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(WEEK – 9)
ME091313 ( 4 SKS)
Jurusan Teknik Sistem Perkapalan
ITS Surabaya
Ship Design
EFFECTIVE
it must meet the owner's needs as laid down in the ship
requirements.
(Capacity and size; Cargo handling; Influence of nature of
goods carried; Speed; Maneuverability; Machinery etc.)
EFFICIENT
It must carry out its functions reliably and economically.
(Economy; Availability)
SAFE
It must be able to operate under the expected conditions
without incident and to survive more extreme conditions
and accidents within an agreed level of risk.
The Design Process
FEASIBILITY STUDIES
The aim at the feasibility stage is to confirm that a design
to meet the requirements is possible with the existing
technology and to a size and cost likely to be acceptable
to the owner.
CONTRACT DESIGN
Once the owner has agreed to the general size and
character of the ship more detailed designing can go on.
The contract design, as its name implies, is produced to a
level that it can be used to order the ship from a
shipbuilder, or for a contract price to be quoted. At this
stage all major features of the ship will be fixed.
FULL DESIGN
The detailing of the design can now proceed leading to the
drawings, which are needed by the production department
to build the ship.
CRITERIA FOR CHOOSING THE MAIN ENGINE
Required horsepower
Weight
Space
Capital cost
Running costs
The ship’s requirement for electrical power and heat
Reliability and maintainability
The ship’s requirement for maneuvering ability and/or for
slow-speed operation
Ease of installation
Vibration
Noise and other signatures
Availability
Required Horsepower
EHP : Effective Horse Power
THP : Thrust Horse Power
DHP : Delivered Horse Power
SHP : Shaft Horse Power
BHP : Brake Horse Power
EHP
T : Thrust
(Gaya Dorong)
RT
THP : the power produced THP DHP SHP BHP
by the propeller’s thrust
Required Horsepower EHP = Vs x RT
THP = VA x T
PC = EHP / DHP
Propulsive Coefficient EHP : kW
Vs : m/s
s = DHP / SHP RT : kN
Shaft Efficiency
G = SHP / BHP Vs
Gear Efficiency
= H x O x R
PC G
s
EHP RT
THP DHP SHP BHP
Required Horsepower
Type of propulsion
Number of propulsion
Weight & Space
As far as the main engines are concerned space and weight generally
go together, but if a trade-off between weight and space is possible,
then ships designed on a deadweight basis should be fitted with the
lighter machinery, even if this takes more space, whilst those
designed on a volume basis should be fitted with the less bulky
machinery even if this is heavier.
In the design of warships, planning craft and catamarans, the need for
a high speed from a relatively small ship makes the power/weight
ratio a matter of vital importance.
PROPELLER
HULL
ENGINE
Engine Propeller Matching
Speed, Vs
Resistance, R
1
HULL
R Ct SVs2
2
Ct : Resistance Coefficient
Thrust, T T = R / (1-t) : sea water density
S : wetted surface area
(required) T = 0.5 Ct S Vs2 / (1-t) Vs : ship speed
Engine Propeller Matching
Advance Va = Vs (1-w)
velocity, Va
Thrust, T
(produced) T = k T n2 D4
Engine Propeller Matching
Va = Vs (1-w)
Thrust, T Thrust, T
(produced) (required)
T = 0.5 Ct S Vs2 / (1-t)
T = k T n2 D4 T = 0.5 Ct S Va2 / (1-t)(1-w)2
KT = (0.5 Ct S / (1-t)(1-w)2D2) (Va/ nD)2
KT = J2 Propeller load characteristic
T = k T n2 D 4
Q = kq n2 D5
Kq
Kt
n = Va / JD
Propeller Curve
EHP : Effective Horse Power
THP : Thrust Horse Power
DHP : Delivered Horse Power
SHP : Shaft Horse Power
BHP : Brake Horse Power
Vs
T : Thrust
BHP
f{n3}
N
Pressure Charging
A naturally aspirated engine draws air of
the same density as the ambient
atmosphere. Since this air density
determines the maximum weight of fuel
that can be effectively burned per working
stroke in the cylinder, it also determines
the maximum power that can be
developed by the engine. Increasing the
density of the charge air by applying a
suitable compressor between the air
intake and the cylinder increases the
weight of air induced per working stroke,
thereby allowing a greater weight of fuel to
be burned with a consequent rise in
specific power output.
Pressure Charging Method
The power expended in driving the
compressor has an important influence on
the operating efficiency of the engine. It is
relatively uneconomical to drive the
compressor direct from the engine by chain
or gear drive because some of the additional
power is thereby absorbed and there is an
increase in specific fuel consumption for the
extra power obtained. About 35 per cent of
the total heat energy in the fuel is wasted to
the exhaust gases, so by using the energy in
these gases to drive the compressor an
increase in power is obtained in proportion to
the increase in the charge air density.
The power expended in driving the compressor has an
important influence on the operating efficiency of the
engine. It is relatively uneconomical to drive the
compressor direct from the engine by chain or gear
drive because some of the additional power is thereby
absorbed and there is an increase in specific fuel
consumption for the extra power obtained. About 35 per
cent of the total heat energy in the fuel is wasted to the
exhaust gases, so by using the energy in these gases to
drive the compressor an increase in power is obtained
in proportion to the increase in the charge air density.
There are a number of advantages of pressure charging
by means of an exhaust gas turboblower system
A substantial increase in engine power output for
any stated size and piston speed, or conversely
a substantial reduction in engine dimensions
and weight for any stated horsepower.
An appreciable reduction in the specific fuel
consumption rate at all engine loads
A reduction in initial engine cost.
Increased reliability and reduced maintenance
costs,
Four stroke timing diagram