Selection Criteria for OPV Propulsion SystemsDiesel 16V 7.2 1000 - 1300 190 2 14.4 Genset DE 12V 5.2 1000 - 1300 210 2) 1 (5.2) Electric Motor 2.4 1800 228 3) 2 4.8 Diesel 16V 6.7

11.10/Ho/Pi 1OPV Propulsion Systems

Innovative Power Transmission

Selection Criteria for

OPV Propulsion Systems


A flexibly designed reduction gear facilitates

the matching and combining of the optimum prime movers with the propulsors

the perfect location of the prime movers in the machinery space

the optimum operation and maximum fuel efficiency of the prime movers and minimization of their harmful air emissions

Reduction Gear System Main Features


Missions

Operating Profile

Power

Efficiency and Fuel Consumption

Weight

Dimensions

Maintenance and Repair Cost

Location Flexibility

Survivability and Redundancy

Signature

Optimum Propulsion

System for OPVs feature

Main Parameters for Propulsion System Evaluation


Maritime Safety

Maritime Security

Maritime Mobility

National Defense (“Navy – Coast Guard National Fleet Policy”)

Protection of Natural Resources

additional roles, particularly overseas contingency operations

OPV Missions


An OPV Assumed Mission Profile

Mode Speed

[kts]

% of Time Propeller

Shaft Power

[MW]

Idle 0 3 0

Tow 5 8 0.14

Low Patrol 12 28 1.87

High Patrol 14 28 2.97

Low Transit 18 11 6.31

High Transit 21 20 10.0

Sprint 25 2 16.9

OPV Displacement: 3000 mtons


3000 tons displacement

Economic cruising with high efficiency diesel engines; 7500 nm @ 13 kts

Sprint speed 25+ knots

4800 operating hours per year

2 CPP propulsion both running at any time of operation

Navy design: reliable, shock proof

Challenging schedule for prototype realization

OPV Propulsion System Requirement - Assumption


Evaluation of required Propulsion Power

y = 2,4477E-03x + 1,1925E+01

0

5

10

15

20

25

30

1500 2000 2500 3000 3500 4000 4500

req

u. P

ow

er fo

r 26 k

ts [M

W]

Displacement (mtons)

Power evaluation from existing vessels

0

5

10

15

20

25

30

0 5 10 15 20 25 30

Po

we

r Re

qu

ire

me

nt [

MW

]

Vessel Speed [kts]

power vs. speed curve



OPV Propulsion Variants – Baseline four Options

A: Single DE B: CODAD 3: DE/PTI

CODELAD

4: CODAD

with CC

MW @ rpm fuel 1)

[g/kWh]

No power

[MW]

No power

[MW]

No power

[MW]

No power

[MW]

Diesel 20V 9.1 1150 199 2 18.2 0 0

Diesel 12V 5.4 1000 -

1350

190 4 21.6

Diesel 16V 7.2 1000 -

1300

190 2 14.4

Genset DE 12V 5.2 1000 -

1300

210 2) 1 (5.2)

Electric Motor 2.4 1800 228 3) 2 4.8

Diesel 16V 6.7 1000 -

1300

190 3 20.1

total input shaft

power

18.2 21.6 19.2 20.1

max speed [kts] 25.5 27.0 26.0 26.2

1) at nominal load2) generator efficiency considered3) generator, converter, and electric motor efficiency considered



Diesel Engine

20V

9100 kW @ 1100 rpm

Diesel Engine

20V

9100 kW @ 1100 rpm

Two Diesel Engine Propulsion

multi disk clutch

Weight per ship set: 38 mtons


Input Diesel

Engine

Output

propeller

shaftLP

pump

multi

disk

clutch

HP

pump

Diesel Engine Reduction Gear with Multi Disk Clutch


Damen Shipyard Group (DeSchelde)

DE 6000 kW / 1050 rpm

RENK ASL 94

Two Diesel Engine Solution Single In – Single Out Gear

CPP 250 rpm

Integrated thrust bearing


288 rpm

ASL 2x140

Diesel Engine

12V

5.4 MW

288 rpm

Four Diesel Engine CODAD Solution

multi disk clutches

Diesel Engine

12V

5.4 MW

Diesel Engine

12V

5.4 MW

Diesel Engine

12V

5.4 MW

Weight per ship set: 42 mtons


Input Diesel

Engine1

Output

propeller

shaft

multi

disk

clutch

CODAD Reduction Gear with Multi Disk Clutches (1)

