Wyniki wyszukiwania - BazTech

1

Utilisation of data base in preliminary design of marine power plant

Charchalis A.

Journal of KONES

|

2014

|

Vol. 21, No. 1

43--48

EN

The paper presents general rules of utilization of database, called „significant ships list,” for preliminary design of ship’s propulsion and configuration of power plant. Knowledge collected in the database is related to new buildings classified according to type, displacement, shipping class etc. It encompass general dimensions, characteristics of mobility ,propulsion’s power and type of main engines and propulsors, electric power plant, boilers and main mechanisms of a power plant. In the paper is presented method of utilization of the significant ships list during design of a container ship with capacity of 1300 TEU and speed of 18 knots. The first step of propulsion and main engine’s selection is determination of main dimensions, i.e. displacement, length, draft and breadth. That dimensions cannot be selected random way, due to hull’s mobility, stability and durability constraints. The list of significant ships consisted of 30 units, and amongst them, 17 were selected and analyzed. Others were rejected because of significant difference from mean values what could be due to different class of the ships.

2

Dynamic positioning systems during emergency or unexpected situations

Herdzik J.

Journal of KONES

|

2013

|

Vol. 20, No. 3

153--159

EN

The paper presents the consequences for DP systems during emergency or unexpected situations like failure one or more gensets, failure one of propulsion unit, overloading electric system, getting off the course, vessel abandonment of DP work, etc. The design of DP system takes into consideration required the DP system class, the requirements of adequate classification society under supervision the ship is built. It is necessary to fulfil the system redundancy in normal operation states. When failures occur in the vessel systems, it changes the possibility of DP work. There are three DP alert levels: green, yellow and red needed the proper responses. It was prepared required procedures for crew according to ISM Code, IMCA and IMO regulations. For the vessel safety, it is important the training process all crew members, especially one of the navigating officer as DP operator and one of the engineer or electrician. They ought to know their duties during alarms, exercises and real situations, especially in DP operation. The human factor ought to be taken into account as well. The DP operator may directly initiate the loss of vessel position or interact with technical failure events, which then contribute to a loss of vessel position. The important problem to solve is how to avoid emergency situations. It’s time for quick and important decisions for further vessel’s activity.

3

Consequences of using LNG as a marine fuel

Herdzik J.

Journal of KONES

|

2013

|

Vol. 20, No. 2

159--166

EN

The paper presents the consequences of LNG usage as a marine fuel. The restrictions of harmful substances emission to atmosphere from marine engines, especially in controlled emission areas (ECA and SECA areas) of nitrogen oxides and sulfur oxides, forces the engine makers to use additional installations, which operation may fulfill the purification requirements of exhaust gases. The option is a usage gaseous fuels, especially liquid natural gas (LNG) or compressed natural gas (CNG). There is no an alternative – only gaseous fuels may fulfill the Tier3 level without exhaust gases purification process. In prognosis about 650 ships (in high scenario about 2000) will be fuelled LNG in the year 2025. It was written why the liquid fuels stay unattractive. The basic problem is still the limited network of LNG distribution in ports and the lack of small vessels or barges for LNG bunkering. The proposition of design of LNG tank and barges were presented. The next problem is a deficiency of LNG bunker port in deep sea before entering the ECA areas. The controlled emission areas will extend in the near future. The LNG or CNG seemed to be the preferring fuel in industry due to CO2 emission limits and environmental taxes. The demand for LNG in prognosis to 2025 in bunker ports varies 0.1-18% of total fuel bunker depending on legislation and low or high case, in base case it will be 3%. It depends on the conviction of ship-owners that is no return from transition to the LNG or CNG ship fuelling. The examples to LNG ship conversion were described.

4

Aspects of using LNG as a marine fuel

Herdzik J.

Journal of KONES

|

2012

|

Vol. 19, No. 2

201-209

EN

The paper presents a probe of LNG usage analysis as a marine fuel. The restrictions of harmful substances emission to atmosphere from marine engines, especially in controlled emission areas (ECA and SECA areas) of nitrogen oxides and sulfur oxides, forces the engine makers to use additional installations, which operation may fulfill the cleanness requirements of exhaust gases. The option is a usage such marine fuels which fulfill the requirements without any cleaning processes. Such fuels are gaseous fuels, especially liquid natural gas (LNG) or compressed natural gas (CNG). It was undertaken many tests for determination the conditions of safety bunkering, storage on board, preparation and supplying the fuel to the engine and realization of working process. About dozens merchant ships were applied LNG as a fuel. There is enough experience for spreading the LNG usage. The basic problem is still the limited network of LNG distribution in ports. The next one is the conviction of ship-owners that is no return from transition to the LNG or CNG fuelling. In the end it may occurred to the double beneficial situation that the fuel costs would be decreasing and simultaneously the improvement of exhaust gases quality (the restriction of negative effects for the natural environment).

5

Proposals of unconventional thrusters applications for multi-mode ship propulsion

Herdzik J.

