MAN Diesel & Turbo - Technical Seminar Oct.

2015
Cyprus Shipping Chamber

Light Running Margin

1. Feed Back from the new fleet

2. New recommendation for propeller light running margin (LRM)
3. Example of effect of increased vessel resistance on propeller rpm
4. ECOships and LRM
5. Acceleration and LRM
6. Conclusion and take aways
7. Dynamic Limiter Function
Lars Bryndum
Director Customer Support

E-mail: lars.bryndum@man.eu

MAN Diesel & Turbo < 1 >

Engine Load Diagram

Reports have been received concerning:

1. Slow engine/ship acceleration

2. Long time to pass the barred speed range
3. Low power availability in heavy head sea.

Specific cases have been investigated.

Propeller Light Running Margin, LRM and
Engine Torque Capability have been adressed.

Wider LRM and Dynamic Limiter Function, DLF introduced.

MAN Diesel & Turbo < 2 >

Layout and Load Diagram

Nothing New !!!

NMCR

SMCR

CSR

MAN Diesel & Turbo < 3 >

Definition of the Light Running Margin (LRM)

MAN new recommendation: 4-10% 5% LRM

Engine layout curve Light propeller curve

Power =c * (n)**3
Vship = a* n

100%
105%

MAN Diesel & Turbo < 4 >

New propeller light running margin
recommendation

Before 3% to 7% Now 4% to 10%

MAN Diesel & Turbo < 5 >

Historical development
Light Running Margin (LRM)

Time period - 1999 1999 - 2015 2015 -

Recommended LRM 2.5% - 5% 3% - 7% 4% - 10%

Introduced due to smoother

newbuilding hull surfaces

Introduced due to eco trend

MAN Diesel & Turbo < 6 >

Trial Prediction
Model Test in Ballast

MAN Diesel & Turbo < 7 >

Load Diagram. Trial prediction

BSR

MAN Diesel & Turbo < 8 >

Choice of propeller light running margin

Typical relative resistance increase High relative resistance increase

LRM: 4% to 7% LRM: 7% to 10%

Relative resistance increase refers to increase in vessel resistance,

relative to ideal trial conditions, due to for example:
Heavy weather
Fouling
Low keel clearance
Ice

Special cases where more than 7% LRM can also be relevant:

Large PTO
If a barred speed range extends high up in percent of SMCR rpm.

MAN Diesel & Turbo < 9 >

Measurements
VL ship, deep sea, ballast, Beaufort 4-5

Corrected LRM is about 5%

MAN Diesel & Turbo < 10 >

Measurements
VL ship, Yangtze river, ballast, Beaufort 3

Corrected LRM is about 5%

MAN Diesel & Turbo < 11 >

Measurements
VL ship, Port Hedland channel, loaded ship, Beaufort 2

Corrected LRM is about 5%

MAN Diesel & Turbo < 12 >

Port Hedland Western Australia

MAN Diesel & Turbo < 13 >

ECO ships
Reduced power same propeller

Example heavy
operating point

MAN Diesel & Turbo < 14 >

ECO ships
Reduced power same propeller LRM 4%.

Example heavy
operating point

MAN Diesel & Turbo < 15 >

ECO ships
Reduced power same propeller LRM 5%.

Example heavy
operating point

MAN Diesel & Turbo < 16 >

ECO ships
Reduced power same propeller LRM 6%.

Example heavy
operating point

MAN Diesel & Turbo < 17 >

ECO ships
Reduced power same propeller LRM 7%.

Example heavy
operating point

MAN Diesel & Turbo < 18 >

ECO ships
Reduced power same propeller LRM 8%.

Same performance
up to 75 rpm

Example heavy
operating point

MAN Diesel & Turbo < 19 >

Load Diagram
Areas of Concern when Small LRM

Extreme heavy running (Bollard Pull)

Low power availability

in heavy head sea
17.5%

Slow engine/ship
acceleration

Long time to pass

the barred speed range
38% power margin
Propeller power

BSR
MAN Diesel & Turbo < 20 >
3 Ways to Increase Acceleration and
Decrease Time passing BSR

Increase light running margin

Increase torque capability by

Dynamic Limiter Function, DLF

Lower Barred speed Range

BSR

MAN Diesel & Turbo < 21 >

Dynamic Limiter Function (DLF)

What is purpose of the DLF?

Utilise flexibility of ME-C engine to maximize heavy running capabilities!

What does DLF do?

Allow a torque larger than defined by the load diagram for a limited time period.
Reduce shaft stresses in the barred speed range.

What are the Engine Control System software (ECS-SW) changes?

The changes consist of 4 parts:
1. New Scavenge Air Limiter.
2. New Torque Limiter.
3. Support for special engine tuning during transients.
4. Support for reduction of shaft stresses in Barred Speed Range (BSR).

MAN Diesel & Turbo < 22 >

Changing the barred speed range

Torsional stress in propeller shaft

N/mm2 1. Longer shaftline
2. Tuning wheel
100% 3. Decreasing shaft diameter
7 4. Increasing shaft diameter
5. Low inertia damper (Geislinger)
3 6. High inertia damper (viscous)
2
1 7. Higher strength material
50% UTS 600 -> 800 N/mm2
4
2 6
1 5

50% 100% Speed

MAN Diesel & Turbo < 23 >

Conclusion

Low ship speed with increased resistance, slow acceleration

and slow passing of the BSR is often caused by:
1. BSR extends too high up in % of SMCR rpm
2. Light running margin is low.
3. A combination of point 1 and 2.

ECOships are especially sensitive to the above points if

reduced main engine power is applied.

MAN Diesel & Turbo < 24 >

 Propeller light running margin
New recommendation

Thank you very much for your attention

All data provided in this document is non-binding.

This data serves informational purposes only and is especially
not guaranteed in any way. Depending on the subsequent
specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for
each project. This will depend on the particular characteristics of
each individual project, especially specific site and operational
MAN Diesel & Turbo < 25 >