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2 Engine Layout and Load Diagrams
Introduction y=log(P)
i
P=n xc
The effective power ‘P’ of a diesel engine is propor- i=0
tional to the mean effective pressure Pe and engine log (P) = i x log (n) + log (c)
P = c x n3, in which:
a
1 Propeller design point
running propeller curve 6. See below figure. On the When determining the necessary engine power, it is
other hand, some shipyards, and/or propeller manu- normal practice to add an extra power margin, the
facturers sometimes use a propeller design point (PD’) so-called sea margin, which is traditionally about 15%
that incorporates all or part of the so-called sea mar- of the propeller design (PD) power.
gin described below.
Engine layout (heavy propeller)
Power, % af L1
100% = 0,15 L1 When determining the necessary engine layout speed
= 0,20
= 0,25 = 0,30 that considers the influence of a heavy running pro-
peller for operating at high extra ship resistance, it is
L3 MP
recommended to choose a heavier propeller curve
Engine margin
(SP=90% of MP)
2. The propeller curve for clean hull and calm weather
SP
PDí
Sea margin
curve 6 may then be said to represent a ‘light run-
L2 (SP=15% of PD) ning’ (LR) propeller.
PD
100%
Engine margin
Line 2 Propulsion curve, fouled hull and heavy weather
(heavy running), recommended for engine layout Besides the sea margin, a so-called ‘engine margin’
Line 6 Propulsion curve, clean hull and calm weather (light
running), for propeller layout
of some 10% or 15% is frequently added. The cor-
MP Specified MCR for propulsion responding point is called the ‘specified MCR for
SP Continuous service rating for propulsion propulsion’ (MP), and refers to the fact that the power
PD Propeller design point
HR Heavy running
for point SP is 10% or 15% lower than for point MP.
LR Light running
Point MP is identical to the engine’s specified MCR
Fig. 178 05 41-5.3: Ship propulsion running points and en- point (M) unless a main engine driven shaft genera-
gine layout tor is installed. In such a case, the extra power de-
mand of the shaft generator must also be consid-
Fouled hull ered.
When the ship has sailed for some time, the hull and Constant ship speed lines
propeller become fouled and the hull’s resistance
will increase. Consequently, the ship’s speed will The constant ship speed lines α, are shown at the
be reduced unless the engine delivers more power very top of the figure They indicate the power re-
to the propeller, i.e. the propeller will be further quired at various propeller speeds in order to keep
loaded and will be heavy running (HR). the same ship speed. It is assumed that, for each
ship speed, the optimum propeller diameter is used,
As modern vessels with a relatively high service taking into consideration the total propulsion effi-
speed are prepared with very smooth propeller and ciency.
hull surfaces, the gradual fouling after sea trial will
increase the hull’s resistance and make the propel- Note:
ler heavier running. Light/heavy running, fouling and sea margin are
overlapping terms. Light/heavy running of the
Sea margin and heavy weather propeller refers to hull and propeller deterioration
and heavy weather, whereas sea margin i.e. extra
If, at the same time the weather is bad, with head power to the propeller, refers to the influence of the
winds, the ship’s resistance may increase compared wind and the sea. However, the degree of light
to operating in calm weather conditions. running must be decided upon experience from the
actual trade and hull design of the vessel.