Textos de Apoio (pdf)

The recommended use of a relatively
high light running factor for design of
the propeller will involve that a relatively
higher propeller speed will be used for
layout design of the propeller. This, in
turn, may involve a minor reduction of
the propeller efficiency, and may possibly
cause the propeller manufacturer to
abstain from using a large light running
margin. However, this reduction of the
propeller efficiency caused by the large
light running factor is actually relatively
insignificant compared with the improved
engine performance obtained when
sailing in heavy weather and/or with
fouled hull and propeller.
Use of layout and load
diagrams - examples
In the following, four different examples
based on fixed pitch propeller (FPP)
and one example based on controllable
pitch propeller (CPP) are given in order
to illustrate the flexibility of the layout
and load diagrams.
In this respect the choice of the optimising
point O has a significant influence.
Examples with fixed pitch propeller
Example 1:
Normal running conditions, without
shaft generator
Normally, the optimising point O, and
thereby the engine layout curve 1, will
be selected on the engine service
curve 2 (for heavy running), as shown
in Fig. 19a.
Point A is then found at the intersection
between propeller curve 1 (2) and the
constant power curve through M, line
7. In this case, point A will be equal to
point M.
Once point A has been found in the
layout diagram, the load diagram can
be drawn, as shown in Fig. 19b, and
hence the actual load limitation lines
of the diesel engine may be found.
Example 2:
Special running conditions, without
shaft generator
When the ship accelerates, the propeller
will be subjected to an even larger
load than during free sailing. The same
applies when the ship is subjected to
an extra resistance as, for example,
when sailing against heavy wind and
sea with large wave resistance.
In both cases, the engine’s operating
point will be to the left of the normal
operating curve, as the propeller will
run heavily.
In order to avoid exceeding the
left-hand limitation line 4 of the load
diagram, it may, in certain cases, be
necessary to limit the acceleration
and/or the propulsion power.
If the expected trade pattern of the
ship is to be in an area with frequently
appearing heavy wind and sea and
M: Specified MCR of engine
S: Continuous service rating of engine
O: Optimising point of engine
A: Reference point of load diagram
M: Specified MCR of engine
S: Continuous service rating of engine
O: Optimising point of engine
A: Reference point of load diagram
Power
1 2
Shaft generator
6
A=M
7
O SG
S
SG MP
Propulsion curve
for heavy running
Engine service curve
for heavy running
Engine speed
Point A of load diagram
Line 1: Propeller curve through optimising point (O)
Line 7: Constant power line through specified MCR (M)
Point A: Intersection between lines 1 and 7
SP
Power
7
5
4
1 2 6
4 1
Engine service curve
for heavy running
3.3% A
2
Shaft generator
6
5% A
A=M
7
5
O
S
MP
SP
Propulsion curve
for heavy running
Engine speed
3
5% L 1
Fig. 21a: Example 3 with FPP – engine layout with SG (normal case)
Fig. 21b: Example 3 with FPP – load diagram with SG (normal case)
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