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basis-propulsion.pdf
1.
© MAN Diesel
A/S L/7396-6.0/0601 (3250/BGJ) Load Lines - Freeboard Draught T T ropical S Summer W W inter W NA W inter - theNorth Atlantic D L D: Freeboard draught Seawater Freshwater Danish load mark TF F D Freeboard deck
2.
© MAN Diesel
A/S L/7397-8.0/0601 (3250/BGJ) Hull Dimensions Length between perpendiculars . . . : L Length on waterline. . . . . . . . . . . . . : L Length o : L Breadth on waterline . . . . . . . . . . . .: B Draught . . . . . . . . . . . . . . . . . . . . . . : D= 1/2 (D +D ) Midship section area . . . . . . . . . . . .: A PP WL OA WL m F A verall . . . . . . . . . . . . . . . . .
3.
© MAN Diesel
A/S L/7399-1.0/0601 (3250/BGJ) Hull Coefficients of a Ship LW L AW L BW L D AM W aterlineplane LPP , Midship section coefficient . . . . . . V olume of displacement. . . . . . . W aterlinearea. . . . . . . . . . . . . . . Block coefficient L based. . . . . W aterplanearea coefficient. . . . . WL Longitudinal prismatic coefficient : : : = : = : = : = A C C C C W L B W L M P L B WL x x D WL B x D WL A x L M WL L B WL WL x AWL AM
4.
© MAN Diesel
A/S L/7238-6.0/0601 (3250/BGJ) Total Ship Towing Resistance RT = RF + RW + RE + RA RF V RA V RW RE Ship speed V % of R T T ypeof resistance R A R W R E R F = Friction = W ave = Eddy = Air High speed ship Low speed ship 45- 90 40- 5 5- 3 10- 2
5.
© MAN Diesel
A/S L/7763-3.0/0601 (3250/BGJ) The “Wave Wall” Ship Speed Barrier 20 knots Normal service point Ship speed New service point kW
6.
© MAN Diesel
A/S L/7400-3.0/0601 (3250/BGJ) The Propulsion of a Ship - Theory Efficiencies 1 t 1 w Relativerotativeefficiency . . . . . : Propeller efficiency - open water : Propeller efficiency - behind hull : = Propulsiveefficiency. . . . . . . . . : = Shaft efficiency. . . . . . . . . . . . . : T otal efficiency . . . . . . . . . . . . . . : _ _ x x Power Effective(T owing)power. . . . . . . : P = R V bythepropeller to water . . . . . . : P = P / Power delivered to propeller. . . . : P = P / Brakepower of main engine . . . : P = P / E T T E D T B D x Hull efficiency . . . . . . . . . . . . . . . : = Thrust power delivered H H B D S T B S B 0 R T ---- ---- x ---- x ---- x x x x x = = = = P P P P B T D B P P P P E E T D H S H 0 R S H R 0 B Velocities Ship’s speed . . . . . . . . . . . . . . . . : V Arriving water velocity to propeller. : V Effectivewakevelocity . . . . . . . . . . : V = V_V A W A Forces T owing resistance. . . . . . . . . . . . . : R Thrust force. . . . . . . . . . . . . . . . . : T Thrust deduction fraction . . . . . . . : F= T_R T_R T T T T Thrust deduction coefficient . . . . . : t = W akefraction coefficient. . . . . . . . : w = (Speed of advanceof propeller) V_V V A VA V VW PD PE PT PB V T RT F
7.
© MAN Diesel
A/S L/7239-8.0/0601 (3250/BGJ) Propeller Types Controllable pitch propeller (CP-Propeller) Fixed pitch propeller (FP-Propeller) Monobloc with fixed propeller blades (copper alloy) Hub with a mechanismfor control of the pitch of the blades (hydraulically activated)
8.
