Nye propeller- og fremdrivningskoncepter

Røggasemissioner fra skibsfart -før, nu og i fremtiden Nye propeller- og fremdrivningskoncepter Jens Ring Nielsen Manager Propulsion Research & Development JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 <1>

Nye propeller- og fremdrivningskoncepter Reduktion af emissioner fra propeller Primært relateret til reduktion af CO 2 Integrerede fremdrivnings løsninger Optimering af fremdrivningsanlæg Virkningsgrad Vibrationer/Støj/Komfort Virkningsgrads forbedringer Optimal styring og regulering JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 2>

Propulsion Packages The Traditional Components Engine experts Gear experts Propeller experts Control experts + + + + Integration tools and skills JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 3>

The 5th Product The Know-how around the Package Strenght calculations - ice class Special stern tube arrangements Whirling calculations Torsional vibration calculations Axial vibration calculations Project guides Dimension sketches on disks Installation drawings Instruction books Optimum gear ratios PTO/PTI configurations Auxiliary propulsion systems Flexstar units Ship s speed prognosis Power analysis Towing force estimation Lay-out of propellers Pressure impulses on hull Alignment analysis and instructions Epoxy chock alculations Resilient mounting Highly flexible coupling Noise levels Ambient conditions Ship s operation profile Engine selection Jet assist Two-stage charge air cooler Lay-out of piping system Back-pressure calculations Lay-out of accessories Waste heat recovery Alphatronic controls Manoeuvring stations Operating modes Load sharing Joystick interfaces Alphatronic safety systems JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 4>

MAN B&W Four-stroke Package VBS servo oil system integrated in the MAN B&W gearbox JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 5>

Four-Stroke Medium-Speed 7L27/38 Propulsion Package JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 6>

Four-Stroke Medium-Speed 6L48/60 Propulsion Package JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 7>

Two-Stroke 8S50MC-C Propulsion Package JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 8>

Hydrodynamic Optimisation Propeller Design Aspects Owner Requirements Hull Form Torsional Vibration Calculations Tank Test Design Off-Design Conditions Class Requirements Noise & vibration Requirements Engine/Gearbox Shafting JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 9>

Optimising Propeller Equipment JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 10>

Optimum Propeller Diameter and Speed JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 11>

The Concept of Cavitation JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 12>

Blade Design Skew Angle Non skew Low skew Medium skew High skew JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 13>

Comparison of Cavitation Patterns JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 14>

Angular Extent of Cavitation 20 10 deg skew angle 40 deg skew angle 15 Cavitation [%] 10 5 0 120 135 150 165 180 195 210 225 240 Angular position [deg] JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 15>

Computational Fluid Dynamics Propeller in Open Water JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 16>

Computational Fluid Dynamics Calculation Details The CFD code provides more insight into phenomena associated with viscosity like tip vortices JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 17>

Costa Bulb on Rudder Efficiency gain 1.5% to 2% JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 18>

Costa Bulb with MAN B&W CPP JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 19>

Model Test with Costa Bulb JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 20>

Kappel Tip Fin Propeller Efficiency gain 3-5% JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 21>

Tip Fin Applications JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 22>

M/S Nordamerika Comparative Full-Scale Results 4,0% JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 23>

M/F KRONPRINS FREDERIK CP Propeller with Kappel Blades JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 24>

New AHT Nozzle Designs Panellized Propeller and Hub AHT (Alpha High Thrust) JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 25>

New AHT Nozzle Designs Surface Pressure Distribution JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 26>

New AHT Nozzle Designs 8-10% Increase in Bollard Pull Wageningen 19A New MAN B&W AHT Design JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 27>

New AHT Nozzle Designs Longitudinal Velocity Distribution Nozzle profile JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 28>

Propeller Nozzle Installation Headbox Support JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 29>

Propeller Nozzle Installation Strut Support JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 30>

Vibration Analysis of Nozzle including Support Excitations of a two-point strut support JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 31>

Nozzle Tilting α Base line α JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 32>

120 Tons Bollard Pull AHTS Main engine: 9L27/38, 3285 kw at 800 rpm Reduction gear: AMG55EV, with integrated servo oil system CP propeller: VBS980, dia. Ø 3800 mm with AHT nozzle Controls: Alphatronic 2000 PCS JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 33>

120 Ton Bollard Pull AHTS Model Test Results Nozzle type Support type Tilt angle Bollard Pull [-] [-] [deg] [T] 19A Headbox 0 109.2 19A Strut 0 114.0 AHT Strut 0 121.8 AHT Strut 2 122.6 AHT Strut 4 123.1 JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 34>

