VOLVO PENTA - MED Design For Success IPS Related PDF

Design for success
Mediterranean Trip 2014

Volvo Penta
2
IPS Inboard Performance System
IPS 1 IPS 2
IPS 3
Volvo Penta
3
The name indicates the equivalent inboard shaft installed power at about 30-40 knots
Engine Pod Product
D4-260 IPS1 IPS350
D4-300 IPS1 IPS400
D6-300* IPS1 IPS400MC
D6-330* IPS1 IPS450
D6-370 IPS1 IPS500
D6-435 IPS1 IPS600
Engine Pod Product
D11-510** IPS2 IPS650
D11-625* IPS2 IPS800
D11-725 IPS2 IPS950
Engine Pod Product
D13-700*** IPS3 IPS900
D13-800* IPS3 IPS1050
D13-900 IPS3 IPS1200
*** - Engine and POD rating 3 (commercial planing and semiplaning craft)
** - Engine rating 3, POD rating 4 (commercial planing and semiplaning craft)
* - Engine and POD rating 4 (commercial planing and semiplaning craft)

IPS nomenclature
Volvo Penta
4
Why do we get involved?
Volvo Penta has introduced a state of the art propulsion
system that is fundamentally different from traditional
configurations which means that the market lacks experience.
Volvo Penta has been involved in many development projects at
key OEMs and has tested a large number of boats.
Volvo Penta can help take some of the guess work out of the
seemingly simple equation.
No propulsion system is better than the vessel it is fitted to.
+ = ?
Volvo Penta
5
Potential
0.50
0.55
0.60
0.65
0.70
0.75
25 30 35 40 45
Boat Speed [knots]
E
t
a
N
e
t
The potential advantage for IPS can only be
fully realized if the hull design and load cases
are well matched to the propulsion
IPS
Traditional Fixed
Pitch Prop
Volvo Penta
6
Planing/semiplaning hull shapes
and speed potential
Volvo Penta can NOT deliver outside this range.
Speed is indicating nominal max rpm on the engine
Design
speed
IPS900 IPS1050 IPS1200
(D13-700, 1.99) (D13-800, 1.88) (D13-900, 1.88)
QS5 21 kn N/A N/A
Q1 23 kn 26 kn N/A
Q2 to Q7 25-37 kn 28-41 kn 27-40 kn
Design
speed
IPS650 IPS800 IPS950
(D11-510, 1.70) (D11-625, 1.70) (D11-725, 1.70)
PS4 to P1 21-24 kn 22-25 kn N/A
P2 to P7 25-37 kn 27-40 kn 27-41 kn
Design
speed
IPS350 IPS400 IPS400MC IPS450 IPS500 IPS600
(D4-260, 2.08) (D4-300, 2.08) (D6-310, 1.94) (D6-330, 1.94) (D6-370, 1.94)
(D6-435,
1.82)
TS3-TS6 18 - 23 kn 19 - 26 kn 19 - 26 kn 19 - 25 kn 17 - 24 kn 19 - 26 kn
T2 to T10 25 - 44 kn 28 -48 kn 28 - 47 kn 27 - 47 kn 26 - 45 kn 28 - 49 kn
Red = preliminary
Only for
low speed
Volvo Penta
7
New General Arrangement for
suitable LCG
High drag
Low drag
Horizontal thrust
Bow up
Bow down
Horizontal thrust angle +Low appendage drag +LCG further aft =
Higher trim which can mean higher drag

A change in trim can be compensated for with suitable GA (engines,
tanks, equipment, driver position, etc.)
Volvo Penta
8
Deadrise distribution for
higher speed hulls
The hull is monohedron if buttocks are parallel
The hull is warped if buttocks converge
Sketches are exaggerated for illustration purposes

IPS is most common in planing type hull shapes:
Hull drag is affected by the distribution of deadrise. A large change in deadrise over the lifting
surface increases drag in comparison to a straighter running surface for fully planing hulls.
However, given a specific load case, warp can be used to aid the running attitude for best
performance.
Highest efficiency so far has been achieved with monohedron hulls.
Monohedron
Warped
Volvo Penta
9
Deadrise distribution for
lower speed hulls
The traditional rising buttock hull has been judged and in to be well
suited towards IPS given the right relative speed, geometry and load
balance. However the IPS units have so far (tested examples) been fitted
on close to a horizontal line which will help both in thrust direction but
also give some added dynamic pressure/lift.
Preferred
Sketches are exaggerated for illustration purposes
Volvo Penta
10
Roll factor
During the time the IPS system has been on the market, Volvo Penta has gathered a large amount of experience around hull design and boat behavior. Due to some geometrical
aspects of the propulsion system boats equipped with IPS tend to heel more than boats with conventional inboard systems, this is true both when turning as well as when running
straight with side wind. An experience database has been developed where the proneness to heel is estimated. The indicator is a property Volvo Penta calls Roll Factor and the
range is approximately from 2 to 5 where a high number indicates more stability than a lower number. Because of this experience it is possible to find a range of Roll Factors where
warnings are issued and if the number becomes too extreme the recommendation has to be that VP declines to fit the IPS system altogether. A number below 2.60 will generate a
warning and a number below 2.20 should be avoided without radical geometrical modifications.