multi

disk

clutch

Input Diesel

Engine 2


Input Diesel

Engine 1

output

propeller

shaft

multi

disk

clutch

HP

pump

LP

pump

Input Diesel

Engine 2

LP

pump

multi

disk

clutch

HP

pump

CODAD Reduction Gear with Multi Disk Clutches (2)


dry weight (incl. hydraulics) approx. 22 to

1100

1500

850

1150220

ø 6

30

ø 1

80

220

ø 1

80

1150

2652

1273

1061

795

583

1273

P = 2 x 7400 kWn = 1350 / 288 rpm

oil amount approx. 900 l, 800 kg

700

1352

1723 1432

362

362

Four Diesel Engine CODAD Solution Gear Outline


Renk ASL 2x117

1200 t Corvettes

O 2 x 4400 kW, 1200 / 300 rpm O Integrated multi disk clutches

CODAD Gear System as built in the 1980‘s


DE

DE

Electric Motor

2.4 MW

GEN

GEN

GEN

Hotel Load

Diesel Engine

16V

7.2 MW

Diesel Engine

16V

7.2 MW

Electric Motor

2.4 MW

Diesel Engine

12V

5.4 MW

Gear weight per ship set: 40 mtons

Ele

ctr

ic

co

ntr

ol

syste

m

COmbined Diesel-ELectric And Diesel Propulsion

CODELAD


Input Diesel

Engine

Output

propeller

shaft

multi

disk

clutch

CODELAD Reduction Gear with Multi Disk Clutches

multi

disk

clutch

Input Electric

Motor


Three Diesel Engine CODAD Solution

multi disk clutch

multi disk clutch

High flexibility and redundancy

Mostly only one DE in operation

60 tons gear weight

Diesel Engine

16V

6.7 MW

Diesel Engine

16V

6.7 MW

Diesel Engine

16V

6.7 MW


Three Diesel Engine CODAD Arrangement:

One DE operation (port)

DE

DE

DE



One DE operation (center)

DE

DE

DE



Two DE operation (port + starboard)

DE

DE

DE


Three Diesel Engine CODAD – Outline

300

3251 3251

13671367

5100

300

2550

9252

DE (3x)P= 9100 (8200) kWn= 1150 rpm

2950

Weight per ship set:

60 metric tons

6700 kW


Periodical Prime Mover Operation

single DE2 DE

CODAD2 DE 4 DE

CODELAD2 DE CODELAD2 EM

CODAD w/ CC1 DE 2 DE 3 DE

0

5

10

15

20

25

30

0 5 10 15 20 25

Po

we

r R

eq

uir

em

en

t [M

WTim

e s

ha

re [%

]]

Vessel Speed [kts]

Power

Time


Additional Variants


8500 nm @ 14 kts threshold, 9500 nm objective, at efficient engine loading

Speed 22 knots threshold, 25 knots objective

ABS NVR (exemptions to be defined), no shock, signature, noise

Utmost logistics commonality within fleet

OPV Propulsion - Revised System Requirements


Impacts of Higher Displacement

(3500 ton model based on recent designs)


Assumed OPV Mission Profile (Rev.)

Mode Speed

[kts]

% of Time Propeller

Shaft Power

[MW]

Idle 0 3 0

Tow 5 8 0.15

Low Patrol 12 28 2.0

High Patrol 14 28 3.2

Low Transit 18 11 6.8

High Transit 21 20 10.8

Sprint 25 2 18.2



Evaluation of required

Propulsion Power for 26 kts max speed

Power evaluation from existing crafts power vs. speed curve

y = 2,4477E-03x + 1,1925E+01

0

5

10

15

20

25

30

1500 2000 2500 3000 3500 4000 4500

req

u. P

ow

er fo

r 26 k

ts [M

W]

Displacement (mtons)


0

5

10

15

20

25

30

0 5 10 15 20 25 30

Po

we

r R

eq

uir

em

en

t [M

W]

Vessel Speed [kts]


OPV Propulsion Baseline Variants (Rev.)

A: Single DE B: CODAD 3: DE/PTI

CODELAD

4: CODAD

with CC

MW @ rpm fuel 1)

[g/kWh]

No power

[MW]

No power

[MW]

No power

[MW]

No power

[MW]

Diesel 20V 9.1 1150 199 2 18.2 0 0

Diesel 12V 5.4 1000 -

1300

190 4 21.6

Diesel 16V 7.2 1000 -

1300

190 2 14.4

Genset

DE 12V

5.2 1000 -

1300

210 2) 1 (5.2)

Electric Motor 2.4 1800 228 3) 2 4.8

Diesel 16V 6.7 1000 -

1300

190 3 20.1

total input shaft

power

18.2 21.6 19.2 20.1

max speed [kts] 25.0 26.5 25.4 25.8

1) at nominal load2) generator efficiency considered3) generator, converter, and electric motor efficiency considered



