Engine Propeller Matching Research Articles

Propeller selection optimization on mini LNG ship based on engine propeller matching approach

Mini LNG Carrier Ship is specially designed for the purpose of distributing Liquefied Natural Gas (LNG) throughout Indonesia and supporting the national program of generating 35.00 MegaWatt (MW). Indonesia’s vast territory with long distances requires an efficient transportation, including Mini LNG Carrier Ship to reduce costs, especially fuel and emission levels that meet the EEDI criteria set by the International Maritime Organization (IMO). One of the efficiency factors of Mini LNG Ship Carrier is obtained by optimizing the design, especially to the propulsion system. The propulsion system consists of the main engine and propeller. This study focuses on the selection of ship propulsion propellers, especially the type and number of propeller blades. The good propeller will have an impact on the level of energy efficiency. The research method used is a computational simulation using the Engine Propeller Matching (EPM) method. The study tested the B-Series propeller with an alternative number of propeller blades are (z) = 3, 4, 5, 6, and. 7. Calculating simulation results show that the analysis of the EPM computational results at 10 knots service speed, shows that the B6.40 propeller has a better efficiency value than the other propeller types (z = 3, 4, 5, and 7). Propeller type B6.40 produces a good level of efficiency according to the planned 2 x 250 KW engine performance diagram.

ANALISIS ENGINE PROPELLER MATCHING PROPULSI KAPAL IKAN TRADISIONAL DENGAN PTO GENERATOR

This paper presents an analysis of power take off (PTO) generator connected to main engine and its effects to engine overload and ship speed. The purposes of research is to determine the safe operation of PTO generator by adjusting the ship speed. The PTO generator is a generator coupled with main engine to drive a cooling machine. The analysis of engine propeller matching method is used to determine the working points of ship propulsion coupled with PTO generator. The results of simulation show that the output power of main engine decreases by 8.4% of maximum continuous rating (MCR) point with the maximum speed is 5.4 knots. When it is connected to PTO generator, the output power of main engine does not decrease. It can be operated to MCR point with the maximum speed is 5.1 knots.

Development of Optimum Design B-Series Propeller with Engine Propeller Matching, A Case Study 60-Meters Patrol Boat

in preliminary ship design and ship propulsion systems, it is important to have a simple method of determining the optimization of the propeller diameter and propeller efficiency, as the minimum input data to arrive at a rough estimate of performance. This problem can be solved using propeller diagrams of the open water test series or polynomial regression. This research will introduce an optimization method for the design of the B series. The propeller design process, which was carried out as a single objective function using the MatLab code numerical method, encountered problems due to cavitation, required propeller thrust and engine propeller matching. Engine propeller matching is the matching of engine power, the hull and the propeller to achieve design speed with optimal efficiency. This research focus on case study results of testing a patrol boat with a length of 60 m. By using a computer program, this 60m patrol boat is able to reach a speed of 23.5 knots using a B5-92 and an engine power of 2935 kW with an efficiency of 64.2%. Using the DESPPC program, the 60m patrol boat is able to reach a speed of 23.5 using a B5-989 and an engine power of 2927 kW with an ETA-O efficiency of 64.5%. It can be concluded that the small computer program can be used as a B-Series propeller optimization method. For future research, this method will be developed for the other series based on polynomial regression such as Gawn series and Kaplan series.

Engine propeller matching analysis on Fishing Vessel using inboard engine

Fishing vessels which are used for one day operations usually use outboard engines as their driving motor. However, to improve the performance of propulsion systems, and consequently the performance of ships, inboard engines are now being used. In this study, the propulsion system of a ship was modified by upgrading from an outboard to an inboard motor. Meanwhile, the study aims to obtain an optimal interaction between the propulsion system and the hull shape of the ship. It was conducted by calculating the ship's resistance using the van Oortmerssen method, and validating the result using the CFD method. Furthermore, thrust and torque calculations were performed to obtain the characteristics of the ship's propellers, and the results were validated using the CFD method. The result obtained from the calculation of the ship's resistance was a New Fishing Vessel engine power of 11 HP. 4 types of B-Series propellers characterized based on the size of their pitch, including 14.00 inch, 14.25 inch, 14.50 inch, and 14.75 inch were, analyzed using the engine propeller matching analysis. The results show that the propeller with the pitch size of 14.75 inches was the best, as it had a power of 100%, speed of 25.35%, and efficiency of 32%. Therefore, it was chosen as the new propeller for New Fishing Vessels.

