in. or mm
The author wishes to thank Mr. H. C. Blanding, Mr. J. Tiratto, E = Young's modulus of shaft material, psi or kg/mm 2
and Mr. J. Osterberg of the American Bureau of Shipping for their I = second moment of area of shaft in bending, in. 4 or mm 4
support and encouragement in the preparation of this paper. The
author also wishes to thank Miss Frances Anderson for typing the Natural frequency of shaft alone (span between bearings
manuscript. Last, but far from least, the author wishes to express ONLY)
his appreciation for the assistance and support given by his wife, (This formula may also be used to find the natural frequency
Karen, during the preparation of the manuscript. of line shaft span.):
oD~ - KEI
References M14
1 Den Hartog, J. P., Mechanical Vibrations, 4th ed., McGraw-Hill, where
New York, 1956.
2 Panagopu]os,E, "Design Stage Calculations of Torsional, Axial, and M = shaft mass per unit length, lb.-s.2/in. 2 or kg-s2/mm 2
Lateral Vibrations of Marine Shafting," Trans. SNAME, Vol. 58, 1950.
3 Jasper, N. H. "A Design Approach to the Problem of Critical K = 97.4 for simply supported shaft
Whirling Speeds of Shaft-DiskSystems,"DTMB Report 890, David Taylor = 2,37.2 for shaft having fixed forward end
Model Basin, Dee. 1954.
4 Salzman, R. H. and Kauneekas, W. J., "'PROPULSOR Computer Combined natural frequency
Program," American Bureau of Shipping, New York.
1 / o~1 coo:
= 1/~ + 1 / ~ - V ~ - - ~
Appendix 1 col = natural frequency of propeller on weightless shaft
~2 = natural frequency of shaft alone
S u m m a r y of w o r k i n g f o r m u l a s co = overall system natural frequency (shaft end conditions of
wl and 6~,2must be the same for each co)
NOTE: In general, four calculations of overall natural fre-
Propeller on weightless shaft quency are required, namely:
B T X/~- 4A (note: in general, only 1. forward whirl, simple support
co~=
2cq~mA the - sign will be used) 2. forward whirl, fixed forward end
co = natural frequency, rad/s 3. reverse whirl, simple support
4. reverse whirl, fixed forward end

- sign for forward whirl The natural frequencies obtained for a fixed forward end and for
• use simple support may be averaged to obtain a single frequency es-
+ sign for reverse whirl timate for each direction of whirl.

N = number of propeller blades

D = IoG22/raGll
E = (a12)2/ana22
Appendix 2
Ia = propeller diametral moment of inertia (= 1/2 polar
moment of inertia) (corrected for entrained water), C o m p a r i s o n o f r e s u l t s of f r e q u e n c y c a l c u l a t i o n s
lb-in.-s z or kg-mm-s z
m = mass of propeller + 1/8 mass of overhanging shaft, The shaft line model for which our comparison checks will be
lb-sZ/in, or kg-s2/mm (corrected for entrained performed is shown in Fig. 2. The whirling critical speeds of this
water) shaft system will be calculated by the method developed herein,
and checked against the results obtained by Panagopulos's formula
con, aq2 and c~22are influence numbers, defined as follows: 12/and by the ABS computer program PROPULSOR [4].
238 JOURNAL OF SHIP RESEARCH
 < / 9,75"~

l-i
f 8.T5"¢
3

<!! 96" I
- , Z X

228" ~i 132" ~,- 108" --

Fig. 2 Example of typical shaftline

The following data are applicable to the shaft system shown in

A = (1T 2) (D) (1.0 - E)
Fig. 2:
b = 36 in. (see Fig. 1 for definition)
= 0.0174 (forward whirl, simple support)
l = 228 in. (see Fig. 1 for definition)
= 0.0522 (reverse whirl, simple support)
d = 11 in. (for tai]shaft)
= 0.0220 (forward whirl, fixed forward end)
I = 0.049 d 4 = 717.4 in. 4 (for d = 11.0 in.)
= 0.0659 (reverse whirl, fixed forward end)
pg = 0.28355 lb/_in. 3 (weight density of steel)
# = 0.002085 (pg)(d 2)
= 0.07 lb-s2/in. 2
E = 29 × 106 l b / i n } (Young's modulus for steel)
1.1681 (forward whirl, simple support)
I6 = 7882.8 lbs.-in.-s 2 (with 25 percent entrained water)
• m = 20.72 lb-s2/in. (with 25 percent entrained water) 1.5045 (reverse whirl, simple support)
1.1781 (forward whirl, fixed forward end)
N = number of propeller blades = 4
1.5342 (reverse whirl, fixed forward end)
Critical speed calculation for proposed method Calculation of wl2:
Calculation of influence numbers--simple support: BT~-4A
0312 = (use minus sign only)
b3 b21 2 Cql mcorrected A
O~11 = 3 E l q- 3E---I
= 7.47 × 10 -7 + 4.73 × 10 -6 = 5,48 × 10 -6 Forward whirl, simple support
wl 2 = 7389
be bl 1/wl z = 1.863 X 10 -4
O~12 = 2 E l q" 3E----I
Reverse whirl, simple support
= & 1 1 × 1 0 - s + 1.31 × 1 0 - 7 = 1 . 6 2 × 10 -7
Wl2 = 5760
b l
1/wl 2 = 1.736 X 10 -4
a22 = ~ + 3E--1
= 1.73 × 10 -9 + 1.31 X 10 -7 = 5.38 × 10 -9 Forward whirl, fixed forward end
Calculation of influence numbers--fixed forward end (note o912 = 9811
shortcut in arithmetic): 1/Wl z = 1.074 X 10 -4
oq] = 7.47 × 10 -7 + 0.75 (4.73 X 10 -6) = 4.29 × 10 -6 Reverse whirl, fixed forward end
a l e = 8.11 × 10 - s + 0.75 (1.31 × 10 -7) = 1.29 × 10 -7 wi 2 = 7248
~22 = 1.78 × 10 -0 + 0.75 (8.65 × 10 -9) = 4.47 × 10 -9 1/wl z = 1.381 × 10 -4