Additional Propulsion System

Variants


280/113 rpm

ASL 140 So

Main Diesel Engine

7400 kW; 1350 rpm

Loitering DE

440 kW; 2100 rpm

280/113 rpm

Main Diesel Engine

7400 kW; 1350 rpm

Loitering DE

440 kW; 2100 rpm

2+2 Diesel Engine CODOD


280/193 rpm

Diesel Engine

9100 kW; 1150 rpm

280/193 rpm

Diesel Engine

9100 kW; 1150 rpm

2+2 Diesel Engine

CODAD Father and Son Solution

two speed gear with

multi disk clutches

multi disk clutch


42 metric tons

Diesel Engine

2320 kW; 2100 rpm

Diesel Engine

2320 kW; 2100 rpm


CODAD Father and Son Solution - Gear Outline

1000

1550

1000

1900

1075 2000

1275

1400 1900

14751375

360

650

540

DE 1P= 9100 kWn= 1150 rpm

DE 2P= 2465 kWn= 2000 rpm

CPPn= 280 rpm (CODAD)n= 193 rpm (only DE 2)


42 metric tons

DE-F DE-S


OPV

CODELOD Designs –

the ultimate solution


Three new OPVs with RENK-equipped CODELOD propulsion systems have been launched

4 Royal Netherlands Navy “Holland” built by Damen Schelde described in OPC White Paper and Jane's enclosure

3 Royal Oman Navy “Khareef” built by BAE Marine (formerly Vosper Thornycroft)

3 Korean Coast Guard KCG 3000 built at HHI

CODELOD Basic Operating Principle

Any low sped operation within the electric motors’ power range will be covered by diesel-electric propulsion

Ideal operating conditions for main diesels are at even loading between 60% and 90% of full load; CODELOD shifts low load operation from main diesel to electric motor and diesel generator for optimum loading

Emergence of CODELOD OPVs


COmbined Diesel-ELectric Or Diesel

Propulsion – CODELOD on RNNL

DE

DE

GEN

GENEle

ctr

ic

co

ntr

ol

syste

m

Hotel Load

Diesel Engine

5.4 MW; 1000 rpm

Diesel Engine

5.4 MW; 1000 rpm

Gear weight per ship set: 30 mtons

Electric Motor

0.4 MW @

1788 rpm

Electric Motor

0.4 MW @

1788 rpm


Input Diesel

Engine

Output

propeller

shaft

multi

disk

clutch

CODELOD Reduction Gear

with Multi Disk Clutches - RNNL

Input Electric

Motor

multi

disk

clutch


850

2652

1273

795

583

1273

P = 7400 kWn = 1350 / 270 rpmdry weight (incl. hydraulics) approx. 18 tooil amount approx. 750 l, 675 kg

700

1432

1370

1780

1000

350

P = 440 kWn = 2100 / 113 rpm

PTI

1400

1939

2+2 Diesel Engine CODELOD Solution

Gear Outline

PTIDE


CODELOD Propulsion:

OPV Royal Navy Netherland RNNL

Schelde, 2011

Displacement: 3,750 mtons

Length: 107 m/350 ft

Beam: 16 m/52 ft

Draught: 4 m/13 ft

Sprint speed: 22 kts

Total max. Power: 11 MW

Range: 3,500 nm @ 16 kts

CODELOD Gears ASL 85 E

P = 5,450 kW

n = 1,000 rpm

n_P = 235 rpm (DE)

PTI = 400 kW

n = 1,788 rpm

n_P = 120 rpm (PTI)

Classification: DNV


CODELOD Reduction Gear ASL 85 E

Input PTI

Input DE

Output CPP


CODELOD Propulsion:

„Khareef“ Class OPV for Royal Navy of Oman

BAE Systems Surface Ships, 2010

Displacement: 2,700 mtons

Length: 99 m/325 ft

Beam: 14.6 m/47 ft

Draught: 4.1 m/13 ft

Sprint speed: 25 kts

Total max Power: 18.2 MW

Range: 5000 nm @ 16 kts

(7500 nm @ 14 kts)

CODELOD Gears ASL 100 E

P = 9,100 kW

n = 1,150 rpm

n_P = 280 rpm (DE)

PTI = 355 kW

n = 600 rpm

n_P = 89 rpm (PTI)

Classification: LRS


Variant A: One 9.1 MW diesel engine and one 355/400 kW electric motor input per propeller shaft based on Khareef design with minor motor modification. Variant B: Two 5.4 MW diesel engines and one 600 kW electric motor input per propeller shaft which doubles DE power of Holland OPV to achieve 25 kt. Preliminary check with electric motor and controls suppliers and diesel makers performed.

