Shaft Generators For MC and Me Engines

Shaft Generators for Low Speed
Main Engines
Contents
Preface......................................................................................................... 5
Introduction.................................................................................................. 5
PTO/GCR (power take off/gear constant ratio)............................................... 7
PTO/RCF (power take off/RENK constant frequency)................................... 10
PTO/CFE (Power Take Off/Constant Frequency Electrical)............................ 11
Characteristics of electric power from shaft generators................................ 13
Engine mounted front-end installation (BW I)................................................ 15
Tank top mounted front end PTO installation (BW II)..................................... 16
RENK installation (BW III) mounted on engine side....................................... 18
Aft-end installation (BW IV/GCR) mounted on tank top ................................ 19
Aft-end installation (SMG/CFE) mounted on propeller shaft.......................... 21
Front-end PTO installation mounted on engine (DMG/CFE).......................... 22
Layout for engine driving a fixed pitch propeller............................................ 25
Layout for engine prepared for driving a fixed pitch propeller and
shaft generator............................................................................................ 26
Special layout for engine with fixed pitch propeller and shaft generator......... 27
Engine layout with controllable pitch propeller and shaft generator............... 28
Layout for engine driving a fixed pitch propeller and shaft generator/motor .. 28
Engines with small PTO applications............................................................ 30
Engines with large PTO applications............................................................ 30
PTO advantages......................................................................................... 32
PTO disadvantages..................................................................................... 32
PTO used with shuttle tankers..................................................................... 35
Auxiliary electric propulsion system.............................................................. 37
Auxiliary hydraulic propulsion system........................................................... 38
RENK propeller shaft clutch......................................................................... 39
Power turbine generator.............................................................................. 41
MHI hybrid turbocharger............................................................................. 41
MHI electro-assist turbocharger................................................................... 42
The combined RENK shaft generator and waste heat recovery system......... 43
Introduction................................................................................................ 44
Summary.................................................................................................... 44
References................................................................................................. 46
Shaft generators for low speed main engines
Preface
Introduction
However, references have shown that
The purpose with this paper is to
After the first MC engine was intro-
a number of shipowners and opera-
provide detailed information about
duced in 1982, MAN Diesel & Turbo
tors still consider a shaft generator as
different categories of shaft gen-
started investigating the possibility for
an attractive investment for ships like
erators driven by a MAN B&W low
using a low speed main engine driven
container vessels, product tankers and
speed marine engine used for ship
shaft generator for generating the elec-
shuttle tankers. This is probably as-
propulsion.
tric power on ships as an alternative to
cribed to the fact that shaft generators
the four-stroke gensets.
and low speed main engines are con-
The paper describes different types
sidered to be highly reliable and offers
of marine shaft generators and their
This was motivated by the rising fuel
savings from prolonged time between
configurations, with the physical
prices and the fact that, at that time,
overhauls compared to a four-stroke
connecting interfaces to the main
most four-stroke gensets could only
genset solution. This means that by
engine or to the intermediate propel-
operate on the more expensive marine
selecting the right shaft generator and
ler shaft. It will provide a description
diesel oil. The low speed main engine
main engine layout, operating hours can
of relevant aspects and can be used
was able to operate on the cheaper
be saved on the four-stroke gensets
for reference.
heavy fuel oil, and the marine industry
because they can be shut down during
therefore looked into the possibility for
voyage.
using a main engine driven shaft generator alternative. Various reliable shaft gen-
Supported by examples of typical and
erators were developed, and the electric
special shaft generator installations,
power generated from shaft generators,
this paper describes the most com-
combined with the prolonged length be-
monly used systems and the connect-
tween overhaul for the shaft generator
ing interface to the low speed main en-
and low speed main engine compared
gine or propeller shaft.
to the four-stroke genset, rapidly became popular among operators.
In the following, the term shaft generator is used for any arrangement where
a power take off from the main engine
prime mover or its shaft line is used to
drive an alternator for the purpose of
generating electric power.
Definitions and designations of shaft generators
MAN Diesel & Turbo distinguishes be-
running alternator with electrical control
tended for installation with an S50ME-
tween three main categories of shaft
equipment.
C engine is designated: BW III S50ME-
generators:
C/GCR 700 - 60.

PTO/RCF and PTO/CFE shaft genera-
PTO/GCR (power take-off/gear con-
tors incorporate various frequency con-
Descriptions of PTO/GCR, PTO/RCF
stant ratio) consists of flexible coupling,
trol systems that allow them to generate
and PTO/CFE shaft generator types
step-up gear and alternator.
electric power with constant electrical
and the various configurations possibili-
frequency at varying engine speed.
ties appear from the principles sketched
PTO/RCF (power take-off/RENK con-
in Fig. 1 and represent the most typical
stant frequency) consists of flexible cou-
The designations BW I, BW II, BW III
shaft generator layouts, based on infor-
pling, step-up gear, torsion rigid toothed
and BW IV distinguish between various
mation from the suppliers.
coupling, RCF gear and alternator.
physical configurations.
take-off/constant
In MAN Diesel & Turbo terms, a 700 kW
frequency electrical) consists of slow
(60 Hz) GCR shaft generator type in-
PTO/CFE
(power
PTO/GCR
PTO/CFE
PTO/RCF
Alternative types and layouts of shaft generators
Seating
On engine
Total efficiency (%)
1a 1b
BW I/RCF
2a 2b
BW II/RCF
On tank top
8891
3a 3b
BW III/RCF
On engine
8891
4a 4b
BW IV/RCF
On tank top
8891
5a 5b
DMG/CFE
On engine
8488
6a 6b
SMG/CFE
On tank top
8488
BW I/GCR
BW II/GCR
On tank top
92
BW III/GCR
On engine
92
10
BW IV/GCR
On tank top
92
Fig. 1: Alternative types and layouts of shaft generator systems.
Design
(vertical generator)
On engine
(vertical generator)
8891
92
Categories of shaft generators
PTO/GCR (power take off/gear constant ratio)
constant frequency are available over a
operating the CP-propeller at a lower
wide engine power range.
propeller speed at low engine loads.
speed
The small engine speed and frequen-
To be able to benefit from an improved
The PTO/GCR system is the most
cy variations that occur even for the
CP-propeller efficiency at a lower pro-
simple and cheapest of the shaft gen-
main engine running at constant speed
peller speed, the GCR shaft generator
erators, and it comprises a standard
mode means that the GCR system is
is disconnected and the gensets are
synchronous alternator and a simple
not normally utilised for long term par-
employed.
step-up gear. Its simplicity is attractive,
allel running with the gensets. Conse-
and many shipowners use it to gener-
quently, the electric power generation
However, to avoid disconnecting the
ate all the electric power at constant
from the GCR generator type only takes
shaft generator at reduced propeller-
electrical frequency during the voyage.
place during the voyage supplying all
and ship speeds, it is possible to install
the electric power while the gensets are
a more expensive two-step gear solu-
out of operation.
tion that can be utilised at the alternative
Layout for operating at constant propeller
Since the frequency produced by the

alternator is proportional to the en-
power range found at lower propeller
gine speed, the operation of this type
Layout for operating at combinatory curve
speeds to maintain the right electrical
of shaft generator normally takes place
At near zero propeller pitch, the con-
frequency from the alternator.
at constant propeller speed. The GCR
stant speed CP-propeller sees a sig-
shaft generator system is therefore
nificant drop in propeller efficiency.
The lower propulsion power for differ-
normally utilised in connection with a
This means that ships with a typical
ent CP-propeller speed and pitch diam-
controllable pitch propeller, with which
low speed profile, i.e. ships trading in
eter ratio is illustrated in the power and
constant propeller speed and relatively
coastal areas or rivers, can benefit from
propeller speed diagram in Fig. 3.
Fig. 2: Shaft mounted BW IV/GCR system
Propulsion Power [kW]
Ship Speed
12.000
MCR
11.000
16.0
10,000
15.5
9,000
Design
8,000
15.0
14.5
P/D=1.0
0.9
14.0
7,000
13.5
0.8
6,000
13.0
12.5
12.0
0.7
5,000
0.6
11.0
4,000
10.0
0.5
0.4
3,000
90
95
100
105
110
115
120
125
9.0
Lower ME power
for same ship speed
130
Propeller Speed [rpm]
2.
1.
Fig. 3: CP-propeller efficiency map and a PTO/GCR two-step gear dual electric power range solution utilised for low ship speed
As illustrated in Fig. 3, at 124 rpm, the
put at two different propeller speeds.
right-hand power range curve No. 1 is
The improved propeller efficiency ob-
located 2-3% below the 100% rpm. At
tained at 109 rpm allows the ship to
this propeller speed, one of the two gears
travel the same speed (11 knot) at ap-
3. Slightly improved engine thermal ef-
of a two-step GCR system can generate
prox. 600 kW lower main engine power.
ficiency is achieved because of the
electric power with constant frequency
2. Improved propeller efficiency for part

load operation is possible.
lower engine speed.
at, for instance, 60 cycles. But thanks to
The gain from the two-step gearbox so-
the two-step gearbox layout, the same
lution and the propeller running with a
For ships with bow thrusters and a
60 cycles can be achieved with the sec-
combinatory curve at lower ship speed
CP-propeller, the switchboard is often
ond alternative gear selection found on
can be summarized as follows:
arranged in such a way that the shaft
the left-hand power range curve No. 2

at 109 rpm.
generator supplies the electric power

1.
Electric power with the same frequency generated from a shaft gen-
This means that the two-step gearbox
erator is possible within two propel-
can generate power with the same out-
ler speed alternatives.
to the thrusters, and the gensets take

care of the hotel load.
Layout for operating with a fixed pitch pro-
that the PTO/GCR shaft generator type
The investment in a GCR shaft genera-
peller
can be used to supply electric power
tor type is much smaller than the more
Due to the nature of the fixed pitch
for that equipment most of the time,
sophisticated PTO/RCF or other PTO/
propeller, the speed of the propeller
see also page 13.
CFE systems which are ready for parallel running with gensets.
and engine, vary with the required ship

speed and the resistance acting on the
When utilising the cheap PTO/GCR sy-
ship. Consequently, the electric power
atem in combination with a fixed pitch
The total efficiency of a PTO/GCR unit
generated from a PTO/GCR system
propeller speed, the limited part of
is around 92%, corresponding to a 2
would have a variable frequency.
sensitive electrical equipment that re-
and 6% loss from gear and alternator.
quires fixed frequency then have to be

