The submarine experiences longitudinal vibration in the propulsion shafting system throughout most of run. A transfer matrix model of the propulsion shafting system, in which the dynamic characteristics of oil film within thrust bearing are considered, is established to describe the dynamic behavior. Using hydrodynamic lubrication theory and small perturbation method, the axial stiffness and damping of oil film are deduced in great detail, followed by numerical estimation of the foundation stiffness with finite element method. Based upon these values of dynamic parameters, the Campbell diagram describing natural frequencies in terms of shafting rotating speeds is available, and the effect on the 1st natural frequency of considerable variations in thrust bearing stiffness is next investigated. The results indicate that the amplitude of variation of the 1st natural frequency in range of low rotating speeds is great. To reduce off-resonance response without drastic changes in propulsion shafting system architecture, the measure of moving thrust bearing backward is examined. The longitudinal vibration transmission through propulsion shafting system results in subsequent axial excitation of hull; the thrust load acting on hull is particularly concerned. It is observed that the measures of structural modification are of little benefit to minimize thrust load transmitted to hull. 1. Introduction For marine vessels, propulsion shafting is an essential changer of engine torque and propeller thrust. Modern submarine is mostly equipped with the electric propulsion plant, realizing the mechanical separation between diesel generator and propulsion motor. Thereby, the unsteady propeller thrust constitutes the sole excitation source of longitudinal vibration in propulsion shafting system. It should be mentioned that this type of vibration is an inherent vibration attached to propeller propulsion technology. Unless the new thruster is adopted, this type of vibration cannot be eliminated thoroughly. The submarine propulsion shafting system consists of propeller, stern shaft, intermediate shaft, journal bearing, thrust bearing, and flexible coupling, as shown in Figure 1. Figure 1: Schematic diagram of submarine propulsion shafting system. Due to existence of nonuniform flow field near the propeller caused by asymmetry in hull and protrusions of control surfaces, the axial excitation which occurs at the propeller is the result of variations in thrust when the propeller blades rotate through the nonuniform wake. The frequency of this disturbance is well known as blade
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