BOOK 01 [PS]

Embed Size (px)

Citation preview

  • 7/31/2019 BOOK 01 [PS]

    1/46

    -

    DESIGN-IV: MACHINERY BASIC DESIGN

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    ATTACHMENT NO. 01 02 03 - -

    NUMBER OF PAGES 21 4 3 -

  • 7/31/2019 BOOK 01 [PS]

    2/46

    Proj ectDoc. NoRev.No

    Type

    TABLE OF CONTENTS

    PHILOSOPHY

    1. INTRODUCTION 11.1 Descript ion 11.2 Obj ect ive 1

    2. REFERENCES 13. ABBREVIATIONS 14. DESIGN PARAMETER 2

    4.1 Principal Dimensions 24.2 Coefficient s and Contant s 3

    5. DESIGN REQUIREMENTS 35.1 Resist ance 3

    5.2 Main Engine Power Est imat ion 65.3 Propeller Select ion 85.4 Engine Propeller Matching 10

    6. SUMMARY 12

    ATTACHMENT NO. 01 - CALCULATION

    1. RESISTANCE 12. MAIN ENGINE POWER ESTIMATION 6

    3. PROPELLER SELECTION 94. ENGINE PROPELLER MATCHING 13

    ATTACHMENT NO. 02 - ENGINE SPECIFICATION

    ATTACHMENT NO. 03 - CURVE

    1. OPEN WATER TEST CURVE 1

    2. ENGINE PROPELLER MATCHING CURV 23. SPEED POWER PREDICTION CURVE 3

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    SPEED POWER PREDICTION AND

    ENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS: 01

    : Table of Contents

  • 7/31/2019 BOOK 01 [PS]

    3/46

    ProjectDoc. NoRev.No

    Type

    1 INTRODUCTION1.1 Description

    a. Speed Power Prediction

    i.ii.iii.

    b. Engine Propeller Matching

    1.2 Objective

    2 REFERENCESa. Practical Ship Design : Watson D. G. M.

    After we know the resistance value of our ship, the next act that should be consider is thepower of main propulsion to solve that resistance effect. The power of main engine shouldbe able to solve as much as the value of ship's resistance. In another opinnion, what aboutwe used the largest power? That is not the right solution, because in determining our shipmain engine, has a lot of parameters, especially cost and dimension that we will spend.If the needed power of ship has known, we can choose the best main engine that can coverour prediction, in this case we used project guide of Man B&W to be the engine selectionrefferences. And then we need to find the best propeller as main propulsion of our ship,through some calculations and predictions. After amount of ship resistance, powerrequirements of main engine, the type of main engine, propeller, we should do the finaltest, that is Engine Propeller Matching. With that calculation we would know the relation of our resistance, engine, and propeller.

    After we know our engine and propeller types, in calculation Engine Propeller Matching wecan compare that all of the match between engine and propeller, which one will be the bestchoice for the ship.

    To determine the speed power and the relation of another parameter especially the propellerchoice and the to analysis the compatible of that component based on Engine Propeller

    Determining the type of main engine that fit the needs of ship is the important one. Thisrequirement is based on the ship resistance caused by several factors, including the ship'smain dimensions and vessel speed and the desired route. The selection of the main engine

    of ship, as follows:Calculate the amount of ship resistanceCalculate the power requirements of ship's main engine propulsionDetermine the type of main engine propulsion

    The definition of ship resistance is the forcing acting on the fluid and the against of shipmovement. In the calculation, we used Holtrop's Method, because all the requirements thatcompatible with our ships components is appropriate to Holtrop.

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS: 01

    : Philosophy

  • 7/31/2019 BOOK 01 [PS]

    4/46

    ProjectDoc. NoRev.No

    Type

    T = Draught of shipVs = Ships velocityCb = Block coefficient sea water = Sea water density

    K = Wet steel weight's constantSFOC = Specific Fuel Oil Consumption = Displacement volume = Ships displacement

    = frictional resistance according to the ITTC-1957 friction formula

    = form factor describing the viscous resistance of the hull form in relation to R F= resistance of appendages

    = wave-making and wave-breaking resistance

    = additional pressure resistance of bulbous bow near the water surface= additional pressure resistance of immersed transom stern

    LR = Parameter Reflecting the Length of The RunCWP = Waterplane Area CoefficientABT = Transverse Sectional Area of the BulbS = The Wetted Area of The Hull(1+K2)eq = Appendage Resistance Factor

    w = Wave Fraction = Thrust Deduction Factorrr = Relative Rotative Efficiencyo = Propulsive EfficiencyH = Hull EfficencyPc = Coefficient PropulsiveEHP = Effective Horse Power

    DHP = Delivered Horse PowerSHP = Shaft Horse PowerTHP = Trust Horse PowerBHP = Brake Horse PowerPd = the delivered horsepower in British or Metric units depending on the diagram used

    N = the propeller RPM

    1+k1RAPPRW

    RBRTR

    RF

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS: 01

    : Philosophy

  • 7/31/2019 BOOK 01 [PS]

    5/46

    ProjectDoc. NoRev.No

    Type

    8. Time of Voyage = 4 days = 96 hours4.2 Coefficient and Constants

    1. Cb disp =2. Cb wl =3. Cp disp =4. Cp wl =

    5. Am =6. Cm =7. LCB =8. C WP =

    5 DESIGN REQUIREMENTS5. 1. RESISTANCE

    Rtotal = RF(1+k 1) + R APP + RW + RB + RTR + RA . . . . . . . . . . . . . . . . . . . . . . . . (1)

    Where,= frictional resistance according to the ITTC-1957 friction formula

    = form factor describing the viscous resistance of the hull form in relation to R F= resistance of appendages

    = wave-making and wave-breaking resistance= additional pressure resistance of bulbous bow near the water surface= additional pressure resistance of immersed transom stern= model-ship correlation resistance

    a. Parameter Reflecting the Length of The Run (L R)The formula, as follows :

    LR = LWL(1-C P+0.06C PLCB/(4C P-1)) . . . . . . . . . . . . . . . . . . . . . (2)

    b. The Coefficient C 12The formula, as follows :

    C12 = (T/L WL)0.2228446 when, T/L > 0.05

    C12 = 48.20(T/L WL)2.078 + 0.479948 when, 0.02 < T/L

  • 7/31/2019 BOOK 01 [PS]

    6/46

    ProjectDoc. NoRev.No

    Type

    f. Transverse Sectional Area of the Bulb (A BT)

    g. The Wetted Area of The Hull (S)

    Can be approximated well by :S = L(2T+B)(CM

    1/2 )(0.453+0.4425C B-0.2862C M-0.003467B/T+0.3696C WP)+2.38A BT/C B (4)

    h. Appendage Resistance Factor (1+k 2)

    3 5

    type of appendage 1 + K2rudder 1.5bossing 2

    bilge keels 1.4

    rudder 1.5bossing 2

    shafts 2.-4.0stabilizer fins 2.8dome 2.7

    skeg 1.5-2.0strut bossings 3.0hull bossings 2.0

    rudder behind stern 1.3 -1.5twin screw balance rudders 2.8

    shaft brackets 3.0

    In the Table 1.1, tentative 1+k 2 values are given for streamlined flow-oriented appendages.These value were obtained from resistance tests with bare and appended ship models. In

    several of these test turbulence stimulator were present at the leading edges to induceturbulent flow over the appendages.