Most electrical equipment can operate
powered by smaller adapted frequency
The shaft generator layout operation
with a frequency at between 50 and 60
converters close to the few critical con-
range should be based on the expect-
Hz without problems. This means that
sumers that rely on constant frequency.
ed ship operation profile, in order to

ensure the longest possible operation
the PTO/GCR system can be utilised in

the 52% to 90% engine power range,
Summary
corresponding to an engine speed
Several manufacturers are able to sup-
range of 80% and 97%. This indicates
ply different kinds of PTO/GCR systems.
time for the shaft generator.
Fig. 4: Small adapted rotating frequency converter
PTO/RCF (power take off/RENK constant frequency)
gear unit has been developed by RENK
The hydrostatic system drives the an-
and is only available from this supplier.
nulus of the epicyclic gear in either
The PTO/RCF system produces elec-
direction of rotation and continuously
tricity with a constant electrical fre-
Based on the detected output speed
varies the gear ratio according to the
quency over a wide propeller speed
from the crankshaft gear, the RCF gear
engine speed.
range, and the shaft generator type can
transmission can serve a constant
be utilised in combination with a fixed
speed to the alternator over an engine
In the standard PTO/RCF layout, the
pitch propeller and continuous opera-
speed range of 35%. It consists of an
output speed range of the gearbox is
tion in parallel with gensets.
epicyclic gear with a hydrostatic super-
set between 70% to 105% of the en-
position drive.
gines specified MCR speed, but this
The PTO/RCF incorporates the RCF
could be selected otherwise.
speed controlled planetary gearbox
The hydrostatic motor is controlled by
ensuring a constant speed for the al-
an electronic control unit and is driven
The speed range from 70% to 105%
ternator within a certain propeller speed
by the built-on hydrostatic pump.
equals an engine power of between
range. This mechanical-hydraulic RCF
PTO/RCFBW III
RENK
34% to 105%, see page 13.
To panel
Hydrostatic
control
Hydrostatic
motor
Operator control panel

(in switchboard)
Alternator
Hydrostatic pump
Multi-disc clutch
Toothed coupling
Toothed coupling
Controller
Terminal
Elastic damping coupling
Toothed coupling
42-98MC
Fig. 6: The engine side front end mounted installation BW III RENK PTO/RCF solution
10
The PTO/RCF system can serve elec-
Summary
with fixed pitch propellers and continu-
tric power to all power consumers on
PTO/RCF is suitable for ships with a
ous operation in parallel with gensets.
the voyage.
fixed pitch propeller.

The most commonly used PTO/CFE is
During parallel running with gensets, the
During operation, the multi-disc clutch
as a slow-running alternator type oper-
internal electronic control box system,
integrated into the RCF gearbox input
ating at the same speed as the propel-
included with the RCF unit, ensures that
shaft permits disengaging of the epicy-
ler shaft. Alternative and faster step-up
the control signals to the main electric
clic RCF gear and alternator from the
gear systems with a low-cost synchro-
switchboard are identical to those of the
step-up gear driving by the main engine.
nous alternator are possible, but only a

limited number of step-up-gear-based
gensets. This allows the PTO/RCF to

operate alone or in parallel with gensets
Depending on the actual engine speed
PTO/CFE systems have been intro-
throughout a 35% speed range.
relative to the maximum speed layout of
duced. The PTO BW III/GCR-CFE step-
the RCF unit, the total efficiency of the
up solution from RENK is shown on
Internal control circuits and interlocking
RCF shaft generator system varies be-
page 19.
functions between the epicyclic gear
tween 88% and 91%.

The PTO/CFE slow-running alternator
and the electronic control box provide
is available as an engine-mounted front
essary for the satisfactory operation
PTO/CFE (Power Take Off/Constant

Frequency Electrical)
and protection of the RCF gear. By the
The PTO/CFE generates electric power
a tank-top-mounted aft end SMG/CFE
extent of deviation or severity from the
with constant electrical frequency over
solution with the rotor integrated on the
permissible values, caused by incidents
a wide engine speed range. The shaft
intermediate propeller shaft.
or failure, a warning or alarm will be
generator can be used in combination
automatic control of the functions nec-
shown on a display.
end DMG/CFE solution, or installed as
More poles are necessary for a low

speed operated synchronous alternator. This means that the alternator type
becomes bigger than for the step-upgear based alternative. The slow-running
alternator type does not need any kind
of flexible coupling, necessary for the
faster-running step-up gear shaft generator types.
Both the DMG/CFE and the SMG/
CFE are able to operate in parallel with
the gensets and serve full rated electric power output when the speed of
the main engine is between 75% and
105%, which equals an engine power
range of 40% to 105%.
The CFE system also has the capacity for a reduced electric output that is
proportional to the engine speed of between 40% to 75% of the SMCR speed,
Fig. 7: The hydraulic speed controlled planetary gear box supplies constant speed for the alternator.
11
Mains, constant frequency
Synchronous
condenser
Excitation
converter
Diesel engine
DMG
Smoothing
reactor
Static
converter
Fig. 8: PTO DMG/CFE engine-mounted front end design
which equals an engine power range of
A novel marine shaft-driven genera-
The traditional thyrister converter run-
6.4% and 40%, see page 13.
tor system with two PWM-pulse width
ning with a synchronous condenser is
modulated converters has been intro-
illustrated by the control principle for a
A traditional PTO/CFE shaft generator
duced. With this system, one of the
DMG/CFE unit, Fig. 8.
is installed with a thyristor converter
PWM converters is used to convert
and synchronous condenser.
the varying current into the DC energy.
However, the tank-top-mounted aft end
Afterwards, the other PWM converter
SMG/CFE solution with integrated ro-
The alternator generates a three-phase
converts the DC energy into AC energy
tor on the intermediate propeller shaft
alternating current with a varying fre-
with the fixed frequency and voltage.
is much more frequently used than the
quency that corresponds to the pro-
DMG/CFE, because it is not subjected
peller speed. This is then rectified and
Thanks to the space vector control
to any limitations from the installation on
conducted to the thyristor converter
used with this converter system, the
the main engine and the limited space
system in the engine room, which pro-
generator can maintain a constant volt-
between the bulkhead and PTO.
duces alternating current with constant
age and frequency. The PWM pulse
frequency. The synchronous condens-
width modulated converter system is
Summary
er is necessary because the DC inter-
able to supply effective power and re-
The CFE shaft generator system is suit-
mediate link used by the thyrister con-
active power to load on ships without a
able for ships with fixed pitch propeller.
verter system has the effect that there
synchronous condenser and, thereby,
will be no reactive power served to the
simplifies the installation and later on
The total efficiency of the slow running
main switchboard. A synchronous con-
maintenance processes.
CFE types varies from 89% to 91%.
denser is therefore necessary to generate the reactive power needed.
12
Characteristics of electric power from

shaft generators
The PTO/GCR solution can be select-
The PTO/GCR solution can be select-
ed for electric power generated within
ed for electric power generated within
The range of electric power available
a 50-60 cycles range obtained at be-
a 50-60 cycles range obtained at be-
from a shaft generator system depends
tween 81-96% propeller speed range,
tween 52-90% ME power range, see
on the shaft generator type selected.
see Fig. 9.
Fig. 10.
To illustrate the variation, the electric

power diagrams are shown for the CFE,
RCF and GCR principles. The diagrams
Electric power [%]

100
are shown for basic layouts, but it is important to note that other shaft generator layout ranges based on a particular
CFE
engine load profile could be selected to

ensure that the electric power from the
shaft generator is available for most pre-
GCR
CFE
50
RCF
ferred main engine load conditions.

Normally, the most inexpensive GCR
solution is operated with the controllable pitch propeller running at constant
speed. This means that electric power
0
0
is available throughout the main engines
10
20
30
40
50
60
70
80
90 100 110
Propeller speed %
power range.
Fig. 9: Possible el-power output from shaft generators operating with variable propeller speed.
If the variable frequency is acceptable

for the ship, the GCR gear system
could be matched according to a suitable speed range for the fixed pitch
propeller layout, See page 9.
Electric power [%]

100
CFE
The RENK RCF solution offers constant
GCR
frequency at parallel running with gensets and have a full electric power ca-
CFE
pacity available within a wide range of

engine power and propeller speed.
RCF
50
The CFE constant frequency application is offered by several suppliers and

and can be selected for constant frequency, parallel running with gensets
and for generating electric power for an
even wider engine power and propeller
speed range.
0
0
10
20
30
40
50
60
70
80
90 100 110
ME power
Fig. 10: Possible el-power output from shaft generators operating with variable main engine power.
13
Engine power and speed ranges available in PTO operation mode

PTO layout
PTO used with
Propeller speed
ME power
Max. electric power output
Frequency
Cycles
40
6.4
50
60
CFE
75
42.2
100
60
CFE
105
105
100
60
RCF
70
34.3
100
60
RCF
105
105
100
60
CFE
GCR
Variable frequency
80.6
52.1
100
50
GCR
Variable frequency
96.5
90
100
60
Fig. 11: Electric power output from shaft generator based on PTO layouts given by Fig. 9 and Fig. 10.
14
Physical shaft generator types and mounting

configuration
Encoder system used with electron-
mounted PTO normally takes place with
ically controlled engines
the standard encoder system mounted
Engine mounted front-end

installation (BW I)
The electronically controlled low speed
on the front-end shielding system with-
The BW I system, available for GCR
engine system relies on the robust en-
out the PTO unit installed.
and RCF shaft generators from RENK,

comprises a bevel gear and a step-up
gine encoder system developed by

MAN Diesel & Turbo. For most applica-
Afterwards, when the engine has fin-
gear bolted directly to the front-end en-
tions, this encoder system is mounted
ished the shop test running, the stand-
gine structure. The bevel gear allows
on the foremost shielding system con-
ard engine encoder system is reused
the alternator a vertical position on
nected to the front end of the crankshaft
and mounted on the foremost PTO
top of the gear unit. This compact de-
flange, where it continuously sends the
shielding. Therefore, the PTO maker
sign gear system is only available from
exact position of the crankshaft to the
must study the encoder system in ad-
RENK and is delivered with a combined
ME control system.
vance and prepare a suitable and sta-
flexible toothed coupling.
ble interfacing for the encoder housing

Shop testing of electronically con-
and pickup, ready for installation at the
trolled engines prepared for a front-end
shipyard at PTO assembly.
Fig. 13: BW I S70/RCF 850-60 (RENK)
15
Flexible toothed coupling and
flange, both the damper and flexible
lubrication
toothed coupling will be lubricated and
The flexible coupling used with RENK
cooled by the main engine lubricating
shaft generators, supplied by Geisling-
system through the hollow step-up
er, is bolted in place between the crank-
gear shaft.
Flange for lubricating oil
Return flange welded on to bedplate
To ensure a stiff connection between

the main engine parts and the PTO,
shaft free end and the step-up gear. In

this way, transmission of torsion and
The engine-mounted step-up gear re-
adapted machined steel washers are
longitudinal excitations from the crank-
lies on the main engine lubricating oil
placed between the PTO crankshaft
shaft to the step-up gear are avoided.
system, and with a lubricating oil load
gearbox and the A-frame so as to
level of 8, according to the standardised
compensate for the approx. 3 mm
The integrated flexible elements con-
FZG Gear Test (DIN 51354), the capac-
difference in length between the en-
sist of packages of steel springs. The
ity of the main engines lubricating oil
gine structure parts.
damping of torsional excitations is
system must be increased accordingly.