© MAN Diesel
A/S L/7401-5.1/0201 (3250/BGJ) Obtainable Propeller Efficiency - Open Water 0.3 0.2 0.4 0 0.6 0.1 0.6 0.5 V n xd A Advance number J = 0.4 0.5 0.2 0.3 0 0.1 0 0.7 Propeller efficiency Reefers Container ships Small tankers 20,000 DW T Large tankers >150,000 DW T n (revs./s ) 1.66 2.00 0.7
9.
© MAN Diesel
A/S L/9802-8.1/0201 (3250/BGJ) Propeller Design - Influence of Diameter and Pitch 110 120 100 r/min 130 Shaft power 80 90 8,800 70 8,700 8,900 9,100 8,600 8,500 9,400 0.95 9,200 9,300 9,000 d =Propeller diameter p/d =P itch/diameter ratio Power and speed curve for various propeller diameters d with optimump/d Propeller speed Power and speed curve for thegiven propeller diameter d = 7.2mwith different p/d 80,000 dwt crudeoil tanker Design draught = 12.2 m Ship speed = 14.5 kn 9,500 0.90 0.85 0.80 0.71 1.00 0.60 0.75 d 0.65 0.55 6.8 m p/d 0.67 7.2 m 6.6 m 7.4 m 7.0 m 0.70 0.68 0.69 0.50 p/d p/d d kW
10.
© MAN Diesel
A/S L/6846-7.0/0701 (3250/BGJ) Movement of a Ship´s Propeller, with Slip Sx p x n Vor VA Pitch p n 0.7 x r r d p x n Slip The apparent slip ratio : S = = 1 _ A The real slip ratio : S = = 1 _ R p x n _V V p x n p x n A A p x n _V V p x n p x n
11.
© MAN Diesel
A/S L/6645-5.0/0701 (3250/BGJ) Movement of a Corkscrew, without Slip V elocity of corkscrew: V= p x n Pitch p Wine bottle Corkscrew Cork V n
12.
© MAN Diesel
A/S L/5537-1.1/0201 (3250/BGJ) Ship Speed Performance at 15% Sea Margin (Logarithmic scales) 15.6 knots 115% power 15.0 knots 100% power 15% Sea margin Power Ship speed Propeller curve for clean hull and calmweather 15.0 knots 115% power B A
13.
© MAN Diesel
A/S L/5408-5.1/0201 (3250/BGJ) Propeller Speed Performance at 15% Sea Margin 15.6 knots 115% power 15.0 knots 100% power 15% Sea margin Slip Propeller speed Propeller curve for clean hull and calmweather 15.0 knots 115% power Power (Logarithmic scales) A B’ B
14.
© MAN Diesel
A/S L/5481-7.1/0201 (3250/BGJ) Propeller Speed Performance at Large Extra Ship Resistance (Logarithmic scales) 15.0 knots 100% power 12.3 knots 50% power Propeller curve for clean hull and calmweather 12.3 knots 100% power Propeller speed Propeller curve for fouled hull and heavy seas LR Power 10.0 knots 50% power Slip HR HR= Heavy running LR= Light running D’ C A D
15.
© MAN Diesel
A/S L/8554-2.0/0601 (3250/BGJ) Service Data over a Period af a Year Returned from a Single Screw Container Ship BHP 21,000 18,000 15,000 12,000 9,000 6,000 76 80 92 84 96 88 100 Shipspeed knots Shaft power Cleanhull and draught D D = 6.50 m D = 5.25m D = 7.75 m Source: Lloyd's Register MEAN F A Averageweather 3% E xtremely good weather 0% E xtremely bad weather 6% Propeller speed Apparent slip 10% 6% Heavy running 2% -2% 13 16 19 22 C B A C B A r/min
16.
© MAN Diesel
A/S L/7606-5.1/0201 (3250/BGJ) Measured Relationship Between Power, Propeller and Ship Speed During Seatrial Propeller curve "tail w ind" Reefer ship SMCR: 13,000 kWx 105 r/min Wind velocity : 2.5 m/s W ave height : 4 m Propeller/engine speed 100 90 105 85 100 95 80 101 99 103 105 % SMCR 102 97 98 96 104 Heavy running Engine "propeller curve" Propeller curve "head w ind" Propeller design light running *20.5 21.5 * 20.5 * * 20.8 *21.2 *22.0 21.1 * 7 5 1 3 4 Shaft power, % SMCR 22.3 * 21.8 * SMCR *21.1 Head wind T ail wind (Logarithmic scales)
17.
