Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

8. Auxiliary machineryoutfitting
8.1. The hybrid turbocharger containing high speed motor-generator As one of the economization methods of large sized diesel engine, the turbo-compound system for driving generator by a part of exhaust gas being led to exhaust power turbine without through turbocharger has been developed and realized, and Mitsubishi Heavy Industries, Ltd. has developed the hybrid turbocharger in which motor-generator is connected to rotor of turbocharger on the basis of MET42MA and they have completed its mechanical test operation1). The hybrid turbocharger has the following advantages in comparison with the ordinary turbine compound system; (a) The piping among the relative machinery equipments like power turbine etc. is unnecessary and so it is the space saving type. Also, it is highly efficient due to the reason that there is no energy loss within exhaust pipe and the change of energy is made direct by turbine of turbocharger. (b) It is possible to substitute for the electric auxiliary blower in case of 2 cycle engine. Since the input power of turbocharger decreases by introduction of hybrid turbocharger, the efficiency of turbocharger itself has been increased by the improvement of design in regard to the apparent decline of efficiency of turbocharger. Also, the diameter of silencer has been increased so that the enough air passage is secured even in the case of installation of motor-generator. The main particulars of motor-generator, and the structure and the state of assembling of hybrid turbocharger are respectively shown in Table 8.1, Fig.81 and Fig.8.2. The active rectification using high speed switching device is adopted to change the generated high frequency to 60Hz with 3 phase alternating current inverter so that the system is made to have the function of motor together. However, the turbocharger of MET42ME is small type which operation is made in about 20,000 revolutions in a minute and which frequency is extremely high, and therefore, it will be necessary to develop the technology of power electronics that will make it possible to put it to practical use with such number of revolution in order to have further development of the turbocharger of big capacity in future. Table 8.1 Major specifications of the motor-generator 1)

Fig.81 Cross-sectional diagram of Hybrid Turbocharger1) 1

Fig.8.2 Hybrid Turbocharger under assembling1)

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

8.2. The development of high temperature superconductivity motor for propulsion power The research team of the industries and universities, which project leaders are Tokyo University of Marine Science and Technology and the Japan Railway Construction, Transport and Technology Agency, have developed a trial machine of the axial gap type high temperature superconductivity synchronous motor.2) In this machine there is used a magnet of the high temperature superconductivity wire coil without iron core as a rotational field magnet and it is the first axial type coreless electric motor in the world. The design specifications are maximum 230 revolutions per minute, output of 100kW, external diameter of 85 cm and length of 50cm. The outside view and internal structure are shown in Fig.8.3. The axial gap type motor is simple in structure and it is suitable for handy type as the both faces of field-pole can be used. As the way which prevents the intrusion of heat from wiring of electricity supply to high temperature superconductivity coil, there are a method to use copper lead of long length and a method to use the high temperature superconductivity materials for a part of lead. The latter is the method which utilizes the characteristics that the heat conductivity is extremely low (1/100 of copper) in addition to no heat emission and zero resistance under the superconductivity condition of superconductivity materials. In this machine, the new lead, which has been made use of new bulk lead in a mass of crystal of high temperature superconductor that is able to conduct electric currency over 300 A at minus 183 degrees centigrade, has been developed and the heat intrusion could be prevented without use of copper lead of long length, and therefore, it has been successfully realized to make the axial length of motor smaller and more handy. Now, other special features are as follows; (a) Due to coreless rotational field pole it is possible to increase the conduction of electric currency with the capacity improvement of superconductivity wire materials, and so, it can be expected to provide with more high torque and to make the product further smaller. (b) As regards the cooling of coreless rotational field-pole magnet provided with 8 poles, the kind etc. of poles can be changed every 8 poles as one set, since it is of the conductive cooling structure such that the easy and stable cooling can be carried out by many kinds of coolants and the field magnet is not merged by coolant. Also, since the field magnet structure can be formed by combination of permanent magnet and superconductivity magnet, it is possible to continue the ships propulsion with use of the part of field magnet of permanent magnet even in the event of standstill of refrigerating machine due to its break-down. (c) The armature can be cooled both by water and by oil and also the cooling by liquefied nitrogen is possible, and further, it will be possible to form armature coil with high temperature superconductivity materials in future.

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Upper side armature coil

Lower side

HTS bulk cryo-magnets

(a) Axial gap type HTS motor

(b) Cross-sectional diagram of HTS motor

Fig. 8.3 HTS motor for ship propulsion2)

8.3. The various kinds of safety control equipment The Technical University Dresden and German Aerospace Centre have jointly developed the tip clearance of turbo machinery (the space between tip of moving blade and casing) and the tip clearance sensor applied the technology of laser Doppler to measure the vibration of moving blade.3) The chip clearance always changes by the mechanical and heat influence, and also, the reasonable saving-energy can be realized by minimizing these vibrations, although the vibrations are in level of micro meter order. The tip clearance has been measured by sensor which has been utilized the electric-static capacity in the past, and therefore, it has been applied only to metallic moving blade as its accuracy has been low. The measurement method applied laser technology is the way which takes measurements of tip clearance by the calculation with application of Doppler principle to two frequencies having different numbers of wave length, and it can be applicable for moving blade made of ceramics and compound materials. The outline of the equipment is shown in Fig.8.4. On the performance test of trial machine, the tip clearances below 20m of moving blade, which has passed the measurement point 22,000 times in a minute, could be taken measurements. Moreover, the cooling system is combined to sensor so that the measurement can be made under the condition of 300 degrees centigrade.