Engine room preparations (BW I)
achieved with steel springs squeezing oil from one chamber to the other,
The hydrostatic drive controlling the
when they are deflecting during opera-
RCF gear provides a constant shaft
tion. Together with the damping func-
speed input to the alternator and re-
tion, the oil provides the necessary
quire a 5m filtration of the oil of its own.
External wiring of the control system
Cooling water supply for built-on oil

cooler
lubrication and cooling to the coupling

bolted to the crankshaft free end.
Normally integrated between the step-
board and to the control system
up gearbox and alternator, the multiThe toothed coupling allows a simple
disc clutch is used for engaging or dis-
separation of the step-up gear and
engaging of components during main
crankshaft if special events occur and
engine operation.
Wiring between alternator, switch-
Electric power supply for built-on

electric lubricating oil stand-by pump.
require full access to the limited space

behind the PTO gear unit.
On an RCF gear unit, the multi-disc
For the PTO BW I/RCF type it is recom-
clutch is mounted before the RCF gear
mended that the shipyard install an ex-
If the torsion characteristics of the shaft
input shaft and will be lubricated by a
ternal lubricating oil filling system with a
system require additional inertia mass
step-up gear driven pump.
dosage tank having a specified volume

for one RCF gearbox oil change.
fitted to the crankshaft flange free end,

it is possible to mount a tuning wheel
The electrically driven PTO-integrated
or a torsional vibrations damper in the
lubricating oil stand-by pump supple-
space between the shaft generator
ments the step-up gear driven pump
Tank top mounted front end PTO installation (BW II)
gear box housing and engine structure.
during engine start and if the gear driv-
The BW II works as a freestanding gen-
en pump malfunctions.
erator solution in front of the engine.
box structure support the mass of the
PTO preparations (BW I)
A rubber-type flexible damping cou-
gear wheels, the Geislinger coupling,
Approved interface and connection for
pling needs to be installed between
and any additional mass bolted to the
ME engine encoder system.
the engine and PTO step-up gearbox
The bearings installed in the BW I gear-
outside the engine. The engine drives
crankshaft flange in order to adjust the

torsional
vibration damper according
to the final vibration analysis.
Engine preparations (BW I)
shaft, bolted to the engine crankshaft
ment of the gear unit
flange and passes through the engine

front-end cover made in two halves
If a Geislinger damper needs to be

mounted on the engine crankshaft
16
the shaft generator via an intermediate
Weld on blocks machined for align-
Monitoring system for axial excitations
with an oil sealing arrangement.
The installation length of the PTO BW II

in front of the engine normally exceeds
the built-in length compared with other
types of PTO arrangements. But, depending on the space available, there
are some possibilities for limiting the
length. Fig. 15 shows a concept where
the alternator is placed horizontally
between the step-up gearbox and the
front end of the engine, thus utilising
the space anyway taken up by the flexible coupling.
A small support bearing is often in-
Fig. 14: Tank top mounted front end PTO BW II installation in front of the engine.
stalled between the front end of the engine and the flexible coupling. Whether
such a support bearing is required
Alternator
Torsionally
rigid coupling
Step-up
gear
can be determined from MAN Diesel &

Turbo specification of the permissible
shear force and bending moment on
the front end of the crankshaft.
The PTO BW II has its own lubricating
oil system, and an integrated electrically driven lubricating oil stand-by pump
supplements the gear driven pump
during engine start-up and in the event
Main engine
side
Support
bearing
Flexible
coupling
of malfunctioning of the gear driven

pump.
Fig. 15: PTO BW II with alternator mounted between gearbox and engine structure
The bevel gear solution in the step-up

gearbox enables a vertical installation
of the alternator, Fig. 16.
Various gearbox manufacturers are
able to supply the PTO BW II/GCR systems, but only RENK is able to supply
the PTO BW II/RCF system with possi-
Alternator
Flexible
coupling
bility for constant frequency operation.
Step-up
gear
Fig. 16: PTO BW II installation with alternator mounted vertically above gearbox
17
Engine preparations (BW II)
Replacement for the standard ME
the frame before the alternator, see Fig.
The investment cost of the PTO BW
18.
III system is typical higher than for the
engine encoder system on the engines aft end turning wheel
is bolted to the engine structure, and
bore engines and larger for standard
there is no need for additional founda-
Intermediate shaft between the en-
sizes of alternators at 700, 1200, 1800
tion in the engine room. It is therefore
gine and the flexible coupling
and 2600 kW, but others are available
considered to be a compact and easy-
on request.
to-install PTO solution. The RCF gear-
Engine front-end cover with oil sealing arrangement
other gear-based shaft generators. It

The RENK gearbox is available for 40
Axial excitations monitoring system.
box unit supplies the right input speed

The flexible toothed coupling used by
to the alternator and a space requiring
the BW I and BW III RENK solutions,
frequency converter system in the en-
supplied by Geislinger, is included in
gine room is not necessary.
the delivery from RENK.

Engine room preparations (BW II)
Tank-top seating for bearings and

gearbox
Combined
Geislinger
and toothed
couplin
Cooling water supply for the built-on

oil cooler
Crankshaft
gear
Electric power supply to the built-on

Alternator
lubricating oil stand-by pump
Wiring between alternator, switchboard and control system
Brackets
Bedframe
For the PTO BW II/RCF solution,
Toothed coupling
Multi-disc clutch
the shipyard is recommended to install an external lubricating oil filling
Fig. 17: RENK PTO BW III/GCR design
system with a dosage tank having a

specified volume for one RCF gearbox oil change.
Operator
control
panel
RENK installation (BW III) mounted on

engine side
The PTO BW III/GCR/RCF step-up gear
Combined
Geislinger
and toothed
coupling
Alternator
Controller
system is directly bolted to the front-
Crankshaft gear
end engine structure, and the frame

supporting the alternator is placed horizontally alongside on engine supported
brackets.
For the PTO BW III/RCF solution, the
Bedframe
RCF unit
incl. multi
disc clutch
RCF gear unit supplying constant

speed for the alternator is mounted on
18
Fig. 18: RENK PTO BW III/RCF design
Brackets
Toothed coupling
Static frequency converter system

Synchronous
condenser
To
switchboard
Distribution cubicle
Combined Geislinger
and toothed couplin
Converter cubicle
Excitation cubicle
Control cubicle
Crankshaft gear
Alternator
Brackets
Bedframe
Toothed coupling
Multi-disc clutch
Fig. 19: RENK PTO BW III/GCR-CFE step-up gear design
Flexible toothed coupling
See page 16.
For the BW II/RCF solution, it is recommended that the shipyard install
PTO, adapted steel washers are fitted
an external lubricating oil filling sys-
between the PTO crankshaft gearbox
tem with a dosage tank having a
Interface between engine and crank-
and the A-frame to compensate for
specified volume for one RCF gear-
shaft gear is coordinated between
the approx. 3 mm long difference be-
box oil change.
MAN Diesel & Turbo and RENK
tween the engine structure parts.
Approved interface and connection
Engine room preparations (BW III)
for ME engine encoder system.
Welded-on
blocks
machined
Aft-end installation (BW IV/GCR)

mounted on tank top
Power supply for the lubricating oil
The PTO BW IV is placed on the aft side
stand-by pump.
of the engine as a freestanding PTO so-
Engine preparations (BW III)
tween the main engine parts and the
PTO preparations (BW III)
To maintain a stiff connection be-
lution. It has a tunnel gear with a hollow

for
alignment of the step-up gear unit
shaft large enough to allow the interme-
board and to the control system.
diate shaft flange to pass through during assembly.
Oil tightness by fitting a rubber gasket in the gap around the washers
Axial excitations monitoring system
Free flange end for lube oil inlet pipe
Oil return flange welded to lower
Cooling water for the lubricating oil

cooler built on the RCF gear.
main engine oil pan structure
Bolted brackets welded to the main

engine lower structure part on the
exhaust side to support the alternator and RCF gear
Fig. 20: PTO BW IV/GCR with tunnel gear and intermediate propeller shaft
19
Vulkan Rato
exible coupling
Toothed
coupling
Alternator
Tunnel
gear
Fig. 21: PTO BW IV/GCR with tunnel gear and hollow segmented flexible damping coupling fitted to the propeller shaft
Fig. 22: PTO BW IV/GCR tunnel gear and alternator
20
Fig. 23: PTO BW IV tunnel gearbox from RENK
A number of gearbox manufacturers
can supply PTO BW IV/GCR solutions
Cooling water supply to lubricating
shaft away from the engine structure
oil cooler
and does not require a gearbox or flex-
that do not increase the total built-in

length of the propeller shaft and the en-
ible coupling.
Electric power supply to lubricating

oil stand-by pump.
gine, and the shaft generator can be inaround the shaft line aft of the engine.
The intermediate propeller shaft is part

of the generator and is mounted by the
stalled within the space already available
alternator maker. The stator housing is
board and to control system.
mounted on a separate foundation pre-
A flexible damping coupling based on
pared by the shipyard, see Fig. 24.
rubber elements is fitted around the in-
The intermediate shaft flange must be
termediate shaft. The steel flanges used
provided with additional screw holes
The simplicity and low maintenance
for the coupling are made in halves to
for the flexible coupling or an additional
costs of the shaftline alternator between
allow assembly around the intermediate
forged on flange must be made for al-
the low speed main engine and the pro-
propeller shaft. The flexible coupling is
ternative PTO positioning further away
peller has made it a popular choice. It is
connected between the hollow tunnel
from the engine.
mounted with a large air gap between

the stator and rotor without additional
gear shaft flange and the propeller shaft
bearings. The propeller shaft mounted
can be connected to a forged-on flange
Aft-end installation (SMG/CFE)

mounted on propeller shaft
anywhere on the intermediate propeller
The PTO SMG/CFE has the same work-
used than the DMG/CFE solution and,
shaft, which means that the PTO can be
ing principle as the PTO DMG/CFE.
moreover, it is offered at a somewhat
flange on the engine. Alternatively, it
lower price. It is considered to be a
moved further away from the engine.