    Table 1.1Approximate 1+k 2 values

    rudder behind skeg 1.5 - 2.0

    The amount of coefficient block based on the waterline + 0.1 is the value of waterplanearea coefficient.

    At the position where the still water surface intersect the stern, and for our ship is notdesign by bulb transverse in the stern.

    In this formula C M is the midship section coefficient, CB is the block coefficient on the basiswaterline length L.

    : DESIGN IV: 01 - 42 09 050 - PS: 01

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : Philosophy

  • 7/31/2019 BOOK 01 [PS]

    7/46

    ProjectDoc. NoRev.No

    Type

    c3 (for factor of rudder's profile)= 1.0 for NACA profile and rudder's plat0.8 for hollow profile

    c4 (for rudder arrangement) = 1.0 for rudder in propeller jet1.5 for rudder outside the propeller jet

    SAPP = SBOSS+ SKEMUDIj. (1+k 2)equivalent

    The formula, as follows :(1+K2)eq = (1+k 2)SAPP/ SAPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . (6)

    k. Appendage Resistance (R APP)The formula, as follows :

    RAPP = 0.5 x x v2 x SAPP x (1+K2)eq x CF (7)

    where,Reynold Number (Rn) = (vs x L WL)/u

    for u =CF = 0.075/(Log 10 Rn-2 )

    2

    l. Wave Resistance (R W)The formula, as follows :

    RW = C1 C2 C5 V g exp { m 1 Fnd + m 2 cos ( Fn

    -2) } (8)where,

    Froude Number (Fn) = vs / (g x Lwl)C7 = B/L when 0.11

  • 7/31/2019 BOOK 01 [PS]

    8/46

    ProjectDoc. NoRev.No

    Type

    m. The Additional Resistance Due to The Presence of a Bulbous-Bow Near The Surface (R B)The following formula :

    RB = 0.11 exp (-3P B-2) F ni

    3 ABT1.5 g / ( 1+ F ni

    2 ) (9)

    PB = 0.56 ABT / ( T F - 1.5 h B )Fni = v / ( g ( T F - h B - 0.25 ABT ) + 0.15 v

    2 )RB = 0.11 exp (-3P B

    -2) F ni3 ABT

    1.5 g / ( 1+ F ni2 )

    n. Viscous Resistance (R F(1+k 1))

    The following formula :

    RF(1+k 1) = 0.5 v2 CF (1+k 1) S (10)

    o. Additional Pressure Resistance due to Transom Immersion (R TR)

    The following formula :RTR = 0.5 v

    2 AT C6 (11)

    C6 = 0.2(1-0.2*F nT) when, F nT < 5

    C6 = 0 when, F nT 5

    FnT = V / ( 2 g A T/(B+B*CWP)

    = invinityp. Model Ship Correlation Resistance (R A)

    The following formula :

    RA = 0.5 v2 S CA (12)

    CA = 0.006 ( L + 100 ) -0.16 - 0.00205 + 0.003 ( L / 7.5 ) C B4 C2 ( 0.04 - C 4 )where,

    C4 = when T F/L>0.04 8.8/127.92 =

    TheTotal ResistanceRtotal = RF(1+k 1) + R APP + RW + RB + RTR + RA

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS: 01

    : Philosophy

    . . . . . . . . . . . . . . .where, the coefficient P B is a measure for the emergence of the bow and F ni is theFroude number based on the immersion :

    . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .where, the coefficient C6 has been related to the Froude number based on the transomimmersion :

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .is supposed to describe primarily the effect of the hull roughness and the still air resistance.From an analysis of results of speed trials, which have been corrected to ideal trialconditions, the following formula for the correlation allowance coefficient CA was found :

    0.04 0.06879

  • 7/31/2019 BOOK 01 [PS]

    9/46

    ProjectDoc. NoRev.No

    Type

    C8 = B*S/(L*D*TA)

    when the C 8 is less than 28, the following C 9 has the same value.

    C9 = C8TA/D = 8.8/5.867

    = 1.5 , less than 2, the following C 11 = 1.5

    C19 = 0.18567 / ( 1.3571 - C M ) - 0.71276 + 0.38648 C PC20 = 1+0.015*C stern where, C stern = 0

    CP1 = 1.45C P-0.315-0.0225LCB

    CV = (1+k 1)CF+CAw =

    c. Thrust Deduction Factor ( )

    = 0.25014 ( B/L )0.2896

    ( ( B.T ) / D )0.2646

    / (1 - C P + 0.0225 lcb )0.01762

    + 0.0015 C STERN. . . (14)d. Coefficient Propulsive (Pc)

    i. Relative Rotative Efficiency ( rr)The value for relative rotative efficiency for single screw propller ship, about 1.02 - 1.05.

    ii. Propulsive Efficiency ( o)Open water efficiency, the efficiency when held on open water test about 55%-60%.

    iii. Hull Efficency ( H)

    H = (1 t) / (1 w)The value of Coefficient Propulsive is determined by the following formula :Pc = rr x o x H (15)

    e. Effective Horse Power (EHP)

    The formula as follows :EHP = Rservice x vs (16)

    f. Delivered Horse Power (DHP)The formula as follows :DHP = EHP/Pc (17)

    g Shaft Horse Power (SHP)

    : DESIGN IV: 01 - 42 09 050 - PS: 01

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : Philosophy

    C9.C20.Cv.L/T A(0.050776+0.93405.C 11 .Cv / (1-C p1)) + 0.27951.C 20 (B/(L(1- Cp1)) +C19.C20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (13)

    The ratio between Effective Power and Thrust Power, this efficiency is a formaccording hull design especialy the stern with the propulsor arrangement, and for the

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

  • 7/31/2019 BOOK 01 [PS]

    10/46

    ProjectDoc. NoRev.No

    Type

    5.3. PROPELLER SELECTIONa. Main Engine Power Recalculation

    BHPscr = BHPmcr x e/m

    SHP = BHPscr x G

    DHP = SHP x sbEHP = DHP x PcTHP = EHP/ H

    b. BP Diagram (Propeller Power Coefficient Diagram)

    Pd = the delivered horsepower in British or Metric units depending on the diagram used

    N = the propeller RPMVa = the speed of advanced (knots)

    D = the propeller diameter (ft)

    Va = (1-w)Vs

    Bp = (20)

    and find the value for 0.1739 BP1c. Propeller Diagram

    0.572 2.180.77 0.60 1.98 B4-40 0.73

    0.595 2.340.72 0.61 2.08 B3-50 0.675 0.578 2.290.72 0.62 2.14 B3-35 0.68

    0.17 BP 0.9 PropellerType

    0.17 BP 1

    P/d Efficiency 1/J P/d 1/J

    In marine propellers and propulsion text book, we can find something that related withpropeller power coefficient. In the section general open water characteristics's B P diagramwas explained. Admiral Taylor derived a set of design coefficients termed B P, where :

    From the diagram that we used in this design, the power that used in British unit, so that weneed to use horsepower.

    N*Pd0.5 /Va 2.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    In this diagram case, to find the Bp value in exactly 0.95 is too hard. The best way that mustapplicated in this section, by using the interpolation technique. The result of the plotingdiagram is shown in table 3.1.