Optimised Propulsion Solution 120 ton Bollard Pull AHTS Industry Standard 2 x 4000 kw with 32 cm bore engines Propeller diameter 3200-3600 mm Standard type nozzles = Oversized and Over-powered MAN B&W Diesel solution 2 x 3285 kw with 27 cm bore engines Propeller diameter 3800 mm High efficiency AHT nozzles = Optimised JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 35>

VBS Components and Principle JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 36>

CP Propeller Pitching JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 37>

Power vs. Propeller Speed (Pd-n) Propeller Curves 110 100 90 Propulsion Power [%] 80 70 60 50 P/D=110% 100% 40 90% 80% 30 70% 60% 50% 20 65 70 75 80 85 90 95 100 105 Propeller Speed [%] JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 38>

Pd-n Diagram Ship Speed Curves 110 100 100% Propeller Pitch - P/D 90 Ship Speed 80 Propulsion Power [%] 70 60 50 P/D=110% 100% 95% 90% 85% 40 90% 80% 80% 30 70% 75% 70% 20 50% 65 70 75 80 85 90 95 100 105 Propeller Speed [%] JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 39>

Pd-n Diagram Engine Load Limit Curve 110 100 Propeller Pitch - P/D 100% 90 Ship Speed 80 Engine load limit Propulsion Power [%] 70 60 50 100% MCR P/D=110% 100% 90% 95% 90% 85% 40 80% 80% 30 70% 60% 75% 70% 20 50% 65 70 75 80 85 90 95 100 105 Propeller Speed [%] JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 40>

Pd-n Diagram Combinator Mode 110 100 Propeller Pitch - P/D 100% 90 Ship Speed 80 Engine load limit Propulsion Power [%] 70 60 50 Combinator curve P/D=110% 100% 95% 90% 85% 40 90% 80% 80% 30 70% 60% 75% 70% 20 50% 65 70 75 80 85 90 95 100 105 Propeller Speed [%] JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 41>

Pd-n Diagram Constant Speed Mode 110 Propeller Pitch - P/D 100 100% Ship Speed 90 Engine load limit Propulsion Power [%] 80 70 60 50 Combinator curve PTO synchronous speed ( 95.2% Rpm) P/D=110% 100% 95% 90% 85% 40 90% 80% 80% 30 70% 60% 75% 70% 50% 20 65 70 75 80 85 90 95 100 105 Propeller Speed [%] JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 42>

Pd-n Diagram Variable Frequency Mode 110 Propeller Pitch - P/D 100 100% 90 Ship Speed Propulsion Power [%] 80 70 60 50 Engine load limit Variable frequency mode P/D=110% 100% 95% 90% 85% 40 30 20 80% 90% 80% 75% 70% 70% 60% 50% 65 70 75 80 85 90 95 100 105 Propeller Speed [%] JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 43>

Pd-n Diagram & Lever Positions in Combinator & Constant Speed Mode 110 Propeller Pitch - P/D HP 10 100 100% Ship Speed HP 9.0 90 Engine load limit Propulsion Power [%] 80 70 60 50 Combinator curve PTO synchronous speed ( 95.2% Rpm) P/D=110% 100% HP 7.5 HP 8.0 95% 90% 85% 80% 40 90% 80% 75% 30 70% HP 5.0 70% 60% 20 50% 65 70 75 80 85 90 95 100 105 Propeller Speed [%] JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 44>

Limiting Emission During Manoeuvring JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 45>

Pitch and Engine Speed Slew Rates JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 46>

Running Up Load Programme JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 47>

Charge Air Limit Curves JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 48>

Resumé Optimerede fremdrivning løsninger reducerer ud over brændstofforbruget tillige CO 2. Et optimalt fremdrivningskoncept er ud over en høj fremdrivnings virkningsgrad kendetegnet ved en høj grad af komfort lavt støj/vibrationsniveau. Lavt brændolieforbrug og lave emissioner er ikke kun et spørgsmål om SFOC, men at fremdrivningsanlægget bestående af motor, gear, propeller og kontrolsystem er optimeret i forhold til skrog og skibets driftsprofil. Emissioner i forbindelse med dynamiske ændringer i skibets drift kan med en CP propeller reduceres ved at kontrollere lastændringer. MAN Diesel besidder, via en lang tradition og erfaring med fremdrivningssystemer, den nødvendige ekspertise til optimering fremtidens fremdrivningsanlæg to-takt eller fire-takt. Tak for opmærksomheden JRN Skibsteknisk Selskab MAN Diesel A/S 2006/11/15 < 49>