When operating the PTO, the flexible
PTO/PTI SMG/CFE is more frequently
The SMG/CFE alternator rotor is inte-
straightforward design with no physical
grated on the intermediate propeller
interface with the main engine itself.
coupling only transfers a torque corresponding to the power of the shaft

generator.
The PTO BW IV has its own separate
gear-driven lubricating oil system and
an electrically driven built-on lubricating oil standby pump used to supplement the gear-driven pump during main
engine start-up and in the event of any
malfunctioning of the mechanical geardriven pump.
Engine preparations (BW IV)
No engine preparations for the installation of the PTO BW IV system are

needed
Engine room preparations (BW IV)
Tank top foundation for gearbox and

alternator
Fig. 24: PTO SMG/CFE 1300-60 installation
21
Engine room preparations
converter cubicles are necessary,
nator is separated from the crankcase
(SMG/CFE)
but those can be avoided by the
by a plate and a labyrinth seal made by
Tank top foundation for the alternator
shaft generator type using the PWM
the PTO supplier.
stator housing
converter technology.
Depending on the torsion characteristics
Cooling water supply for water

cooled alternators
Front-end PTO installation mounted

on engine (DMG/CFE)
and a vibration analysis, additional iner-
The PTO DMG/CFE is a large slow run-
can be added, see Fig. 26.
tia mass in the form of a tuning wheel
Wiring between alternator, frequency
ning alternator with its rotor mounted
converter system, switch board and
directly on the crankshaft, and the sta-
If shear force and bending moment act-
control system
tor housing is bolted to the front-end
ing on the fore-end flange of the crank-
engine structure, see Fig. 25.
shaft exceed the limits, the stator hous-
For the traditional thyrister converter
ing must be prepared with a front-end
solution additional seating for syn-
The DMG/CFE does not require a gear-
support bearing to reduce the load on
chronous condenser unit and static
box or flexible coupling, and the alter-
the crankshaft.
Static frequency converter system

Distribution cubicle
Synchronous
condenser
To
switchboard
Converter cubicle
Excitation cubicle
Control cubicle
Cooler
Oil seal cover

Rotor
Stator housing
Fig. 25: PTO DMG/CFE
22
Support
bearing
In order to reduce weight carried by the
maker and the licensee producing
main engine structure further founda-
the engine.
In order to secure the oil tightness a

rubber gasket is placed between the
tions in ship may be necessary in order
gearbox and the A-frame.
to support some large DMG applica-
Engine preparations (DMG/CFE)
tion.
ME operation encoder system can
Monitor system for axial excitations.
be fitted to aft-end tuning wheel.

Engine room preparations (DMG/
The electrical frequency generated depends on the speed of the main engine
and the number of poles used for the
Engine structure built-in stiffness and
CFE)
strength for bolt connections.
quency and diameter of alternator. The
Weld on blocks machined for align-
bicles.
ment of the gear unit.
alternator diameter is however constrained by ship hull geometry, which

means that alternator is not able to
Foundation for the synchronous condenser unit and static converter cu-
alternator. More poles increase the fre-
In order to maintain a stiff connec-
Cooling water supply water cooled

alternator.
produce a frequency of 50Hz or 60Hz
tion between main engine parts and
without the use a frequency converter
PTO, adapted machined steel wash-
system between the alternator and the
ers are placed between the PTO
converter, switchboard and to con-
main switchboard.
crankshaft gearbox and the A-frame
trol system.
Wiring between alternator, frequency
to compensate for the approx. 3 mm

PTO preparations (DMG/CFE)
difference in length between the en-
Interface with engine and crankshaft
gine structure parts.
gear is coordinated between engine
Air
cooler
Stator housing
Stufng box
Crankshaft
Air
cooler
Stator housing
Stufng box
Crankshaft
Support
bearing
Pole
wheel
Pole wheel
Main
bearing no. 1
Standard engine, with direct

mounted generator (DMG/CFE)
Tuning wheel
Main
bearing no. 1
Standard engine, with direct

mounted generator and tuning wheel
Fig 26: PTO DMG/CFE structure can be made to accommodate a tuning wheel
23
Power and speed layout of engine
This chapter explains how a shaft generator system influences a fixed pitch
Power
or a controllable pitch propeller engine

layout and provides guidelines to select
power and speed for an engine driving
MP
a shaft generator.
Engine margin
(10% of MP)
SP
PD
Beyond the physical preparations con-
Sea margin
(15% of PD)
nected to the installation of a shaft gen-
PD
erator, the engine power and speed

SMCR layout needs to be carefully
considered. Lack of power and propel-
LR (7%)
ler speed will increase the heavy run-
HR
ning condition for the engine and result
Engine speed
in increased thermal load and fuel consumption. The heavy running condition
occurs when the engine is operated
without sufficient margins for engine
power and propeller speed. Without
that, the engine will be operated to the
left of the engine layout curve 2. This
2
6
MP:
SP:
PD:
PD:
LR:
HR:
Heavy propeller curve fouled hull and heavy weather

Light propeller curve clean hull and calm weather
Specied propulsion MCR point
Service propulsion point
Propeller design point
Alternative propeller design point
Light running
Heavy running
means that there is less surplus power

and propeller speed available for ship
Fig. 27: Running points and engine layout for fixed pitch propeller
speed acceleration and 100% engine

power will not ba available, and 100%
engine power will not be available.
Operation of the engine to the left of
curve 2 can be minimised by an appropriate investigation of the neces-
M: Specied MCR of engine

S: Continuous service rating of engine
Power
sary power and speed margins for bad
M=MP
weather, fouling of hull and propeller
S=SP
and, possibly, also utilisation of a shaft

generator application. The SMCR en-
gine layout point MP, is found on the
engine layout curve 2, Fig. 27.

Propulsion and
engine service curve
for heavy running
Propulsion and engine running

points
In the design phase of a new ship, the
actual ship design speed that has to be
achieved is based on theoretical calculations for a loaded ship and the actual
Engine speed
Point M of load diagram
Line 1: Propeller curve through SMCR point (M=MP)
Line 7: Constant power line through SMCR point (M)
combination of necessary engine power and propeller speed. Afterwards, it is
24
Fig. 28: Engine layout diagram
validated by experimental tank tests for
dation for the propeller speed margin
agram can be drawn, see Fig. 29. This
the optimum operating conditions for
(LRM) is between 4 to 10%.
allows the actual load limitation lines of
a new ship. The combination of power

and propeller speed obtained from this
Once the SMCR point MP has been
analysis is called the ships propeller
found in the layout diagram, the load di-
design point PD, and it is found on the

dashed light running propeller curve 6
in Fig. 28.

Layout for engine driving a fixed

pitch propeller
For a fixed pitch propeller layout, the
propeller speed depends on the resist-
5% M
3.3% M
5
4
1 2 6
Power
ance from wind, waves and fouling of
hull and propeller.
5% L1
When the ship has been sailing for some
time, the hull and propeller will become
fouled and the resistance acting on the
ship when sailing will be increased.

For a new ship without a fouled hull
Propulsion and engine service

curve for heavy running
and propeller trading at 15% sea mar-
Engine speed
gin, which means a little headwind and

small waves, about 15% more power
Fig. 29: Engine load diagram
is necessary to achieve the same ship

speed compared to a situation of no
wind and no waves. In such circumstances the heavy running propeller

equilibrium pretty much follow the light

running curve, about 0.5% to the left of
Power
S
the dashed light running propeller lay-
M
7
SG
SG MP
out curve.
er
en
tg
fouled hull condition, the propeller equi-
Sh
af
However, for a very bad weather and
at
or
SP
librium will be formed even more to the

left, and for that condition the engine
power and propeller speed layout has
to be prepared. To meet that require-
Engine service curve

for heavy running
Propulsion curve
for heavy running
Engine speed
ment, it is normal practice to use an
extra engine power margin of 15%. To
Line 1: Propeller curve through SMCR point (M=MP+SG)
ensure that a sufficient propeller speed
Line 7: Constant power line through SMCR point (M)
margin is available. Our recommenFig. 30: Engine layout diagram for engine driving a shaft generator (normal case)
25
the diesel engine to be found from the

engine load diagram.
Layout for engine prepared for driving a fixed pitch propeller and shaft
generator
For engines driving a shaft generator,
additional power and speed margins

7
5
3.3% M
5% M
4
1 2 6
Power
must be considered to ensure operation hours for PTO during ship accel-
L3
eration, bad weather and fouled hull
SG
5% L1
MP
SP
L2
af
tg
en
tion of the maximum power consumed
er
SMCR power is found by a simple addi-
at
or
conditions. In many cases, the engines
L1
Sh
by the shaft generator to the propul-
sion point MP, Fig. 30. Accordingly, the

specified maximum continuous rating
L4
point can be found by the calculation:

M=MP+SG, where SG shows the mechanical power needed for operating

for heavy running
Propulsion curve
for heavy running
Engine speed
the shaft generator including the efficiency loss through the shafting and
gearbox.
Fig. 31: Engine load diagram for engine driving a shaft generator (normal case)
If the ship is trading at a low-load ship

operating profile, a further light running
propeller speed margin should be considered, as the shaft generator operation curve, through M, at low-load op-
L1
Ship acceleration curve

M
eration is relatively closer to the torque/
speed limit curve 4, Fig. 31., and therefore has less propeller speed available
L3
for a heavy running condition caused
SG
by bad weather or fouled hull.

