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Combined Marine Propulsion Plant
1. Combined diesel or gas (CODOG)
This is a type of propulsion system for ships that need a maximum speed that
is considerably faster than their cruise speed, particularly warships like
modern frigates or corvettes.
For every propeller shaft there is one diesel engine for cruising speed and
one geared gas turbine for high speed dashes. Both are connected to the shaft
with clutches, only one system is driving the ship in contrast to CODAG-systems,
which can use the combined power output of both. The advantage of CODOG is a
simpler gearing compared to CODAG but it needs more powerful (or more) gas
turbines for the same maximum power output and also the fuel consumption at high
speed is even worse compared to CODAG.
MGB 2009, a prototype Motor Gun Boat of the Royal Navy (1947), and
The two German torpedo boats Pfeil and Strahl (Vosper class, 1963-65)
The Swedish Spica class motor torpedo boats (First vessel commissioned in
1966)
The US Coast Guard Hamilton class cutters (from 1967)
Finnjet (the World's fastest passenger ferry)
Queen Mary 2
Halifax Class Frigates of the Royal Canadian Navy
Bremen class frigates, and
Brandenburg class frigates of the German Navy
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Anzac class frigates of the Royal Australian Navy (RAN) and Royal New
Zealand Navy (RNZN)
other MEKO type frigates or corvettes
Peder Skram class frigate of the Royal Danish Navy
Pohang class corvette of the South Korean Navy
Visby class corvette of the Swedish Navy
Shivalik class frigate of the Indian Navy
Niterói class frigates of the Brazilian Navy
BNS Bangabandhu of the Bangladesh Navy
Gepard class frigate of the Russian and Vietnamese Navies
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toCODOG systems, which couple the diesels with a simple, fixed ratio
gearbox to the shaft, but disengages when the turbine is switched on.
E.g. for the new CODAG propulsed 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. 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.
Such a propulsion system has a smaller footprint than a diesel-only power
plant with the same maximal power output, since smaller engines can be used
and the gas turbine and gearbox don't need that much additional space. Still it
retains the high fuel efficiency of diesel engines when cruising, allowing
greater range and lower fuel costs than with gas turbines alone. On the other
hand, a more complex, heavy and troublesome gearing is needed.
Typical cruising speed of CODAG warships on diesel-power is 20 kts and
typical maximal speed with switched on turbine is 30 kts.
CODAG has been pioneered by Germany with the Köln class frigate.
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higher speeds, a gas turbine powers the shafts via a cross-connecting gearbox; for
cruise speed, the drive train of the turbine is disengaged with clutches.
This arrangement combines the diesel engines used for propulsion and for
electric power generation, greatly reducing service cost, since it reduces the number
of different diesel engines and electric motors, requiring considerably less
maintenance. Also electric motors work efficiently over a wide range of revolutions
and can be connected directly to the propeller shaft so that simpler gearboxes can be
used to combine the mechanical output of turbine anddiesel-electric systems.
Another advantage of the diesel-electric transmission is that without the need
of a mechanical connection, the diesel generators can be decoupled acoustically
from the hull of the ship, making it less noisy. This has been used extensively by
military submarines but surface naval vessels like anti-submarine vessels will
benefit as well.
Reference Ship:
This is a propulsion system for ships using two diesel engines to power a
single propeller shaft. A gearbox and clutchesenable either of the engines or both of
them together to drive the shaft.
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Fig.6 Combined gas or gas (COGOG)
7. Combined gas turbine and gas turbine (COGAG)
This is a type of propulsion system for ships using two gas turbines connected
to a single propeller shaft. Agearbox and clutches allow either of the turbines to
drive the shaft or both of them combined.
Using one or two gas turbines has the advantage of having two different
power settings. Since the fuel efficiency of a gas turbine is best near its maximum
power level, a small gas turbine running at its full speed is more efficient compared
to a twice as powerful turbine running at half speed, allowing more economic transit
at cruise speeds.
Compared to Combined diesel and gas (CODAG) or Combined diesel or
gas (CODOG), COGAG systems have a smaller footprint but a much lower fuel
efficiency at cruise speed and for CODAG systems it is also somewhat lower for
high speed dashes.
Combined cycle
In electric power generation a combined cycle is an assembly of heat
engines that work in tandem off the same source of heat, converting it into
mechanical energy, which in turn usually drives electrical generators. The principle
is that the exhaust of one heat engine is used as the heat source for another, thus
extracting more useful energy from the heat, increasing the system's overall
efficiency. This works because heat engines are only able to use a portion of the
energy their fuel generates (usually less than 50%).
The remaining heat (e.g., hot exhaust fumes) from combustion is generally
wasted. Combining two or more thermodynamic cycles results in improved overall
efficiency, reducing fuel costs. In stationary power plants, a successful, common
combination is the Brayton cycle (in the form of a turbine burning natural
gas or synthesis gasfrom coal) and the Rankine cycle (in the form of a steam power
plant). Multiple stage turbine or steam cylinders are also common.
Historically successful combined cycles have used hot cycles with mercury vapor
turbines, magnetohydrodynamic generators or molten carbonate fuel cells, with
steam plants for the low temperature bottoming cycle. Bottoming cycles operating
from a steam condenser's heat are theoretically possible, but uneconomical because
of the very large, expensive equipment needed to extract energy from the small
temperature differences between condensing steam and outside air or water.
However, it is common in cold climates (such as Finland) to drive community
heating systems from a power plant's condenser heat. Such cogeneration systems
can yield theoretical efficiencies above 95%.
In automotive and aeronautical engines, turbines have been driven from the
exhausts of Otto and Diesel cycles. These are called turbo-compound engines.
Aside fromturbochargers, they have failed commercially because their mechanical
complexity and weight are less economical than multistage turbines. Stirling
engines are also a good theoretical fit for this application.
In a combined cycle power plant (CCPP), or combined cycle gas turbine
(CCGT) plant, a gas turbine generator generates electricity and heat in the exhaust
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is used to make steam, which in turn drives a steam turbine to generate additional
electricity. This last step enhances the efficiency of electricity generation. Many
new gas power plants in North America and Europe are of this type. Such an
arrangement used for marine propulsion is called combined gas (turbine) and steam
(turbine) (COGAS).
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