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MRE552 Part 2

The document discusses the critical process of matching propulsion engines with propulsors in marine engineering, emphasizing the importance of ensuring optimal performance under both design and off-design conditions. Key concepts such as sea margin, engine margin, and light running margin are introduced, along with methods for evaluating design conditions. The authors, D. Stapersma and H.K. Woud, provide insights into the operational envelopes of various engine types and the implications of improper matching on ship performance.

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16 views9 pages

MRE552 Part 2

The document discusses the critical process of matching propulsion engines with propulsors in marine engineering, emphasizing the importance of ensuring optimal performance under both design and off-design conditions. Key concepts such as sea margin, engine margin, and light running margin are introduced, along with methods for evaluating design conditions. The authors, D. Stapersma and H.K. Woud, provide insights into the operational envelopes of various engine types and the implications of improper matching on ship performance.

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treasuredcomputers
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om” Journal of Marine Engineering & Technology SSN: 2046-4177 (Print) 2056-8487 (Online) Journal homepage: huipsdimmmsanfontine.comi/loVimar20 Matching propulsion engine with propulsor D Stapersma (Professor of Platform Systems, MSc, CEng, FIMarEST) & Hk Woud (Professor of Marine Engineering, MSc, FIMarEST) To cite this article: D Stapersma (Professor of Platform Systems, MSc, CEng, FIMarEST) & Hk Woud (Professor of Marine Engineering, MSc, FIMarEST) (2005) Matching propulsion engine with propulsor, Journal of Marine Engineering & Technology, 4:2, 25-32, DOI: To link to this article: https://dol,org/10,1080/20464177.2005,11020189 8) rvishedonine:01 Decors ] suomit your ancl to this journal Ct [ail Article views: 5726 Full Terms & Conditions of access and use can be found at bttps://wwtandfonline.com/action/journalinformation?journalCode=tmar20 Matching propulsion engine with propulsor Matching propulsion engine with propulsor D Stopersma, Professor of Platform Systems, MSc, CEng, FiMarEST and HK Woud, Professor of Marine Engineering, Mic, FIMarEST, Delft University of Technology ‘The basic matching problem of a propulsion engine to the propulsor is discussed and ‘the influences which should be taken into account. The concepts of sea margin, engine margin and light running margin are handled and an indication of their values is given. ‘The methods of calculation to evaluate design and off design conditions are discussed. Key words: matching, propulsion, engine, propulsor, sea margin, engine margin, light run- ning margin, off-design conditions. INTRODUCTION ith the design of a ship's propulsion system the correct matching of the prime mover(s) to the propulsor(s) andthe ship i of great impor- tance. In case the matching problem is not solved adequately the ship may have problems with regard to overloading prime movers, attainable speeds in off design conditions and an excessive fuel consumption. ‘AUTHORS’ BIOGRAPHIES J Kicin Woud graduated in 1966 sa mechanical engineer at Det University of Technolog. with specialisation in irteral combus tion (dese! engines After mitary service in 1968 e joined Stork ‘Werkspoor Diesel where he worked as application engineer for marine diesel engines. During 1970-986 he worked forthe naval design ofice, NevesbuThe Hague, where he was involved with the desig and engineering of igates submarines and patrol raft and ther machinery ystems In October 1986 he was appointed professor of marine engineering at Delt University of fechrology He lectures on marine engneering systems and conducts research with regard to condtion monitoring, maintenance and esign techniques. During January 1995,June 1998 he was dean cof the Facuty of Mechanical Enghneering and Marine Technology Since 2000 he is the Drecor of Education for Mecharic Engineering and Marine Technology Douwe Stapersma graduated at Delt Techical University nthe {eld of gas tubines joined Nevesbu in 1973 and was invoked in the des ard engneering of the machinery isaltion of the ‘Standard frigate. After that he coordinated the integration ofthe automatic propuion contol system for a dist of export corvettes From 1980 onward he was responsible forthe design and engeering ofthe machinery instalation ofthe Wal das submarines and in parclr the machinery automation Then he ‘asin charge ofthe design ofthe Moray clas submarines nai Project onpisation with RDM. Nowadays the authors profesor of Naval Engnering at the Royal Netherands Naval Callege and Marne Diesel Engines at Delf Technical University He isthe co- author ofthe book Desi of propusion and electric power gen: craton ystems which is a standard tet in marine engreerng No.A7 2005 Journal of Marine Engineering and Technology ‘The propulsion system should not only operate satisfacto- rily in the design condition of the ship, but also in off-design situations, which the ship might encounter. Relevant off- design situations may involve: variation of ship displace- ‘ment, increased resistance due to seaway, the influence of the umber of driving engines and active propulsors and of a shaft generator, The methods described in this paper are extensively discussed.’ BASICS Resistance and propulsion Often for a ship hull a square resistance curve is assumed which implies a cubic power/ship speed relation. Pe=R.v,n0,-v2.R is the towing resistance of the hull, v, is the ship speed), In reality the factor cy is not constant ‘The effective towing power can also be written as: Pea Ce pany o which shows the primary dependency on displacement a, ‘The specific resistance Cy, is depending on speed, hull form, fouling sea state and water depth. Fig 1 shows some typical examples of resistance curves. A square curve (1) may be valid for Froude numbers of 0.1 ~ 0.2. For higher Froude numbers the resistance may change with speed more rapidly as indicated by curve (2). High speed craft like planing ships ‘may have curves like (3). ‘The ship is propelled by a machinery plant which deliv crs a total power Pp to the propulsors. ‘The total propulsive efficiency is now defined as: where PyakyP,. where ky is the number of propellers’and P, the delivered power to one propeller. ‘The propulsive efficiency can be expressed in hull effi- ciency My» propeller open water efficiency No and relative rotative efficiency Ng: No =My “To Te 8 hi Matching propulsion engine with propulsor Fig I: Different types of hull resistance characteristics Propulsor/hull interaction ‘The propulsor delivers a thrust power P;=Tiv,, where Tis delivered thrust (of one propeller) ata velocity of advance Vp ‘The relation between effective towing power and thrust ‘power is given by the hull efficiency Ty = PelGpPp) = Rvp 9) which proves to be equivalent with =, ‘This follows from the definitions of thrust deduction t and ‘wake fraction w: iT-R EF leading t0 RC) ky T ® “nny, wee eating to v2(-¥) ® ‘The thrust deduction allows for the fact that while @ part Of the produced thrust is used to overcome the pure towing resistance, the remaining partis to overcome the added resist- “ance due to the propeller influence on the hull. The wake frac tion allows for the difference between ship speed v, and advance velocity v experienced by the propeller, as a result ‘of the boundary layer in the wake of the hull. Propulsor ‘The open water propeller efficiency relates the thst power Py tothe propeller power Po in open water condition, i, without ‘where Qs the torque in open water condition and n the rot tional speed ofthe propeller. In reality with the propeller behind the hull, the actual propeller torque M, and power P, are slighty different, ‘The ratio between actual and open water values is called the relative rotative efficiency: % 00 6204 G6 o8 10 i2 ‘Advance avo) Fig 2: Example of serew propeler open water dagram Incase screw ype propellers are used, the non-dimension- al open water diagram (Fig 2) will be used. It gives the relation between torque, thrust, ship speed and propeller speed. ‘Thrust and torque are made non-dimensional with pro- peller speed n, diameter D and sea water density p. Tr “pa ° torque coeticient: Ko =F BF o 4s function of advance aio: ==" o The open water efficiency can be now expressed in these three terms: Tey Ke Bm Dhyy 1 Ky "0" 2R On, 2a Kq-p-n, Deon, OR Kg Tn case water jets are used it is not customary to receive ‘open water diagrams from the manufacturer. One gets a dia. gram as shown in Fig 3. This diagram gives the same infor. maton as an open water diagram: thrust and torque as func tion of impeller speed and ship speed but now forthe installed ‘condition inthe hull Propulsion plant ‘The propulsion system consists of numberof propulsors, a transmission installation and driving engines. An example shown in Fig 4. This plant has two identical propellers and per shaft line two identical engines (Kj=2), combined Journal of Marne Engineering andTechnology NAT 2005 ‘Matching propulsion engine with propulsor Fig 3 Example of a performance dagram ofa water jevbull combination ie pf A miner Fig 5: Operational envelope of modern turbocharged diesel engine Poe o JE| minerare —, " a) een i «|, JE] manerane Fig 4: Propulsion plant with defrition of powers through a gearbox (GB). ‘The relations between delivered propulsor power P,, shaft power Ps and engine brake power Py are given by the shaft, ‘gearbox and transmission efficiencies: MAP /P5, Now=Ps/(ke-Pp) and re="sMoa=Py/(KePs) — (8) ‘These efficiencies can also be expressed in torque: IS=M,/Mg, Niga=Ms/(iske Mg) and Nhra= Myfik, My, where iis the gearbox transmission ratio (n/,) Diesel engines ‘The operating envelope of a modem turbocharged diesel engine hhas five limits: minimum engine speed, maximum engine speed, maximum torque, turbocharger limit and a fouling (min- {mum torque) limit. Fig 5 shows atypical diagram both in terms oA 2005 Journal of Marne Engineering and Tecmolony I propeter cure Torque iit of engres Data apices Bre sage constant presue turbocharged itor ‘gle sage pulse stem ‘urbochrae Fig 6:Torque capabilities of diferent diese! engine types of powerspeed(Pyln) and torquespeed (My) “The fouling imit normally lies around 25% torque. Its allowed to operate the engine continuously within the area enclosed by these five limits. Operation below the fouling limits allowed for manoeuvring during limited time periods For a highly turbocharged engine the maximum torque can be delivered only over a limited speed range, as limited by mechanical and thermal stresses. At lower speeds the tr. bocharger is not capable to supply sufficient air and therefore maximum torque is limited by thermal load. The operational ‘envelope is rather narrow at high speed and load. This makes ‘operation of these engines especially during increased loads, 8, due to a heavy seaway, dificult For that reason a numberof diesel engine manufacturers v Matching propulsion engine with propulsor | bs 0" ab 1000 1560 20025005800 3500 500 ED S00 CO owen Tune SA EWN Fig 7: Operational envelope of a gas turbine with free power turbine hhave come with solutions to improve the operational enve- lope. They apply eg, sequential turbocharging, which results {in a much broader envelope. Fig 6 gives an indicative overview of diesel engine torque capabilities for diferent types of turbocharging. Please note that the figure is given on a non dimensional basis. Gas turbines A gas turbine, with a free power turbine, has a much wider ‘operational envelope than a diesel engine. The reason is due to the fact that a gas turbine behaves almost as a constant power machine, whereas a diesel engine behaves in principle ‘8 constant torque machine but with a significant reduction

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