© MAN Diesel
A/S L/71325-5.1/0701 (3250/BGJ) Engine Load Diagram - Acceleration 80 100 105 85 50 75 65 90 95 60 60 70 80 90 mep 110% Engine speed, % A 40 100 Engine shaft power, % A 100% 90% 80% 70% 60% O A 100% referencepoint M Specified engineMCR O Optimising point 110 Logarithmic Scale
18.
© MAN Diesel
A/S L/6847-9.1/0701 (3250/BGJ) Relationship Between Linear Functions Using Linear Scales and Power Functions Using Logarithmic Scales A. Straight lines in linear scales a 2 1 2 0 1 0 b y = ax + b B. Power function curves logarithmic scales in P= engine power c = constant n = enginespeed log(P) = i x log(n)+ log(c) y = ax + b P= c x ni i = 1 i = 2 i = 3 y = log (P) i = 0 X= log (n) y = log (P)= log (c x n ) i y
19.
© MAN Diesel
A/S L/5417-3.1/0701 (3250/BGJ) Ship Propulsion Running Points and Engine Layout Engine speed Power MP Seamargin (15% of PD) 2 6 SP 2 Heavy propeller curve- hull and heavy weather 6 Light propeller curve- hull and calmweather MP: Specified propulsionMCRpoint SP: Servicepropulsion point PD: Propeller designpoint PD`: Alternativepropeller design point LR : Light running factor HR : Heavy running fouled clean HR PD´ PD E nginemargin (10% of MP)
20.
© MAN Diesel
A/S L/7116-6.1/0701 (3250/BGJ) Engine Load Diagram Load diagram Line 1: Propeller curve through optimising point (O) layout curvefor engine Line 2: Heavy propeller curve fouled hull and heavy seas Line 3: Speed limit Line 4: T orque/speed limit Line 5: Mean effective pressurelimit Line 6: Light propeller curve clean hull and calmweather layout curvefor propeller Line 7: Power limit for continuous running Line 8: Overload limit Line 9: Seatrial speed limit Line 10: Constant mean effective pressure(mep) lines 80 100 105 85 50 70 75 65 90 95 60 60 70 80 90 mep 110% 40 2 4 9 7 8 5 100 Engine shaft power, % A 6 100% 90% 80% 70% 60% 1 10 3 O A 100% reference point M Specified engine MCR O Optimising point 110
21.
© MAN Diesel
A/S L/7402-7.1/0701 (3250/BGJ) Example 1 with FPP - Engine Layout without SG (normal case) Point Aof load diagram Line 1: Propeller curve through optimising point (O) Line 7: Constant power line through specified MCR(M) Point A: Intersection between lines 1 and 7 Power A=M=MP Propulsion and engine service curve for heavy running 7 S=SP O 2 1 6 M: Specified MCR of engine S: Continuous service rating of engine O: Optimising point of engine A: Reference point of load diagram
22.
© MAN Diesel
A/S L/7403-9.1/0701 (3250/BGJ) Example 1 with FPP - Load Diagram without SG (normal case) Engine speed A=M Propulsion and engine service curve for heavy running 3.3% A 5 6 2 4 Power 1 S 7 O 5 6 3 4 1 7 2 5% A 5% L1 M: Specified MCR of engine S: Continuous service rating of engine O: Optimising point of engine A: Reference point of load diagram
23.
© MAN Diesel
A/S L/7404-0.1/0701 (3250/BGJ) Example 2 with FPP - Engine Layout without SG (special case) Point Aof load diagram Line 1: Propeller curve through optimising point (O) Line 7: Constant power line through specified MCR(M) Point A: Intersection between lines 1 and 7 Engine speed M=MP Propulsion and engine service curve for heavy running 7 S=SP 6 2 1 O Power A M: Specified MCR of engine S: Continuous service rating of engine O: Optimising point of engine A: Reference point of load diagram
24.