(a) Experimental apparatus

Fig. 8.4 Tip clearance sensor based on Laser Doppler principle 3)

(b) Sensor unit

Mitsubishi Heavy Industries, Ltd. has developed the monitoring system of the ships propulsion capacity to verify the difference between the results of sea trials and designed capacity and the properness of designed sea margin etc. by the capacity analysis carried out taking into account the influence of wind and wave etc. with monitoring actual navigational conditions of the ship, and they have completed the 3
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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

verification on board the actual ship. 4) In this system each kind of signals is automatically recorded by the automatic recording system installed on board the ship and the accumulated data are analyzed by the data analysis system placed on land. Also, by additionally monitoring of the quantity of fuel consumption etc., not only propulsion capacity but also fuel consumption performance can be obtained and the information necessary for economical operation of ship can be acquired. Fig.8.5 shows the construction of the system, and also, the various signals are shown in Table 8.2. It is constructed of personal computer, communication board, amplifier and USP etc., and the data collected in the designated optional cycle (above 1 second) are put into one file every one hour, and the average file at every 20 seconds is produced for making the analysis easy with the production of 24 continuous files. Fig.8.6 is an example of data of time-wise measurement series recorded and kept in memory storage device. The analysis is usually carried out with this memory storage device being regularly replaced and the data being recovered, however, in the event of domestic navigation, it is possible to transfer the data from respective port of call with utilization of basket communication services.

Fig.8.5 System configuration scheme 4)

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Table 8.2 Example of measured items recorded by the monitoring system 4)

The measurement data recovered are made to voyage index files after the regular operation data are taken out and referred to the data from port of call etc. The poor data are manually removed in comparison with voyage chart etc. and at the same time the basic data of hull, machinery and propeller etc. and the characteristic data of main engine obtained on sea trials are input and such data are usable as the navigation data calculated by trend analysis, and then, the average of all voyages relating to each item is calculated as the final result. Fig.8.7 shows an example of the monitoring results of coastal ferry. The data rectified to the no-wind condition on the basis of the actual voyage data are very similar to the data of sea trials.

Fig.8.7 Ship speed-break horsepower curve (correction to a no-wind condition) 4) Fig.8.6 Measurement data time series plots4) Also, Kawasaki Shipbuilding Corporation has developed the similar automatic recording and analysis system, and they have carried out the analysis of actual navigation results of 147,000mtype LNG tanker5). They have reported that by this system they could make sure of the capacity of their newbuilding vessel and the usefulness of monitoring itself could be verified as well. For the surveillance of the conditions of 4 sets of pod propeller provided on Queen Mary 2, the surveillance system utilizing satellite communication of SKF has been installed and the data of vibration and temperature etc. are sent at real time to the ship and the control centre on land.6)7) MasCon48 system developed by SKF takes measures of not only temperatures of generator bearing and wire coil of each pod, but also vibration level and pattern of shaft and bearing, and at the same time, the system makes surveillance of the quality and change of lubricating oil with use of sensor and particle 5
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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

counter provided in lubricating oil sump. These data are transferred to the person in charge on board the ship together with the information for rectification of the conditions, if any, in the event that the abnormal condition has been detected or has occurred or could occur. Also, these data are sent via satellite communication system to the Condition Monitoring Centre of SKF in Sweden and to Rolls-Royce Control Centre at the same time. The most important technological point of this monitoring system is to exactly detect weak signal under the circumstances that there are many noises. This technology has been realized by successful amplification of weak signal detected in noises with use of mathematical method on the basis of accurate algorithm. 8.4. Auxiliary equipments for propulsion and supplemental matters Acturus Marine has made public the successful development of the most modern TRAC stabilizer which is able to control roll or tilt regardless of the time when the ship is navigating or drifting.8) This system can be installed on not only newbuilding vessel but also the existing vessel. The active control technology has been used for this system in which the stabilization is made by 2 stabilizer units and which is possible to automatically match to all waves and all levels of ships speed. The setting up is made by LCD touch panel in bridge and the stabilization is always maintained in a way such that lift is instantly generated towards control of roll and tilt concurrently with roll or tilt has been perceived by pitch angle. Niigata Power Systems Co., Ltd. and Miho Shipyard have jointly developed the hybrid propulsion system with use of propeller fitted the rudder driven by electric motor. 9)10) As shown in Fig.8.8, this system consists of main compulsion equipment driven by diesel and Contra-rotating rudder propeller driven by electric motor, and the fuel consumption rate can be reduced by about 15% by this system with the improvement of operational performance. This system has already been installed on a fishing boat which allover length is 76m and the service speed of 16.20kt has been confirmed. The propeller combined to rudder turned up to 90 degrees towards both sides, and the operation including the movement sideways has become possible concurrently with use of bow thruster, and therefore, it has made possible to conduct the quick operation of arrival at and departure from port. Also, the ship can maneuver by either of main or auxiliary propulsion system only, and so, the system abounds in redundancy.