Indicative OPV Reduction Gear Designs for CODELOD


CODELOD for OPV, Variant A

DE

DE

Electric Motor

0.35-0.4 MW

@1200 rpm

GEN

GEN

Hotel Load

Diesel Engine

20V

9.1 MW; 1150 rpm

Diesel Engine

20V

9.1 MW; 1150 rpm

Gear weight per ship set ≈ 52 mtonsv_el ≈ 8 kts

Ele

ctr

ic

contr

ol syste

m

Electric Motor

0.35-0.4 MW

@1200 rpm


CODELOD for OPV, Variant A

Gear weight per ship set ≈ 52 tons (met.)

DE

PTI

CPP


DE

DE

GEN

GENEle

ctr

ic

contr

ol

syste

m

Hotel Load

Diesel Engine

12V

5.4 MW

Diesel Engine

12V

5.4 MW

Gear weight per ship set ≈ 58 mtons

Electric Motor

0.6 MW @

1788 rpm

Electric Motor

0.6 MW @

1788 rpm

CODELOD for OPV, Variant B

Diesel Engine

12V

5.4 MW

Diesel Engine

12V

5.4 MW

v_el ≈ 10 kts


CODELOD for OPV, Variant B

DEPTI

DE

CPP

Gear weight per ship set ≈ 58 mtons


Scaled down version of Auxiliary Power System, 3,750 kW electric motor per shaft, installed on USS Makin Island (LHD 8)

Motor: Commercial-off-the-shelf from another supplier

Motor Control: 3 phase 450 volt power to 400 kW electric motor, system consists of MV 3000 converter/inverter arrangement or LV 7000 drive ( a more commercial product and less expensive than MV 3000)

Weight: MV 3000 about 2,500 lbs, LV 7000 about 1,250 lbs

Single rectifier module and single inverter modules will be sufficient to deliver the required power

System would use air rather than liquid cooling but operating conditions and available space have to be checked

Integration: isolation transformer probably not require as included in Makin Island APS.

Electric Motor Assessment: Converteam


3 Motor Variants considered: A: Permanent magnet motor, L4429 frame, Class F Rise 100 deg C 412 kW at 1,750 rpm, 688 amp rating; capable 522 kW L 1.42, W 1.07, H 1.12 m; dimensions include integrated cooling blower. Weight 1,360 kg (recommended variant) B: Permanent magnet motor, L4046 frame, Class H Rise 125 deg C 412 kW at 1,750 rpm, 649 amp rating L 1.40, W 0.79, H ≈ 0.86 m; dimensions include integrated cooling blower. Weight 910 kg C: Squirrel Cage, Standard Induction Motor, G5012Y frame 400 kW at 1800 rpm; Length 2.0 m; Weight 2,950 kg

Electric Motor Assessment: Baldor-Reliance


Motor Control: Variable Frequency Drive VS1GV product frame size G. Integration: Drive Input Isolation Transformer might be installed (Converteam does not believe transformer is needed for OPC.) Baldor-Reliance foresees no problems in programming, operation and maintenance of drive. Annual Maintenance: greasing of motor bearings.

Electric Motor Assessment: Baldor-Reliance (contd.)


Motor: 5811 frame, 400 kW at 1800 rpm L 1.73, W 1,40, H 0.79 m; Weight 2,270 kg Motor Control: Ward Leonard needs additional info for motor control proposal. Annual Maintenance: 4-5 man-hours per year

Electric Motor Assessment: Ward-Leonard


Maintenance and overhaul of main DE reduced with CODELOD, in proportion with electric motor use. Electric motor maintenance is insignificant.

In low load operation, deposits may form in combustion chambers. Depending on engine make, operation at less than 10% load limited to between 40 and 100 hours before relieving higher load operation of several hours or more required CODELOD eliminates low load operation.

Fuel consumption and emissions (soot and other harmful atmospheric emissions) reduced as low load main diesel shifted to high load generator set.

Electrical loss with electric motors and converter systems of about 5% must be considered for CODELOD.