    The power of main engine that we have calculated before we choose the engine, needrecalculating power, this is determined the calculation :

    : DESIGN IV: 01 - 42 09 050 - PS: 01

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : Philosophy

  • 7/31/2019 BOOK 01 [PS]

    11/46

    ProjectDoc. NoRev.NoType

    ii. Propeller's diameter behind the ship (Db)

    Db = 0.95*Do for Single ScrewDb = 0.97*Db for Twin Screw

    iii. Propeller Speed Coefficient Behind The Ship ( b) b = (DbxN)/Va

    iv. Advance Coefficient Behind The Ship (1/Jb)= 0.009875 b

    d. CavitationCavitation happen when arround the propeller blade area appear a bubbles by the differentof pressure in the surface blade of propeller in its back and face. Cavitation for the purposeof generalized analysis is defined by a free stream cavitation number ( o) which is the ratio

    of the static to dynamic head of the flow. This calculation used Burril 's Diagram to find thevalue of scale ratio of propeller thrust sq. in. and dynamic pressure. To find the value of cavitation number scale ( c), by plotting in the Burril's Diagram shown in figure 3.1 using thevalue of 0.7R.

    Figure 3.1 Burril's Diagram

    that the size is smaller than in open water condition, Glover (1992) expressed therelation by approximately as follow :

    1/Jb

    SPEED POWER PREDICTION AND

    ENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS: 01: Philosophy

  • 7/31/2019 BOOK 01 [PS]

    12/46

    ProjectDoc. NoRev.NoType

    Ao = ( D/2 ) 2

    AD = Ao*(Ae/Ao)iii. Projected Area of Blade (Ap)

    Ap = AD x ( 1.067 0.229 x P/Db) (22)Vr2 = Va 2 + ( 0.7 n Db 0.3048) 2

    Trust Propeller (T)T = EHP / ((1-t) x Vs x 0.5144)

    c calculation formula = T / ( Ap 0.5 Vr2)e. The Correction Power of Main Engine

    i. Relative Rotative Efficiency ( rr)The value for relative rotative efficiency for single screw propller ship, about 1.02 - 1.05.

    ii. Propulsive Efficiency ( o)Open water efficiency, the efficiency when held on open water test about 55%-60%.

    iii. Hull Efficency ( H)

    H = (1 t) / (1 w) (23)The value of Coefficient Propulsive is determined by the following formula :Pc = rr x o x HEffective Horse Power (EHP)The formula as follows :EHP = Rservice x vs

    Delivered Horse Power (DHP)The formula as follows :DHP = EHP/PcShaft Horse Power (SHP)SHP = DHP/ sb where the sb for main engine in the stern, use 0.98Trust Horse Power (THP)THP = EHP/ HBrake Horse Power (BHP)

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS: 01: Philosophy

    . . . . . . . . . . . . . . . . . . . . . .

    The ratio between Effective Power and Thrust Power, this efficiency is a formaccording hull design especialy the stern with the propulsor arrangement, and for thevalue is determined by the following formula :

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    The needed power of main engine in propeller and shaft arrangement need an efficency of

  • 7/31/2019 BOOK 01 [PS]

    13/46

    ProjectDoc. NoRev.NoType

    i. Coefficient

    trial = Rtrial*1000/Vs 2

    service = Rservice*1000/Vs 2

    ii. = trial / ((1-t) (1-w) 2 D2)

    where the density of sea water is in unit kg/m 3

    =service/ ((1-t) (1-w) 2 D2)

    iii. Curve KT-J

    KT = x J 2 (24)iv. Open Water Test Diagram

    v. Clean Hull and Rough Hull

    Clean hull means the ship's hull is free from sea animal, no fouling and no rust.

    vi. Engine Layout Diagram

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    Rough hull is need an added power approximately 3%-7% from the clean hull condition, with5% as good average. ( Engine Select ion Guide ManB&W, 2. Engine Layout and Load Diagrams )

    When the ship has sailed for some time, the hull and propeller become fouled and the hull 'sresistance will increase. Consequently, the ship speed will be reduced unless the enginedelivers more power to the propeller. As modern vessels with a relatively high service speedare prepared with very smooth propeller and hull surface, the fouling after sea trial,

    therefore, will involeve a relatively higher resistance and thereby a heavier running

    The layout procedure has to be carefully considered because the final layout choice willhave a considerable influence on the operating condition of the main engine throughout thewhole lifetime of the ship. An engine's layout diagram is limited by two constant mean

    ff ti ( ) li L1 L3 d L2 L4 d b t t t gi d li L1

    A typical open water diagram for a set of fixed pitch propellers working in a non-cavitating,environtment at forward, or positive, advance coefficient for the particullar propeller, thecomplete set of operating conditions at positive advance and rotational speed, since thepropeller under steady conditions can only operate along the characteristic line difined byits pitch ratio (P/D). The diagram is general in the sense that, subject to scale effects, it isapplicable to any propeller having the same geometric from as the one for which thecharacteristic curves were derived, but the subject propeller may have a different diameteror scale ratio and can work in any other fluid. ( Marine Propellers and Propulsion, 6.1

    Coefficient trial

    Coefficient service

    After we found the value of , we will find Ktship with J value is variated from 0-1. Whereis the following formula :

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS: 01: Philosophy

  • 7/31/2019 BOOK 01 [PS]

    14/46

    ProjectDoc. NoRev.NoType

    d. Specified MCR for Propulsion (MP)

    6 SUMMARY6.1. RESISTANCE

    NO1

    2

    3

    4

    5

    6

    78

    910

    1112

    1314

    15

    16

    17

    1819

    20

    21 Service Resistance Rservice 371.02 kN

    Model Ship Correlation R. RA 48.82 kN

    Total Resistance Rtotal 322.63 kN

    Bulbous Bow Resistance RB 0.00 kN

    Additional Pressure Resistance RTR 0.00 kN

    Appendage Resistance RAPP 1.81 kN

    Wave Resistance RW 74.67 kN

    Fraude Number based Immersion Fni 0.77Viscous Resistance RF(1+k 1) 197.33 kN

    Fraude Number Fn 0.21The Half of Entrance iE 21.69

    Reynold Number Rn 803059134.40CF CF 0.0016

    The Wetted Area of The Hull S 3665.12 m 2

    Appendage Resistance Factor 1+k2 1.61

    Waterplane Area Coefficient CWP 0.79

    Transverse Sectional A. of Bulb ABT 0.00

    The Coefficient C 13 C13 1.00

    Form factor 1+k1 1.20

    Length of The Run L R 42.37 m

    The Coefficient C 12 C12 0.55

    To find the MP, we need engine margin. Man B&W give 10% margin and then thecorresponding point is called the specified MCR for Propulsion (MP).