Influence of EEDI (Energy Efficiency Design Index) on Ship–Engine–Propeller Matching

With the increasingly strict international GHG (greenhouse gas) emission regulations, higher requirements are placed on the propulsion system design of conventional ships. Playing an important role in ship design, construction and operation, ship–engine–propeller matching dominantly covers the CO2 emission of the entire ship. In this paper, firstly, a ship propulsion system matching platform based on the ship–engine–propeller matching principle and its application on WinGD 5X52 marine diesel engine have been investigated. Meeting the energy efficiency design index (EEDI) regulation used to calculate the ship CO2 emission is essential and ship–engine–propeller matching has to be carried out with EEDI into consideration. Consequently, a procedure is developed combining the system matching theory and EEDI calculation, which can provide the matching results as well as the corresponding EEDI value to study the relationship between EEDI and ship–engine–propeller matching. Furthermore, a comprehensive analysis is performed to obtain the relationship of EEDI and system matching parameters, such as ship speed, effective power and propeller diameter, reflecting the trend and extent of EEDI when changing these three parameters. The results of system matching parameters satisfying different EEDI phases indicate the initial value selection in matching process to provide reference for the design of ship, engine and propeller under the EEDI regulations.

Design of Software for Calculation and Analysis Engine Propeller Matching

The criteria of a good ship are not only could floating in the sea, but it should have a very complex construction development planning. Longitudinal and transversal strengths, stability, flood, bulkhead, ship motion etc. were interrelated criteria that should be calculated for safety and comfort of the ship, passenger and cargo passenger. Matching point is an operating point of main engine same with the load character of propeller. In another word, the operating point of main engine rotation, where absorbed power by propeller is equal by produced power by main engine, and delivery equal speed with planned service speed. One step in ship design evaluating is EPM (“Engine Propeller Matching”). The lack of available software to analyze relationship between characteristics of propeller with main engine and hull, causing the calculation of EPM (Engine Propeller Matching) takes more time. Java is a very popular application, especially for enterprise application. So, that Java applications can be used to build a programming language of Engine Propeller Matching.

Optimising the engine-propeller matching for a liquefied natural gas carrier under rough weather

Dual-fuel Diesel engines have become the most interesting alternative for liquefied natural gas carriers (LNGCs) since they are able to use boil-off gas as fuel. However, there is a lack of studies about the optimisation of propulsion system selection considering weather conditions in an integrated approach. Thus, the present work aims to provide a comprehensive approach to perform the optimisation of engine-propeller matching for an LNGC under rough weather. A weather condition was included in the assessment of total resistance and thereby affected the propeller’s open water efficiency, shaft speed and brake power. Constraints were included to the approach in order to avoid propellers that could present issues concerning strength, cavitation and vibration. A differential evolution optimisation algorithm was applied to minimise the fuel expenditure of propulsion for a round trip. The case study was designed using an LNGC with cargo capacity of 175,000 m3 sailing in laden condition from Lake Charles to Tokyo Bay, via Panama Canal, and returning in ballast. All suitable matchings for 5346 propellers were found in 2.8 h and over 28% of them were constrained. The method has shown gains up to 19% of fuel expenditure reduction. The required brake power was approximately 20% higher for rough weather than for still water. Therefore, the approach used here has shown a significant gain and highlighted the value of exploring a broad range of propellers and engines in an integrated manner, as well as considering the weather condition.

Study of Engine Propeller Matching for High-Speed Vessel with Gawn Series Propeller

At the stage of ship design, in addition of use up to date software can also need model test to verify the results of the calculation, such as resistance test, open water test, self propulsion test which associated powering of the ship. Beside of these, engines propeller matching is required to determine the load engine characteristics and ship speed associated propeller used. In this study, high speed vessel with Gawn series propeller type is used. Based on EPM results known that at 28 knots of speed, propeller has a high enough efficiency around 0.56 in rough hull condition. By using the CAT 280-8 engine, at 1000 rpm, ship speeds can reach about 30.5 knots and power requirements is 2400 kW.

B SERIES ENGINE PROPELLER MATCHING Studi Kasus Kapal Kontainer 100 TEUs

The alignment of the propulsion system on the vessel will greatly affect the magnitude of the resulting effectiveness to the speed of the vessel. To get a good system required a synchronization between the performance of propellers with the ship propulsion engine. Alignment that commonly known as engine propeller matching is done by finding the intersection between propeller characteristic graph with Thrust load coefficient at the operational point. The engine is adjusted as needed and can be optimally utilized based on the needs and characteristics of propeller. This paper will present propeller matching engines of propeller type B-Series 4-65 used on 100 TEUs Container Ships. Based on the load calculation results obtained propeller efficiency at 12 knots speed is only 0.43 far from the maximum efficiency that can be obtained. By using CAT 3516B engine type maximum speed 100% MCR that can be reached is 12 knots in rough hull condition.

Analysis of Engine Propeller Matching of DC Motor as a Main Propulsion

The development of ship always searches through the most benefits system for reducing costs of propulsion system without increase pollution. Diesel propulsion system or also known as conventional propulsion system is efficient but requires high operating costs and increase high level of marine pollution. Electrical propulsion system is using electric motors as the prime mover of the propeller. There are 2 types of electric motors that will be used for research of electric propulsion system, there are; DC motors and three-phases induction motor. As the use of DC motor as a prime mover for this electrical propulsion system, this study determines the characteristic between voltage terminal with torque and also field current with torque. It results that torque produced by the DC motor is in the same magnitude with the speed (RPM). The higher the speed have shaped the value of the torque. The input and terminal voltages adjusts all variables and results. In this study, different field voltage creates different pattern of motor envelope. Its manner to propeller curve occurs total different results. With field voltage of 50 V, the ranges of motor envelope immoveable in the point of 150% of present speed and 160%. While field voltage of 60 V serves larger ranges of motor envelope which possible to reach further than 50 V curve.

