Optimization of Propulsion Efficiency to Reduce Fuel Consumption of a Marine Vessel

@article{1711961,
      author = {Morrison Inegiyemiema, Uchenna A. Robinson, Scotia B. Princewill},
      title = {Optimization of Propulsion Efficiency to Reduce Fuel Consumption of a Marine Vessel},
      journal = {Iconic Research And Engineering Journals},
      year = {2025},
      volume = {9},
      number = {5},
      pages = {2618-2629},
      issn = {2456-8880},
      url = {https://www.irejournals.com/formatedpaper/1711961.pdf},
      abstract = {Operators can use techniques like slow steaming, hull maintenance, optimum weather routing, and cutting-edge technologies like wind-assisted propulsion systems to reduce fuel usage in ships. In addition to lowering operating expenses, these strategies assist in lowering emissions and complying with ever-tougher environmental standards. Here, we look at some of the most important tools, techniques, and factors for more environmentally friendly sailing. The aim of the research is to optimize the propulsion efficiency of a marine vessel for reduced fuel consumption. Static analysis was performed in a medium water medium at rest while a hydrostatic force was applied using either concentrated or uniformly distributed loads in order to determine pressure. As a result, the concentric pressure created over the propeller creates stress, strain, and deformation in the propeller blade, which results in vibration and lowers the safety factor of the propulsion system.  A model of the propeller shaft was created using CAD. Alloy Steel   material was selected, knowing the material properties, the model information was generated, which includes the weight, volume, density. A linear dynamic study analysis was performed to determine the effect of torque and vibration on the shaft, two end faces were fixed and a torque was applied across the section of the shaft. Meshing was carried out to effect check the force distribution as it is paramount in FEA. The effect of the torque and the vibration can be seen in the analysis result. As indicated in figure 3 and 4, shows that the nuclear power plant will be grossly underutilized at the cruise speed. Hence, this power plant should rarely be used during cruise period. The resistance and power graph shows a continuous rise in power and resistance with RPM with the graph peaking at 3750kW and 150kN for 250RPM respectively. The graph of PE against RT as in figure 5 shows that as the ship resistance increases it causes a corresponding increase in the effective power and vice versa. This shows that a proportional relationship exists between the ship resistance and the effective power with the peak values at 120kN and 2.4??10?^4kW respectively. It was observed that vibration effect is higher in solid propulsion shaft when compared with the hollow propulsion shaft. With the same shaft diameter of 0.78 meters and length of 3 meters, solid propulsion shaft has a frequency of 407.02 Hz while the hollow shaft has a frequency of 248 Hertz. The amplitudes of vibration are in phase relative to the frequency. High amplitudes with a phase angle of 180? or ? rad are produced by misalignment which occurs when the shaft length of two directly mating parts meet at an angle. It was concluded that solid propulsion shaft contributed about 39.06% increase in frequency as compared to the hollow propulsion shaft. Hence vibration effect is higher in solid propulsion shaft, and that about 21.72% error in the manual value of the natural frequency calculated and the value obtained from the numerical analysis, therefore it's advisable to avoid the frequency range of 318.63Hz and 407.02Hz.},
      keywords = {RPM, Shaft Power, Shaft Vibration, Fuel Consumption, Propeller Blade},
      month = {November},
      doi = {https://doi.org/10.64388/IREV9I5-1711961}
  }