Heavy Tuning Wheel (HTW) By Jörgen Marken Manager Engine Structure Department Large Bore Design Engineering, Two Stroke

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Martha Welch
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1 Heavy Tuning Wheel (HTW) By Jörgen Marken Manager Engine Structure Department Large Bore Design Engineering, Two Stroke < 1 >

2 General purpose and limitations for present design of tuning wheel Quick facts The tuning wheel is used to reduce stresses in the shafting system. The large the inertia of the tuning wheel reduces the torsional stresses. The larger the inertia, the lower the engine speed for the barred speed range. The size of tuning wheel is today limited by the bearing load on main bearing 1. When the maximum tuning wheel is not enough, a torsional vibration damper (TVD) is applied instead. Torsional stress (+/-MPa) Max torsional stress vs. tuning wheel inertia Tuning wheel inertia kgm2 Torsional stress (+/-MPa) 5G60ME-C9.2 - Intermediate shaft Engine speed (r/min) Limit for transient operation Limit for continuous operation TW 100% TW 150% TW 200% < 2 >

3 Heavy Tuning Wheel - HTW Purpose Replace the expensive and in some cases problematic one node torsional vibration damper (TVD). Give greater freedom when choosing length, thickness and material of the shafting system. Motivation Reduce total ship first cost Reduce engine running cost Improved reliability What is it? On selected engine types it is now possible to order an updated front end which allows a tuning wheel with doubled inertia compared to traditional design. Available HTW engines Relevant for 5, 6 and 7 cylinder engines. Currently available on 40, 45, 50, 60, and 70 bore G-engines. We have a firm order for a 5G60ME-C9.5 5G60ME-C HTW < 3 >

4 HTW Design Extra main bearing added in front of the tuning wheel Main bearing 0 (MB 0) is of the same type as the other main bearings Supports the heavy tuning wheel Significantly improves bearing load conditions for main bearing 1 compared to traditional design Chain placed forward of the tuning wheel Allows optimal use of available space and thereby reduces the total engine length AVD placed in front of main bearing 0 Reduce the length of engine footprint Simplifies access and maintenance of AVD AVD cam bolted on crankshaft Reduce crank shaft manufacturing costs Simplifies mounting of chain wheel and tuning wheel MB 0 MB 1 < 5 >

5 Example: 5G60ME-C HTW 5G60ME-C 5G60ME-C HTW Tuning Wheel Inertia: kgm 2 Diameter: 3800mm Length: 430mm Weight: 22,9t Tuning Wheel Inertia: kgm 2 Diameter: 3990mm Length: 625mm Weight: 41,8t Chain compartment Length: 898mm Chain compartment Length: 1325mm Footprint Footprint Length: 8606mm Length: 8956mm (+2.9%) < 6 >

6 Comparison of power loss % Power loss of engine power 5G60ME-C9.5 8% 7% 6% 5% 4% 3% 2% 1% 0% Engine [rpm] % Power loss of engine power 6G60ME-C9.5 10% 9% 8% 7% 6% 5% 4% 3% 2% 1% 0% Engine [rpm] Power Loss - TVD Power Loss - HTW Power Loss - TVD Power Loss - HTW On a typical 5 cylinder engine, the TVD consumes between 1% and 2% of engine power for all speeds above the barred speed range. That corresponds to an increased fuel consumption of 2.5 ±1 g/kwh. On a typical 6 cylinder engine, the power loss in the TVD is smaller. But still significant if operating the engine close to the barred speed range. The power loss for each specific ship series can be found in the torsional vibration report. < 8 >

7 Advantages/Disadvantages with HTW Advantages with HTW compared to TVD Reduced over all first cost Reduced running costs (fuel savings + maintenance) Improved reliability Higher accuracy when making T/V calculations Disadvantages with HTW compared to TVD Slightly longer engine Difficult to remove tuning wheel, if needed for shop test of engine. Cost distribution between engine builder and ship yard may differ compared to TVD. < 9 >

8 Questions? < 10 >

9 Disclaimer 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. MAN Diesel & Turbo June 2015 < 11 >

10 Thank you for your attention 2 x 1050 HP B&W Engines 4,435 ton Vinland built by B&W in Copenhagen 1924 < 12 >

A study into the fuel savings potential by a major rebuild of propulsion system

A study into the fuel savings potential by a major rebuild of propulsion system Per Rønnedal Senior Manager New Design Research & Development Marine Low Speed < 1 > Agenda 1 Introduction of MAN and our