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4.04
Page 1 of 3
Step-up gear
Generator
178 18 225.0
MAN Diesel
198 43 168.8
MAN B&W
combinator mode. This will, however, require an additional RENK Constant Frequency gear (Fig. 4.01.01 alternative 2) or additional electrical equipment for maintaining the constant frequency of the generated electric power. Tunnel gear with hollow exible coupling This PTO system is normally installed on ships with a minor electrical power take off load compared to the propulsion power, up to approximately 25% of the engine power. The hollow exible coupling is only to be dimensioned for the maximum electrical load of the power take off system and this gives an economic advantage for minor power take off loads compared to the system with an ordinary exible coupling integrated in the shaft line. The hollow exible coupling consists of exible segments and connecting pieces, which allow replacement of the coupling segments without dismounting the shaft line, see Fig. 4.04.02.
4.04
Page 2 of 3 Generator stepup gear and exible coupling integrated in the shaft line For higher power take off loads, a generator stepup gear and exible coupling integrated in the shaft line may be chosen due to rst costs of gear and coupling. The exible coupling integrated in the shaft line will transfer the total engine load for both propulsion and electrical power and must be dimensioned accordingly. The exible coupling cannot transfer the thrust from the propeller and it is, therefore, necessary to make the gearbox with an integrated thrust bearing. This type of PTO system is typically installed on ships with large electrical power consumption, e.g. shuttle tankers.
178 18 250.1
MAN Diesel
198 43 168.8
MAN B&W
Auxiliary Propulsion System/Take Home System From time to time an Auxiliary Propulsion System/ Take Home System capable of driving the CP propeller by using the shaft generator as an electric motor is requested. MAN Diesel & Turbo can offer a solution where the CP propeller is driven by the alternator via a twospeed tunnel gear box. The electric power is produced by a number of GenSets. The main engine is disengaged by a clutch (RENK PSC) made as an integral part of the shafting. The clutch is installed between the tunnel gear box and the main engine, and conical bolts are used to connect and disconnect the main engine and the shafting. See Figure 4.04.03. A thrust bearing, which transfers the auxiliary propulsion propeller thrust to the engine thrust bearing when the clutch is disengaged, is built into the RENK PSC clutch. When the clutch is engaged, the thrust is transferred statically to the engine thrust bearing through the thrust bearing built into the clutch.
4.04
Page 3 of 3 To obtain high propeller efciency in the auxiliary propulsion mode, and thus also to minimise the auxiliary power required, a twospeed tunnel gear, which provides lower propeller speed in the auxiliary propulsion mode, is used. The twospeed tunnel gear box is made with a friction clutch which allows the propeller to be clutched in at full alternator/motor speed where the full torque is available. The alternator/motor is started in the declutched condition with a start transformer. The system can quickly establish auxiliary propulsion from the engine control room and/or bridge, even with unmanned engine room. Reestablishment of normal operation requires attendance in the engine room and can be done within a few minutes.
Main engine
Hydraulic coupling
178 57 16-9.0
MAN Diesel
198 43 168.8