Volvo Penta has developed a method to judge the proneness to roll in turns by means of an
empirical formula. The basis for this formula is tests run with a number of boats measuring the
behavior.
Input for this formula is: Bp, , VCG, Lwl and the geometry of the chine area.
Applies to boats up to abt. 50 ft but is being developed for larger boats (pending statistical material)
Volvo Penta
11
Chine design for less heel
Chine width: Standard hull: 5% of chine beam
High Vcg: minimum 5% of chine beam
Allow proportional width to at least Lwl/2

Chine design: Standard hull: neg 5
High Vcg: minimum neg 5
Volvo Penta
12
Moderate bottom loading and
window of operation
Avoid loading the bottom too hard.
A highly loaded bottom limits the
window of operation.
LCG should be placed so that the
bow can be lifted when running in
following seas.
3 2
6
<
Ap
Example: L
H
=40ft, Bpt=3.2

Bottom loading = 6.0 =10400kg
Volvo Penta
13
Low trim angles
Low trim angles should be avoided, low in
the sense of wetting the forward curved
buttocks. A boat with IPS is more
dependent on the hulls inherent properties
for dynamic stability compared with a
traditional inboard boat. Many planing hulls
generate slight instabilities at low trim
angles. This can not be corrected by the
IPS system. There is no general limit, the
risk is estimated on a case by case basis.

Volvo Penta
14
Longitudinal position of IPS unit
and easily yawing hulls
The boat turns due to a
longitudinally unbalanced
distribution of force that
makes the hull yaw. If the
distribution is longitudinally
balanced (by moving the IPS
units forward) the hull will
sway and not yaw. Therefore
the IPS units should remain
as far aft as possible without
protruding beyond the
transom.
Turning performance can be
improved by designing the hull
to yaw more easily, features
such as a tapered chine beam
and a keel line pad will help.

+ =
Conceptual sketch of planing condition
Volvo Penta
15
Position with margin to chine
Increasing C-C distance between IPS units will improve handling both at high speed but more
significant at low speed and in joystick mode. However there is a risk of ventilation and overload in
the control system if the props ventilate. The rule is to follow the standard instructions but in some
cases such as low power density boats stretch the C-C distance.
Volvo Penta
16
Center unit for a triple configuration
The center unit may be placed on a pad or in a tunnel. Note that the width of either need to have the
capacity for full articulation of the IPS unit and good structural connection. VP recommends a low
depth tunnel and gentle ramp-in (<=8deg).

The center unit articulates in joystick mode but does not shift into gear.
Volvo Penta
17
Station shapes and keels
Convex section shapes in both the hull surface
and the top sides in combination with small
chine flats can cause the hull to resist a turn
induced by the IPS units. The result may
become a straight line course but with heel.
Convex and Concave hull shape in the rear will
make the IPS placement compromised and
specifically convex stations may increase roll
angles.
Keels increase resistance and can make the hull
unstable and give unpredictable behavior. This
is speed dependent but tests have shown poor
cooperation in IPS powered boats.
Volvo Penta
18
Minimum air improves propulsive
efficiency
Ventilation steps are normally designed to
improve lift/drag ratio by multiplying the
stagnation lines. This is possible by
introducing air at certain points. This air is at
high risk of interfering with the propellers and
reducing their efficiency and also increase
oscillating steering forces.
Trim tab pockets have in many cases the
unfortunate affect to allow air to be sucked
from the transom under the hull into the
propeller area with the same reduction of
efficiency and steering problems as above.
Avoid flow disturbing geometric anomalies in
line for the propeller system (abt. 3-4m). Very
few boats in this relative speed benefit from
full length strakes. IPS2 and IPS3 use
separate water intakes to be placed forward of
engines and offline with IPS-unit.

Volvo Penta
19
BOAT DESIGN STAGE

Input: 3D hull +accurate load data (from OEM/MU), VP
can arrange for scale weighing of current model if needed

Processing: speed, trim, performance liabilities, geometric
aspects, GA considerations

Result: IPS prospect review report (to OEM/MU)

secondary reviews based modified data.

IPS integration process and involvement
from Volvo Penta Sales Engineering, 1
OEM =Boat builder, MU =Volvo Penta Market Unit, SEM =Volvo Penta Sales Engineering Marine
Points of technical review (some on request and also
depending on available input)
Main hull geometry
Load cases
Location of IPS units/engines
Structural solution
Specific hull geometry
Speed prediction
Trim prediction
Fuel prediction
J oystick analysis
Bottom loading
Stability index
Roll factor
Volvo Penta
20
CUSTOMER/DESIGNER/YARD CHOOSES IPS

BOAT BUILDING STAGE

Structural process advice, installation advice, adaptation and
interpretation of rules and guidelines (by MU and/or SEM).

IPS integration process and involvement from Volvo
Penta Sales Engineering, 2
Volvo Penta
21
BOAT VERIFICATION AND/OR ADAPTATION STAGE

Follow-up: scale weighing (up to 11 cells, at least 100mT)
Volvo Penta
22
BOAT VERIFICATION AND/OR ADAPTATION STAGE

Follow-up: sea-trial with behavior test (speed, trim, heel, acceleration, consumption) +report (MU and/or SEM).

Hull and load adaptation/modifications based on test data.

Re-verification.


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Design for success

Mediterranean Trip 2014

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