© MAN Diesel
A/S L/7405-2.1/0701 (3250/BGJ) Example 2 with FPP - Load Diagram without SG (special case) M Propulsion and engine service curve for heavy running 3.3% A 5 6 2 4 1 S 7 5 6 3 4 1 7 2 5% A A O Engine speed Power M: Specified MCR of engine S: Continuous service rating of engine O: Optimising point of engine A: Reference point of load diagram
25.
© MAN Diesel
A/S L/7406-4.1/0701 (3250/BGJ) Example 3 with FPP - Engine Layout with SG (normal case) Point Aof load diagram Line 1: Propeller curve through optimising point (O) Line 7: Constant power line through specified MCR(M) Point A: Intersection between lines 1 and 7 M: Specified MCR of engine S: Continuous service rating of engine O: Optimising point of engine A: Reference point of load diagram S h a f t g e n e r a t o r Propulsion curve for heavy running O 7 1 2 Engine service curve for heavy running MP SG 6 S SG SP Power A=M
26.
© MAN Diesel
A/S L/7407-6.1/0701 (3250/BGJ) Example 3 with FPP - Load Diagram with SG (normal case) S h a f t g e n e r a t o r Propulsion curve for heavy running 3.3% A S 5 6 2 4 1 7 O 5 6 3 4 1 7 2 5% A 5% L1 A=M Engine service curve for heavy running MP SP Engine speed Power M: Specified MCR of engine S: Continuous service rating of engine O: Optimising point of engine A: Reference point of load diagram SG SG
27.
© MAN Diesel
A/S L/7408-8.1/0701 (3250/BGJ) Example 4 with FPP - Engine Layout with SG (special case) S h a f t g e n e r a t o r Propulsion curve for heavy running SG 6 1 7 2 M Engine service curve for heavy running MP SP A M´ Power M: Specified MCR of engine S: Continuous service rating of engine O: Optimising point of engine A: Reference point of load diagram
28.
© MAN Diesel
A/S L/7438-7.1/0701 (3250/BGJ) Example 4 with FPP - Load Diagram with SG (special case) S h a f t g e n e r a t o r Propulsion curve for heavy running 3.3% A SG 5 6 2 4 1 7 6 3 1 7 2 5% A 5% L1 Engine service curve for heavy running SP A M´ 5 4 Engine speed Power M: Specified MCR of engine S: Continuous service rating of engine O: Optimising point of engine A: Reference point of load diagram
29.
© MAN Diesel
A/S L/7439-9.1/0701 (3250/BGJ) Example 5 with FPP - Load Diagram with SG (special case)
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© MAN Diesel
A/S L/7440-9.1/0701 (3250/BGJ) Influence of Different Types of Ship Resistance on the Continuous Service Rating 8 5 9 3 2 1 7 4 90 85 95 75 70 85 105 100 110 80 90 95 100 105 S3 80 110 SP 100% ref. point (A) Specified MCR(M) 6 S2 S1 S0 PD Engine speed, % of A A=M Engine shaft power, % of A PD: Propeller design point, clean hull and calmweather S0: Clean hull and calmweather, loaded ship S1: Clean hull and calmweather, ballast (trial) S2: Clean hull and 15% seamargin, loaded ship SP: Fouled hull and heavy weather, loaded ship S3: V ery heavy seaand wave resistance Continuous service rating for propulsion with a power equal to 90% specified MCR, based on: Line1: Propeller curvethrough point A=M Line2: Heavy propeller curve, fouled hull and heavy weather, loaded ship Line6: Light propeller curve, clean hull and calmweather, loaded ship Line6.1: Propeller curve, clean hull and calmweather, ballast (trial) Line6.2: Propeller curve, clean hull and 15% seamargin, loaded ship Line6.3: Propeller curve, very heavy sea and wave resistance
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