1
r
to
en
Sh
af
L4
Heavy running
Heavy running
propulsion curve
(PTO) service curve
ship acceleration in bad weather conditions, while keeping a suitable propeller

Fig. 32: layout and Load diagram with the ship acceleration curve
26
L2
tg
generator layout and the load diagram
generator will ensure surplus power for
SP
er
a
M, the combined ship propulsion shaft
The extra power margin for a shaft
MP
With the SMCR point established at
can be drawn, Fig. 31.
curve distance to the torque/speed limit

curve 4, Fig. 32.
Special layout for engine with fixed

pitch propeller and shaft generator
M:
S:
M:
Intended specied MCR of engine

Continuous service rating of engine
Recommended SMCR
point of load diagram
Power
An engine layout for a shaft generator
M
M
MP
SG
SP
operated at maximum engine power

ge
ne
ra
to
may put the intended SMCR point M
af
t
of the engine outside the top of the

Sh
blue layout diagram. Consequently,

one more cylinder is necessary to meet
the power demand. Selecting an extra
cylinder for the engine implicates extra
costs and additional space requirements in the engine room. However,
selecting one cylinder more for the ME
can be avoided by restricting the load
on the shaft generator when the engine
Propulsion curve for heavy running

for heavy running
Engine speed

Line 1: Propeller curve through service point S
Point M: Intersection between line 1 and line L1- L3
is operated at close to the SMCR point.

Fig. 33: Special engine layout, with PTO (special case)
By doing so, the propulsion point MP

can still be reached on the propulsion
curve 2, if a genset covers the partial
electric power gap between line 1 and
the horizontal line 7.
M: Intended specied MCR of engine

M: Recommended SMCR point of engine
3.3% M
5% M
However, such a situation only occurs
rarely, as ships rather infrequently op-
erate in the upper propulsion power
Power
M
5
1 2 6
MP
SP
5% L1
en
Sh
af
tg
er
at
or
Point M is the highest possible engine
SG
range.
power available and it is found at the
Propulsion curve
for heavy running
for heavy running
Engine speed
Fig. 34: Reduced power from the shaft generator close to specified propulsion point (special case)
27
intersection between line L1-L3 and SG

operation curve 1.
Power
Engine layout with controllable pitch

propeller and shaft generator
3.3%M
5%M
The hatched area shows a speed range
between 96.9 and 100% of the speci-
1
M
fied MCR speed for an engine driving a
shaft generator.
5%L1
S
1
The service power point S can be located at any point within the hatched
propeller speed range. Electric power
Recommended range
for shaft generator
operation with
constant speed
generated from the shaft generator is

available within the hatched area.
Although the speed margin is not relevant for a CP propeller, as the pitch can
Min.
speed
Combinator curve
for loaded ship
and incl. sea margin
Max.
speed
Engine speed
be adjusted to meet the requested propeller speed, it is still relevant to inves-
Fig. 35: Example with controllable pitch propeller running with a combinatory curve.
tigate the power margin for PTO. This

applies if the ship speed must be maintained during heavy weather and fouled
hull conditions while retaining the ability
to operate the shaft generator.
Layout for engine driving a fixed pitch

propeller and shaft generator/motor
Point M of load diagram:

Point PD: Propeller design point
LR:
Normal light running (3-7%) of propeller
Point X: SMCR power on line 2
Point M: Same power as X but with X = 2.2% lower rpm
In some projects for larger container

ships with a waste heat recovery sys-
PTI
tem installed in combination with a shaft
generator and a shaft motor (PTO/PTI),

it is ensured that any surplus electric
L3
PTI
PD
pulsion by the shaft motor.
LR
Depending on the PTO and PTI power
available, the advice on an engine lay-
In this example, a large shaft motor
Sea margin
(15% of PD)
recovery can be utilised for shaft pro-
alone solution can be followed.
Engine margin
(10% of M)
7
6
SP
power generated from the waste heat
out with a combined PTO alone or PTI
L1
X = 2.2%
Power
L4
PTI
S
L2
for light running
for heavy running
Real propeller curve

for light running
for heavy running
Engine speed
has been installed. The contractual

ship speed is met at the service point
28
Fig. 36: Engine layout diagram for engine operating with a shaft motor (PTI)
SP=S+PTI and is based on the main engine propulsion power S and the power
contribution from the PTI shaft motor.
5% M
3.3 M%
X=
In Fig. 36, for the purpose of illustration,
2.2% M
L1
Power
the propeller design point PD meets the
ship speed in calm weather and clean

L3
hull condition. The resulting MCR point
LR
LR
SP
5% L1
X is valid for shaft motor operation and
PTI
In
is based on the normal light running
PTI
When it comes to the engine layout,
and operating the shaft generator

(PTO) at engine part load (low load), it is
L4
recommended to choose the specified
L2
Po
we
rT
ak
factor LR sea and engine margin.

for light running
for heavy running

for light running
for heavy running
MCR engine speed M about X=2.2% to

the right of the point X, thereby forming
Engine speed
the engine layout curve 1 to which the

engine should be selected.
From curve 1, the real propeller light running factor LR can be found by using the
calculation LR=LR X, and the load diagram of the main engine can be drawn
around the MCR point M.
Engines running with a PTI may sometimes need the possibility to operate
with increased light running outside the
Line 1
:
Line 2
:
Line 2
:
Line 3
:
Line 3
:
Line 6
:
Line 6
:
LR
:
LR = LR -X :
M :
S :
SP :
Propeller curve through M layout curve for engine

Real propeller curve for heavy running
Heavy running curve for engine with PTI in operation
Normal speed limit curve
Extended speed limit curve (provided torsional vibrations permit)
Real propeller curve for light running layout curve for propeller
Light running curve for engine with PTI in operation
Normal light running 3-7% of propeller
Real light running of propeller (compared to curve 1)
Specied MCR of main engine

Continuous service rating of main engine
Service propulsion power = engine service power S + PTI
standard load diagram. In such cases,

provided the torsion vibration conditions
permit, a speed derated engine offers
the possibility for extended speed limit.
Fig. 37: Engine load diagram for engine operating with a shaft motor (PTI) and the light-running
extended speed limit possibility shown by the hatched area.
29
Torsion vibration aspects
When dimensioning the layout of the
The position of the natural frequency for
self must allow the natural frequency of
propeller and shafting system, the con-
the 1-node vibration mode in the shaft
the shaft generator branch, which re-
tribution from extra PTI power for pro-
generator branch mainly depends on the
mains coupled to the engine, to jump
pulsion must also be taken into account.
torsional flexibility of the flexible coupling
to a sensibly higher frequency than the
and the inertia of the alternator. As a rule
corresponding frequency at 105% MCR
Engines with small PTO applications
of thumb, the lowest natural frequency
speed. In this respect, it may be neces-
The gear-based PTO BW I, BW II, BW III
of the shaft generator branch should not
sary to tune the inertia of the alternator
and BW IV systems all incorporate a flex-
be less than 120%, or more than 80%,
by fitting an additional mass (a tuning
ible coupling for protection of the gears
of the frequency corresponding to the
wheel) to the alternator side of the clutch.
against hammering caused by torsional
SMCR engine speed. This means that
excitations from the engine.
either under- or overcritical vibration
The DMG/CFE and the SMG/CFE do not
conditions for 1st order excitation can
incorporate a gear or a flexible coupling,
When the shaft generator power out-
be obtained with a satisfactory safety
but the inertia of the rotor may naturally
put is less than 10% of the main engine
margin.
influence the torsional layout of the shaft-
power, the vibration modes of the shaft
ing.
generator system will not influence the
For an incorporated alternator clutch,
vibration modes of the propulsion shaft
the design criteria and operation of
Engines with large PTO applications
system. The choice and design of a pro-
clutch normal takes place according to
Such types of ships like shuttle tankers,
pulsion shaft system can therefore be
following:
which have a high demand for electric

power, may use one or two large BW IV
made without making considerations to

a possible shaft generator later on.
The PTO/GCR gear constant ratio is
Alternator engaged: overcritical run-
shaft generators for the electricity pro-
ning (1st order critical speed at 55-
duction. They are normally operated with
80% x SMCR speed)
a controllable pitch propeller and sometimes also a propeller shaft clutch.
normally designed to operate at 100%

SMCR speed, and it is therefore tuned
Alternator disengaged: undercritical
so that the critical speed of significant
running (1st order critical speed above
For such an installation, the torsional
torsional vibration (t/v) orders is placed
120% x SMCR speed, higher orders
vibrations analysis is very complex and
outside the 80-120% range of propeller
to be considered).
require a careful investigation of all possible operating modes during the design
speed.
For the PTO/RCF (RENK constant fre-
stage.
The flexible coupling for the PTO/GCR
quency), which normally operates at be-
types is selected on the basis of the mis-
tween 70% and 105% of SMCR engine
In general, the flexible coupling between
firing conditions and normal service con-
speed, the flexible coupling design leads
the propeller shaft and the PTO should
ditions. The normal service conditions
to a natural frequency of between 50-
be sufficient to ensure a natural fre-
are therefore harmless to both the flex-
60% of the frequency at SMCR speed.
quency in the shaft generator system at

below 75% of the corresponding engine
ible coupling and the gear. Irrespective of

the number of engine cylinders, a mis-
Operation during misfiring is often pro-
frequency when the generator is oper-
firing incident will increase the 1st order
hibited, so if the natural frequency in-
ated. If it is not, it could alternatively be
excitation close to the natural frequency
crease, due to a more rigid coupling
designed to have a natural frequency of
substantially, which explains why it is es-
(breakage) or in the event of a misfiring
150%, corresponding to the frequency
sential to tune the natural frequency of
event, the alternator must be declutched
of a main engine when a generator is op-
the 1-node vibration mode in accord-
by the incorporated RCF gear clutch.
erated. This setup will provide main critical resonances (4th, 5th and 6th order)
ance with the engine speed.
30
When the alternator is declutched, the
in the shaft generator system at very low
magnitude of the alternators inertia it-
speeds, and in case of a misfiring when
Engine Governing System
the 1st and 2nd order excitation become dominant, the resonance is found
Design requirements for shaft generator makers
outside the shaft generator operating

speed.
When a shaft generator is applied it

must be designed to operate on the
Adjusting of the natural frequencies will
conditions of the main engine/propul-
normally require very flexible couplings.
sion system.
The speed governor is an integrated
A constant speed shaft generator
part of the ME control system and it
must be able to accept a 5% sta-
does not normally require special atten-
tionary and 10% transient speed
tion.
variation relative to the nominal

speed. The shaft generator must be
However, for plants where the power
able to operate at least 5 seconds in
of the PTO/PTI exceeds 15% of the
the transient range without setting off
main engines power, and the PTO/PTI
an alarm or initiating disconnection
is driven trough a flexible coupling and/
of the shaft generator.
or a clutch, special precautions may be

necessary to maintain the stability of
A variable speed shaft generator

must accept at least the same speed
the speed control.
variations within and at the end