    CALCULATION SYMBOL RESULT

    weather conditions. When determining the necessary engine power, it is thereforenormal practice to add an extra power margin, the so-called sea margin about 15% of

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS: 01: Philosophy

  • 7/31/2019 BOOK 01 [PS]

    15/46

    ProjectDoc. NoRev.NoType

    12

    13

    =

    == kW HP== mm= mm= rpm=== bar

    = m= m= m

    6.3. PROPELLER SELECTION

    NO12

    34

    6.4. ENGINE PROPELLER MATCHING

    NO12345

    Width 3.15Height 8.95

    After we get the power estimation of main engine, now we should select main engine fromengine guide selection, and the engine guide that we used in this design reffer to Man B&W, thefollowing data below :

    g/kWhSLOC 0.95 g/BHPMEP 19

    DimensionLength 4.695

    4Bore 500Piston Stroke 2000RPM 127SFOC 173

    : DESIGN IV: 01 - 42 09 050 - PS: 01

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : Philosophy

    Coefficient service service 6666.83Pi h R i Di B hi d Shi P/db 0 73

    Coefficient service service 6666.83Coefficient trial trial 0.44

    CALCULATION SYMBOL RESULTCoefficient trial trial 5797.32

    Local Cavitation Number 0,7R 0.43Propeller B3-35

    Propeller Power Coefficient Bp 29.99The Speed of Advance Va 10.59 knots

    Brake Horse Power maximum c.r BHPMCR 5514.28 kW

    CALCULATION SYMBOL RESULT

    Engine MAN B&W

    Type S50MC-CMax. Power 6320 8471.85Total Cylinde

    Brake Horse Power service c. r. BHPscr 4687.14 kW

  • 7/31/2019 BOOK 01 [PS]

    16/46

    ATTACHMENT NO. 01 - CALCULATIONSPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    DESIGN-IV: MACHINERY BASIC DESIGN

  • 7/31/2019 BOOK 01 [PS]

    17/46

    ProjectDoc. NoRev.NoType

    1. RESISTANCE

    Rtotal = RF(1+k 1) + R APP + RW + RB + RTR + RA (1)Where,

    = frictional resistance according to the ITTC-1957 friction formula

    = form factor describing the viscous resistance of the hull form in relation to R F= resistance of appendages= wave-making and wave-breaking resistance= additional pressure resistance of bulbous bow near the water surface= additional pressure resistance of immersed transom stern= model-ship correlation resistance

    a. Parameter Reflecting the Length of The Run (L R)The formula, as follows :

    LR = LWL(1-C P+0.06C PLCB/(4C P-1)) (2)

    for the result :LR = LWL(1-C P+0.06C PLCB/(4C P-1))

    = 127.92*(1-0.70321+0.06*0.70321*1.48/(4*0.70321-1))= m

    b. The Coefficient C 12The formula, as follows :

    C12 = (T/L WL)0.2228446 when, T/L > 0.05

    C12 = 48.20(T/L WL)2.078 + 0.479948 when, 0.02 < T/L 0.05= (8.8/127.92)^0.2228446

    In this formula C P is the prismatic coefficient based on the waterline length and LCB is thelongitudinal position of the centre of bouyancy forward of 0.5L as a percentage of L.

    42.3717

    0.479948

    0.07

    RWRBRTRRA

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    J. Holtrop and G. G. J. Mennen, an approximate power prediction method, will be the mainrefference to this case of calculation. The total resistance of a ship has been subdivided into :

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    RF

    1+k1RAPP

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

  • 7/31/2019 BOOK 01 [PS]

    18/46

    ProjectDoc. NoRev.NoType

    = 1d. Form factor describing the viscous resistance of the hull form in relation to RF (1+k 1)

    The formula, as follows :

    = C13 {0.93+C 12(B/L R)0.92497 (0.95-C P)

    -0.521448 (1-C P+0.0225LCB)0.6906 } (3)

    for the result :

    = C13 {0.93+C 12(B/L R)0.92497 (0.95-C P)

    -0.521448 (1-C P+0.0225LCB)0.6906 }

    =

    =e. Waterplane Area Coefficient (C WP)

    CWP = 0.69438 + 0.1=

    f. Transverse Sectional Area of the Bulb (A BT)

    It mean the value of A BT = 0g. The Wetted Area of The Hull (S)

    Can be approximated well by :

    S = L(2T+B)(CM1/2 )(0.453+0.4425C B-0.2862C M-0.003467B/T+0.3696C WP)+2.38A BT/C B (4)

    for the result :

    S = L(2T+B)(CM1/2 )(0.453+0.4425C B-0.2862C M-0.003467B/T+0.3696C WP)+2.38A BT/C B

    =

    = m2

    h. Appendage Resistance Factor (1+k 2)

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    3665.12

    In the table 1, tentative 1+k 2 values are given for streamlined flow-oriented appendages. Thesevalue were obtained from resistance tests with bare and appended ship models. In several of these test turbulence stimulator were present at the leading edges to induce turbulent flow overthe appendages.

    Table 1

    The amount of coefficient block based on the waterline + 0.1 is the value of waterplane areacoefficient.

    0.79438

    At the position where the still water surface intersect the stern, and for our ship is not design bybulb transverse in the stern.

    In this formula C M is the midship section coefficient, CB is the block coefficient on the basiswaterline length L.

    127.92*(2*8.8+20.2)*(0.984^(0.5))*(0.453+0.4425*0.694-0.2862*0.984-0.003467*20.2/8.8+0.3696*0.79438)+2.38*0/0.694

    1+k1 . . . . . . . . .

    1+k11{0.93+0.55*((20.2/42.3717)^0.92497)*((0.95-0.70321)^-0.521448)*(1-0.70321+0.0225*1.48)^0.6906}1.20

  • 7/31/2019 BOOK 01 [PS]

    19/46

    ProjectDoc. NoRev.NoType

    i. Wetted Area Appendages (S APP)The formula, as follows :

    = 0.12 x T= 0.12*8.8= m= 1.5 D2

    = 1.5*3.14*(1.06^2)= m2

    = c1 x c2 x c3 x c4 (1.75 x L x T/100)where,c1 (for factor of ship type) = 1.0 for general ship

    0.9 for bulkcarrier and tanker with displ > 50.000 ton

    1.7 for tug and trawlerc2 (for factor of rudder) = 1.0 for general ship

    0.9 semi spade rudder

    0.8 for double rudder0.7 for high lift rudder

    c3 (for factor of rudder's profile)= 1.0 for NACA profile and rudder's plat0.8 for hollow profile

    c4 (for rudder arrangement) = 1.0 for rudder in propeller jet1.5 for rudder outside the propeller jet

    for the result := c1 x c2 x c3 x c4 (1.75 x L x T/100)

    = 1*1*1*1*(1.75*127.92*8.8/100)= m2

    SAPP = SBOSS+ SKEMUDI (5)= 5.29 + 19.7

    = m2

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    24.99

    5.29

    SRUDDER

    SRUDDER

    19.7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    3.5

    DBOSS

    1.06SBOSS

    type of appendage 1 + K2rudder 1.5bossing 2

    rudder 1.5bossing 2

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

  • 7/31/2019 BOOK 01 [PS]

    20/46

    ProjectDoc. NoRev.NoType

    RAPP = 0.5 x x v2 x SAPP x (1+K2)eq x CF (7)

    where,Reynold Number (Rn) = (vs x L WL)/u

    for u =Rn = vs x (L WL/u)

    = (7.46*127.92)/0.00000118831

    =CF = 0.075/(Log 10 Rn-2 )

    2

    = 0.075/((Log10*803059134.4-2)^2)=

    for the result :

    RAPP = 0.5 x x v2 x SAPP x (1+K2)eq x CF

    = 0.5*1.025*7.46^2*24.992*1.61*0.0015731

    = kNl. Wave Resistance (R W)The formula, as follows :

    RW = C1 C2 C5 V g exp { m 1 Fnd + m 2 cos ( Fn

    -2) } (8)where,

    Froude Number (Fn) = vs / (g x Lwl)= 7.46/ (9.8*127.92)=

    C7 = B/L when 0.11

  • 7/31/2019 BOOK 01 [PS]

