Low-speed engine lay-out.

ppt / TN
Low speed engines propulsion layout
7056-03/F100484
Principal propulsion layout
(Ref. Wartsila Marine Propulsion Guide Jan.
2000)
Propulsion layout of low speed
engines driving FP-propellers must
be given special attention
Once a FP-propeller has been
designed, it is very limited
possibilities to control the torque
and power absorbed
Low-speed engine lay-out.ppt / TN
Low speed engines propulsion layout
Low speed engines normally drives the propeller directly.
The engine should therefore turn at a speed close to the
optimum propeller speed
Engine Layout fields have been introduced in order to
optimise the engine speed according to the envisaged
propeller diameter
The Contract Maximum Continuos Rating (CMCR) can be
freely selected within the layout field
Engine Load range is the admissible area of operation once
the CMCR has been determined
General remarks
Low-speed engine lay-out.ppt / TN
Selection of the CMCR point
Various parameters should be considered
Required propulsive power
Propeller efficiency (rpm and diameter influence)
Operational flexibility
Power and speed margins (weather and ageing reserves)
Ship trading pattern
Possibility of a shaft generator
Selecting the most suitable engine is vital to achieve an
efficient cost/benefit relation for the actual vessel
Low-speed engine lay-out.ppt / TN
Selection of CMCR point
Why derating ?
Normally engines are delivered with CMCR close to the maximum
R1 rating (Commercial pressure)
Derating may be applied for the following reasons:
Reduction of engine speed at constant mep (mean effective
pressure) to improve propeller efficiency
Reduction of engine power at full engine speed to reduce specific
fuel oil consumption
General derating to increase power and torque margins, and to
reduce engine wear/maintenance cost
Low-speed engine lay-out.ppt / TN
Engine layout field - RTA engines
Engine speed
Note : logarithmic scales
*) 90% for RTA96C
Rating line for
constant vessel speed
CMCR (Rx) point (example)
100%
100%
Engine
Power
70%
80% *)
R1
R2
R3
R4
Nominal 100%
constant mean
effective pressure

80% *)
Reduced specific
fuel oil consumption
Improved propeller
efficiency
Low-speed engine lay-out.ppt / TN
Propeller speed influence on power requirement
Lower propeller revolutions combined with larger propeller
diameter increases propulsion efficiency. Less power will be
needed to propel the vessel at a given speed
The relative change in required power can be approximated by
the following relation:

=
1
2
1
2
N
N
P
P
P
j
= Propulsive power at propeller revolution N
j
N
j
= Propeller speed corresponding with propulsive power P
j
= 0,15 for tankers and general cargo ships up to 10000 dwt
0,20 for tankers, bulk carriers from 10000 to 30000 dwt
0,25 for tankers, bulk carriers larger than 30000 dwt
0,17 for reefers and container ships up to 3000 TEU
0,22 for container ships larger than 3000 TEU
Low-speed engine lay-out.ppt / TN
Propeller efficiency task
A VLCC is fitted with a 7 cylinder Sulzer RTA84T
CMCR is 28700 kW
Service rating is 25830 kW at 76 rpm (90% CMCR)
Estimate the reduction in required service rating if the
propeller speed is reduced to 61 rpm (assuming a larger
optimum propeller diameter)
Low-speed engine lay-out.ppt / TN
Hull roughness effect on resistance
Increased hull roughness effects
10 m increased roughness 1 % power increase up to 250 m
10 m increased roughness 0,5 % power increase over 250 m
1) Permanent roughness: Due to quality of steel work, surface treatment, type of paint, age etc.
2) Temporary roughness: Due to marine growth
Permanent roughness increase / longtime antifouling (5 years): 125 m 300 m 15 % power
Permanent roughness increase / selfpolishing antifouling (5 years):125 m 145 m 2 % power
Total roughness increase / longtime antifouling (4 years): 125 m 300 m 15 % power
Total roughness increase / selfpolishing antifouling (4 years): 125 m 175 m 5 % power
Low-speed engine lay-out.ppt / TN
Definitions of margins
Sea Margin (SM)
Power reserve to maintain a given ship speed, allowing for
weather, sea force, ageing and fouling of hull, as well as
roughening of propeller blades
Engine Margin (EM)
Mechanical & thermodynamic power reserve for
economical operation of the engine, i.e. low fuel and
maintenance cost (also called operational margin OM)
Light Running Margin (LR)
Margin in propeller revolutions with new ship (i.e. under
sea trial condition) to attain or maintain any power up to
100% in future continuos service. Related to Sea Margin
Low-speed engine lay-out.ppt / TN
Light running and heavy running
Light running :
- Same power is achieved at a higher rpm
Heavy running :
- Same power is achieved at a lower rpm
Power
rpm
P
n
1
n
2
Heavy prop.
curve
Light prop.
curve
Low-speed engine lay-out.ppt / TN
Sea margin & Light running margin
CSR
Engine/propell
er speed
100%
Sea
margin
(10-25%)
Light running
margin
(3-7%)
Propeller
curves
Sea trial condition
New and clean ship
Calm weather
Hull ageing and
fouling
Service condition
with fouled hull,
wind and waves
resistance
Low-speed engine lay-out.ppt / TN
Power versus ship speed in trial and service
Power
Vessel speed
CSR
Service Trial
Service
condition
Sea trial
condition
Difference between service speed and
trial speed at CSR depends on how much
sea margin that has been selected
Sea
margin
Low-speed engine lay-out.ppt / TN
Light running margin
Example of light running margin of 5-6% to compensate for
expected future drop in revolution for constant power
1,5 - 2%influence from wind and weather
Difference between sea trial (Beaufort 2) and average service
condition (Beaufort 4-5)
1,5 - 2%influence from hull resistance and increased wake
Rippling of hull, fouling and increased hull roughness, change in hull trim
and immersion
1%frictional losses from increased propeller blade roughness
Surface roughness increase from 12 to 40 microns
1% deterioration of engine efficiency
Fouling of scavenge air coolers and turbochargers, piston rings condition,
fuel injection system etc.
Low-speed engine lay-out.ppt / TN
Load range starting point Rx with margins
Engine Power
(% Rx)
100
100
Engine speed (% Rx)
90
76,5
10% engine
margin (EM)
15% sea margin
(SM)
Sea trial
propeller curve
Nominal propeller
curve
Rx
A
B
D
5% light running
margin (LR)
Low-speed engine lay-out.ppt / TN
Load range limits - RTA engines - 1
100
100
Engine speed (% Rx)
Rx
A
B
D
104 95
95
70
45
Const. mep
Operational range limit
Area reserved for
acceleration and
operational flexibility
It is recommended to
operate below the
nominal propeller curve
through the Rx point
Engine Power
(% Rx)
90
Low-speed engine lay-out.ppt / TN
Load range limits - RTA engines - 2
100
100
Engine speed (% Rx)
Rx
A
B
D
108
110
93,8 103,2
Engine Power
(% Rx)
Constant
torque
Overload range limit
>100% load only at
shop test
90
Service range with
operational time limit
Only to be used for
transient conditions i.e.
fast acceleration
Low-speed engine lay-out.ppt / TN
Load Range with shaft generator (PTO)
Engine Power
(% Rx)
100
100
Engine speed (% Rx)
85
72,3
Sea trial
Nominal propeller
curves
Rx
A
B D
90
D
15% sea
margin
5% for shaft
generator
10% engine
margin
With
PTO
Without
PTO
Example with a shaft
generator absorbing 5% of
nominal engine power
Constant speed operation
range for shaft generator,
typically 3,3%
Low-speed engine lay-out.ppt / TN
FPP versus CPP layout
FPP
rpm
Power
rpm
Power
CPP
Outer non-controllable conditions
moves load curve up/down.
Challenge: Correct design (P/D)
Adjustment of propeller pitch
(P/D) moves load curve up/down.
Challenge: Correct operation
(P/D-rpm)
Weather & age Captain
Low-speed engine lay-out.ppt / TN
40 60 80 100 120 140 160 180
Propeller speed [RPM]
Engine power [kW]
5000
P/D=1.6
1.4
1.2
21 kn
1.0
19 kn
17 kn
P/D=0.8
15 kn 210 g
195 g
187 g
183 g
181 g
0
500
1000
1500
2000
2500
3000
3500
4000
4500
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o o o o o
o
o
o
o
o
o
o
o
: combinator curve
: nominal pr. curve
: 100 % load curve
C
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Performance diagram - CP-propeller operation