Abstract
The analysis and understanding of the complex behaviour of a ship propulsion plant are of great importance for novel system design, control system synthesis/optimization and to sustain the safety of ship operation in harsh sea conditions. The convenient way to evaluate the design and propulsion performance of a ship in waves is by simulation combining the experimentally obtained characteristics of hull and propeller with the dynamic model of the prime mover. However, the propeller and engine compose a strongly coupled system, in which fluctuating inflow velocity into the propeller due to the wave and hull motions causes propeller torque and rotating speed fluctuations. The latter affects the response of the propulsion engine and vice versa; however, considering the propulsion system response in waves by a full-scale test is hardly possible. Thus, in the past, the authors have developed the experimental methodology of the self-propelled ship model test in which an intelligent propeller drive is controlled by a Marine Diesel Engine Simulator (MDES) providing the response of the engine model in real time, based on the measured propeller torque and speed. This paper introduces further development of MDES in which a full-state dynamic cycle-mean value engine model was introduced providing deep insight into propulsion engine responses in a real-like condition of the actual sea. The similarity of the engine responses at the ship model scale is ensured by the original method of equations transformation developed by the authors. The newly developed MDES was introduced into the self-propulsion model, and a test series in regular waves was performed. The obtained responses were compared with the results of numerical simulation of the full-scale model confirming the validity of the new development and the importance of intrinsic engine characteristics on propulsion system response in waves.
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Abbreviations
- \(\tilde{A}_{{\text{o}}}\) :
-
Average area [m2]
- \(B\) :
-
Hull breadth [m]
- \(C_{{{\text{p}}{\text{.e}}}}\) :
-
Specific heat of exhaust gas \(\left[ {{\text{J}}\,{\text{kg}}^{{ - 1}} \;{\text{K}}^{{ - 1}} } \right]\)
- \(C_{{{\text{p}}{\text{.a}}}}\) :
-
Specific heat of air \(\left[ {{\text{J}}\,{\text{kg}}^{{ - 1}} \;{\text{K}}^{{ - 1}} } \right]\)
- \(d_{{\text{m}}}\) :
-
Hull draft [m]
- \(D_{{\text{p}}}\) :
-
Propeller diameter [m]
- \(E_{{\text{f}}}\) :
-
Low Calorific Value of fuel \(\left[ {{\text{J}}\;{\text{kg}}^{{ - 1}} } \right]\)
- \(G_{{\text{a}}}\) :
-
Air mass flow through engine \(\left[ {{\text{kg}}\;{\text{s}}^{{ - 1}} } \right]\)
- \(G_{{\text{c}}}\) :
-
Air mass flow through compressor \(\left[ {{\text{kg}}\;{\text{s}}^{{ - 1}} } \right]\)
- \(G_{{\text{e}}}\) :
-
Exhaust gas mass flow through turbine \(\left[ {{\text{kg}}\;{\text{s}}^{{ - 1}} } \right]\)
- \(G_{{\text{f}}}\) :
-
Fuel mass flow \(\left[ {{\text{kg}}\;{\text{s}}^{{ - 1}} } \right]\)
- \(g\) :
-
Gravitation acceleration constants \(\left[ {{\text{m}}\;{\text{s}}^{{ - 2}} } \right]\)
- \(h_{{\text{p}}}\) :
-
Fuel pump rack index [–]
- \(H_{{\text{c}}}\) :
-
Energy rate of gas out of the cylinder \(\left[ {{\text{J}}\;{\text{s}}^{{ - 1}} } \right]\)
- \(H_{{\text{e}}}\) :
-
Energy rate of gas before the turbine \(\left[ {{\text{J}}\;{\text{s}}^{{ - 1}} } \right]\)
- \(I_{{{\text{sh}}}}\) :
-
Inertia of whole shaft line \(\left[ {{\text{m}}\;{\text{s}}^{{ - 2}} {\text{kg}}} \right]\)
- \(I_{{{\text{tc}}}}\) :
-
Inertia of turbocharger shaft \(\left[ {{\text{m}}\;{\text{s}}^{{ - 2}} {\text{kg}}} \right]\)
- \(J\) :
-
Propeller advance ratio [–]
- \(K_{{\text{t}}} ,K_{{\text{q}}}\) :
-
Propeller open water coefficients [–]
