DYNAMIC POSITIONING CONFERENCE October 14-15 ......Steerprop Ltd PO Box 217 Steerprop Ltd. P.O. Box...
Transcript of DYNAMIC POSITIONING CONFERENCE October 14-15 ......Steerprop Ltd PO Box 217 Steerprop Ltd. P.O. Box...
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DYNAMIC POSITIONING CONFERENCEOctober 14-15, 2014
THRUSTERS
Unsurpassed Efficiency, Dual-End CRP Technology
Return to Session Menu
Kari KyyröSteerprop
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A i thi U it T / StAzimuthing Unit Types / Steerprop
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Azimuthing UnitsAzimuthing Units with Contra-Rotating Propellers (CRP)
Combining DP-Capability with Outstanding Fuel Economy
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D l E d CRP P lDual-End CRP PropulsorBASIC PRINCIPLES
• Mechanical power transmission• Fixed pitch propellers• Dual-End CRP configuration• Simple construction• Torque sharing• Available up to 20...25 MW
Efficiency and rugged mechanical reliability
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Torque SharingTorque Sharing
Slow, large propellers
Two gear contacts share the torque
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Increased Propeller AreaIncreased Propeller AreaIncreased Propeller AreaIncreased Propeller Area
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Forwardpropeller
Aftpropeller
Energy RetrievalEnergy Retrieval
Retrieval of rotational energyCRP
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Body InteractionBody Interaction
Favourable Favourable gear pod ↔ propeller gear pod ↔ propeller interactioninteractioninteraction interaction counteracts gear pod counteracts gear pod resistanceresistance
BodyBodywakewake
BodyBodywakewake Large gear & high Large gear & high
torque capacitytorque capacitywithout sacrificingwithout sacrificing
ffffefficiencyefficiency
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Dual-End CRP PropulsorDual End CRP PropulsorHYDRODYNAMIC PERFORMANCE
1. Large slower propellers • torque sharing
2. Increased propeller disc area 3. Retrieval of rotational energy
• CRP concept
4. Pulling front propeller • Undisturbed inflow for little• Undisturbed inflow for little
cavitation and low excitations
5. Beneficial propeller ↔ body hydrodynamic interaction
High efficiency High efficiency -- Low pressure pulsesLow pressure pulses
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Dual-End CRP Azimuth Propulsion
vs.Other PropulsorOther Propulsor Configurationsg
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Case Study: High Speed PSV
Operational profile:• 14 hours loading at docksideg• 16 hours discharging on DP• Sailing in and out, 15 knots• Power 2 x 2460 kW diesel-electric• Service speed 15 knots at 90% MCR• DP at 15% average power
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Case Study: Propulsor Configurations
Open NSMB 19A Steerprop HJ3Opepropeller
NSMB 19A Nozzle
Steerprop HJ3 High Efficiency
Nozzle Dual-End CRP
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Case StudyPSV, 2x2460 kW, 15 knots @ 90%, DP @ 15% power
10%
ons
ley
0%
5%
emis
sio
ard
nozz
l
19A-nozzle
-10%
-5%
mpt
ion
&
o st
and a
-20%
-15%
con
sum
mpa
red
t
HJ3-nozzle
-25%50 70 90 110 130 150 170 190
Sailing distance / nm
Fuel
com CRP
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Fixed vs. Controllable Pitch
Th t d i ffi i• Thrust producing efficiency: – FPP: ~same thrust per power^(2/3) independently of loading – CPP: low thrust per power^(2/3) at low loading (high rpm)
• Vibration and noise: – FPP: low rpm → low excitations at low loading – CPP: high rpm → high excitations at low loading possible
• Mechanical robustness & reliability FPP: simple construction– FPP: simple construction
– CPP: complex mechanism
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Fixed vs. Controllable Pitch (continued...)
P il bilit• Power availability: – FPP: some max. power restrictions in bollard and/or free sailing
o field weakening & well-selected design point → restrictions small – CPP: max. power available in both bollard and free sailing
• Reverse thrust by changing propeller rotation direction FPP: typically ~20% of max forward thrust available– FPP: typically ~20% of max. forward thrust available
o gear restrictions – CPP: typically ~55% of max. forward thrust available
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Dual-End CRP Azimuth Propulsion
in Icein Ice
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Testing at Aker Arctic
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Testing at Aker Arctic (continued...)
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Dual-End CRP in Ice
Hi h th t• High thrust
• Propellers far from each other No ice floes with simultaneous contact to both propellers– No ice floes with simultaneous contact to both propellers
• Concentrated wake– Excellent ice managementExcellent ice management – Flushing of the hull to reduce ice friction
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Dual-End CRP in Ice (continued...)
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ConclusionsConclusions• Ducted propulsors provide the highest bollard pull, but fuel p p p g p ,
economy isn’t so good for a typical operating profile
• Diesel-electric machinery with FPP propulsors provides a d ll f l ffi igood overall fuel efficiency
• Dual-End CRP provides the best fuel efficiency and also a high bollard pull g p
• Mechanically simpler FPP provides more rugged reliability than complicated CPP systems
• Dual-End CRP has excellent ice management properties
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Steerprop Ltd
P O Box 217
Steerprop Ltd.
P.O. Box 217FIN-26101 RAUMAFinland
Phone +358 2 8387 7900Fax +358 2 8387 7910Fax +358 2 8387 7910E-mail [email protected]
www.steerprop.com