CODELOD Benefits and Considerations


Royal Netherlands Navy and Defense Material Organization conducted trade study for Holland-class propulsion and considered • direct drive diesel through reduction gear • diesel electric • diesel hybrid (CODELOD) Diesel hybrid (CODELOD) selected on basis of lowest life cycle costs Renk internal review of ROM costs for electric motors and controls and maintenance and overhaul for main diesels indicates same conclusion as above. Benefits outweigh investment costs. A key item for consideration is ship's service generator for CODELOD with three options: • base line generator with assumed available capacity for electric motor

drive • larger capacity generator acquired • additional generator acquired

Preliminary Trade Study: Sole Diesel or

Electric Propulsion or CODELOD


Pertinent RENK Factors


Commonality – Common Parts and Risk Assessment

High end gears: light weight and low noise design

RENK sleeve bearings, integrated thrust bearing

RENK multi disk clutches

SSS clutch

Hydraulic system: attached and stand-by pumps w/ motors, filters, coolers, valves, vent fog precipitator

Control elements: PLC, LOP, sensors

Auxiliaries: shaft brake, turning gear, locking device, PTO pump for CPP, dehumidifier

Commonality over

different propulsion

gears =

- common technology

- low risk

- common spare parts

- familiar operation


Basic production

Optimized gear design

- Double helical gears

- All case carburized gears

- Profile grinding to ISO

quality grade 1 and 2


Thrust bearings: best load distribution due to spherical thrust pads with tilting support

White metal babbit and oil filling ensure best emergency operation

Safe design for normal operation

High dynamic overload capacity

No limitation in service life

Best damping features

RENK Thrust Bearing / RENK Sleeve Bearings


Multi-disk clutches designed and manufactured in-house.

Special friction material, groove system and lubrication for mainte-nance free operation

Special centering procedures during engagement

Spring stabilizers augmented by close tolerances of splines guaran-tee negligible vibration levels

Computer controlled two pressure level operation (optional)

RENK Multi Disk Clutch


Multi Disk Clutch Components


lo a d lim it G T

P L C

lo g ic fe e d b a c kt im e d e la y s

lim it a n a ly s isu n it c o n tro l

C O D A Gg e a r u n it

s h ipc o n tr o ls y s te m

L O P e l. p u m p s tu rn in g c o n tro l

D E o r G T

tu rn in g c lu tc h O N /O F F ; tu rn in g a h e a d /b a c k

o u tp u t s p e e d

in p u t s p e e d

lu b e o il te m p . b e h . c o o le r

b e a r in g te m p e ra tu re

lu b e o il p re s s u re

c o n tro l o i l p re s s u re

d iffe re n c ia l p re s s u re f ilte r

f r ic t io n c lu tc h e n g a g e d

b ra k e c lo s e d

tu rn in g d e v ic e O N

lo c k in g d e v ic e e n g a g e d

a c tiv a tio n re d u c e d c o n tro l o il p re s s u re

e n g a g e fr ic t io n c lu tc h

c lo s e b ra k e

s ta r t re le a s e

filte r p lu g g e d

fr ic tio n c l. O N /O F F

b ra k e O N /O F F

S S S -c lu tc h O N /O F F

a n a lo g o p e ra tin g d a ta

e l. p u m p s to p

e m e rg . s to p c o n tro l o il p re s .

e m e rg . s to p lu b e o il p re s .

fr ic tio n c lu tc h O N

fr ic t io n c lu tc h O F F

S S S -c lu tc h re a d y /O F F

o v e rr id e (In te rn a l lo g ic lim ita tio n s )

Programmable Logic Control – Example CODAG

Gear LOP

Touch Screen


Common Auxiliaries

Turning

Gear

Shaft

Brake

Locking

Device

Use of common

Auxiliaries

throughout

numerous

marine gears


Locking device


500 reduction gear units installed since 1991 on Navy and Coast Guard ships, 150 on fast ships with water jet propulsion

Vessels with RENK gears, operating nearly faultlessly and representing a cumulative 4 million kW of installed power

CODAG reduction gear for the US Coast Guard's National Security Cutter

ILS synergy: Common parts (e.g. clutches, hydraulic parts, coolers, bearings, seals), operational features (PLC system, emergency operation), and service provisions for Deepwater NSC and OPC vessels.

CODOG reduction gear for the US Navy's X-Craft (now FSF1, "Sea Fighter")

Low Noise signature with rigidly mounted gears.

RENK meets tight delivery schedules, spec and contract price

RENK CODAG reduction gears on NSC with NGSS and LCS with Austal: close involvement with the US shipbuilding industry.

RENK Marine Gear Application Highlights

Documents

Selection Criteria for OPV Propulsion SystemsDiesel 16V 7.2 1000 - 1300 190 2 14.4 Genset DE 12V 5.2 1000 - 1300 210 2) 1 (5.2) Electric Motor 2.4 1800 228 3) 2 4.8 Diesel 16V 6.7