Efficient and multi-objective cavitating propeller optimization: An application to a high-speed craft

The design of a propeller for a high-speed craft is addressed by using a multi-objective numerical optimization approach. By combining a fast and reliable Boundary Elements Method (BEM), a viscous flow solver based on the RANSE approximation, a parametric 3D description of the blade and a genetic algorithm, the new propeller shape is designed to improve the propulsive efficiency, reduce the cavitation extension, increase the cavitation inception speed and maximize, at the same time, the ship speed. Rather than by constraining the propeller delivered thrust, indeed, the proposed procedure works together with an engine-propeller matching algorithm that, each time a new propeller is defined, identifies the achievable maximum ship speed and the resulting engine functioning point that turn in additional goals for the multi-objective optimization. A set of optimal propellers, obtained through the design by optimization based on potential flow calculations (via the Boundary Elements Method), are selected for additional viscous analyses (RANSE calculations) in order to further validate the results of the BEM calculations and provide a deeper insight into the complex flow fields of high speed propellers. Among this subset of optimal configurations, a final geometry is selected to verify the reliability of the design procedure by means of dedicated cavitation tunnel tests and full-scale measurements on a high-speed craft provided by Azimut|Benetti.

Numerical Design and Performance Analysis of a Tug Boat Propulsion System

The aim of this project is to design and analyze the propulsion system for a tugboat for optimum performance. In so doing, certain approved procedures were followed; these procedures included getting the desired tugboat dimension, using ITTC methods, Gertlers charts, Bp charts etc. to estimate the bare hull resistance of the tugboat, estimating the effective power that must be employed to overcome this tug resistance. Numerical software code was developed to determine the various performance indicators of the propulsion system. The effective power was used as a basis for selecting the main engine and designing of a suitable propeller capable of propelling the tugboat for the various sea state were evaluated. Propeller cavitation was also put into consideration during this design. Hence in matching the engine to the propeller a series of calculations were done across a speed range of 300 - 500 rpm in other to effectively ascertain the engine-propeller matching point. The result shows that the point of engine-propeller matching is at 335 rpm and 2550 KW respectively. This provides a guide for the selection of a main engine with an acceptable sea service margins. All designs were done in accordance to classification organization and regulations.

Neural Network-Based Engine Propeller Matching (NN-EPM) for Trimaran Patrol Ship

In recent years efforts on reducing fuel consumption has become the greatest issue related to energy crisis and global warming. The reduction of fuel consumption can be obtained, if the ship propulsion could be operated in its best performance level. Generally this is done by an appropriate analysis of engine propeller matching (EPM). In this study an EPM based on neural-network method, or NN-EPM, is established to predict the best performance of main engines, leading at minimum fuel oil consumption. A trimaran patrol ship is selected as a case study. This patrol ship is equipped with two 2720 kW main engines each connected to a controllable pitch propeller (CPP) through a reduction gear. The input parameters are ship speed V and service margin SM, with the corresponding output parameters comprise of engine speed nE, engine break horse power PB, propeller pitch P/D, and the fuel consumption FC. An NN-EPM 2-20-15-4 configuration has been constructed out of 100 training data and then validated by 30 testing data. The maximum relative error between results from NN-EPM and EPM analysis is 2.1%, that is in term of the fuel consumption. For other parameters the errors are well below 1.0%. These facts indicate that the use of NN-EPM to predict the main engines's performance for trimaran patrol ship is satisfactory.

ANALISA TEKNIS OPTIMALISASI SISTEM PROPULSI KAPAL IKAN MENGGUNAKAN CVT GEARBOX

The propulsion system of traditional fishing vessels until this time generally still using a single transmission gearbox. Transmission system with a single speed gearbox cannot operate at the optimum operation main engine, causing the engine operation is unefficient. To obtain the optimum operational of propulsion system is carried out loading curve analysis method using ANLOVA software and engine propeller matching. Calculation of ship resistance using Maxsurf with Ootmerssen method and DelfIII. The calculation result of ship resistance using both method is analyzed to obtain constraints on the ship accordance with the LSE method. The analysis of matching engine propeller data obtained from CVT gearbox ratios setting in the range of 5 to 9. The impact of setting the ratio obtained the spesific fuel consumption reduction of 6gram/kw/h or 720 gram/hour at speed of 7 knot, meanwhile the highest fuel consumption reduction obtained at the point of operation of 5:48 speed knots with a decrease spesific fuel consumption 21 gram/kW/h or 1260 grams/hour.