    21/46

    ProjectDoc. NoRev.NoType

    = 1the other parameters can be determined from :

    l = 1.446 C P - 0.03 L/B when L/B12

    for the result :L/B = 127.92/20.2

    == 1.446 C P - 0.03 L/B when L/B

  • 7/31/2019 BOOK 01 [PS]

    22/46

    ProjectDoc. NoRev.NoType

    = kNo. Additional Pressure Resistance due to Transom Immersion (R TR)

    The following formula :

    RTR = 0.5 v2 AT C6 (11)

    C6 = 0.2(1-0.2*F nT) when, F nT < 5C6 = 0 when, F nT 5FnT = V / ( 2 g A T/(B+B*CWP)

    = invinityC6 = 0

    for the result :

    RTR = 0.5 v2 AT C6

    = 0.5*1.025*(7.46^2)*0= 0 kNp. Model Ship Correlation Resistance (R A)

    The following formula :

    RA = 0.5 v2 S CA (12)

    CA = 0.006 ( L + 100 ) -0.16 - 0.00205 + 0.003 ( L / 7.5 ) C B4 C2 ( 0.04 - C 4 )where,

    C4 = when T F/L>0.04 8.8/127.92 =for the result :

    CA = 0.006 ( L + 100 )-0.16 - 0.00205 + 0.003 ( L / 7.5 ) C B

    4 C2 ( 0.04 - C 4 )= 0.006*(127.92+100)^-0.16-0.00205+0.003*(127.92/7.5)^0.5*0.69438^4*1*(0.04-0.04)=

    RA = 0.5 v2 S CA= 0.5*1.025*(7.46^2)*3665.12*0.000467

    kNTheTotal Resistance

    Rtotal = RF(1+k 1) + R APP + RW + RB + RTR + RA

    is supposed to describe primarily the effect of the hull roughness and the still air resistance.From an analysis of results of speed trials, which have been corrected to ideal trial conditions,the following formula for the correlation allowance coefficient CA was found :

    0.04 0.06879

    0.000467

    48.8176

    197.33

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .where, the coefficient C6 has been related to the Froude number based on the transom immersio

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

  • 7/31/2019 BOOK 01 [PS]

    23/46

    ProjectDoc. NoRev.NoType

    = 2/3*8.8= m

    b. Wave Fraction (w)The calculation of following factors :this ship was design to a single screw propeller, with B/T A = 20.2/8.8

    =

    the value is less than 5, so the following formula for C 8 :C8 = B*S/(L*D*TA)

    = (20.2*3665.12)/(127.92*5.867*8.8)=

    when the C 8 is less than 28, the following C 9 has the same value.C9 = C8

    =TA/D = 8.8/5.867

    = 1.5 , less than 2, the following C 11 = 1.5C19 = 0.18567 / ( 1.3571 - C M ) - 0.71276 + 0.38648 C P

    = (0.1857/(1.3571-0.984))-0.71276+0.38648*0.70321=

    C20 = 1+0.015*C stern where, C stern = 0= 1+0.015*0= 1

    CP1 = 1.45C P-0.315-0.0225LCB= 0.315-0.0225*1.48=

    CV = (1+k 1)CF+CA= 1.20*0.0015731+0.000467=

    w = C9.C20.Cv.L/T A(0.050776+0.93405.C 11 .Cv / (1-C p1)) + 0.27951.C 20 (B/(L(1- Cp1)) + C 19.C20

    c. Thrust Deduction Factor ( ) = 0.25014 ( B/L ) 0.2896 ( ( B.T ) / D ) 0.2646 / (1 - C P + 0.0225 lcb )

    0.01762 + 0.0015 C STERN0.2

    d. Coefficient Propulsive (Pc)i. Relative Rotative Efficiency ( rr)

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    0.00235

    0.27

    2.295

    11.21

    11.21

    0.0567

    0.67

    Dmax5.867

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

  • 7/31/2019 BOOK 01 [PS]

    24/46

    ProjectDoc. NoRev.NoType

    =e. Effective Horse Power (EHP)

    The formula as follows :EHP = Rservice x vs (14)

    = 371.02*7.46= kW

    f. Delivered Horse Power (DHP)The formula as follows :DHP = EHP/Pc (15)

    = 2767.81/0.61486= kW

    g. Shaft Horse Power (SHP)SHP = DHP/ sb where the sb for main engine in the stern, use 0.98 (16)

    = 4501.53/0.98

    = kWh. Trust Horse Power (THP)

    THP = EHP/ H (17)= 2767.81/1.096= kW

    i. Brake Horse Power (BHP)

    1. G Single Reduction Gears = 0,982. G Reversing Gears = 0,99BHPscr = (18)

    = 4593.4/0.98kW

    BHPmcr = (19)= 4687.14/0.85= kW

    ==

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    Type S50MC-C

    BHPscr / 0.85 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    5514.28After we get the power estimation of main engine, now we should select main engine from engineguide selection, and the engine guide that we used in this design reffer to Man B&W, the following

    Engine MAN B&W

    2635.23

    The needed power of main engine in propeller and shaft arrangement need an efficency of reduction gears transmision, this ship is design by single reduction gear with losses 2% for the

    forward direction and for the backward is 1%. The following value is :

    SHP / G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    4687.14

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    4501.53

    . . . . . . .

    4593.4

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    0.61486

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    2767.81

  • 7/31/2019 BOOK 01 [PS]

    25/46

    ProjectDoc. NoRev.NoType

    3. PROPELLER SELECTIONa. Main Engine Power Recalculation

    BHPmcr = kWBHPscr = BHPmcr x e/m

    where the engine margin of MAN B&W is 10%BHPscr = 6320-(6320*10%)

    = kWSHP = BHPscr x G

    = 5688*0.98= kW

    DHP = SHP x sb= 5574.24*0.98

    = kWEHP = DHP x Pc

    = 5462.76*0.61486= kW

    THP = EHP/ H= 3358.83/1.096= kW

    b. BP Diagram (Propeller Power Coefficient Diagram)

    Pd = the delivered horsepower in British or Metric units depending on the diagram usedN = the propeller RPM

    In marine propellers and propulsion text book, we can find something that related with propellerpower coefficient. In the section general open water characteristics's B P diagram was explained.Admiral Taylor derived a set of design coefficients termed B P, where :

    EHP 3358.83 4566.73THP 3064.63 4166.72

    SHP 5574.24 7578.84DHP 5462.76 7427.27

    BHPmcr 6320.00 8592.79BHPscr 5688.00 7733.51

    5574.24

    5462.76

    3358.83

    3064.63

    POWERVALUE

    kW HP

    The power of main engine that we have calculated before we choose the engine, needrecalculating power, this is determined the calculation :

    6320

    5688

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

  • 7/31/2019 BOOK 01 [PS]

    26/46

    ProjectDoc. NoRev.NoType

    c. Propeller Diagram

    *note :P/d = Pitch Ratio

    1/J = Advance Coefficient

    Interpolation Technique :0.1739 BP1 = o = (1/Jo)/0.009875

    e.g :the value of P/Do B3-35 by interpolation technique is :0.72-((0.9-0.95)*(0.72-0.68/(0.9-1))

    Define the value of Do, Db, b, P/Db, b

    : 01 - 42 09 050 - PS:: Attachment No. 01

    #DIV/0!

    table 3.2 show the interpolation data, for a while, we can choose the propeller by its efficiency,the highest efficiency will be the right one. But, another test will be calculated for the greatest

    B5-45 0.95 #DIV/0! #DIV/0! #DIV/0!