Such plants must be evaluated by MAN
points of the defined shaft generator
Diesel & Turbo to determine any nec-
operating range.
essary extra features such as speed

measurement on the generator/mo-
A variable speed shaft generator re-
tor side of the elastic coupling and/or
quiring a wide operating range below
clutch state signals.
75% MCR engine speed must use

the absolute rpm limits calculated for
75% engine speed as tolerance.
In rough weather, the speed variations
will increase and may reach a level
where shaft generator operation is not
possible and, accordingly, the electricity production must be shifted to the
auxiliary engines.
31
Pros and cons of shaft generators
PTO advantages
to the auxiliary equipment. The installa-
PTO disadvantages
Operating a shaft generator will make it
tion time for a shaft generator is short.
Increased spare parts costs
possible to:
1. Limit the operating time on the four-
Normally, more parts are needed for genReliability
stroke genset engines for mainly ma-
Shaft generators are generally consid
noeuvring operations in port.
ered to be highly reliable.
sets, unless fewer gensets are installed.

No power production in port
Electric power from a shaft generator
2. Generate the same amount of elecLow time use for maintenance
is not available while in port, unless a
3. Save fuel for the charter.
Planned maintenance of a PTO during
clutch is installed between the PTO and
4. Reduce the maintenance costs by
the first years of operation only involves
the propeller shaft. This can be seen on
saving operating time on the four-
regular checks of proper functioning and
some shuttle tankers. In that case, the
stroke gensets.
regular replacement of the lubricating oil
electric power used for cargo pumping
and oil filter if the shaft generator has a
is available from the shaft generator if the
separate lubricating oil system.
propeller is de-clutched.
Low spare parts costs
Higher load on main engine
tric power at a lower cost.
5. Improve the steam production from

the main engine, thanks to the higher engine load and exhaust gas temperatures.
As a result of the high reliability and low
Because of the higher load on the main
Small space requirement
spare parts consumption for the planned
engine when operating the shaft gen-
Both the BW III installed close to the en-
overhauls, maintenance costs are low.
erator, the specific fuel oil consumption

and the cylinder oil consumption may in-
gine or the BW IV installed in the shaft

line takes slightly more further space
Long lifetime
than is already set aside for the engine
A low wear rate for shaft generator parts
installation.
means long lifetime.
crease depending on the engine layout.

Reduced CPP propeller efficiency at
reduced ship speed
The DMG/CFE installed on the engine
However, bearings, mechanically-driven
PTO/GCR electric power production at
front end and the SMG/CFE installed in
oil pumps, friction clutches, etc., will
low load and SMCR propeller speed im-
the shaft line need extra space elsewhere
need replacement or reconditioning after
plicate reduced propeller efficiency.
in the engine room for the synchronous
many years in operation.
condenser and the control cubicles.
No long-time parallel running ability

Saving running hours on the gensets
for PTO/GCR
Low investment cost (PTO/GCR)
When the shaft generator can cover the
The PTO/GCR cannot run in parallel with
The investment cost depends on the
full electric power consumption on the
the four-stroke generators, except dur-
generator type and make, but normally
voyage, one genset can be omitted for
ing load take-over (shifting the electric
the PTO/GCR shaft generator is avail-
installation, and the running hours on
power production from gensets to PTO
able for a relatively low price, whereas
the remaining two gensets are reduced,
and vice versa).
the PTO/RCF and PTO/CFE frequency
and they could perhaps be replaced by
control types are relatively expensive.
smaller and cheaper high-speed genset
More complex shaft arrangement
The RCF type from RENK comes with
installations.
Gears and flexible couplings are not

used for two-stroke diesel engines
an inexpensive installation as no further

frequency control cubicles are needed in
Low noise
used only for propulsion, and the inertia
the engine room arrangement.
The noise level of a PTO is considerably
from those components may influence
lower than the noise level from a genset.
the torsional layout of the shafting.
PTO can improve ship EEDI figure
A PTI can deteriorate the EEDI figure
The shaft generator requires no separate

or just a simple foundation, no exhaust
gas system, and only a few connections
32
if used for increasing the ship speed.
Economic comparison between engine room layouts
This chapter gives a comparison of
The cost comparison is made at run-
nomic impact from a possible increased
the operating costs for a typical feeder
ning points for exactly the same ship
engine room length are not included.
container vessel equipped with CP pro-
speed, but due to the efficiency loss
peller.
implication for CP propeller running at
Many factors influence the decision for
constant propeller speed propulsion,
PTO, and whether the installation of a
The first engine room layout has three
powers are increased at part load op-
shaft generator is attractive or not is
diesel gensets and the second engine
eration for the engine running with PTO.
up to the shipowner. In the past, many
room layout has a low-cost shaft gen-
shipowners have preferred engine room
erator PTO/GCR combined with two
Time at sea:
250 days/year
layouts that include three gensets, most
diesel gensets.
Time in port:
115 days/year
likely because of the simplicity and well-
A CP propeller is used for both layouts,
Electric load at sea:
900 kW
Electric load in port:
500 kW
known design offered by the yards.
but in order to utilise a low-cost PTO/

GCR, the main engine is running with
Operation costs for fuel oil, lubricating
a constant speed for the whole power
oil and maintenance have been com-
range.
pared, and it is concluded that the:

1. annual fuel and lube oil cost savings
Engine room layout with gensets

One 7S50ME-B8 main engine, SMCR
9,760 kW at 127 rpm, NCR 80%.
are 2% lower for the PTO alternative.

2. annual maintenance cost savings are
5% lower for the PTO alternative.
3. annual total operation cost savings
One propeller running at reduced pro-
are 2% lower for the PTO alternative.
peller speed and engine power (combinator propeller curve).
The extra investment cost for one shaft

generator compared with one diesel
Three 6L23/30H Mk 2 diesel gensets.
genset corresponds to a payback time

of three years. However, the investment
Propulsion time and load profile:
cost of both the PTO and the gensets
1. 15% at 90% engine power
may differ significantly depending on
the supplier origin, but the installation
cost is expected to favour the shaft
generator layout.
Engine room layout with shaft
Other installation aspects may also af-
generator
fect installation costs, such as one ad-
One 7S50ME-B8 main engine, SMCR
ditional cylinder for the main engine in
11,060 kW at 127 rpm, NCR 80%.
order to ensure surplus power for the

PTO operation and ship acceleration,
One propeller running at constant
together with appropriate engine derat-
speed.
ing for improved engine efficiency However, any extra costs for one more main
One PTO BW IV/GCR/1,200 shaft gen-
engine cylinder, its increased capacity
erator.
for auxiliary equipment, and the eco-
Two 6L23/30H Mk 2 diesel gensets.
33
Typical Shaft Generator Applications
The most frequently installed shaft
The PTO BW III/GCR is mostly used
The engine-mounted PTO BW III/RCF
generators are the BW IV/GCR, SMG/
for 50 and 60 bore engines having an
is available for all engines larger than
CFE, BW III/RCF and BW II/RCF types
electrical output of 800-1,800 kW.
40 bore.
in the power range from 0.5 to 3.5 MW.

For a large container vessel equipped
Small ships installed with two-stroke
The GCR solutions are typically used
with a fixed pitch propeller and trading
engines smaller than 40 bore and run-
in combination with a controllable pitch
with a large number of reefer plugs, the
ning with a fixed pitch propeller, will
propeller. The PTO BW II/GCR and
PTO SMG/CFE type is often be speci-
typically be fitted with the PTO BW
PTO IV/GCR are used on container
fied with an electrical capacity of some
II/RCF type, which offers an electric
vessels or chemical tankers with 60-
2,000 to 3,500 kW.
power capacity of 250-700 kW.
cm bore engines or smaller and with

an electrical output of 500-1,200 kW.
Fig. 38: Large PTO SMG/CFE installed on a large container vessel.
34
Special shaft generator applications
PTO used with shuttle tankers
dynamic positioning with the aid of the
1,750 kW bow thrusters and two 1,750
Shuttle tankers are widely used to serve
bow and stern thrusters and main pro-
kW stern thrusters for accurate position-
oil fields where the cargo is loaded from
pellers during loading of the ship at the
ing, which calls for equipment that can
storage facilities at the oil field or direct-
oil field. The time required for loading
provide sufficient electric power in the
ly from the production platform where
the oil depends on the loading facilities
form of gensets or shaft generators.
high performance and pods for accu-
and may vary from one to ten days in
rate positioning are required.
each round trip.
To reduce the complexity of such an

engine room layout, the cargo pump-
The operating profile for those ships in-
To match such requirements, a typical
clude long term running with accurate
shuttle tanker is equipped with three
ing power is delivered by electrically
Electric motors
DG
ME
ME
DG
SG
ME: Main engine