- \(k_{{\text{e}}}\) :
-
Exhaust gas specific heat ratio [–]
- \(L\) :
-
Hull length [m]
- \(m\) :
-
Weight of ship hull [kg]
- \(m_{{\text{x}}}\) :
-
Added weight of ship hull [kg]
- \(M_{{\text{e}}}\) :
-
Mass of exhaust gas in the receiver [kg]
- \(m_{{{\text{f}}{\text{.c}}}}\) :
-
Fuel mass per cycle [kg]
- \({\text{mcr}}\) :
-
Maximum continuous rating [–]
- \(n_{{\text{e}}}\) :
-
Engine rotational speed \(\left[ {{\text{s}}^{{ - 1}} } \right]\)
- \(n_{{\text{p}}}\) :
-
Propeller rotational speed \(\left[ {{\text{s}}^{{ - 1}} } \right]\)
- \(n_{{{\text{tc}}}}\) :
-
Turbocharger rotational speed \(\left[ {{\text{s}}^{{ - 1}} } \right]\)
- \(P_{{\text{b}}}\) :
-
Brake mean effective pressure (BMEP) [Pa]
- \(P_{{\text{i}}}\) :
-
Mean indicating pressure (IMEP) [Pa]
- \(P_{{\text{f}}}\) :
-
Mean friction pressure (FMEP) [Pa]
- \(P_{{\text{a}}}\) :
-
Ambient air pressure [Pa]
- \(P_{{\text{e}}}\) :
-
Exhaust gas receiver pressure [Pa]
- \(P_{{\text{s}}}\) :
-
Scavenging air receiver pressure [Pa]
- \(Q_{{\text{e}}}\) :
-
Engine torque [Nm]
- \(Q_{{\text{p}}}\) :
-
Propeller torque [Nm]
- \(Q_{{\text{C}}}\) :
-
Torque of compressor [Nm]
- \(Q_{{\text{T}}}\) :
-
Torque of turbine [Nm]
- \(R_{{\text{a}}}\) :
-
Air gas constant \(\left[ {{\text{J}}\,{\text{kg}}^{{ - 1}} \;{\text{K}}^{{ - 1}} } \right]\)
- \(R_{{\text{e}}}\) :
-
Exhaust gas constant \(\left[ {{\text{J}}\,{\text{kg}}^{{ - 1}} \;{\text{K}}^{{ - 1}} } \right]\)
- \(R_{{\text{t}}}\) :
-
Calm water resistance of hull [N]
- \(T_{{\text{a}}}\) :
-
Ambient air temperature [K]
- \(T_{{\text{e}}}\) :
-
Exhaust gas temperature (before turbine) [K]
- \(T_{{\text{s}}}\) :
-
Scavenging air temperature [K]
- \(t_{{\text{p}}}\) :
-
Thrust deduction factor [–]
- \(u_{{\text{p}}}\) :
-
Propeller inflow velocity \(\left[ {{\text{m}}\;{\text{s}}^{{ - 1}} } \right]\)
- \(u_{{\text{s}}}\) :
-
Hull longitudinal velocity \(\left[ {{\text{m}}\;{\text{s}}^{{ - 1}} } \right]\)
- \(V_{{\text{s}}}\) :
-
Swept volume of cylinder [m3]
- \(V_{{{\text{e}}{\text{.r}}}}\) :
-
Exhaust gas manifold volume [m3]
- \(V_{{{\text{s}}{\text{.r}}}}\) :
-
Scavenging receiver volume [m3]
- \(X_{{\text{p}}}\) :
-
Propeller thrust [N]
- \(X_{{\text{w}}}\) :
-
Resistance due to waves [N]
- \(w_{{\text{p}}}\) :
-
Wake fraction [–]
- \(W_{{\left( {{\text{a,b,c}}} \right)}}\) :
-
Static maps regression coefficients [–]
- \(Z_{{\text{c}}}\) :
-
Number of engine cylinders [–]
- \(\eta _{{\text{c}}}\) :
-
Relative combustion efficiency [–]
- \(\tau _{{\text{e}}}\) :
-
Time constant of engine [s]
- \(\tau _{{{\text{tc}}}}\) :
-
Time constant of turbocharger [s]
- \(\tau _{{{\text{s}}{\text{.r}}}}\) :
-
Time constant of scavenging receiver [s]
- \(\tau _{{{\text{e}}{\text{.r}}}}\) :
-
Time constant of exhaust receiver [s]
- \(\tau _{{\text{t}}}\) :
-
Time constant of exhaust temperature [s]
- \(\rho\) :
-
Density of water \(\left[ {{\text{kg}}\;{\text{m}}^{{ - 3}} } \right]\)
- \(\lambda\) :
-
Wave length \(\left[ {\text{m}} \right]\)
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Acknowledgements
The authors wish to express sincere gratitude to Mr. Yoshiaki Tsukada at the National Maritime Research Institute for his considerable help during tank model tests, and to Mr. Tetsugo Fukuda at the National Maritime Research Institute for his considerable support and helpful discussions.
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Bondarenko, O., Kitagawa, Y. Development of detailed engine model for evaluation ship performance in waves by a self-propulsion model test. J Mar Sci Technol 27, 266–277 (2022). https://doi.org/10.1007/s00773-021-00832-y
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DOI: https://doi.org/10.1007/s00773-021-00832-y