    #DIV/0!B4-55 0.95 #DIV/0! #DIV/0! #DIV/0! #DIV/0!B4-40 0.95 #DIV/0! #DIV/0! #DIV/0!

    #DIV/0!B3-50 0.95 #DIV/0! #DIV/0! #DIV/0! #DIV/0!B3-35 0.95 #DIV/0! #DIV/0! #DIV/0!

    0.56 2.09

    0.95

    table 3.2 interpolation techniquePropeller

    Type0.1739 BP1 P/Do 1/Jo o o

    0.83 0.59 1.90 B5-45 0.775

    0.572 2.180.77 0.60 2.00 B4-55 0.72 0.475 2.200.77 0.60 1.98 B4-40 0.73

    0.595 2.340.72 0.61 2.08 B3-50 0.675 0.578 2.290.72 0.62 2.14 B3-35 0.68

    In this diagram case, to find the Bp value in exactly 0.95 is too hard. The best way that mustapplicated in this section, by using the interpolation technique. The result of the ploting diagramis shown in table 3.1.

    table 3.1 ploting bp diagram0.17 BP 0.9 Propeller

    Type0.17 BP 1

    P/d Efficiency 1/J P/d 1/J

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV

  • 7/31/2019 BOOK 01 [PS]

    27/46

    ProjectDoc. NoRev.NoType

    the value of P/Db and b is re-plotting to the diagram, it is just like before.d. Cavitation

    The following formula determined :

    SPEED POWER PREDICTION AND

    ENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    #DIV/0! 0.80 0.57

    Cavitation happen when arround the propeller blade area appear a bubbles by the different of pressure in the surface blade of propeller in its back and face. Cavitation for the purpose of generalized analysis is defined by a free stream cavitation number ( o) which is the ratio of the

    static to dynamic head of the flow. This calculation used Burril's Diagram to find the value of scale ratio of propeller thrust sq. in. and dynamic pressure. To find the value of cavitationnumber scale ( c), by plotting in the Burril's Diagram shown in figure 3.1 using the value of

    Figure 3.1 Burril's Diagram

    B5-45 #DIV/0! #DIV/0! #DIV/0! #DIV/0!

    #DIV/0! 0.76 0.59B4-55 #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! 0.75 0.59B4-40 #DIV/0! #DIV/0! #DIV/0! #DIV/0!

    #DIV/0! 0.73 0.62B3-50 #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! 0.73 0.61B3-35 #DIV/0! #DIV/0! #DIV/0! #DIV/0!

    table 3.3 calculation of propellerPropeller

    TypeDo (ft) Db(ft) Db(m) b 1/Jb P/Db b

  • 7/31/2019 BOOK 01 [PS]

    28/46

    ProjectDoc. NoRev.NoType

    for the result :

    = (188.2+(19.62 x H))/(Va 2+(4.836 x (N 2) x (Db x 0.3048) 2))=

    c =

    ii. Blade Area Ratio (Ae/Ao)

    Ao = ( D/2 )2

    (22)= 3.14*(17.961/2)^2

    = ft 2

    AD = Ao*(Ae/Ao) (23)= 253.24*0.35

    = ft 2

    iii. Projected Area of Blade (Ap)Ap = AD x ( 1.067 0.229 x P/Db) (24)

    = 88.63*(1.607-0.229*0.73)

    = ft 2

    Vr2 = Va 2 + ( 0.7 n Db 0.3048) 2

    = (5.44^2)+(0.7*3.14*2.12*17.961*0.3048)^2=

    Trust Propeller (T)T = EHP / ((1-t) x Vs x 0.5144)

    = 4566.73/((1-0.2)*14.5*0.5144)=

    c calculation formula = T / ( Ap 0.5 Vr2)= 765.33/(127.61*0.5*1.025*680.35)

    =

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    680.35

    765.33

    0.017

    253.24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    88.63

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    127.61

    and for the cavitation number scale ( c) we need to plot to the Burril's Diagram in the figure3.2. Here is the result :

    0.17

    so we find the value of c in the plotting diagram, and to determined our propeller is not incavitation problem, the value of c diagram should be highest than c in calculation that wewill find by all the following parameters and formulas :

    Blade Area Ratio (Ae/Ao), propeller arrangement reffer to Wageningen B-Screw Series. Thefollowing blades was determined with its blade area ratio (Ae/Ao). Where, Ae is theexpanded area from propeller blades, and Ao is the area of propeller disk. For the propellerthat we have choosen before B3-35, is has 3 blades and the blade area ratio (Ae/Ao) value is

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    0,7R0.43

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

  • 7/31/2019 BOOK 01 [PS]

    29/46

    ProjectDoc. NoRev.NoType

    iii. Hull Efficency ( H)

    H = (1 t) / (1 w) (25)= (1-0.2)/(1-0.27)=

    so the value of Coefficient Propulsive is determined by the following formula :Pc = rr x o x H

    = 1.02*0.62*1.096=

    Effective Horse Power (EHP)The formula as follows :EHP = Rservice x vs

    = 371.02*7.46

    = kWDelivered Horse Power (DHP)The formula as follows :DHP = EHP/Pc

    = 2767.81/0.69311= kW

    Shaft Horse Power (SHP)SHP = DHP/ sb where the sb for main engine in the stern, use 0.98

    = 3993.32/0.98= kW

    Trust Horse Power (THP)THP = EHP/ H

    = 2767.81/1.096= kW

    Brake Horse Power (BHP)

    1. G Single Reduction Gears = 0,98

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    2635.23

    The needed power of main engine in propeller and shaft arrangement need an efficency of reduction gears transmision, this ship is design by single reduction gear with losses 2% for theforward direction and for the backward is 1%. The following value is :

    1.096

    0.69311

    2767.81

    3993.32

    4074.82

    The ratio between Effective Power and Thrust Power, this efficiency is a form according hulldesign especialy the stern with the propulsor arrangement, and for the value is determined

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

  • 7/31/2019 BOOK 01 [PS]

    30/46

    ProjectDoc. NoRev.NoType

    i. Coefficient

    trial = Rtrial*1000/Vs 2

    = 322.63*1000/(7.46^2)=

    service = Rservice*1000/Vs 2

    = 371.02*1000/(7.46^2)

    =ii. = trial / ((1-t) (1-w) 2 D2)

    = 5797.32/((1-0.2)*((1-0.27) 2)*1025*(5.5^2))=where the density of sea water is in unit kg/m 3

    = service/ ((1-t) (1-w) 2 D2)= 6666.83/((1-0.2)*((1-0.27) 2)*1025*(5.5^2))=

    iii. Curve KT-J

    KT = x J 2 (26)Here is the value of KT trial and service shown in table 4.1

    0.8 0.64 0.28069 0.3227857870.9 0.81 0.35524 0.408525762

    0.6 0.36 0.15789 0.1815670050.7 0.49 0.2149 0.247132868

    0.4 0.16 0.07017 0.080696447

    0.5 0.25 0.10964 0.126088198

    0.2 0.04 0.01754 0.0201741120.3 0.09 0.03947 0.045391751

    0 0 0 0

    0.1 0.01 0.00439 0.005043528

    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

    table 4.1 KT-J

    KT-JJ J 2 KT trial KT service

    Coefficient trial

    0.44

    Coefficient service

    0.50

    After we found the value of , we will find Ktship with J value is variated from 0-1. Where is thefollowing formula :

    5797.32

    6666.83

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

  • 7/31/2019 BOOK 01 [PS]

    31/46

    ProjectDoc. NoRev.NoType

    iv. Open Water Test Diagram

    P/Db = 0.8

    0.2 0.25 0.3 0.28

    0 0.3 0.34 00.1 0.28 0.32 0.14

    A typical open water diagram for a set of fixed pitch propellers working in a non-cavitating,environtment at forward, or positive, advance coefficient for the particullar propeller, thecomplete set of operating conditions at positive advance and rotational speed, since the

    propeller under steady conditions can only operate along the characteristic line difined by itspitch ratio (P/D). The diagram is general in the sense that, subject to scale effects, it isapplicable to any propeller having the same geometric from as the one for which thecharacteristic curves were derived, but the subject propeller may have a different diameter orscale ratio and can work in any other fluid. ( Marine Propell ers and Propulsion, 6.1 General open As the refference that we know, we need to use pitch ratio of propeller that we've found before,the result shown in table 4.2. And the following interpolation technique will be usefull.

