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IKHWAN AZIZIE 2010 MARINE ENGINEERING SYSTEM 1

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1 Task 1 - Combination of Diesel and Gas Turbine 1
2 Task 2 - Types of Engines 2
3 - Gear box arrangement 3
- Shafting arrangement
4 - Type of propeller 4
- Fuel System 4-5
5 - Lubrication oil system 5
6 - Compressed air system 6
7 - Cooling system 7
8 Task 3 - Conclusion 8
IKHWAN AZIZIE 2010 MARINE ENGINEERING SYSTEM 1

TASK 1
Combination of Diesel and Gas Turbine

Diagram 1: CODAG

Diagram 2 : CODAG WARP

1
IKHWAN AZIZIE 2010 MARINE ENGINEERING SYSTEM 1

TASK 2
System Description of Combination of Diesel and Gas Turbine Engine

Types of Engines

Diesel Engines
Power created through combustion and transmit to the crankshaft (Thermal Energy →
Kinetic Energy)

Operating cycle
Two-stroke engine Four-stroke engine
Speeds
Slow Speed Any engine maximum operating speed up to 300 rpm

Medium Speed Any engine maximum operating speed in the range 300-900 rpm.

High Speed Any engine with a maximum operating speed above 900 rpm.

Gas Turbine
Power created through combustion and transmit to the shaft via Turbine (Thermal
Energy → Kinetic Energy)

Diagram 3: Gas Turbine Cycle


IKHWAN AZIZIE 2010 MARINE ENGINEERING SYSTEM 1

4 Gas Turbine Class


Turbojet Directly uses the reaction resulting from a stream of high energy
emerging from the rear of the engine at a higher velocity
Turbo shaft Convert the kinetic, static and temperature energies gas into torque.
Turboprop Form of turbo shaft
Turbofan Uses the reaction principle, but the gas exiting the rear have low
energy level

Gear Box Ratio

1. The gear ratio is the relationship between the numbers of teeth on two gears that
are meshed or two sprockets connected with a common roller chain, or the
circumferences of two pulleys connected with a drive belt.
2. New CODAG propelled Fridtjof Nansen class frigate of the Royal Norwegian
Navy, the gear ratio for the diesel engine is changed from about 1:7.7 (engine:
propeller) for diesel-only to 1:5.3 when in diesel-and-turbine mode.
3. Some ships even have three different gear ratios for the diesel engines: one
each for single diesel and double diesel cruises and the third when the gas
turbine is engaged.
Shafting Arrangement (Diagram 4)
IKHWAN AZIZIE 2010 MARINE ENGINEERING SYSTEM 1

Type of Propeller

Controllable Pitch Propeller (CPP)

Designed to give the highest propulsive


efficiency over a broad range of speeds
and load conditions.

By adjusting the blade pitch, the optimum


efficiency can be obtained and fuel can be
saved.

CPP has "vane"-stance, which is useful to


gives the least water resistance when not
using the propeller

Fuel System

Divided into:
1. Fuel supply
a) Deals with the provision of fuel oil suitable for use by the injection system
IKHWAN AZIZIE 2010 MARINE ENGINEERING SYSTEM 1

2. Fuel injection system


a) To provide the right amount of fuel at the right moment and in a suitable
condition for the combustion process
b) A means of timing the delivery and the atomization of the camshaft

Lubrication Oil System


1. To provide the surfaces of different moving parts with a moderate amount of lube oil.
2. To avoid a dry friction between various parts
IKHWAN AZIZIE 2010 MARINE ENGINEERING SYSTEM 1

Lubrication oil system

Compressed Air System


1. Compressed air system consists of Air Compressors, Air
reservoirs and Pipelines with Valves.
2. Two zones, high-pressure zone for engine starting and low-pressure zone for
other applications.
3. For protection of the compressed air system against over pressure, safety
devices are provided at various points. Bursting disc type over pressure safety devices
are provided on cooling system. Safety valves are provided for different stages on the
compressors and on air reservoirs as protection from over pressure. Fusible plug type
protection devices are provided after the air compressor discharge as well as on the Air
Reservoirs.
IKHWAN AZIZIE 2010 MARINE ENGINEERING SYSTEM 1

Compressed air system

Cooling System
1. To dissipate heat.
2. To control the cooling water temperature properly.
IKHWAN AZIZIE 2010 MARINE ENGINEERING SYSTEM 1

Cooling system (sea water)

TASK 3
Conclusion

The reason why I chose combination of diesel and gas turbine propulsion plant
system is because it could apply two applications, it have diesel engines for cruising
and gas turbines that can be switched on for high-speed transits. Moreover, CODAG
retains the high fuel efficiency of diesel engines when cruising, allowing greater range
and lower fuel costs than with gas turbines alone. Besides that, the typical cruising
speed of CODAG warships on diesel-power is 20 knots and typical maximal speed with
switched on turbine is 30 knots which is one of the highest among other engine
combinations.