Principles of naval engineering - Historic Naval Ships Association

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PRINCIPLES OF NAVAL ENGINEERINGSeries-parallel units are being used on some ofthe more recent naval combatant vessels, suchas DEs, DDs, and CVAs.6. Type IV (cruising geared and ventedunit).— The Type IV propulsion unit consists ofa crusing element, HP element, and LP elementeachcontained in a separate casing. The cruisingturbine is connected in tandem through acruising reduction gear to the forward end ofthe HP turbine. The cruisingturbine contributespower to the propeller shaft for powers up tothe most economical point of operation, and forhigher powers it is idled in a partial vacuumand supplied with cooling steam to prevent overheating.For cruising power, steam is admittedto the cruising turbine and then exhausted to theHP turbine inlet, and thence from the HP turbineexhaust into the LP turbine through a crossoverpipe. The arrangement of the HP and LPturbine is identical to the Type II units. It ispossible to disconnect the cruising turbine to allowfor repair. Once disconnected, the HP turbinemay be placed in service.All of these six types of propelling units containan astern element for backing or reversing.An astern element is located in each end of adouble flow LP turbine casingor canbe in eitherend of each single- casing turbine or single flowLP turbine.Figure 12-23 illustrates the flow of steamin a Type IV propulsion unit when the cruisingturbine is in use; figure 12-24 illustrates theflow of steam at higher rates of operation.Astern elements in noncombatant ships areusually velocity-compounded impulse stages(Curtis stages) mounted in the exhaust end ofthe ahead turbine. Astern elements in combatantships are velocity-compounded (Curtis)stages installed at each end of the low pressureturbine. Each astern element has its own steaminlet but the admission of steam to both elementsis controlled by one astern throttle. Theastern elements exhaust through the low pressureturbine exhaust chamber to the condenser.Figure 12-25 illustrates the flow of steam forastern operation in a Type IV propulsion unit.Figure 12-26 illustrates a typical highpressureturbine. This turbine has one velocitycompoundedimpulse stage followed by elevenpressure-compounded impulse stages; hence itis a pressure-velocity-compounded impulseturbine.A low pressure double-flow turbine is shownin figure 12-27. Note the astern elements.This particular lowpressure turbine is a straightstage; the remaining seven stages are pres-reaction turbine. In some ships, double-flowpressure- compounded impulse turbines are usedas low pressure turbines.A typical cruising turbine is shown in figure12-28. This is an eight-stage impulse turbine.The first stage is a velocity-compounded (Curtis)sure-compounded (Rateau) states. The turbineis therefore a pressure-velocity-compoundedimpulse turbine.Unlike the geared turbine propulsion plants,the turboelectric drive installations have a singleturbine unit for each shaft. Figure 12-29 showsthe general arrangement of a turboelectric propulsionunit. As may be seen, the plant includesa turbine, a main generator, a propulsion motor,a direct-current generator for supplying excitationcurrent to the generator and the propulsionmotor, and a propulsion control board.Although the speed reduction is brought aboutelectrically, rather than by the use of reductiongears, the speed reduction ratio between turbineand propeller in the turboelectric drive is approximatelythe same as it is in the gearedturbine drive.One of the outstanding differences betweenthe geared turbine drive and the turboelectricdrive is that the turboelectric drive does nothave an astern element. In the turboelectricdrive, the direction of rotation of the propulsionmotor controls the direction of rotation of thepropeller. Hence there is no need to reverseturbine rotation for astern operation.PLANT OPERATIONOperating a ship's propulsion plant requiressound administrative procedures and the cooperationof all engineering departmental personnel.The reliability and the economical operationof the plant is vital to the ship's operationalreadiness.A ship must be capable of performing anyduty for which it was designed, A ship is consideredreliable when it meets all scheduledoperations and is in a position to accept unscheduledtasks. In order to do this, the ship'smachinery must be kept in good condition sothat the various units will operate as designed.In order to obtain economy, the engineeringplant, while meeting prescribed requirements,must be operated so as to use a minimumamount of fuel. The fuel performance ratiosare good overall indications of the conditionof the engineering plant and the efficiency of336
IChapter 12- PROPULSION STEAM TURBINESHIGHPRESSUREVALVES2HIGH PRESSURE STEAMV////A INTERMEDIATE PRESSURE STEAMLOW PRESSURE STEAMEXHAUST STEAMFigure 12-23,— Flow of steam in Type IV propulsionunit (cruising turbine in use).147.98the operating personnel. The fuel performanceratio is the ratio of the am.ount of fuel oil usedas compared to the amount of fuel oil allowedfor a certain speed or steaming condition.The fuel performance ratio, which is reportedon the Monthly Summary, is a general indicationof the ship's readiness to operate economicallyand within established standards. Indetermining the economy of a ship's engineeringplant, the same consideration is given to337
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PRINCIPLES OFNAVAL ENGINEERINGPrepa
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CHAPTER 8INTRODUCTION TO THERMODYNA
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CHAPTER 10PROPULSION BOILERSIn the
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CHAPTER 22DIESEL AND GASOLINE ENGIN
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CHAPTER 23GAS TURBINESThe gas turbi
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Chapter 24. -NUCLEAR POWER PLANTSCL
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. STEAMChapter 24. -NUCLEAR POWER P
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Chapter 25. -NEW DEVELOPMENTS IN NA
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Chapter 25, -NEW DEVELOPMENTS IN NA
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INDEXComponents and accessories-Con
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INDEXMain line shaft bearing, 96Mai
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INDEXShipboard electrical systems-C
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