Calculation of quantities A, 13, D, and E: Calculation of co22:

mcorrected = m + 1/8 # b KEI
= 20.72 + 1/8 (0.07)(86) = 21.56 w22 = - - = 110.0/(
#l 4
D -- IdO~22/meorreeted Ogll
= 0.8363 (for simple support) w22 = 10 714 for simple support (forward or reverse whirl)
= 0.3561 (for fixed forward end) 1/w22 = 9.834 × 10 -5
E = (a12)2/c~11c~22 co22 = 26 092 for fixed forward end (forward or reverse whirl)
= 0.8965 (for simple support) 1/w22 = 3.833 × 10 -5
= 0.8766 (for fixed forward end) Calculation of co and limiting values of critical rpm:
N=4 Forward whirl, simple support
(1 ÷ N) = 1/2 (for forward whirl) 1/w z = 1.363 X 10 -4 + 9.884 × 10 -5
= 2.296 × 10 -4
= 8 / 2 (for reverse whirl) w 2 = 4355

DECEMBER 1979 239

 60 = 66.0 rad/s = 630.2 vpm C r i t i c a l speed calculation using ABS computer program
Critical rpm = 157.6 PROPULSOR
A total of three separate computer runs was made using different
Reverse whirl, simple support models of the shaft system. The results of these computer runs
may be summarized as follows:
1/602 = 1.736 X 10-4 + 9.334 X 10-5 Run No. I: A two-bearing model of the tailshaft and propeller
= 2.669 X 10-4 was used to verify the hand calculations for a simply supported
602 = 6862 shaft. The results were as follows:
60 = 61.2 rad/s = 584.5 vpm
Critical rpm = 146.1 Computer Hand
Forward whirl rpm 170.2 157.6
Forward whirl, fixed forward end Reverse whirl rpm 155.4 146.1
The PROPULSOR program does not permit the shaft end condi-
1/w 2 = 1.074 × 10-4 + 3.833 X 10-5 tions to be specified, but treats all bearings as simple supports.
= 1.457 × 10-4 Therefore, where a fixed forward end is required for a given run,
w2 = 6862 an additional bearing, together with a short dummy shaft section,
60 = 82.8 rad/s = 791.1 vpm is added forward of the actual forward end bearing to provide a
Critical rpm = 197.8 close approximation to the desired end condition.
Run No. 2: A dummy third bearing was added to the model of
Reverse whirl, fixed forward end Run 1 to verify the hand calculations for a shaft with a fixed for-
ward end. The results were as follows:
1/602 = 1.381 X 10-4 -4- 3.833 × 10-5
= 1.764 X 10-4 Computer Hand
w2 = 5668 Forward whirl rpm 201.3 197.8
co = 75.3 rad/s =.719.0 vpm Reverse whirl rpm 178.0 179.7
Critical rpm = 179.7 Run No. 3: For this run, the complete shaft line was modeled.
A dummy bearing was placed at the forward end of the shaft, and
Estimation of critical rpm's: an additional dummy bearing was used to simulate the fixity of
1) Forward whirl the bull gear connection. This run was used to verify the "best
estimated" critical speeds obtained by interpolation of the hand-
157.6 + 197.8 calculated values. The results were as follows:
Critical rpm - - 177.7
Computer Hand
Reverse whirl Forward whirl rpm 191.3 177.7
Reverse whirl rpm 170.9 162.9
146.1 + 179.7 Conclusions
Critical rpm - - 162.9
2 The results obtained by the hand calculations developed herein
were within 7.5 percent of the computer results. This may be
Summary:
considered as excellent agreement, and represents a significant
1. The forward whirling critical speed will occur between 157.6
improvement over the results obtainable from Panagopulos's
and 197.8 rpm, with a most probable value of 177.7 rpm.
formula, which differed from the lowest of the computer results
2. The reverse whirling critical speed will occur between 146.1
by more than twice that margin.
and 179.7 rpm, with a most probable value of 162.9 rpm.
3. The speed ranges from 0 to 146 rpm, and from 198 rpm up
to the lowest unbalance-excited critical, will be free from serious
whirling critical speeds.
Appendix 3
Critical speed calculation by Panagopulos's formula
C a l c u l a t i o n s for f l e x i b l e p r o p e l l e r - e n d b e a r i n g
F = 30 (EI)J/2 [Id (b + 1/3) + mb z (b/2 + 1/3) There are three parts to this extension of our previously derived
7C calculation procedure:
+ ~z(b4/8 + 1b8/9 + 714/360)]-1/2 1. Add a bearing-deflection term to the influence coefficients
= 9.55 (2.08 × 10-t°) t/2 [7382.8 (112) used in obtaining 6ol.
2. Calculate the natural frequency 603of an infinitely rigid shaft
+ 26 853 (94) + 0.07 (53 937 330)] -1/2
on two supports, one of which is flexible.
= 515.9 vpm
3. Add a term to the Dunkerley equation to include the natural
515.9 frequency 603, obtained in the preceding Part 2, in the determi-
Critical rpm - - 129 rpm
4 nation of the overall system natural frequency.
In this way, all the effects of the propeller-end bearing flexibility
It should be noted that his formula does not distinguish between are accounted for. The calculations will be developed only for
forward and reverse whirl, but instead gives the lateral (not the case of simple support at both ends of the tailshaft, since it is
whirling) critical speed. This value normally lies between the mathematically impossible to have lateral vibrations in a rigid shaft
forward and reverse whirling criticals. Notice the wide dis- if the forward end of the shaft is fixed.
agreement between this calculated critical rpm and those calcu- Referring to our model, Fig. 1, we will now place a spring of
lated by our proposed method. Also, note that the required stiffness K lb/in. (or kg/mm) between the propeller-end bearing
shafting and propeller data are the same for Panagopulos's formula and the hull. Applying basic statics, we obtain the following
as for our proposed method. corrections to the rigid-bearing influence numbers:

240 JOURNAL OF SHIP RESEARCH

 k 2 + 1 = 1.04k 2
cqi ---'cql (rigid bearing) + / 7 ] 1 +
k = 5, or w~ = 50)2
(b + l I
~12 = c~12(rigid bearing) + ~--~-] We then have
KI 3
o~2e = ~22 (rigid bearing) + (K~) 25-
325EI
We remember from basic vibration theory that a distributed 800EI
K-
mass, having linear deflection, may be replaced by a concentrated l3
mass, one-third the size, acting at the point of maximum deflection. This is the desired criterion. Note that this criterion depends only
It then follows, for a shaft of mass ~l, that on the properties of the shaft, without considering the properties
of the propeller. However, for conventional tailshaft/propeller
#l combinations, a simple criterion of this sort should prove to be
useful, at least in the early stages of design. Practical experience
This is the expression required for the natural frequency of a and engineering judgment will, of course, suggest appropriate
rigid shaft on one flexible bearing. In view of the simplicity of values of the numerical constant for particular types of vessels.
this expression, we can develop a quick means of checking the Finally, we will tie all the partial system natural frequencies
relative importance of the shaft stiffness and the bearing stiff- together, using Dunkerley's equation, to obtain the overall natural
Bess.
frequency 0):
We recall from the calculations developed in the body of the
paper that for a simply supported shaft on rigid bearings I_ i
0) 2 0)12 0)2 2 0)32
97.4EI
0)2 2 --
#l 4 where

Therefore 0)1 = natural frequency of propeller on a massless shaft, based

( °~312 _ KI 3
0)2/ 82.5 El
on the modified influence numbers defined in the fore-
going, found by applying the appropriate formula de-
veloped in the body of the paper
We can go on to develop a criterion for the bearing stiffness 0)2 = natural frequency of a flexible, simply supported shaft on
required to limit the effect of this rigid-body motion to some ar- rigid bearings, as defined in the foregoing
bitrary percentage reduction in the overall natural frequency. We 0)3 = natural frequency of a rigid, simply supported shaft on
will choose, arbitrarily, a 2 percent reduction, and apply Dunk- one flexible and one rigid support, as defined in the fore-
erley's equation. going
Let
The values of the naturalfrequency'0) obtained by this method
0)8 = k 0)2, 0)overall = 0.98 0)2 may be used in place of those obtained for rigid, simple supports
1 1 1 1.04 in determining the lower limits of the whirling critical, as shown
in the body of the paper.
0)22 k20)22 (0.98~02)2 ~22
It should be noted that the development presented in this Ap-
k 2 + 1 1.04 pendix is offered without verification, for the purpose of stimu-
k2w22 (.022 lating further investigation and advanci.ng the state of the art.

DECEMBER 1979 241