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

(a) Hybrid propulsion system 9)

Another load Generator

IGBT Inverter Propulsion

CPP unit

Reduction gear

Main Engine

(b) Diagram of Hybrid propulsion system10)

Fig.8.8 Hybrid propulsion system In December, 2007, Imabari Shipbuilding Co., Ltd. has acquired the patent of hybrid fin which they had continued the development.11) As Fig.8.9 shows, this is what 2 dimensional fins of wing shape at middle of rudder are combined with non-symmetrical type fins on both sides and aims at the saving-energy effect by changing the rotational energy generated by propeller to propulsion energy. Although the effect is different depending on ships hull shape, the saving-energy effect of 3-5% has been verified by sea trials of the actual ship. From now on, Imabari Shipbuilding Co., Ltd. is planned to install this system as their standard equipment on board handy-sized bulk carrier, cape-sized bulk carrier and product tanker etc. to be built by their group yards as series of vessel. Van den Velden Marine Systems has developed Dolphin XR which is the improved type of Dolphin maneuvering system.12) The external view is shown in Fig.8.10. This system has been developed with the view of reducing the fuel consumption and resistance force of the ship cruising in rivers and lakes, and in this system, with the alteration of shape of rudder plate and spoiler and the reduction of weight, the grease and lubricating oil are not used on bearings and the design concept is more friendly to the environment.

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Asymmetric aerofoil fin

Thrust flow

Swirl flow 2-dimensional aerofoil fin

Fig.8.9 Hybrid fin11) Fig.8.10 Dolphin XR system12) In order to economize the transportation cost by ship, it is required to make the size of ship larger in addition to the reduction of fuel consumption by the improvement of propulsion performance. However, since it is forced to accept the limit of draught in port in case of the ships size becoming larger, it is difficult to have larger diameter of propeller in proportion to the larger size of ship, and so, the decrease of propellers effect is unavoidable due to increase of propeller weight. Under the situation, Kawasaki Shipbuilding Corporation has developed the highly efficient propulsion system called Kawasaki Overlapping Propeller (OLP) Systemfor large-sized LNG tanker which has been positively utilized bilge vortex generated at stern.13) Kawasaki OLP System is able to effectively use rotational element of bilge vortex, and the effect of energy economization of large LNG tanker is more than 12% in comparison with single shaft vessel. Also, this system is applicable to all general commercial ships, and the more big effect of energy economization can be most likely expected especially for the ship of enlarged hull shape which generates strong bilge vortex. In the neighborhood of stern tube and at both sides against centre line of ships hull, there exists one pair of symmetrical bilge vortexes rotating inward. From the propulsion efficient point of view, the efficiency increases when the propeller is made to rotate in opposite direction against rotation of this bilge vortex. Fig.8.11 shows the relation between the position of propeller and the wake distribution taken measures under the state that a single screw ship had no propeller, and the bilge vortex is neither efficiently used at portside nor at starboard side. In case of 2 screw vessel, the rotational element of vortex cannot be efficiently used as far as the traditional arrangement of propellers is maintained, because the center line of propeller is positioned far from the center line of vortex. Therefore, in Kawasaki OPL System, one unit of propeller is shifted front and another one is shifted rear and they are overlapped near at centre line of ships hull as shown in Fig.8.12, and the centre of each propeller is positioned almost at centre of vortex as Fig.8.13 shows so that all of rotational element can be utilized. Also, due to making almost a half of propeller overlapped, shaft bracket and bossing are positioned at a part of slow flowing near centre line of ships hull, and therefore, the resistances of such supplemental matters becomes substantially small in comparison with the conventional 2 screw vessel.

Fig.8.11 Wake Distribution13)

Fig.8.12 Kawasaki Overlapping Propeller system13)

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Fig.8.13 Wake distribution of Kawasaki Overlapping Propeller System 13)

References 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) K. Shiraishi andY. Ono, Mitsubishi Heavy Industries, Ltd., Technical Review, Vol.44, No.1 (2007-3) 49-51. JRTT Web http://www.jrtt.go.jp/. IMAREMER(2007-February)42 S. Mizokami, et al.Mitsubishi Heavy Industries, Ltd., Technical Review, Vol.44, No.3 (2007-9) 39-44. Y. Iwasaki, et al.Kawasaki Technical Review, No.166 (2008-1) 22-25. IMAREMER(2007-June)41 the Sweden-based SKF Group Web http://www.skf.com/ IMAREMER(2007-September)53 IMAREMER(2007-February)43 Journal of Fishing Boat and System Engineering Association of Japan,(2007-12)45-47 Japan Shipbuilding Digest No.6(2008-2)3 IMAREMER(2007-November)43 Y. Iwasaki, et al.Kawasaki Technical Review,No.166(2008-1)30-33.

[Hajime Yoshida]

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