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042 Oteh 2016PROPELLER AND SHIP MAIN EGINE SELECTION
042 Oteh 2016PROPELLER AND SHIP MAIN EGINE SELECTION
Abstract: This paper presents propeller selection method when the power of the ship engine is known and also influence
of correct propeller selection on a significant improvement in overall efficiency propulsion coefficient. After that it
shows the method of main engine selection in case of vessel modernization, i.e. replacement of one type with another
type the drive when retain the old propellers. Main engine selection, in that case, is shown in the case of selection
electric motor drive of the ship KOZARA in the process of its modernization during which diesel engine propulsion is
replaced by diesel electric propulsion. In the end, power shaft measurement results on the shaft lines is shown which
confirms main engine correct selection.
Keywords: propeller selection, electric motor selection, propeller curve, shaft power measurement, performance
recording.
and drive engine should be such that the operating point
of the diesel engine always is inside the diesel work areas
for which the engine is designed, in order to increase the
overall efficiency coefficient [1].
1. INTRODUCTION
During designing of the ships special attention should be
paid to the appropriate propeller and drive engines
selection and their mutual pairing.
(2.1)
2. PROPELLER SELECTION
Significant improvements in overall efficiency coefficient
on ship standard drive systems mainly achieved by proper
selection of the propeller. Mutual working of propeller
(2.2)
177
PROPELLERANDSHIPMAINEGINESELECTIONINCORRELATIONWITHOVERALLEFFICIENCYPROPULSIONCOEFFICIENTIMPROVEMENT
(
). If
is constant then
, but if
and
(or
for
J is constant then
is
permanently reduce thrust force
).
assumption in the normal speed range of displacement
ships, and power formula is:
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Note also the upper rpm limit on the (design) line 1 say
point D at 105% maximum rpm. At this point the full
available power will not be absorbed in the clean hullcalm water trials, and the full design speed will not be
achieved. In a similar manner, if the ship has a light load,
such as in ballast, the design curve 1 will move to the
right (e.g. towards line 1a ) and, again, the full power
will not be available due to the rpm limit and speed will
be reduced.
These features must be allowed for when drawing up
contractual ship design speeds (load and ballast) and trial
speeds.
(2.3)
When designing the propeller for say clean hull and calm
water, it is usual to keep the actual propeller curve to the
right of the engine ( line), such as on line 1 , to allow
for the effects of future fouling and bad weather. In the
case of line 1 the pitch is said to be light and if the
design pitch is decreased further, the line will move to
line 1a , etc.
178
PROPELLERAND
DSHIPMAINEGINESELECTIONINCO
ORRELATIONWITHOVERALLEFFICIENCYPROPULSIONCOEFFICIENTIM
MPROVEMENT
(3.4))
hich power iss
EM calculated poower is 287.66 kW. EM wh
w estimatedd
250 kW is chosenn for ship proopulsion. It was
that ship with 2550 kW EM will achieve the requiredd
speed. In the asseessment was ttaken into acccount the factt
that ship with thhe new drivve engines has a smallerr
n of the drivee
displlacement. Thee influence onn the selection
EM has had a huuge differencee in the purchase price off
seleccted EM and EM
E higher poower. If selected power EM
M
enterred in the aboove formula itt can be obtaiined power off
the engine
e
whichh can be perm
manently delivered to thee
prop
peller and that equals
=238 kW.
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Two
o electric motoors, each havinng a power off 250 kW typee
B6A
AZJ 354-04 prroduced by K
Koncar GIM, are installedd
in th
he ship Kozzara. The traansfer of pow
wer from thee
electtric motor to the propeller is carried ou
ut through thee
gearb
box. An elecctric motor drives a propeeller. Electricc
moto
ors speed and
a
torque control is carried outt
autom
matically via voltage frequeency converteers.
Two
o gearboxes ZF W350-1 produced by ZF
F
Fried
drichshafen AG
A of Germanny, the transmiission ratio off
1: 3,,968, are instaalled in the shhip in order to
o transmit thee
poweer from the EM
M to the propeller.
Com
mpared to thee other variannts of power transmissionn
from
m the drive engine
e
to proopellers, electric drive hass
several advantagees that can bee seen from th
he diagram inn
Figu
ure 5 [3].
(3.3)
mula is entereed
instead of
w be
it will
If in the form
calculated thhe electric mottor (EM) pow
wer
, in ordder to
DEP gave thhe same deliveered power too the propeller like
diesel enginee:
PROPELLERANDSHIPMAINEGINESELECTIONINCORRELATIONWITHOVERALLEFFICIENCYPROPULSIONCOEFFICIENTIMPROVEMENT
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values of power
Number
1.
2.
3.
4.
5.
Shaft speed
(min-1)
101
202
301
375
393
Torque
(Nm)
510,68
1925,27
4123,54
6425,7
6758,64
PowerP
(kW)
5,4
40,7
129,9
252,2
278
0,00476
(4.3)
2
60
(4.2)
(4.1)
Number
Shaft speed
(min-1)
P (kW)
1.
101
5,4
4,9
2.
202
40,7
39,2
3.
301
129,9
129,8
4.
375
252,2
251
5.
393
278
288,9
(kW)
PROPELLERANDSHIPMAINEGINESELECTIONINCORRELATIONWITHOVERALLEFFICIENCYPROPULSIONCOEFFICIENTIMPROVEMENT
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References
[1] V. J. Gitis, V. L. Bondarenko, T. P. Jefimov, J. G.
Poljakov, B. M. urbanov, Theoretical basis of the
exploitation of marine diesel engines (translated
from Russian ) SSNO , Belgrade, 1973.
[2] A. F. Molland_ S. R. Turnock, D. A. Hudson, Ship
resistance and propulsion _ practical estimation of
ship propulsive power-Cambridge University Press
(2011).
[3] B. Bilen, Z. Nikoli, Z. ovagovi, D. Bulovan,
Improvement of the driving characteristics of the
ships with electrical transmission, Institute of
Technical Sciences SANU, Belgrade.
[4] HBM - An Introduction to Measurements using
Strain Gages.
[5] Instructions for measuring the torque on the propeller
shaft of the ship, TOC, C.33.003.
[6] The results of the test vessel, Handover record, the
Ministry of Defence , Belgrade 2012.
[7] J. Dautovi, Diesel electric drive of river military
ships as a method of improving ship maneuvering
characteristics, PhD thesis, Belgrade 2016.
[8] D. Vueti, I. Vlahini, The impact of the serial
inductance to reduce harmonic distortion of power
line commutated inverter electric propulsion system
of the ship , Maritime. god 19. 2005, p. 65-75.
5. CONCLUSION
It can be concluded that for the proper functioning of the
ship drive system it is important to match the propeller
revolution speed with torque and power of the drive
engine. The propeller pitch determines propeller
revolution speed and also engine revolution speed.
According to this, the propeller (pitch and rpm) must be
designed to be matched with the drive engine.
In the case of ship "Kozara" modernization is shown the
way of drive engine type changing and retain the old
propellers. Drive engine calculating power method is also
shown and acc. to this electric motor type is chosen.
In order to check the accuracy drive engines selection
during the ship trial shaft torque measurement was
performed. Based on the results of torque measurements
electric engine power delivered to the propeller was
calculated.
Based on the shaft torque (power) measurement results on
the ship "Kozara" it can be concluded the following:
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