SG: Shaft generator
DG: Diesel generator
ME
Disconnectable
thrust bearing
Cargo pumps
Fig. 39: Engine room layout for shuttle tankers including shaft generators and clutches in the propeller shaft lines
35
driven pumps, instead of hydraulically
immediate loss of electrical load on
By using the main engine and PTO when
driven pumps.
the shaft generator when the propel-
the propeller is de-clutched, the speed
ler is disconnected by the clutch. Such
of the cargo pumps can be adjusted
An efficient propulsion system that
a study normally results in the setting
simply by varying the engine speed to
meets the above requirements is the
of a minimum level of inertia for the al-
control the electrical frequency.
diesel-mechanical twin propulsion sys-
ternator, increased requirements to the
tem with two low speed main engines
engine control system, including an ad-
A frequency converter layout is neces-
and CP-propellers, shaft generators
vanced electronic governor with an ad-
sary if the shaft generator is serving
and propeller shaft clutches.
ditional overspeed shutdown feature to
electric power for all consumers, at
controlling a fuel cut-off device.
all possible conditions during port op-
In port, the propeller can be discon-
eration, sea state, dynamic positioning
nected and the main engine can be
For safety reasons, the flexible coupling
and where, in some of these load con-
utilised for electric power generation
between the PTO and the intermediate
ditions, the engine speed is not kept at
without turning the propeller.
shaft has a built-in torsion limiting de-
a constant level. Alternatively, one gen-
vice. If the flexible elements break, the
set must serve electric power for critical
However, for safety reasons, a study
device will transmit the torque by the
consumers.
of the engine acceleration behavior is
help of steel parts until the safety sys-
required to establish the impact of an
tem has shut down the engine.
Main engine driving the shaft generator for cargo pumping
Shaft generator G1
motor M1 1,800 rpm
PTO load max. 1,400 kW
Main engine
Clutch-engaged
Propeller-0 rpm
120 rpm
PTO gear
PSC - Coupling
Propeller shaft disconnected
Fig. 40: Propeller disconnected by clutch while low speed engine is driven the shaft generator
36
Auxiliary electric propulsion system
sio, clutch, two-speed tunnel gearbox,
installed between the tunnel gearbox
An auxiliary propulsion system for loi-
and a generator/motor that can drive
and the main engine.
tering operations is especially of in-
the propeller by means of the shaft
terests for projects involving gas and
generator now operating as an electric
A combined propulsion mode includ-
chemical tankers installed with small
motor powered by a number of gen-
ing both the main engine and genera-
bore low speed engines equipped with
sets.
tor/motor as power take-in is possible,
a controllable pitch propeller.
when increased propulsion power is

Before operating the system, the main
needed in order to maintain the ship
MAN Diesel & Turbo can deliver an aux-
engine is disengaged by the clutch,
speed in rough weather conditions, or
iliary system including electric propul-
which is integrated on the shafting and
if surplus electric power from a waste

heat recovery system is available.
When the propeller shaft clutch is engaged, and the main engine is running,
Hydraulic
coupling
Generator/motor
Two-speed
tunnel gearbox
Shaft Clutcher
Main engine
the clutch statically transfer the thrust

force from the propeller to the main
engine`s thrust bearing.
When disengaged, Fig. 42, the clutch
build-in thrust bearing transfer the auxiliary propeller thrust force to the engine
Oil distribution ring
thrust bearing.
Flexible
coupling
Intermediate
bearing
Hydraulic
coupling
Before starting up in auxiliary propulsion mode, a lower gear is needed from

the gear box to enable the generator/
motor to turn the propeller shaft.
Fig. 41: Auxiliary propulsion system for low ship speed operations.
Starting the generator/motor in auxiliary

propulsion mode is done with the help
from a start transformer and the twospeed gear box built-in friction clutch,
Shaft generator G1
motor M1 1,800 rpm
Main engine
allowing the propeller a clutch-in at full

alternator/motor speed where the full
Clutch-C2-engaged
torque is available.
Clutch-C1-disengaged
Propeller-85 rpm
The requirements of some classifica0 rpm
tion societies differ according to whether the auxiliary propulsion system has
been prepared as a take home system
in the event of a main engine failure at
2 Speed PTO / PTI gear

RENK KAZ coupling
sea, or as a take away from quay loitering propulsion system.
Fig. 42: gensets driving the alternator/motor while the low speed main engine is disconnected from the
propeller shaft.
37
The auxiliary propulsion system offered by MAN Diesel & Turbo fulfils the
Shaft generator G1
motor M1 1,800 rpm
Main engine
Clutch-C2-disengaged
requirements of both alternatives, provided sufficient electric power for auxiliary propulsion is available from the
Clutch-C1-engaged
gensets. Auxiliary propulsion controlled

from the engine control room and/or
Propeller-120 rpm
bridge can quickly be established by

120 rpm
the system, even with unmanned engine room. Re-establishing of normal

operation requires attendance in the
2 Speed PTO / PTI gear

Shaft Clutch
engine room, but it can be done within

a few minutes.
Fig. 43: Main engine driving the propeller while the electric power is generated by the generator/motor
Auxiliary hydraulic propulsion system

In 2006, as an alternative to the generator/motor take-in solutions with gearbox
and electric motor powered by gensets,
Marinvest developed the MAPS auxiliary
hydraulic propulsion system for tankers
equipped with hydraulically driven cargo
and ballast pumps. When the hydraulic
propulsion system is engaged, the hydrauic power packs are used for driving
the shaft.
The special patented propeller shaft
clutch developed by Marinvest is used
for disconnecting the main engine.
Fig. 44: The principle of MAPS, the alternative hydraulic propulsion system
In normal service, the rigidness of the

shaft line is ensured by a bolted connection, and the MAPS system is fully
disconnected and at rest. In this way,
there is no wear and tear on the system.
The engagement of the MAPS system
for alternative propulsion mode takes
a trained crew about 15 minutes. In
this procedure, the special Marinvest
propeller shaft clutch is disengaged by
removing the bolts connecting it to the
main engine and inserting the bolts that
engage the hydraulic drive.
Fig. 45: When disconnected from the main engine, MAPS can be used for take-away from quay or loitering operations
38
The MAPS is now ready to be started,
is somewhat more manual in operation,
ers equipped with twin-engine propul-
stopped and controlled via a local con-
but also less complex and more robust
sion systems, and product tankers
trol panel. It is operated at constant
thanks to fewer moving parts and the
with generator/motor systems. The
rpm and the controllable pitch propel-
solid hydraulic drive.
clutch type can be operated automati-
ler is used to adjust the ship speed as

needed, reaching up to 10 knots.
Compared with electrically powered
cally from the engine room for disen-
RENK propeller shaft clutch
gagement, and semi-automatically for
The RENK propeller shaft clutch is ap-
engagement of the propeller shaft.
plicable for shuttle tankers, LNG tank-
auxiliary propulsion systems, the MAPS
Fig. 46: Exploded drawing showing the RENK propeller shaft clutch with casing to be mounted on a simple foundation below the propeller shaft line
39
disengagement steps
engagement steps
1. Stop engine
1. Start hydraulic clutch pump
2. Block engine
2. Engage turning gear of main engine
3. Slow down ship until maximum per-
3. Engage disc brake
missible shaft torque is achieved

(approx. 10% of nominal torque)
4. Align clutch by means of turning gear

and electric alignment indication
4. Disengage clutch.
5. Disengage turning gear

6. Engage clutch
7. Disengage disc brake.
PS-clutch Torque
Thrust
Thrust
size
engaged (max) disengaged
PSC
length
Spacer Max. Outer

length
diameter
Flange
diameter
PSC
weight
Spacer
weight
kNm
kN
kN
mm
mm
mm
mm
tons
tons
32
320
600
125
1.500
400
700
600
3,80
0,3
63
600
1.040
208
1.650
600
870
645
4,80
0,5
85
850
1.250
280
1.775
675
950
750
6,50
0,8
132
1.260
1.600
364
1.875
750
1.000
850
8,20
1,1
225
2.150
2.600
520
2.350
1.000
1.230
1.070
14
2,3
355
3.400
3.500
650
2.650
1.150
1.430
1.250
22
3,6
480
4.600
4.800
900
3.050
1.300
1.680
1.400
33
5,1
800
7.800
7.500
1.600
3.600
1.450
1.930
2.050
44
6,5
Fig. 47: The RENK propeller shaft clutch dimensioning
RENK propeller shaft clutch selection example:

Main engine power:................................................................................................................................... P = 12,640 kW
Main engine speed:........................................................................................................................................ n = 127 rpm
Power factor:................................................................................................................ P / n = 12,640 kW / 127 rpm = 99
Selected clutch size:.......................................................................................................................................... PSC 132*
Remarks:
* Coupling selection to be checked for compliance with class requirements for propeller shafting.
** PSC flange diameter adjustable according to main engine and propeller flange.
40
Waste heat recovery systems
The amount of air required for the diesel

Funnel (boiler)
engines combustion process is lower

than what is obtainable with high-effi-
Turbochargers
ciency turbochargers. So when high-efficiency turbocharger systems are available, it is possible to reduce the supply
Exhaust gas receiver
of energy to the turbochargers exhaust

gas turbine and utilise the excess exhaust gas heat for power production at
Main engine
Generator
Gearbox
Coupling
engine loads above 45% of SMCR main

engine power.
MAN Diesel & Turbo has published a
paper on waste heat recovery (Ref. 1),
Efciency between 3 to 5% of
main engine SMCR power
depending on size
Exhaust gas turbine

Board grid
which describes the more advanced

combined WHR systems that also uti-
Fig. 48: Schematic diagram of a power turbine generator system
lise the excess energy from steam for

electric power production.
Power turbine generator

Electric power production from a waste
Turbine
heat recovery system utilising only

the exhaust gas can be supplied by a
power turbine generator system when
by-passing a percentage of the exhaust
gas to a power turbine placed on a
frame in the proximity of an alternator.
The power turbine generator system
available from MAN Diesel & Turbo can
be operated as a stand-alone solution
to supply all the electric power on the
voyage.
Generator
Compressor
MHI hybrid turbocharger