    Table 4.2

    J KT 10KQ

    Figure 4.1 KT-J Curve

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    0

    0.1

    0.2

    0.3

    0.4

    0.5

    0.6

    0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

    KT trial

    KT service

    KT-J Curve

  • 7/31/2019 BOOK 01 [PS]

    32/46

    ProjectDoc. NoRev.NoType

    Interpolation TechniqueP/Db =

    The diagram of open water test, shown in figure 4.2 below :

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    0.9 0.003 0.022 0.0541 0 0 0

    0.7 0.055 0.1015 0.6230.8 0.021 0.0615 0.294

    0.5 0.132 0.1715 0.6240.6 0.092 0.138 0.669

    0.3 0.199 0.228 0.421

    0.4 0.169 0.2015 0.531

    0.1 0.252 0.271 0.1540.2 0.229 0.251 0.294

    J KT 10KQ 0 0.272 0.291 0

    1 0 0 0

    0.73

    0.8 0 0.045 0.150.9 0 0.01 0

    0.6 0.08 0.12 0.660.7 0.04 0.085 0.59

    0.4 0.16 0.185 0.540.5 0.12 0.155 0.63

    0.2

    0.3

    0.4

    0.5

    0.6

    0.7

    0.8

    KT

    10KQ

    Open Water Test Curve

  • 7/31/2019 BOOK 01 [PS]

    33/46

    ProjectDoc. NoRev.NoType

    from the figure 4.3 we can find the value of :===

    =and, the value of propeller rotation which work in that condition (clean hull)

    n = Va/(JxD)= 5.44/(0.51*5.5)= rps= rpm

    v. Clean Hull and Rough Hull Condition TableClean Hull condition shown in table 4.3 below :

    0 010 0.2 2579.33 2699.701268 2754.797212 2811.017564 2.8110175640 0.0 0.00 0 0

    116.364

    Table 4.3 Clean Hul l Condit ion

    n(rpm) n(rps)Q(Nm) DHP(watt) SHP(watt) BHP(watt)

    BHP(kW)(KQ n2 D5) (2 Q n) (DHP/ sb ) (SHP/ G)

    0.62

    10KQ 0.18

    1.93939

    Figure 4.3 Plot t ing t he KT ship t ri al i n Open Water Test Propell er

    J 0.51KT 0.12

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    0

    0.1

    0.2

    0.3

    0.4

    0.5

    0.6

    0.7

    0.8

    0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

    KT propeller

    10KQ

    KT ship trial

    Open Water Test CurveOpen Water Test Curve

  • 7/31/2019 BOOK 01 [PS]

    34/46

    ProjectDoc. NoRev.NoType

    vi. Engine Layout Diagram

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    For service condition, will be shown in table 4.4, its mean the hull is roughed. Rough hull is needan added power approximately 3%-7% from the clean hull condition, with 5% as good average.(Engine Select ion Guide ManB&W, 2. Engine Layout and Load Diagrams )When the ship has sailed for some time, the hull and propeller become fouled and the hull'sresistance will increase. Consequently, the ship speed will be reduced unless the engine deliversmore power to the propeller. As modern vessels with a relatively high service speed are preparedwith very smooth propeller and hull surface, the fouling after sea trial, therefore, will involeve arelatively higher resistance and thereby a heavier running propeller.

    The layout procedure has to be carefully considered because the final layout choice will have aconsiderable influence on the operating condition of the main engine throughout the wholelifetime of the ship. An engine's layout diagram is limited by two constant mean effectivepresseure (mep) lines L1-L3 and L2-L4, and by two constant engine speed lines L1-L2 and L3-L4.

    82.2383130 102.362 6175.805588 97.7184 6608.111979 104.559120 94.4882 4857.43835 76.8582 5197.459035

    63.3444116.364 91.6252 4429.140776 70.0813 4739.18063 74.987

    110 86.6142 3741.464377 59.2004 4003.366884

    34.6943100 78.7402 2811.017564 44.4781 3007.788793 47.591690 70.8661 2049.231804 32.4246 2192.67803

    16.323980 62.9921 1439.240993 22.7728 1539.987862 24.366970 55.1181 964.1790244 15.256 1031.671556

    5.9489560 47.2441 607.1797938 9.60728 649.6823793 10.279850 39.3701 351.3771955 5.55977 375.9735992

    1.2849740 31.4961 179.9051241 2.8466 192.4984828 3.0458630 23.622 75.89747422 1.20091 81.21029742

    0.0475920 15.748 22.48814051 0.35583 24.06231035 0.3807310 7.87402 2.811017564 0.04448 3.007788793

    (%)0 0 0 0 0 0

    n(rpm) (%) BHP(kW) (%) BHP(kW)

    table 4.3 is the power needed in clean hull condition. Its means the ship's hull is free from seaanimal, no fouling and no rust. And we can estimate the needed power in propeller clean hullrotation 116.364 rpm is 4183.08 kW. For the rough hull condition shown in tabel 4.4.

    Table 4.4 Rough Hull Condit ion n(rpm) clean hull rough hull

  • 7/31/2019 BOOK 01 [PS]

    35/46

    ProjectDoc. NoRev.NoType

    vii. Engine Propeller Matching Curve Stepsa. Light Running (LR)

    This line is propulsion curve clean hull and calm weather.b. Heavy Running (HR)

    c. Continuous Service Rating for Propulsion (SP)

    d. Specified MCR for Propulsion (MP)

    Here is the curve, shown in figure 4.5

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    Figure 4.4 Engine Layout Diagram

    To define the heavy running, is using a fouling and rough margin 3%-7%, that we've donebefore.

    And now, we just need to focus on to Heavy Running (HR) line. To find the SP, we need toadded margin that come from sea margin. About sea margin, at the same time the weatheris bad with head winds, the ships resistance may increase compared to operating at calmweather conditions. When determining the necessary engine power, it is therefore normalpractice to add an extra power margin, the so-called sea margin about 15% of the power.

    To find the MP, we need engine margin. Man B&W give 10% margin and then the

    corresponding point is called the specified MCR for Propulsion (MP).

