MAN B&W

PTO type: BW II/GCR

Power Take Off/Gear Constant Ratio
The PTO system type BW II/GCR illustrated in Fig. 4.01.01 alternative 5 can generate electrical power on board ships equipped with a controllable pitch propeller, running at constant speed. The PTO unit is mounted on the tank top at the fore end of the engine see Fig. 4.04.01. The PTO generator is activated at sea, taking over the electrical power production on board when the main engine speed has stabilised at a level corresponding to the generator frequency required on board. The installation length in front of the engine, and thus the engine room length requirement, naturally exceeds the length of the engine aft end mounted shaft generator arrangements. However, there is some scope for limiting the space requirement, depending on the conguration chosen.

4.04
Page 1 of 3

PTO type: BW IV/GCR

Power Take Off/Gear Constant Ratio
The shaft generator system, type PTO BW IV/ GCR, installed in the shaft line (Fig. 4.01.01 alternative 6) can generate power on board ships equipped with a controllable pitch propeller running at constant speed. The PTO system can be delivered as a tunnel gear with hollow exible coupling or, alternatively, as a generator stepup gear with thrust bearing and exible coupling integrated in the shaft line. The main engine needs no special preparation for mounting these types of PTO systems as they are connected to the intermediate shaft. The PTO system installed in the shaft line can also be installed on ships equipped with a xed pitch propeller or controllable pitch propeller running in

Step-up gear

Generator

Elastic coupling Support bearing, if required

178 18 225.0

Fig. 4.04.01: Generic outline of Power Take Off (PTO) BW II/GCR

MAN B&W 70 26 engines

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.

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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

Fig. 4.04.02: Generic outline of BW IV/GCR, tunnel gear

MAN B&W 70 26 engines

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.

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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

Two-speed tunnel gearbox Generator/motor

Renk PSC cluth

Oil distribution ring

Hydraulic coupling

Intermediate bearing Flexible coupling

178 57 16-9.0

Fig. 4.04.03: Auxiliary propulsion system

MAN B&W 70 26 engines

MAN Diesel

198 43 168.8