Electric power production from the
Fig. 49: Cutaway view of MHI MET-MAG hybrid turbocharger
exhaust gas can also be effected by

means of an advanced turbocharger
solution designed with an integrated al-
er supplies supercharged air to the en-
compact electromotor mounted with a
ternator in the shaft line. Such a system
gine, but at the same time the integrated
permanent magnet rotor (lower weight
is available from Mitsubishi Heavy In-
alternator in the turbocharger shaft line
and size) and directly attached to the
dustries and is known as the MHI MAG
generates electric power for the con-
turbocharger shaft, without a waste heat
hybrid turbocharger system.
sumers. In this way, the MAG system
recovery bypass system.
utilises the excess exhaust gas rotationIn the same way as a the standard tur-
al energy produced by the turbocharger
The stator is held in place by a support
bocharger, the MAG hybrid turbocharg-
to generate electric power from a simple
bracket attached to the housing.
41
Depending on the vessel type, the out-
low-load engine operations where the
bocharger at low-load engine opera-
put needed, and the size of the MET-
turbocharger does not supply a suffi-
tions, where the scavenge air blowers
MAG system, an electric power output
cient scavenge air amount to the en-
would normally be running.
in the range of 250-750 kW is possi-
gine combustion proces. In this condi-
ble. This could cover the electric power
tion, the standard scavenge air blowers
The principle optimises the plant ef-
needed on the voyage.
would normally be running, but they
ficiency at low-load operations below
can now be omitted and replaced by
some 35% engine load. It improves
The three-phase alternating current
the more advanced and efficient tur-
the main engine combustion efficiency
produced has a varying frequency
bocharger electro-assist function avail-
by serving more scavenge air to the
that corresponds to the turbocharger
able with the MHI hybrid turbocharger.
main engine. The same or even a bet-
speed. The converter system installed
ter performance is achieved, compared
in the engine room converts the current
MHI electro-assist turbocharger
with an auxiliary blower, thanks to the
to constant frequency electric power.
Another variant of the hybrid turbo-
improved efficiency from the electro-
charger is the electro-assist MET tur-
assist permanent magnet motor, which
The MHI hybrid turbocharger system
bocharger. It incorporates a compact
consumes less electric power.
allows a continuous switch-over be-
electric motor with limited power func-
tween generating and motoring at
tions that assists the driving of the tur-
Fig. 50: MHI electro-assist turbocharger type
42
The combined RENK shaft generator

and waste heat recovery system
available and used for the shaft genera-
on the voyage, will save running hours
tor mounted to the engine side.
and maintenance cost on the gensets,
The engine-mounted BW III shaft
and the power turbine feeds back the
generator solution from RENK is also
These two systems are combined into
mechanical power available from the
available with a combined waste heat
one unit offering the benefit of the two
combustion processes, thereby reduc-
by-pass power turbine solution to uti-
without incurring the full first cost of
ing the main engines fuel consumption.
lise any excess heat available from the
both, as the most expensive compo-
exhaust gas. The power turbine is hy-
nent, the crankshaft gear, is shared.
draulically coupled to the crankshaft

through the crankshaft gear already
This system can benefit ships predominantly operated at load profiles higher
The built-on shaft generator, which
than 45% SMCR, for example contain-
serves all the electric power needed
er feeders.
Fig. 51: RENK BW III turbo compound system
Fig. 52: Sketch of turbo compound system/PTI

without shaft generator type
Fig. 53: Schematic diagram of turbo compound system with and without a shaft generator
43
EEDI Energy Efficiency Design Index
Introduction
in 2013, 2015, 2020 and 2025 which
normal service conditions. For waste
One of the main goals in the marine in-
corresponds to a 30% reduction of CO2
heat recovery systems, where excess
dustry is to reduce the impact of CO2
emissions and fuel consumption.
electric power is available, it is possi-
emissions from ships in order to meet
ble to take advantage of the PTI using
stricter IMO greenhouse emission re-
Based on the assumption that electric
excess electric power for propulsion
quirements.
power generated by a shaft generator
on the voyage without having an EEDI
connected to the two-stroke main en-
penalty.
The folowing two CO2 indexes came
gine is more efficiently made than elec-
into force on 1 January 2013:
tric power generated from gensets, the
A BIMCO EEDI calculator is available to
index
IMO rules give a preference treatment
explore further possibilities.
(EEDI) evaluates the engine and
for PTO applications. In this respect,
vessel design and measures the
a maximum of 2.5% of the installed
Summary
gCO2 eimission per ton per mile.
SMCR power can be deducted from
A wide range of shaft generators with
the main engine power used to calcu-
frequency control systems are available
late the EEDI figure.
for installation with an MAN B&W low
1.
Energy
efficiency
design
2. Energy efficient operational indicator guides the operator in develop-
speed engine. Relative to the propel-
ing the best practice on board the
However, the power take in (PTI) sys-
ler, a shaft generator application affects
ship.
tems using electric power produced by
the installed engine power and the shaft
gensets will influence the EEDI number
generator application must also be in-
The goal is to design future ships with
in upwards direction for applications
cluded in the torsion vibration calcula-
stepwise reduced design index figures
designed to increase the ship speed at
tions.
PTI will penalise EEDI figures

(higher EEDI number)
EEDI =
f (*CFME*SFCME) + PAE*CFAE*SFCAE + (fj*PPTI - feff*PAEeff)*CFAE*SFCAE - feff*Peff*CFME*SFCME

fi * Capacity *Vref*fw
PME Main engine
75% rated main power = 75% *PMCR(i) - PPTO(i)
PMCR Main engine
Rated main engine power at MCR
PPTO Power Take-off
Rated shaft generator at MCR

PTO will improve the EEDI figures
(lower EEDI number)
PPTO
PMCR
Fig. 54: EEDI calculation formula.
44
The requirements to the engine govern-
However, despite the prolonged mean
Disadvantages:
ing system is typically not influenced by
time between overhauls, references
PTI will penalise EEDI figures
a shaft generators with a normal elec-
have shown that most MAN B&W low
No power production in harbour
tric capacity of less than 15% of the
speed engines are operated without a
Higher load on main engine
SMCR power. However, for shaft gen-
shaft generator. This reflects the fact
No long time parallel running ability
erators with no frequency control sys-
that many shipowners and shipyards
tem, the stability of the engine speed
still prefer the simple engine room lay-
needs special consideration.
out including electric power generated
for PTO/GCR
Reduced propeller efficiency at low

propulsion power for PTO/GCR
More complex shaft arrangement
by gensets.
applications such as shuttle tanker
On the other hand, when surplus ca-
Abbreviations:
propulsion arrangements, the propeller
pacity is available from the main engine,
Gear constant ratio (GCR)
can be disconnected by a clutch, and
a shaft generator is still a viable solution.
RENK constant ratio (RCF)
For shaft generators used in special
Constant frequency electrical (CFE)
the main engine can be used to drive a
Direct-mounted generator (DMG)
large alternator supplying electric pow-
Advantages:
er for the cargo pumps. In rare cases,
PTO improves the EEDI figures
Shaft-mounted generator (SMG)
where an auxiliary loitering propulsion
Small space requirement
MAN Diesel & Turbo (MDT)
system is used, the main engine is dis-
Low investment cost (PTO/GCR)
Low speed engine (2-stroke main en-
connected and the shaft generator is
Low installation cost
gine)
used as an electric motor driving the
Low manhour cost for PTO mainte-
Power take-off (PTO)
nance
Marine diesel oil (MDO)
Low maintenance cost for PTO
Four-stroke diesel generator (genset)
CP propeller with electric power generated by a number of gensets.
Reliable
Power take-in (PTI)
Gensets have improved their cost ef-
Long lifetime
Propeller shaft clutch (PSC)
fectiveness thanks to low prices, HFO
Low noise
Power management system (PMS)
operation
and
improved
Pulse width modulated (PWM)
reliability.
EEDI = CF SFC
Capacity Speed
Auxiliary
engines
Cargo heat
Boiler
Thrusters
Cargo pumps
Switch board
Cargo gear
Power
excluded EEDI
Ballast pumps
Reefers
Shaft motor PPTI
Shaft power PS
Shaft
generator PPTI
Waste heat
recovery etc. PME
Main engine PME
PAE
Main engine
Pumps (2.5% PME)
Power
included EEDI
Accommodation
(250 kW)
Fig. 55: EEDI parameters
45
References
BIMCO EEDI Calculator, link:
www.bimco.org/Products/EEDI.aspx
Waste Heat Recovery System,
MAN Diesel & Turbo, Copenhagen,
Denmark, Publication no.: 5510-0136,
Aug 2012
Image credits
http://www.mhi.co.jp/en/news/story/1008261372.html
46
47
All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. CopyrightMAN Diesel & Turbo.
5510-0003-02ppr Mdd 2015 Printed in Denmark
MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandieselturbo.com
www.mandieselturbo.com

Shaft Generators For MC and Me Engines

Загружено:

Сведения о документе

Оригинальное название

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Shaft Generators For MC and Me Engines

Загружено:

Авторское право:

Доступные форматы

Shaft Generators for Low Speed

Shaft generators for low speed main engines

However, references have shown that

The purpose with this paper is to

After the first MC engine was intro-

a number of shipowners and opera-

provide detailed information about

duced in 1982, MAN Diesel & Turbo

tors still consider a shaft generator as

different categories of shaft gen-

started investigating the possibility for

an attractive investment for ships like

erators driven by a MAN B&W low

using a low speed main engine driven

container vessels, product tankers and

speed marine engine used for ship

shaft generator for generating the elec-

shuttle tankers. This is probably as-

tric power on ships as an alternative to

cribed to the fact that shaft generators

the four-stroke gensets.

and low speed main engines are con-

The paper describes different types

sidered to be highly reliable and offers

of marine shaft generators and their

This was motivated by the rising fuel

savings from prolonged time between

configurations, with the physical

prices and the fact that, at that time,

overhauls compared to a four-stroke

connecting interfaces to the main

most four-stroke gensets could only

genset solution. This means that by

engine or to the intermediate propel-

operate on the more expensive marine

selecting the right shaft generator and

ler shaft. It will provide a description

diesel oil. The low speed main engine

main engine layout, operating hours can

of relevant aspects and can be used

was able to operate on the cheaper

be saved on the four-stroke gensets

heavy fuel oil, and the marine industry

because they can be shut down during

therefore looked into the possibility for

Supported by examples of typical and

erators were developed, and the electric

special shaft generator installations,

power generated from shaft generators,

this paper describes the most com-

combined with the prolonged length be-

monly used systems and the connect-

tween overhaul for the shaft generator

ing interface to the low speed main en-

and low speed main engine compared

gine or propeller shaft.

to the four-stroke genset, rapidly became popular among operators.

Shaft generators for low speed main engines

Definitions and designations of shaft generators

MAN Diesel & Turbo distinguishes be-

running alternator with electrical control

tended for installation with an S50ME-

tween three main categories of shaft