Logistyka

|

2010

|

nr 6

EN

Unconventional thrusters have enhanced possibilities of direction oriented thrust generating, owing to the fact they are finding application as a propulsion of chosen ships. Unconventional thrusters allow possibilities of other applications like auxiliary propulsion (or emergency), bow or aft thrusters, antiheeling equipment. It is quested possibilities for other applications. In a practice, ships equipped with this propulsion system, give a crew an enhanced comfort of work during manoeuvring and even from that reason they are pleasant seen by ship crew. Forecasted development and rise of diesel-electric propulsion systems quantity would cause increased interest of unconventional thrusters. Ultimately they may revolutionize ship propulsion systems, especially multi-mode ships.

PL

Pędniki aktywne posiadają zwiększone możliwości wytwarzania ukierunkowanej siły naporu, dzięki temu znajdują zastosowanie do napędu wybranych jednostek morskich. Dają one również możliwości innych zastosowań np. jako napęd awaryjny (pomocniczy), stery strumieniowe, urządzenia przeciwprzechyłowe. Poszukuje się ich możliwości dalszych zastosowań. W praktyce, jednostki wyposażone w tą formę napędu dają zwiększony komfort pracy podczas manewrowania i z tego chociażby powodu są mile widziane przez załogi statków. Przewidywany rozwój i wzrost liczebności napędów diesel-elektrycznych (z tzw. przekładnią elektryczną) spowoduje zwiększone zainteresowanie pędnikami aktywnymi. Docelowo mogą one zrewolucjonizować napędy statków, szczególnie wielofunkcyjnych.

6

Propulsion characteristics of multi-mode ships in aspect of ship's dynamic positioning application

Herdzik J.

Journal of KONES

|

2010

|

Vol. 17, No. 3

127-134

EN

The dynamic positioning systems require multi-element ship propulsion application. The chosen solutions have decisive effect on propulsion system possibilities, in ship dynamic positioning accuracy also. The automation system has an essential influence on it, because it is an integral part with propulsion system mponsible for this process. The most often ship propulsion solution based on unconventional thrusters driven by electric motor s also. A few independent propulsion systems is essential but it complicates this system, it is limited the number (most often to 4, seldom more up to eight). There are no solutions with traditional rudder and steering gear. These functions take over azimuthing thrusters because they can generale directional thrust force. It must be settle the question of the number of thruster choose and the span angle of azimuthing (most often by thruster turning). In that case it gets the possibilities of ship positioning, they may display as propulsion system characteristics, giving a view on ąuality of positioning process. The last veriflcation is made in real sea conditions when it may test if chosen solution of ship propulsion system fulfils the requirements of positioning accuracy. It was presented the examples of multi-mode ship propulsions and parameters of theirs propulsion plants.

7

Problems of propulsion arrangement choice of multi-mode ship

Herdzik J.

Journal of KONES

|

2010

|

Vol. 17, No. 2

129-135

EN

The propulsion system of multi-mode ships cause many problems of proper the choise of propulsion system elements and theirs arrangement in the design process. This system has to fulfil at least two inverse demands. It ought to make possible efficient ship shift (transit mode) from the port to the off shore work place and return to base, to ensure a ship survive at sea in the worst sea condition possible on that sea area and to fulfil conditions of dynamic positioning accuracy (stationkeeping mode) at specified bad state of the sea - not to stop the ship work for long time. The dynamic positioning systems require multi-element ship propulsion application. The fulfilment, all required possibilities and accuracy of ship positioning by chosen propulsion system specified in the project data, is the most important project problem to obtain the minimum investment costs. The redimensioning of propulsion system, increasing the number of thrusters and theirs possibilities gives the benefits in dynamic positioning accuracy, but increases the investment costs. An expensive project may not be realized because of price. The aim of designer is the choice optimum solution of propulsion system, which is fulfils all expectations of ship owner and crew, and performs all project assumptions.

8

Application possibilities of electric driven propulsion of multi-mode ships

Herdzik J.

Journal of KONES

|

2010

|

Vol. 17, No. 1

163-168

EN

The ship propulsion solution based on unconventional thrusters driven by electric motors is most often applied for the multi-mode ships. These ships ought to have dynamic positioning system. It forces an application of a few thrusters (most often four, seldom more up to eight). Records from a number of multi-mode ships show amean load of less than 40% of maximum load on the propulsion system. In other side the demand for electric energy of ship industrial part is large, more often than for the propulsion part. In that case the diesel-electric propulsion system application may be economical, because the electric energy generation for all ship's purposes makes possible the main engines work on the optimum loads on lowest specific fuel consumption and allows them a long-term work on heavy fuels. For multi-mode ships like cable ships, suppliers, drilling vessels are convenient an application of unconventional thrusters with direct electric propulsion as well, especially for dynamic positioning systems. The efficiency of the thrusters is a predominant factor for the successful and economical operation. Forecasted development and rise of quantity of diesel-electric propulsion (it means with electrical transmission) would cause increased interest of unconventional thrusters. Ultimately they may revolutionize ship propulsion systems.

9

Application possibilities of electric driven propulsion of multi-mode ships

Herdzik J.