    20.030.040.050.060.070.080.0

    90.0100.0110.0

    60.0 70.0 80.0 90.0 100.0 110.0

    L1L3

    L2L4L1L2

    L3L4

    S50MC-C Engine Layout Diagram

    Engine Propeller Matching Curve

  • 7/31/2019 BOOK 01 [PS]

    36/46

    ProjectDoc. NoRev.NoType

    vii. Speed Power Prediction

    EHP = x Vs3

    = EHPdesain/ Vs3 = EHPservice/ Vs

    3

    = 5.8 = 6.7Speed 14.5 knots in design condition

    For the curve we can see figure 4.6 below:

    Speed in service condition

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    7559.16 7713.43 122.048 123.716140 7407.98 4555.17 785.743 17.9388

    4760.29 4857.44 76.8582 106.042130 5931.24 3647.12 629.11 16.6574 6052.29 6175.81 97.7184 114.879120 4665.08 2868.56 494.812 15.3761

    3666.64 3741.46 59.2004 97.2051

    116.364 4253.75 2615.63 451.183 14.9102 4340.56 4429.14 70.0813 102.829

    110 3593.3 2209.52 381.131 14.0947

    2008.25 2049.23 32.4246 79.5315100 2699.7 1660.05 286.349 12.8134 2754.8 2811.02 44.4781 88.368390 1968.08 1210.17 208.749 11.5321

    From figure 4.5 above we can take a result of engine-propeller matching, that our engine andpropeller is already matching. We know that, because we can se, after all the margin added (seamargin and engine margin. The point still in the engine envelop, as long as the poin in the enginelayout that means, the engine can support the propeller running. And the best matching point isin the corner in a cross line between L1-L2 with Heavy Running (HR) line.

    RPM DHP EHP Vs3(m/s) Vs3(kn) SHP BHP BHP% Vs3(kn%)

    0.1

    0.2

    0.3

    0.4

    0.5

    0.6

    0.7

    0.8

    KT propeller

    10KQ

    KT ship service

    Open Water Test CurveOpen Water Test Curve

  • 7/31/2019 BOOK 01 [PS]

    37/46

    ProjectDoc. NoRev.NoType

    Speed 14.5 knots in service condition

    For the curve we can see figure 4.7 below:

    : DESIGN IV: 01 - 42 09 050 - PS:: Attachment No. 01

    6388.53 6518.91 103.147 111.643130 6260.76 3849.74 577.439 16.1883

    4581.7 4675.2 73.9747 99.9329120 4924.26 3027.92 454.172 14.943 5024.75 5127.3 81.1281 103.055

    116.364 4490.07 2760.94 414.126 14.4903

    2907.84 2967.19 46.9491 85.8796110 3792.93 2332.27 349.828 13.6978 3870.34 3949.32 62.4893 94.4675100 2849.68 1752.27 262.831 12.4525

    SHP BHP BHP% Vs3(kn%)

    90 2077.42 1277.41 191.604 11.2073 2119.82 2163.08 34.2259 77.2916RPM DHP EHP Vs3(m/s) Vs3(kn)

    6518905.898 6518.905898140 2.3 533635.22 7819534.74 7979117.082 8141956.206 8141.956206130 2.2 460124.24 6260757.224 6388527.78

    4675204.152 4675.204152120 2.0 392058.53 4924255.113 5024750.116 5127296.036 5127.296036116.364 1.9 368659.73 4490066.068 4581700.069

    2967185.206 2967.185206110 1.8 329438.07 3792930.298 3870337.039 3949323.509 3949.323509100 1.7 272262.87 2849684.672 2907841.502

    1519198.826 1519.19882690 1.5 220532.92 2077420.126 2119816.455 2163078.015 2163.07801580 1.3 174248.23 1459038.552 1488814.849

    640912.0045 640.912004570 1.2 133408.80 977441.8425 997389.6352 1017744.526 1017.74452660 1.0 98014.63 615531.8892 628093.7644

    189899.8532 189.899853250 0.8 68065.72 356210.584 363480.1878 370898.1508 370.898150840 0.7 43562.06 182379.819 186101.8561

    23737.48165 23.7374816530 0.5 24503.66 76941.48614 78511.72056 80114.00057 80.1140005720 0.3 10890.51 22797.47738 23262.73202

    0 010 0.2 2722.63 2849.684672 2907.841502 2967.185206 2.9671852060 0.0 0.00 0 0

    DHP(watt) SHP(watt) BHP(watt)BHP(kW)

    (KQ n2 D5) (2 Q n) (DHP/ sb ) (SHP/ G)n(rpm) n(rps)

    Q(Nm)

    SPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

    90

    100

    110 SPEED POWER PREDICTION

    W %

  • 7/31/2019 BOOK 01 [PS]

    38/46

    DESIGN-IV: MACHINERY BASIC DESIGN

    ATTACHMENT NO. 02 - ENGINE SPECIFICATIONSPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

  • 7/31/2019 BOOK 01 [PS]

    39/46

    Proj ectDoc. NoRev.NoType

    SPEED-POWER PREDICTION AND

    ENGINE-PROPELLER MATCHING

    : DESIGN IV: 02 - 42 09 050 - PS: 01: Attachment No. 02

  • 7/31/2019 BOOK 01 [PS]

    40/46

    Proj ectDoc. NoRev.NoType

    SPEED-POWER PREDICTION AND

    ENGINE-PROPELLER MATCHING

    : DESIGN IV: 02 - 42 09 050 - PS: 01: Attachment No. 02

    DESIGN IV

  • 7/31/2019 BOOK 01 [PS]

    41/46

    Proj ectDoc. NoRev.NoType

    SPEED-POWER PREDICTION AND

    ENGINE-PROPELLER MATCHING

    : DESIGN IV: 02 - 42 09 050 - PS: 01: Attachment No. 02

    P j t DESIGN IV

  • 7/31/2019 BOOK 01 [PS]

    42/46

    Proj ectDoc. NoRev.NoType

    SPEED-POWER PREDICTION AND

    ENGINE-PROPELLER MATCHING

    : DESIGN IV: 02 - 42 09 050 - PS: 01: Attachment No. 02

  • 7/31/2019 BOOK 01 [PS]

    43/46

    DESIGN-IV: MACHINERY BASIC DESIGN

    ATTACHMENT NO. 03 - CURVESPEED POWER PREDICTION ANDENGINE PROPELLER MATCHING

  • 7/31/2019 BOOK 01 [PS]

    44/46

    0

    0.1

    0.2

    0.3

    0.4

    0.5

    0.6

    0.7

    0.8

    0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

    KT propeller

    10KQ

    KT ship trial

    Open Water Test Curve

  • 7/31/2019 BOOK 01 [PS]

    45/46

    40.0

    45.0

    50.0

    55.0

    60.0

    65.0

    70.0

    75.0

    80.0

    85.0

    90.0

    95.0

    100.0

    105.0

    71.0 73.0 75.0 77.0 79.0 81.0 83.0 85.0 87.0 89.0 91.0 93.0 95.0 97.0 99.0 101.0 103.0

    L1L3

    L2L4

    L1L2

    L3L4

    Light Running (LR)

    Heavy Running (HR)

    LR to HR

    sea margin 15%

    engine margin 10%

    Engine Propeller Matching Curve

    RPM (%)

    BHP

    (%)

  • 7/31/2019 BOOK 01 [PS]

    46/46

    40

    45

    50

    55

    60

    65

    70

    75

    80

    85

    90

    95

    100

    105

    71 73 75 77 79 81 83 85 87 89 91 93 95 97 99 101 103

    design condition

    service conditon

    service point

    SPEED POWER PREDICTION

    RPM %

    B H P

    K W %