Journal of KONES

|

2010

|

Vol. 17, No. 4

177-183

EN

The ship propulsion solution based on unconventional thrusters driven by electric motor s is most often applied for the multi-mode ships. These ships ought to have dynamic positioning system. It forces an application of a few thrusters (most often four, seldom more up to eight). Records from a number of multi-mode ships show a mean load of less than 40% of maximum load on the propulsion system. In other side the demand for electric energy of ship industrial part is large, more often than for the propulsion part. In that case the diesel-electric propulsion system application may be economical, because the electric energy generation for all ship 's purposes makes possible the main engines work on the optimum loads on lowest specific fuel consumption and allows them a long-term work on heavy fuels. For multi-mode ships like cable ships, suppliers, drilling vessels are convenient an application of unconventional thrusters with direct electric propulsion as well, especially for dynamic positioning systems. The efficiency of the thrusters is a predominant factor for the successful and economical operation. Forecasted development and rise of quantity of diesel-electric propulsion (it means with electrical transmission) would cause increased interest of unconventional thrusters. Ultimately they may revolutionize ship propulsion systems.

10

Proposals and possibilities of unconventional thrusters applications for ship propulsion

Herdzik J.

Journal of KONES

|

2009

|

Vol. 16, No. 4

155-162

EN

Unconventional thrusters have enhanced possibilities of direction oriented thrust generating, owing to the fact they are finding application as propulsion of chosen ships. On account on demand of navigational safety assuring (tugs, double-endedferńes, special ships, chosen cruise liners) or dynamic positioning (cable ships, suppliers, drilling vessels) the ship propulsion solution based on unconventional thrusters. That part of marine propulsion market was dominated by them. Unconventional thrusters allow possibilities of other applications like auxiliary propulsion (or emergency), bow or aft thrusters, antiheeling equipment. It is quested possibilities for other applications. By the way developing with aggressive promotion of that propulsion system advantages and presentation of theirs applications on still increasing quantity of ships, it is created an atmosphere that it is necessary tofollow this way that no return to association - modern and safe ship is a ship equipped as a minimum with auxiliary unconventional propulsion system. In a practice, ships equipped with this propulsion system, give a crew a enhanced comfort of work ditring manoeuvring and even from that reason they are pleasant seen by ship crew. It must be seen these thrusters have excellent future. The efficiency drop is about 6-8% in comparison with conventional propulsion system and increasing fuel consumption, but this is the only one disadvantage. Forecasted development and rise of diesel-electric propulsion systems quantity would cause increased interest of unconventional thrusters. Ultimately they may revolutionize ship propulsion systems.

PL

Pędniki aktywne posiadają zwiększone możliwości wytwarzania ukierunkowanej siły naporu, dzięki temu znajdują zastosowanie do napędu wybranych jednostek morskich. Ze względu na wymagania zapewnienia bezpieczeństwa żeglugi (holowniki portowo-redowe, promy pasażerskie używane do przepraw, jednostki specjalistyczne, niektóre duże statki pasażerskie tzw. cruise liners) lub pozycjonowania jednostek (kablowce, suppliery, jednostki wiertnicze) zalecane jest rozwiązanie napędu głównego statku w oparciu o pędniki aktywne. Ta część rynku została przez nie zdominowana. Dają one również możliwości innych zastosowań np. jako napęd awaryjny (pomocniczy), stery strumieniowe, urządzenia przeciwprzechyłowe. Poszukuje się ich możliwości dalszych zastosowań. Przy okazji występując z agresywną reklamą zalet tej formy napędu oraz prezentacją ich zastosowań na coraz większej liczbie statków, wytwarza się atmosferę, że należy podążać tą drogą, że nie ma odwrotu od skojarzenia: nowoczesny i bezpieczny statek to statek wyposażony chociaż w pomocniczy napęd z użyciem pędników aktywnych. W praktyce, jednostki wyposażone w tą formę napędu dają zwiększony komfort pracy podczas manewrowania i z tego chociażby powodu są mile widziane przez załogi statków. Należy zauważyć, że są to pędniki mające przyszłość. Niedostatek sprawności w porównaniu z tradycyjnym napędem jest rzędu 6-8%, co powoduje odpowiednio zwiększone zużycie paliwa, ale jest to jedyna podstawowa wada. Przewidywany rozwój i wzrost liczebności napędów diesel-elektrycznych (z tzw. przekładnią elektryczną) spowoduje zwiększone zainteresowanie pędnikami aktywnymi. Docelowo mogą one zrewolucjonizować napędy statków.

11

Wielosymptomowy system diagnozowania okrętowych turbinowych silników spalinowych

Charchalis A.

Diagnostyka

|

2004

|

Vol. 30, T. 1

101--105

PL

W referacie przedstawiono problemy związane z wdrożeniem i eksploatacją turbinowych silników spalinowych do napędu szybkich rakietowych okrętów wojennych. Zaprezentowano system diagnozowania silników turbinowych, opracowany przez autora i wdrożony na okrętach Marynarki Wojennej RP.

EN

There are presented problems connected with initiation and use of gas turbine engines assembled on high speed missile battle ship. The system of diagnosing of gas turbine engines elaborated by author end inculcated in the Polish Navy is presented as well.